A cross-truck scheduling method and device, electronic equipment and storage medium

Abstract

The application provides a cross-truck scheduling method and device, electronic equipment and storage medium, the method comprises the following steps: receiving the transfer task issued by the upstream system and storing it to the shared database, dividing the transfer task life cycle into multiple processing stages executed in time sequence based on single-thread multi-stage serial pipeline; for the to-be-executed task completed by scheduling, the total search cost is calculated by superimposing the overlapping section conflict penalty term on the path-based passing cost, and a multi-grade path planning strategy is generated by adjusting the penalty weight coefficient; in the job execution process, a section passing right management mechanism with adjustable granularity parameters is used to avoid conflicts in advance, and conflict scenarios are identified in real time and elimination strategies are executed according to the task priority. The application can improve the stability and scene adaptability of the scheduling system, and guarantee the efficient and orderly operation of the transfer operation.

Description

Technical Field

[0001] This application relates to the field of logistics scheduling technology, and in particular to a method, apparatus, electronic device and storage medium for scheduling straddle carriers. Background Technology

[0002] Roll-on / roll-off (Ro-Ro) terminals for automobiles are crucial nodes in the warehousing and transshipment of vehicles. With the continuous development of automobile import and export trade, the demand for vehicle transfer operations in terminal yards is constantly increasing. Currently, Ro-Ro terminals commonly use AGVs (Automated Guided Vehicles) to achieve automated transfer operations, covering various scenarios such as vehicle entry from the yard to the automated parking garage, exit from the automated parking garage to the yard, and transfers between different yards. The straddle carrier scheduling system is the core control unit for automated transfer operations, responsible for the entire lifecycle management of tasks, vehicle route planning, and driving conflict control. Its architectural stability, scheduling flexibility, and control precision directly affect the overall operational efficiency and safety of the terminal.

[0003] Existing straddle carrier dispatching systems mostly adopt a multi-threaded concurrent dispatching mode. There is direct data interaction and logical dependency between the various task processing stages. During concurrent operation, problems such as state disorder and data inconsistency are prone to occur. The system has weak fault tolerance and is difficult to resume operation after interruption and expand its functions. At the same time, existing route planning schemes mostly use fixed shortest path strategies, which cannot flexibly balance path length and conflict risk according to the density of on-site business. Moreover, the granularity of traffic control is fixed, making it difficult to adapt to the system overhead and road throughput capacity according to the operational scenario, and failing to fully meet the diverse and fluctuating operational dispatching needs of ro-ro terminals. Summary of the Invention

[0004] In view of this, embodiments of this application provide a method, apparatus, electronic device and storage medium for cross-transport vehicle scheduling, which can improve the stability and scenario adaptability of the scheduling system and ensure the efficient and orderly operation of transfer operations.

[0005] The technical solution of this application embodiment is implemented as follows: In a first aspect, embodiments of this application provide a method for scheduling cross-transport vehicles, comprising the following steps: The system receives transfer tasks from the upstream system and stores them in a shared database. Based on a single-threaded multi-stage serial pipeline, the lifecycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage obtains input data and writes back execution results only by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The downstream stage is triggered to execute stage by stage by polling the task status in the database. For the scheduled transfer tasks to be executed, a driving route is planned for the corresponding cross-transport vehicle. When searching the route, the basic passage cost of the route is used as the basis, and the conflict penalty of overlapping road segments is added to calculate the total cost. By adjusting the weight coefficient of the conflict penalty, a multi-level route planning strategy with different trade-off tendencies between route length and conflict risk is generated. During the transfer operation of the straddle carrier along the planned route, the road segment access control strategy with adjustable granular parameters is used to avoid driving conflicts in advance. At the same time, driving conflict scenarios are identified in real time, and corresponding conflict resolution strategies are executed according to task priority.

[0006] Secondly, embodiments of this application also provide a straddle carrier dispatching device, the device comprising: The task flow orchestration module is used to receive transfer tasks issued by the upstream system and store them in the shared database. Based on a single-threaded multi-stage serial pipeline, the life cycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage only obtains input data and writes back execution results by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The execution of the downstream stage is triggered stage by stage by polling the task status in the database. The route planning and scheduling module is used to plan the driving route for the corresponding cross-transport vehicle for the scheduled transfer task. When searching the route, the total cost is calculated based on the basic passage cost of the route and the overlapping road segment conflict penalty. By adjusting the weight coefficient of the conflict penalty, multiple route planning strategies with different trade-off tendencies between route length and conflict risk are generated. The conflict control module is used to proactively avoid driving conflicts during the transfer operation of cross-transport vehicles along the planned route, based on a road segment access control strategy with adjustable granular parameters. At the same time, it identifies driving conflict scenarios in real time and executes corresponding conflict resolution strategies according to task priority.

[0007] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the cross-transport vehicle scheduling method described in any of the first aspects.

[0008] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the cross-transport vehicle scheduling method described in any of the first aspects.

[0009] The embodiments of this application have the following beneficial effects: On the one hand, a single-threaded, multi-stage serial pipeline task orchestration architecture is adopted, using a shared database as the sole data interaction medium to decouple each processing stage, effectively reducing the risk of failure caused by concurrent scheduling, enabling the system to resume operation from the breakpoint and have good scalability, ensuring the stability and reliability of the scheduling process; on the other hand, a multi-level path planning strategy is implemented through a path overlap penalty mechanism with adjustable weights, which can flexibly balance path length and conflict risk according to the operation scenario, taking into account both driving efficiency and operation safety; at the same time, it is equipped with a dual mechanism of adjustable granularity road segment access permission control and priority-based real-time conflict resolution, which manages driving conflicts from both prevention and fallback levels, can adapt to the operation requirements of different business densities, and effectively improve the overall traffic efficiency and operational stability of cross-transport vehicle transfer operations. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments 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.

[0011] Figure 1 This is a flowchart illustrating steps S101-S103 provided in the embodiments of this application; Figure 2 This is a flowchart illustrating steps S201-S203 provided in the embodiments of this application; Figure 3 This is a flowchart illustrating steps S301-S303 provided in the embodiments of this application; Figure 4 This is a schematic diagram of the three types of segmentation rules for parameterized road segment locks provided in the embodiments of this application; Figure 5 This is a flowchart illustrating steps S501-S502 provided in the embodiments of this application; Figure 6 This is a schematic diagram of the execution flow of the parameterized road segment locking mechanism provided in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of the straddle carrier dispatching device provided in the embodiments of this application; Figure 8 This is a schematic diagram of the composition structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0013] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0014] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0015] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0016] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application and is not intended to limit this application.

[0018] See Figure 1 , Figure 1This is a flowchart illustrating steps S101-S103 of the straddle carrier scheduling method provided in this application embodiment, which will be combined with... Figure 1 Steps S101-S103 shown will be explained.

[0019] In step S101, the transfer task issued by the upstream system is received and stored in the shared database. Based on the single-threaded multi-stage serial pipeline, the life cycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage only obtains input data and writes back execution results by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The execution of the downstream stage is triggered stage by stage by polling the task status in the database. In step S102, for the scheduled transfer tasks to be executed, a driving route is planned for the corresponding cross-transport vehicle. When searching the route, the total cost is calculated based on the basic passage cost of the route and the overlapping road segment conflict penalty is added. By adjusting the weight coefficient of the conflict penalty, a multi-level route planning strategy with different trade-off tendencies between route length and conflict risk is generated. In step S103, during the transfer operation performed by the straddle carrier along the planned route, driving conflicts are avoided in advance based on the road segment access control strategy with adjustable granular parameters. At the same time, driving conflict scenarios are identified in real time, and corresponding conflict resolution strategies are executed according to task priority.

[0020] This application employs a single-threaded, multi-stage serial pipeline architecture, using a shared database as the sole data interaction medium for the entire system. Transfer tasks issued by the upstream system are first written to the shared database in real time, and a successful reception is reported back to the upstream system. The actual execution of the task is driven asynchronously by a timer. The scheduler polls the task status in the database at fixed intervals and executes each processing stage sequentially according to a preset time sequence. Each processing stage only reads task data matching a specific state from the database as input, completes its own processing logic, and writes the updated task status and execution result back to the database. There are no direct function calls, data transfers, or dependencies between processing stages at the same level; downstream stages only trigger their own execution by recognizing the updated task status of the upstream stage. This approach enables the system to inherently possess the ability to resume execution from where it left off. Restarting after any stage is interrupted allows it to continue from the current task state. Simultaneously, single-threaded serial execution significantly reduces the probability of concurrent conflicts, ensuring the stability and reliability of the scheduling logic.

[0021] The total cost of route search consists of two parts: first, the basic travel cost of the route itself, i.e., the original length of the route; and second, the conflict penalty term for overlapping sections, which measures the conflict risk caused by the route overlapping with other in-transit cross-border transport routes. By adjusting the weight coefficient of the conflict penalty term, a continuous trade-off can be made between "shortest route" and "least conflict", generating multi-level planning strategies with different tendencies to adapt to different operational scenarios with varying workloads and real-time requirements.

[0022] Finally, conflict management is implemented during the operation of straddle carriers along the planned route, ensuring safe and orderly operation through a two-layer mechanism. The first layer is an early prevention mechanism, which uses adjustable granular parameters for road segment access control to verify access rights before straddle carriers enter the road segment, reducing the probability of conflicts from the source. The second layer is a real-time resolution mechanism, where the system continuously monitors the real-time location and driving status of all straddle carriers. When a driving conflict is identified, the system executes the corresponding avoidance or replanning strategy according to the task priority level to avoid deadlock or collision risks and ensure continuous operation.

[0023] In some embodiments, the transfer task adopts a parent-child two-level task architecture, and the processing stages of the single-threaded multi-stage serial pipeline include, in sequence, task splitting, cross-transport vehicle allocation, sub-task issuance, peripheral device action control, sub-task completion verification, and parent task completion verification. The status of the parent task sequentially changes to Pending Assignment, Assigned, Executing, and Completed; the status of the child task sequentially changes to Pending Distribution, Distribution, and Completed. Each processing stage reads the corresponding task data from the shared database. After processing, the updated task status and execution results are written back to the shared database.

[0024] The transfer task adopts a two-tier parent-child architecture. A single business-level transfer instruction serves as the parent task, corresponding to a complete vehicle transfer operation, covering three business scenarios: yard to automated parking garage, automated parking garage to yard, and inter-yard transfer. Each parent task is broken down into multiple standardized sub-tasks, corresponding to individual execution actions during the transfer process. The parent task's status progresses sequentially through four stages: pending assignment, assigned, executing, and completed. The sub-tasks' status progresses sequentially through three stages: pending issuance, issued, and completed. This two-tiered status system decouples the business layer from the execution layer, facilitating management from both the overall task dimension and the individual action dimension.

[0025] The single-threaded serial pipeline comprises six sequential processing stages, each with clearly defined responsibilities. The task decomposition stage breaks down the parent task into standardized subtasks, unifying subsequent processing logic. The straddle carrier allocation stage prioritizes and filters tasks, matching available and logged-in straddle carriers to the assigned tasks. The subtask issuance stage issues driving instructions to the straddle carriers and completes the final resolution of target points. The peripheral motion control stage triggers mechanical actions such as grabbing and releasing the straddle carrier upon its arrival; the grabbing operation can adjust the gripper wheelbase as needed before execution. The subtask completion verification stage determines whether a single subtask has been completed, updates the subtask status, resets the straddle carrier status, and sends a job completion notification to the upstream system. The parent task completion verification stage verifies the completion status of all subtasks under the parent task; once all are completed, the parent task is marked as finished and straddle carrier resources are released. Each stage only reads task data corresponding to its status, updates the status after processing, and writes it back to the database. Each stage operates independently, connected by state transitions, exhibiting strong order, short cycle time, and scalability.

[0026] In some embodiments, the total cost of path search is calculated using the following formula: g = Original length of road segment + Length of overlapping road segment × (Estimated remaining path length / Estimated total path length) × α; Where α is the conflict penalty weight coefficient, corresponding to three levels of route planning strategies: when α is 2.0, it is a mild strategy, which prioritizes avoiding overlap with other cross-transport routes; when α is 1.0, it is a moderate strategy, which takes a compromise between route length and conflict risk; when α is 0.0, it is an aggressive strategy, which only aims for the shortest route and does not add overlap penalties.

[0027] The formula for calculating the total cost of path search consists of two parts: the basic toll cost and the overlap penalty term. The original length of the road segment is the basic toll cost, corresponding to the mileage cost of the path itself. The overlap penalty term is obtained by multiplying three factors: the overlapping segment length is the total length of the segments that overlap with the planned routes of other cross-transport vehicles, directly reflecting the potential scale of the conflict; the ratio of the estimated remaining path length to the estimated total path length is the distance weight factor, reflecting the design logic of "the closer to the destination, the higher the tolerance for path overlap." When a cross-transport vehicle approaches the destination, even if there is path overlap, there is no need to detour to avoid conflict, which aligns with the operational intuition of actual scheduling; α is the strategy adjustment coefficient, used to adjust the weight of the overlap penalty overall.

[0028] By setting different values ​​for α, three differentiated path planning strategies can be generated. When α is 2.0, it's a mild strategy with the highest weight for overlap penalty; the path planning actively avoids the routes of other cross-trains, minimizing conflict risk, suitable for scenarios with high business volume and high cross-train density. When α is 1.0, it's a moderate strategy, balancing path length and conflict risk, considering both driving efficiency and conflict probability, suitable for regular business scenarios. When α is 0.0, it's an aggressive strategy, without overlapping penalty; path planning only aims for the shortest travel distance, suitable for scenarios with low business volume and low cross-train density. A single formula can cover all three strategies, eliminating the need to develop multiple planning logics, facilitating parameter tuning and scenario adaptation.

[0029] In some embodiments, see Figure 2 , Figure 2 This is a flowchart illustrating steps S201-S203 provided in the embodiments of this application. The driving path is planned based on an orthogonal visibility graph. The specific process can be implemented through steps S201-S203, which will be explained in conjunction with each step.

[0030] In step S201, static obstacles within the yard area and straddle carriers traveling on the road are marked as non-drivable areas, and bounding boxes with safety margins are generated for each non-drivable area. In step S202, all unobstructed horizontal and vertical passable line segments are generated based on the bounding box vertices, and an orthogonal visibility map is constructed by combining the intersection points of the line segments; In step S203, the A* algorithm is used to perform path search on the orthogonal visibility graph, and the node cost is calculated by substituting the total cost calculation formula into the search process.

[0031] The first step in route planning is to construct a yard layout map. Vehicles in a roll-on / roll-off terminal yard can be arranged in two ways: fixed parking spaces and dense parking. Each fixed parking space has known, precise coordinates; densely parked vehicles are arranged in queues, with the coordinates of the queue head known and arranged sequentially at fixed intervals. The system obtains vehicle placement data for the entire yard from the upstream TOS system. Based on this data, a 2D planar map of the yard is constructed, clearly defining drivable areas and obstacle distribution, providing an environmental foundation for subsequent route planning.

[0032] The second step is to generate an obstacle bounding box with a safety margin. To prevent straddle carriers from colliding with obstacles during operation, the system sets a fixed outer margin for each obstacle. Different types of obstacles can be configured with different margin values; for example, a corresponding safety margin can be set for parked commercial vehicles. By generating an outward-expanding bounding box for each obstacle, the safety avoidance rules are transformed into geometric constraints, ensuring that the planned path always maintains a safe distance from obstacles. During the planning process, not only statically parked vehicles are considered obstacles, but straddle carriers in motion are also marked as non-drivable areas and included in the obstacle range for unified processing.

[0033] The third step is to construct an orthogonal visibility graph. First, the original vertex set is determined, including the start and end points of the path planning, as well as small extension points to the right and up from the start and end points, plus the vertices of all obstacle bounding boxes. All vertices are represented in (x, y) form in the yard coordinate system. Then, based on the original vertex set, all unobstructed horizontal and vertical passable line segments are calculated; next, all intersections of horizontal and vertical line segments are calculated as the derived node set, and the corresponding line segments that generate derived nodes are recorded. Finally, the original vertices, derived nodes, and all horizontal and vertical passable line segments together constitute the orthogonal visibility graph, where all edges are horizontal or vertical, perfectly matching the orthogonal driving kinematics of the straddle carrier.

[0034] The fourth step is optimal path search based on the A* algorithm. The system uses the A* algorithm to search for paths on an orthogonal visibility graph. Each node in the priority queue during the search process contains information such as the current node, direction of entry, cumulative path length, cumulative number of turns, parent node, and total cost value, uniquely identified by "node and direction of entry" to avoid duplicate searches. The total cost value of a node combines the path length cost and the turning cost, while also incorporating the overlapping road segment penalty term of this scheme, to comprehensively calculate the final search cost. The turning cost is calculated using the number of turns, turning time, vehicle speed, and user preference coefficient, and the tolerance for the number of turns can be adjusted according to operational requirements. During the search process, the remaining distance is estimated using Manhattan distance, and the remaining number of turns is estimated using a preset heuristic rule to ensure search efficiency and optimal results.

[0035] Finally, the coordinate system transformation is completed. Since the visibility map construction and path search are both performed in the yard coordinate system, while the straddle carriers actually travel in the UTM coordinate system, the system solves the coordinate transformation matrix using two or more coordinate calibration points with sufficient spacing. This transforms the planned path vertices from the yard coordinate system to the UTM coordinate system, outputting a driving path that the straddle carriers can directly execute. The transformation matrix can be reused long-term after being solved once, requiring only periodic calibration.

[0036] In some embodiments, see Figure 3 , Figure 3 This is a flowchart illustrating steps S301-S303 provided in the embodiments of this application. The road segment access control strategy with adjustable granularity parameters is specifically a road segment lock strategy. The road segment lock strategy can be implemented through steps S301-S303, which will be explained in conjunction with each step.

[0037] In step S301, a road segment granularity parameter L is preset, and the continuous long straight road segment is divided into multiple sub-segments according to the upper limit of length L, with each turning node naturally serving as a road segment boundary point; In step S302, before the straddle carrier reaches the end of the current road segment, it applies to the dispatch system for a road segment lock for the next road segment. The road segment lock is divided into shared lock and exclusive lock: multiple straddle carriers traveling in the same direction can share the shared lock of the same road segment, while straddle carriers traveling in the opposite direction need to apply for an exclusive lock, and the exclusive lock of the same road segment can only be held by a single straddle carrier. In step S303, if the road segment lock application fails, the transport vehicle stops at the end of the current road segment and waits while continuously initiating lock applications until it successfully obtains the corresponding road segment lock.

[0038] The core logic of the road segment lock mechanism is "apply first, then pass." Before reaching the end of the current road segment, a straddle carrier needs to apply to the dispatch system for permission to pass through the next road segment, i.e., a road segment lock. If the application is not approved, the straddle carrier must brake and stop at the end of the current road segment and continue to apply for a lock until it successfully obtains the road segment lock before it can enter the next road segment. There are two types of road segment locks: shared locks and exclusive locks. Multiple straddle carriers traveling in the same direction can apply for a shared lock on the same road segment and share the passage permission for that road segment. Strand carriers traveling in the opposite direction need to apply for an exclusive lock. Only one straddle carrier is allowed to hold an exclusive lock on the same road segment at a time, thus preventing direct conflicts between vehicles traveling in opposite directions.

[0039] The granularity of road segment lock requests is continuously adjustable using parameter L. The system presets the granularity parameter L, specifying that the maximum length of a single requested road segment is L meters, with each turning node naturally serving as a segment boundary. Therefore, a continuous long straight road will be divided into multiple short segments according to length L, serving as independent lock request units. When L is smaller, the segment division is finer, the lock release speed is faster, and the road's concurrent traffic capacity is stronger, but the frequency of intermodal transport vehicles requesting and releasing locks is higher, resulting in greater system processing overhead. When L is larger, the frequency of lock requests and releases is lower, and the system overhead is smaller, but a single intermodal transport vehicle may occupy a long road segment for an extended period, reducing the overall traffic throughput of the road. By adjusting parameter L, a flexible balance can be struck between concurrency and system overhead, adapting to different operating scenarios and hardware performance.

[0040] For an example, please see Figure 4 , Figure 4This is a schematic diagram of the three types of segmentation rules for parameterized road segment locks provided in the embodiments of this application, as follows: Figure 4 As shown, the topmost example is the full-segment lock mode with no granularity restrictions, representing the most granular extreme scenario. A 50-meter straight road segment between point A and point B is considered a complete lock request unit. A straddle carrier must request permission for the entire road segment at once; once successful, it can travel the entire distance. This mode minimizes the number of lock requests and releases, resulting in the lowest system processing overhead. However, a single straddle carrier will occupy the entire road segment for an extended period, preventing other vehicles from cutting in midway, and thus minimizing the road's concurrent throughput.

[0041] The diagram illustrates a segmentation model based on the length parameter L. With L set to 20 meters, a 50-meter straight road segment is divided into three independent sub-segments: 20 meters, 20 meters, and 10 meters. Each sub-segment corresponds to an independent road segment lock. Transport vehicles do not need to apply for permission for the entire segment at once; instead, they apply for and pass through each segment sequentially. Once a segment is passed, the corresponding lock resource is released, and subsequent vehicles can then immediately apply for the released first half of the segment. Smaller granularity results in faster lock release, higher road resource reuse, and stronger concurrent traffic capacity. However, it also increases the frequency of lock applications and releases, leading to higher system processing overhead.

[0042] At the bottom is the mandatory segmentation rule for turning. This rule is independent of the granularity parameter L and is a universal constraint that applies to all scenarios. When the driving path includes a turning action, the turning point automatically becomes a natural road segment boundary, dividing the path into multiple independent straight-ahead segments according to the driving direction. As shown in the figure, eastbound segment 1 and southbound segment 2 correspond to independent locking units. The turning node itself is a point of change in driving direction and also a high-risk location for conflicts. Mandatory segmentation enables independent access control for road segments before and after the turn, avoiding traffic conflicts between vehicles from different directions at the turning point and ensuring the safety of turning operations.

[0043] In some embodiments, the specific rules for real-time identification of driving conflict scenarios and execution of the conflict resolution strategy include: For intersection-type conflicts, the straddle carrier with lower control priority should slow down and stop, and wait for the straddle carrier with higher priority to pass through the conflict area before continuing to drive; For head-on conflicts involving vehicles traveling in opposite directions, cancel the current travel path of the straddle carrier with the lower task priority, mark the opposing straddle carrier as an obstacle, and replan the travel path for the lower priority straddle carrier.

[0044] For intersection-type conflicts—scenarios where two straddle carriers approach the same intersection from different directions with a risk of collision—the system adjudicates based on the priority of the tasks assigned to the two carriers. The dispatching system controls the lower-priority carrier to decelerate and stop, waiting outside the conflict zone. Once the higher-priority carrier has completely passed the conflict zone, the lower-priority carrier is then instructed to continue. This strategy resolves intersection conflicts with minimal efficiency loss through priority yielding, while ensuring the execution efficiency of the high-priority task.

[0045] For head-on conflicts—where two straddle carriers enter the same road segment from opposite directions and cannot be resolved by stopping and yielding—the system cancels the current path of the straddle carrier with the lower priority. When replanning a path for the lower-priority straddle carrier, the system marks the conflicting higher-priority straddle carrier as a static obstacle. Therefore, the newly planned path naturally bypasses the conflict area, fundamentally resolving the head-on conflict. After replanning, the lower-priority straddle carrier continues its work according to the new path, ensuring the right-of-way for the higher-priority task and preventing deadlock.

[0046] In some embodiments, see Figure 5 , Figure 5 This is a flowchart illustrating steps S501-S502 provided in the embodiments of this application. The method further includes steps S501-S502, which will be explained in conjunction with each step.

[0047] In step S501, during the task splitting stage, a single transfer parent task is split into a vehicle receiving sub-task and a vehicle delivery sub-task that are executed sequentially. The initial state of both sub-tasks is set to pending issuance. In step S502, the task target point is finally parsed during the subtask issuance stage. The target point selection and anti-collision column selection logic is executed according to the scenario rules of the inbound or outbound operation, and then the driving instruction is issued to the straddle carrier.

[0048] During the task decomposition phase, the system splits a single transfer parent task into two sequentially executed subtasks: subtask number 1 corresponds to the vehicle receiving phase, where the straddle carrier travels to the starting point to pick up the vehicle; subtask number 2 corresponds to the vehicle delivery phase, where the straddle carrier carries the vehicle to the destination and drops it off. Both subtasks are initially set to "pending dispatch," and all subsequent processing phases proceed uniformly according to the subtask's status. This standardizes the processing of different types of transfer tasks. Whether it's a transfer from the yard to the automated parking garage, a transfer from the automated parking garage to the yard, or a transfer between yards, all can be uniformly split into two subtasks: vehicle receiving and vehicle delivery, simplifying the scheduling logic.

[0049] During the subtask issuance phase, the system first performs final analysis of the task's target point. For different business scenarios such as inbound and outbound operations, the system adopts corresponding target point calculation rules and incorporates anti-collision column selection logic to select the optimal parking column based on the current parking space occupancy, avoiding operational conflicts. After the target point analysis is completed, the system issues a driving instruction to the straddle carrier; upon successful instruction issuance, the subtask status is updated to "issued." When the first receiving subtask with sequence number 1 is issued, the corresponding parent task status is simultaneously updated to "in execution," marking the entire transfer task as officially entering the execution phase. After the subtask is issued, the straddle carrier drives to the target location, triggering the peripheral motion control phase to execute the corresponding grabbing or releasing action. The grabbing task can adjust the gripper wheelbase according to the vehicle size before grabbing, ensuring operational adaptability and safety.

[0050] The embodiments of this application will now be described in detail in conjunction with practical applications.

[0051] Please see Figure 6 , Figure 6 This is a schematic diagram of the execution flow of the parameterized road segment locking mechanism provided in the embodiments of this application, as shown below. Figure 6 As shown, the process is triggered when the AGV is about to complete the current road segment. At this point, the AGV initiates a lock request for the next road segment to the scheduling system. The system first verifies the lock occupancy status of the target road segment and handles it in three branches based on the occupancy status: If the target road segment is currently unlocked, the system directly grants the AGV the road segment lock, records the current travel direction, and adds the AGV to the road segment holder list; if the target road segment already has a lock and the travel direction is the same as the requested direction, the AGV is allowed to share the road segment lock and is directly added to the holder list, supporting multiple vehicles traveling in the same direction in parallel; if the target road segment already has a lock and the travel direction is opposite to the requested direction, the mutual exclusion lock request is rejected, thus eliminating the risk of direct conflict between vehicles traveling in opposite directions.

[0052] If a lock request fails, the AGV will brake and stop at the end of the current road segment, enter a waiting state, and continuously retry the lock request until it successfully obtains passage permission. After a successful lock request, the AGV will move to the next road segment and continue traveling; when the AGV finishes traveling and leaves the road segment, the system will release the corresponding road segment lock, thus removing the passage permission for that road segment.

[0053] After the lock is released, the system performs a path verification: if there are still subsequent road segments, it returns to the lock application step and repeats the cycle of application, judgment, passage, and release, advancing segment by segment; if there are no subsequent road segments, the current task segment's driving operation is marked as complete. This entire segment-by-segment application and release mechanism enables refined and dynamic management of road resources, improving road reuse efficiency while ensuring driving safety.

[0054] In summary, the embodiments of this application have the following beneficial effects: By employing a single-threaded, multi-stage serial pipeline task orchestration architecture, and using a shared database as the sole data interaction medium, the system achieves complete decoupling of each processing stage. This inherently endows the system with breakpoint resume capability and concurrency safety, effectively reducing the risk of concurrent failures in the scheduling logic and significantly improving system stability and functional scalability. A unified cost formula enables multi-level adjustable path planning strategies, flexibly balancing path length and conflict risk based on on-site business volume and scenario requirements. Combined with a path planning method based on orthogonal visibility graphs, this ensures efficient path calculation and compliant driving trajectories in open yard scenarios. A segment locking mechanism with adjustable granular parameters proactively avoids driving conflicts at the source. Combined with a real-time conflict mitigation strategy based on task priority, this allows for flexible adaptation between system processing overhead and road concurrency throughput, effectively reducing the probability of driving conflicts and improving the overall traffic efficiency and operational safety and reliability of vehicle transshipment operations. This fully adapts to the multi-transshipment vehicle scheduling needs of various vehicle roll-on / roll-off terminals.

[0055] Based on the same inventive concept, this application also provides a straddle carrier scheduling device corresponding to the straddle carrier scheduling method in the first embodiment. Since the principle of the device in this application is similar to the straddle carrier scheduling method described above, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0056] like Figure 7 As shown, Figure 7 This is a schematic diagram of the straddle carrier dispatching device 700 provided in an embodiment of this application. The straddle carrier dispatching device 700 includes: The task flow orchestration module 701 is used to receive the transfer tasks issued by the upstream system and store them in the shared database. Based on a single-threaded multi-stage serial pipeline, the life cycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage only obtains input data and writes back execution results by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The execution of the downstream stage is triggered stage by stage by polling the task status in the database. The route planning and scheduling module 702 is used to plan the driving route for the corresponding cross-transport vehicle for the scheduled transfer task to be executed. When searching the route, the total cost is calculated based on the basic passage cost of the route and the overlapping road segment conflict penalty item is added. By adjusting the weight coefficient of the conflict penalty, a multi-level route planning strategy with different trade-off tendencies between route length and conflict risk is generated. The conflict control module 703 is used to avoid driving conflicts in advance based on the road segment access control strategy with adjustable granular parameters during the transfer operation of the cross-transport vehicle along the planned route. At the same time, it identifies driving conflict scenarios in real time and executes the corresponding conflict resolution strategy according to the task priority.

[0057] Those skilled in the art should understand that Figure 7 The functions of each unit in the straddle carrier scheduling device 700 shown can be understood by referring to the relevant description of the aforementioned straddle carrier scheduling method. Figure 7 The functions of each unit in the straddle carrier scheduling device 700 shown can be implemented by a program running on a processor or by specific logic circuits.

[0058] In one possible implementation, the transfer task adopts a parent-child two-level task architecture, and the processing stages of the single-threaded multi-stage serial pipeline include, in sequence, task splitting, cross-transport vehicle allocation, sub-task issuance, peripheral device action control, sub-task completion verification, and parent task completion verification. The status of the parent task sequentially changes to Pending Assignment, Assigned, Executing, and Completed; the status of the child task sequentially changes to Pending Distribution, Distribution, and Completed. Each processing stage reads the corresponding task data from the shared database. After processing, the updated task status and execution results are written back to the shared database.

[0059] In one possible implementation, the total cost of path search is calculated as follows: g = Original length of road segment + Length of overlapping road segment × (Estimated remaining path length / Estimated total path length) × α; Where α is the conflict penalty weight coefficient, corresponding to three levels of route planning strategies: when α is 2.0, it is a mild strategy, which prioritizes avoiding overlap with other cross-transport routes; when α is 1.0, it is a moderate strategy, which takes a compromise between route length and conflict risk; when α is 0.0, it is an aggressive strategy, which only aims for the shortest route and does not add overlap penalties.

[0060] In one possible implementation, the driving path is obtained based on orthogonal visibility graph planning, specifically as follows: Static obstacles within the yard area and straddle carriers traveling in transit are marked as non-drivable areas, and bounding boxes with safety margins are generated for each non-drivable area. Generate all unobstructed horizontal and vertical passable line segments based on the bounding box vertices, and construct an orthogonal visibility graph by combining the line segment intersections. The A* algorithm is used to perform path search on the orthogonal visibility graph, and the node cost is calculated by substituting the total cost into the total cost calculation formula during the search process.

[0061] In one possible implementation, the road segment access control strategy with adjustable granularity parameters is specifically a road segment locking strategy, which is implemented in the following way: The preset road segment granularity parameter L divides a continuous long straight road segment into multiple sub-segments according to the upper limit of length L, with each turning node naturally serving as the road segment boundary point. Before a straddle carrier reaches the end of the current road segment, it applies to the dispatch system for a road segment lock for the next segment. Among them, road segment locks are divided into shared locks and exclusive locks: multiple straddle carriers traveling in the same direction can share a shared lock for the same road segment, while straddle carriers traveling in the opposite direction need to apply for an exclusive lock, and an exclusive lock for the same road segment can only be held by a single straddle carrier. If the application for a road segment lock fails, the transport vehicle will stop at the end of the current road segment and wait while continuing to apply for a lock until it successfully obtains the corresponding road segment lock.

[0062] In one possible implementation, the specific rules for real-time identification of driving conflict scenarios and execution of the conflict resolution strategy include: For intersection-type conflicts, the straddle carrier with lower control priority should slow down and stop, and wait for the straddle carrier with higher priority to pass through the conflict area before continuing to drive; For head-on conflicts involving vehicles traveling in opposite directions, cancel the current travel path of the straddle carrier with the lower task priority, mark the opposing straddle carrier as an obstacle, and replan the travel path for the lower priority straddle carrier.

[0063] In one possible implementation, the path planning and scheduling module 702 is further configured to: During the task splitting phase, a single transfer parent task is split into a vehicle receiving sub-task and a vehicle delivery sub-task that are executed sequentially. The initial state of both sub-tasks is set to pending issuance. During the subtask issuance phase, the task target point is finally parsed, and the target point selection and anti-collision column selection logic is executed according to the scenario rules of inbound or outbound operations. Then, driving instructions are issued to the straddle carrier.

[0064] The aforementioned straddle carrier scheduling device employs a single-threaded, multi-stage, serial pipeline task orchestration architecture. Using a shared database as the sole data interaction medium, it achieves complete decoupling of each processing stage, inherently enabling the system to resume operation from the point of failure and ensuring concurrency safety. This effectively reduces the risk of concurrent failures in the scheduling logic, significantly improving system stability and functional scalability. A unified cost formula enables multi-level adjustable path planning strategies, flexibly balancing path length and conflict risk based on on-site workload and scenario requirements. Combined with a path planning method based on orthogonal visibility graphs, it ensures efficient path calculation and compliant driving trajectories in open yard scenarios. An adjustable granularity road segment locking mechanism proactively avoids driving conflicts at the source. Combined with a real-time conflict mitigation strategy based on task priority, it flexibly adapts to the system's processing overhead and road concurrency throughput, effectively reducing the probability of driving conflicts and improving the overall traffic efficiency and operational safety and reliability of vehicle transshipment operations. This fully adapts to the straddle carrier scheduling needs of various transshipment scenarios at vehicle roll-on / roll-off terminals.

[0065] like Figure 8 As shown, Figure 8 This is a schematic diagram of the composition structure of the electronic device 800 provided in the embodiments of this application. The electronic device 800 includes: The device 800 includes a processor 801, a storage medium 802, and a bus 803. The storage medium 802 stores machine-readable instructions that can be executed by the processor 801. When the electronic device 800 is running, the processor 801 communicates with the storage medium 802 via the bus 803. The processor 801 executes the machine-readable instructions to perform the steps of the cross-transport vehicle scheduling method described in the embodiments of this application.

[0066] In practical applications, the various components in the electronic device 800 are coupled together via bus 803. It can be understood that bus 803 is used to achieve communication between these components. In addition to a data bus, bus 803 also includes a power bus, a control bus, and a status signal bus. However, for clarity, in... Figure 8 The general labeled all buses as Bus 803.

[0067] The aforementioned electronic equipment employs a single-threaded, multi-stage serial pipeline task orchestration architecture, using a shared database as the sole data interaction medium to achieve complete decoupling of each processing stage. This inherently endows the system with breakpoint resume capability and concurrency safety, effectively reducing the risk of concurrent failures in the scheduling logic and significantly improving system stability and functional scalability. A unified cost formula enables multi-level adjustable path planning strategies, flexibly balancing path length and conflict risk based on on-site business volume and scenario requirements. Combined with a path planning method based on orthogonal visibility graphs, this ensures efficient path calculation and compliant driving trajectories in open yard scenarios. An adjustable granularity segment locking mechanism proactively avoids driving conflicts at the source, and a real-time conflict mitigation strategy based on task priority allows for flexible adaptation between system processing overhead and road concurrency throughput, effectively reducing the probability of driving conflicts and improving the overall traffic efficiency and operational safety and reliability of vehicle transshipment operations. This fully adapts to the multi-transfer vehicle scheduling needs of various vehicle roll-on / roll-off terminals.

[0068] This application also provides a computer-readable storage medium storing executable instructions, which, when executed by at least one processor 801, implement the cross-transport vehicle scheduling method described in this application.

[0069] In some embodiments, the storage medium may be a magnetic random access memory (FRAM), a read-only memory (ROM), or a programmable read-only memory (PROM). Erasable Programmable Read-Only Memory (EPROM) Electrically Erasable Programmable Read-Only Memory (EEPROM) Read-only memory, flash memory, magnetic surface storage, optical disc, or CD-ROM ROM, Compact Disc Read It can be a memory such as a memory only; or it can be a device that includes one or any combination of the above-mentioned memories.

[0070] In some embodiments, executable instructions may take the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a standalone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0071] As an example, executable instructions may, but do not necessarily, correspond to files in the file system. They may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple collaborating files (e.g., a file that stores one or more modules, subroutines, or code sections).

[0072] As an example, executable instructions can be deployed to execute on a single computing device, or on multiple computing devices located in one location, or on multiple computing devices distributed across multiple locations and interconnected via a communication network.

[0073] The aforementioned computer-readable storage medium, through a single-threaded, multi-stage serial pipeline task orchestration architecture, achieves complete decoupling of each processing stage using a shared database as the sole data interaction medium. This inherently endows the system with breakpoint resume capability and concurrency safety, effectively reducing the risk of concurrent failures in the scheduling logic and significantly improving system stability and functional scalability. A unified cost formula enables multi-level adjustable path planning strategies, flexibly balancing path length and conflict risk based on on-site business volume and scenario requirements. Combined with a path planning method based on orthogonal visibility graphs, this ensures the efficiency of path calculation and the compliance of driving trajectories in open yard scenarios. An adjustable granularity segment locking mechanism proactively avoids driving conflicts at the source. Combined with a real-time conflict mitigation strategy based on task priority, it flexibly adapts between system processing overhead and road concurrency throughput, effectively reducing the probability of driving conflicts and improving the overall traffic efficiency and operational safety and reliability of vehicle transshipment operations. This fully adapts to the multi-transfer vehicle scheduling needs of various transshipment scenarios at vehicle roll-on / roll-off terminals.

[0074] In the several embodiments provided in this application, it should be understood that the disclosed methods and electronic devices can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0075] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0076] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0077] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, 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, a platform server, or a 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, ROM, RAM, magnetic disks, or optical disks.

[0078] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for scheduling straddle carriers, characterized in that, Includes the following steps: The system receives transfer tasks from the upstream system and stores them in a shared database. Based on a single-threaded multi-stage serial pipeline, the lifecycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage obtains input data and writes back execution results only by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The downstream stage is triggered to execute stage by stage by polling the task status in the database. For the scheduled transfer tasks to be executed, a driving route is planned for the corresponding cross-transport vehicle. When searching the route, the basic passage cost of the route is used as the basis, and the conflict penalty of overlapping road segments is added to calculate the total cost. By adjusting the weight coefficient of the conflict penalty, a multi-level route planning strategy with different trade-off tendencies between route length and conflict risk is generated. During the transfer operation of the straddle carrier along the planned route, the road segment access control strategy with adjustable granular parameters is used to avoid driving conflicts in advance. At the same time, driving conflict scenarios are identified in real time, and corresponding conflict resolution strategies are executed according to task priority.

2. The straddle carrier scheduling method according to claim 1, characterized in that, The transfer task adopts a parent-child two-level task architecture. The processing stages of the single-threaded multi-stage serial pipeline include, in sequence, task splitting, cross-transport vehicle allocation, sub-task issuance, peripheral action control, sub-task completion verification, and parent task completion verification. The status of the parent task sequentially changes to Pending Assignment, Assigned, Executing, and Completed; the status of the child task sequentially changes to Pending Distribution, Distribution, and Completed. Each processing stage reads the corresponding task data from the shared database. After processing, the updated task status and execution results are written back to the shared database.

3. The straddle carrier scheduling method according to claim 1, characterized in that, The formula for calculating the total cost of path search is: g = Original length of road segment + Length of overlapping road segment × (Estimated remaining path length / Estimated total path length) × α; Where α is the conflict penalty weight coefficient, corresponding to three levels of route planning strategies: when α is 2.0, it is a mild strategy, which prioritizes avoiding overlap with other cross-transport routes; when α is 1.0, it is a moderate strategy, which takes a compromise between route length and conflict risk; when α is 0.0, it is an aggressive strategy, which only aims for the shortest route and does not add overlap penalties.

4. The straddle carrier scheduling method according to claim 1, characterized in that, The driving path is obtained based on orthogonal visibility graph planning, and the specific process is as follows: Static obstacles within the yard area and straddle carriers traveling in transit are marked as non-drivable areas, and bounding boxes with safety margins are generated for each non-drivable area. Generate all unobstructed horizontal and vertical passable line segments based on the bounding box vertices, and construct an orthogonal visibility graph by combining the intersection points of the line segments; The A* algorithm is used to perform path search on the orthogonal visibility graph, and the node cost is calculated by substituting the total cost into the total cost calculation formula during the search process.

5. The straddle carrier scheduling method according to claim 1, characterized in that, The adjustable granularity parameter road segment access control strategy is specifically a road segment lock strategy, which is implemented in the following ways: The preset road segment granularity parameter L divides a continuous long straight road segment into multiple sub-segments according to the upper limit of length L, with each turning node naturally serving as the road segment boundary point. Before a straddle carrier reaches the end of the current road segment, it applies to the dispatch system for a road segment lock for the next segment. Among them, road segment locks are divided into shared locks and exclusive locks: multiple straddle carriers traveling in the same direction can share a shared lock for the same road segment, while straddle carriers traveling in the opposite direction need to apply for an exclusive lock, and an exclusive lock for the same road segment can only be held by a single straddle carrier. If the application for a road segment lock fails, the transport vehicle will stop at the end of the current road segment and wait while continuing to apply for a lock until it successfully obtains the corresponding road segment lock.

6. The straddle carrier scheduling method according to claim 1, characterized in that, The specific rules for real-time identification of driving conflict scenarios and execution of the conflict resolution strategy include: For intersection-type conflicts, the straddle carrier with lower control priority should slow down and stop, and wait for the straddle carrier with higher priority to pass through the conflict area before continuing to drive; For head-on conflicts involving vehicles traveling in opposite directions, cancel the current travel path of the straddle carrier with the lower task priority, mark the opposing straddle carrier as an obstacle, and replan the travel path for the lower priority straddle carrier.

7. The straddle carrier scheduling method according to claim 2, characterized in that, The method further includes: During the task splitting phase, a single transfer parent task is split into a vehicle receiving sub-task and a vehicle delivery sub-task that are executed sequentially. The initial state of both sub-tasks is set to pending issuance. During the subtask issuance phase, the task target point is finally parsed, and the target point selection and anti-collision column selection logic is executed according to the scenario rules of inbound or outbound operations. Then, driving instructions are issued to the straddle carrier.

8. A straddle carrier dispatching device, characterized in that, The device includes: The task flow orchestration module is used to receive transfer tasks issued by the upstream system and store them in the shared database. Based on a single-threaded multi-stage serial pipeline, the life cycle of the transfer task is divided into multiple processing stages that are executed sequentially in time. Each processing stage only obtains input data and writes back execution results by reading and writing to the shared database. There is no direct data interaction or call dependency between processing stages at the same level. The execution of the downstream stage is triggered stage by stage by polling the task status in the database. The route planning and scheduling module is used to plan the driving route for the corresponding cross-transport vehicle for the scheduled transfer task. When searching the route, the total cost is calculated based on the basic passage cost of the route and the overlapping road segment conflict penalty. By adjusting the weight coefficient of the conflict penalty, multiple route planning strategies with different trade-off tendencies between route length and conflict risk are generated. The conflict control module is used to proactively avoid driving conflicts during the transfer operation of cross-transport vehicles along the planned route, based on a road segment access control strategy with adjustable granular parameters. At the same time, it identifies driving conflict scenarios in real time and executes corresponding conflict resolution strategies according to task priority.

9. An electronic device, characterized in that, include: The device includes a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the cross-transport vehicle scheduling method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the straddle carrier scheduling method as described in any one of claims 1 to 7.

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