A multimodal transport digital logistics management method and system based on data analysis

Abstract

The present application is suitable for the field of intelligent logistics and multimodal transport digital management technology, and provides a multimodal transport digital logistics management method and system based on data analysis. The method comprises the following steps: obtaining the berthing sequence of a roll-on / roll-off ship, the time interval between adjacent berthing ports, the ship cabin passage data, and the respective corresponding destination port, energy state and parking position of a plurality of new energy vehicles. The present application identifies irreversible decision points through the number of available exit paths and the number of subsequent available parking spaces, and optimizes the parking position, movement task, energy supplement task or unloading sequence of the target vehicle before it enters a state that is difficult to exit or adjust. Therefore, the chain channel blockage caused by vehicle power loss can be reduced, and the unloading efficiency, scheduling reliability and vehicle energy utilization rate of multimodal roll-on / roll-off transportation can be improved.

Description

Technical Field

[0001] This invention belongs to the field of smart logistics and multimodal transport digital management technology, and in particular relates to a multimodal transport digital logistics management method and system based on data analysis. Background Technology

[0002] With the increasing demand for cross-regional transportation of new energy vehicles, multimodal transport combining port road transport and roll-on / roll-off (Ro-Ro) shipping is becoming widely used. Ro-Ro ships typically call at multiple ports sequentially, and different new energy vehicles have different destination ports. When the unloading path of a vehicle awaiting unloading is blocked by other vehicles, temporary removal, re-parking, or re-entry of the obstructing vehicle is required. Existing digital logistics management methods mainly rely on loading plans, vehicle lists, and ship cabin passage data to manage the initial parking position, unloading sequence, and movement path of vehicles.

[0003] Existing technologies typically handle unloading operations at each port of call separately, primarily relying on the energy state of new energy vehicles at the time of loading to determine whether they meet transportation requirements. This approach fails to adequately consider the energy consumption from repeated movement of vehicles across multiple ports, as well as the energy consumption from port navigation and waiting. Additional movement tasks at previous ports may continuously reduce the vehicle's available energy, potentially preventing it from yielding or unloading at subsequent ports. Furthermore, existing technologies often focus on immobile vehicles themselves, making it difficult to combine vehicle obstruction relationships and task dependencies to identify direct and indirect obstructions to other vehicles and subsequent ports of call.

[0004] Furthermore, after a vehicle performs a parking or relocation operation, its available exit path and subsequent available parking spaces may significantly decrease, rendering the vehicle difficult to exit or readjust. Current technologies lack a risk analysis mechanism that combines the probability of immobility with the consequences of channel blockage, and also struggle to identify irreversible decision points before such a state occurs. Therefore, how to analyze cross-port energy erosion and blockage propagation, and adjust vehicle parking positions, relocation tasks, refueling tasks, or unloading sequences before available exit paths or subsequent available parking spaces significantly decrease, is a pressing technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to provide a multimodal transport digital logistics management method and system based on data analysis, which aims to solve the problems mentioned in the background art.

[0006] This invention is implemented as follows: it is applied to the multimodal transport process of new energy vehicles entering and leaving roll-on / roll-off ships via port roads, and the method includes:

[0007] Obtain the berthing sequence of roll-on / roll-off ships, the port-to-port duration between adjacent ports of call, ship cabin passage data, and the destination ports, energy status, and parking locations of multiple new energy vehicles;

[0008] Based on the data of the ship's cabin passage, the destination ports and parking locations of each new energy vehicle, the unloading and re-parking at each port of call are simulated to obtain the cross-port movement task sequence, task dependencies, and the phased passage topology map corresponding to each port of call.

[0009] Based on the cross-port mobile task sequence and inter-port duration, the mobile energy consumption and stationary energy consumption are determined, forming a cross-port energy erosion chain, and the mobile energy reserve and non-mobile probability of new energy vehicles at each port of call are calculated.

[0010] Taking any new energy vehicle as the target vehicle, simulate its immobility in the phased channel topology map corresponding to each port of call, determine the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtain the cross-port blocking propagation set.

[0011] The energy-channel coupling risk value is determined based on the immobility probability of the target vehicle and the cross-port blockade propagation set.

[0012] For the parking or moving operation of the target vehicle, the number of available exit paths and the number of available parking spaces before and after the operation are determined according to the phased channel topology map corresponding to each port of call. When the reduction of any number meets the preset conditions, an irreversible decision point is determined. Before the irreversible decision point, the parking position, moving task, energy replenishment task or unloading sequence of the target vehicle is adjusted according to the energy-channel coupling risk value.

[0013] As a further limitation of the technical solution of this invention, the steps of simulating unloading and re-parking at each port of call based on ship cabin passage data, destination ports and parking locations of each new energy vehicle, to obtain the cross-port movement task sequence, task dependencies and the phased passage topology map corresponding to each port of call include:

[0014] An initial channel topology map is constructed based on the cabin passage data. Parking spaces, lane intersections, ramp connections, and cabin exits in the cabin passage data are set as topology nodes, and areas between adjacent topology nodes that allow new energy vehicles to pass are set as topology edges. The vehicle occupancy status of the corresponding topology nodes is marked according to the parking position of each new energy vehicle, and topology edges that cannot be passed due to new energy vehicle occupancy are marked as impassable.

[0015] Based on the destination ports and port of call order of each new energy vehicle, determine the collection of vehicles to be unloaded at each port of call.

[0016] The initial channel topology map is used as the current channel topology map. Each port of call is determined as the current port of call in sequence according to the berthing order. In the current channel topology map, the unloading path of each vehicle in the set of vehicles to be unloaded corresponding to the current port of call is determined from the corresponding parking position to the ship's hold exit.

[0017] New energy vehicles that occupy the unloading path and whose destination port is after the current port of call in the call sequence are identified as blocking vehicles. The temporary parking position of the blocking vehicle is determined according to the available parking spaces in the current channel topology map, and the unloading task corresponding to the vehicle to be unloaded, as well as the temporary removal task and re-parking task corresponding to the blocking vehicle are generated.

[0018] Arrange the unloading tasks, temporary removal tasks, and re-parking tasks according to the corresponding port of call and execution order to obtain the cross-port movement task sequence; when the completion of any movement task constitutes the execution condition of another movement task, establish the task dependency relationship between any movement task and the other movement task.

[0019] Based on the vehicle positions after the execution of each mobile task corresponding to the current port of call, update the vehicle occupancy status and the passage status of the topology edges in the current channel topology map. The updated current channel topology map is determined as the channel topology map corresponding to the current port of call and is used as the current channel topology map corresponding to the next port of call, so as to obtain the channel topology map of each port.

[0020] As a further limitation of the technical solution of this invention, the steps of determining the mobile energy consumption and stationary energy consumption based on the cross-port mobile task sequence and inter-port duration to form a cross-port energy erosion chain, and calculating the mobile energy reserve and non-mobile probability of new energy vehicles at each port of call include:

[0021] Extract initial usable energy and resting power from the energy state of each new energy vehicle;

[0022] For each mobile task in the cross-port mobile task sequence, the mobile path is determined in the phased channel topology map of the corresponding port of call, and the mobile energy consumption of each mobile task is determined according to the mobile distance, slope, number of starts and stops and waiting time corresponding to the mobile path, as well as the energy status of the corresponding new energy vehicle.

[0023] The stationary energy consumption between two adjacent ports of call is determined based on the interport duration between two adjacent ports of call and the corresponding stationary power of the new energy vehicles.

[0024] According to the docking order, each mobile energy consumption and each stationary energy consumption are deducted sequentially from the initial available energy to obtain the predicted available energy when the corresponding new energy vehicle arrives at each docking port, and the predicted available energy arranged according to the docking order is determined as the cross-port energy erosion chain.

[0025] For any port of call, identify the unexecuted movement tasks of the corresponding new energy vehicle from that port of call to its destination port, determine the sum of the movement energy consumption corresponding to the unexecuted movement tasks as the remaining task energy consumption, and determine the movable energy margin based on the predicted available energy, the remaining task energy consumption and the preset reserve energy.

[0026] Adjust each mobile energy consumption and each stationary energy consumption according to the preset energy consumption fluctuation range to obtain multiple energy consumption scenarios. Calculate the movable energy reserve of the corresponding new energy vehicle in each of the energy consumption scenarios, and determine the ratio of the number of energy consumption scenarios with a movable energy reserve of less than zero to the total number of energy consumption scenarios as the immovable probability.

[0027] As a further limitation of the technical solution of this invention, taking any new energy vehicle as the target vehicle, simulating its immobility in the phased channel topology map corresponding to each port of call, determining the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtaining the cross-port blocking propagation set includes the following steps:

[0028] Any port of call is designated as the target port of call, and the phased channel topology map corresponding to the target port of call is designated as the target channel topology map.

[0029] In the target channel topology map, the parking positions of the target vehicles and the channels that require the target vehicles to be moved before they can pass are set to impassable status to obtain an immovable channel topology map.

[0030] Determine the passage routes from the corresponding parking positions to the ship's cabin exit for each new energy vehicle other than the target vehicle in the target channel topology map and the immovable channel topology map. New energy vehicles that have a passage route in the target channel topology map but no passage route in the immovable channel topology map are identified as vehicles that are directly blocked.

[0031] From the cross-port mobile task sequence, identify the unexecuted mobile tasks corresponding to the directly blocked vehicles, identify the unexecuted mobile tasks as blocking tasks, and identify the associated mobile tasks that take the completion of the blocking tasks as the execution condition along the task dependency relationship. Identify the associated mobile tasks that cannot be executed as indirect blocking tasks, and identify the new energy vehicles corresponding to the indirect blocking tasks as indirect blocking vehicles.

[0032] Based on the status of the new energy vehicles corresponding to the blocking task and the indirect blocking task remaining in their original parking positions, the phased channel topology map corresponding to each port after the target port is updated in sequence, and the vehicles directly blocked and indirectly blocked are repeatedly identified in the updated phased channel topology map corresponding to each port.

[0033] The direct and indirect blocking vehicles corresponding to the target port of call and each subsequent port of call are aggregated to obtain the cross-port blocking transmission set.

[0034] As a further limitation of the technical solution of this invention, the step of determining the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blocking propagation set includes:

[0035] The number of directly blocked and indirectly blocked vehicles corresponding to each port of call is determined from the cross-port blocking transmission set, and the ports of call with directly blocked or indirectly blocked vehicles are identified as affected ports of call.

[0036] Based on task dependencies, the minimum dependency level between the mobile task corresponding to each indirectly blocking vehicle and the mobile task corresponding to the directly blocking vehicle is determined, and the propagation weight corresponding to each indirectly blocking vehicle is determined according to the minimum dependency level and the preset mapping relationship.

[0037] The number of directly blocked vehicles corresponding to each port of call is summed with the propagation weight corresponding to each indirectly blocked vehicle, and the blocking propagation value corresponding to the cross-port blocking propagation set is determined based on the number of affected ports of call.

[0038] The propagation blocking value is normalized, and the product of the normalized propagation blocking value and the immobility probability of the target vehicle is determined as the energy-channel coupling risk value. The risk level is determined based on the comparison between the energy-channel coupling risk value and the preset risk threshold.

[0039] As a further limitation of the technical solution of this invention embodiment, for the parking or moving operation of the target vehicle, the number of available exit paths and the number of subsequent available parking spaces are determined according to the phased channel topology map corresponding to each docking port. When the reduction of any number meets the preset conditions, an irreversible decision point is determined. The steps of adjusting the parking position, moving task, refueling task, or unloading sequence of the target vehicle before the irreversible decision point according to the energy-channel coupling risk value include:

[0040] The parking or moving operation performed by the target vehicle at any port of call is defined as the target operation, and the port of call corresponding to the target operation is defined as the target port of call.

[0041] Obtain the phased channel topology map corresponding to each port of call before the target operation is executed as the topology map before the operation, and update the vehicle occupancy status in the topology map before the operation according to the target parking position or target movement path corresponding to the target operation to obtain the topology map after the operation.

[0042] Determine the number of available exit paths for the target vehicle from its corresponding parking location to the ship's cabin exit in both the pre-operation and post-operation topology diagrams.

[0043] Based on the cross-port movement task to be performed after the target port of call, as well as the parking space occupancy status in the topology map before and after the operation, determine the number of subsequent available parking spaces that can meet the subsequent movement requirements of the target vehicle before and after the target operation is performed.

[0044] The degree of reduction in exit paths is determined by the difference in the number of available exit paths before and after the target operation, and the degree of reduction in available parking spaces is determined by the difference in the number of subsequent available parking spaces before and after the target operation.

[0045] When the reduction in exit paths or available parking spaces reaches the corresponding preset reduction threshold, the moment when the target operation is executed will be determined as the irreversible decision point.

[0046] Before executing the target operation, at least one of the following adjustment methods is generated based on the energy-channel coupling risk value: position adjustment method, task adjustment method, energy replenishment adjustment method, and sequence adjustment method. Based on the adjusted movable energy margin and the adjusted cross-port blocking propagation set corresponding to each adjustment method, the adjustment method that makes the movable energy margin of the target vehicle meet the preset margin condition and reduces the cross-port blocking propagation set is selected to adjust the parking position, movement task, energy replenishment task, or unloading sequence of the target vehicle.

[0047] As a further limitation of the technical solution of this invention, the step of selecting the adjustment method based on the adjusted movable energy margin and the adjusted cross-port blocking propagation set corresponding to each adjustment method includes:

[0048] For any of the aforementioned adjustment methods, based on the parking location, movement task, refueling task, or unloading sequence corresponding to the adjustment method, update the phased channel topology map and cross-port movement task sequence corresponding to the target port of call and each subsequent port of call, to obtain the adjusted phased channel topology map and the adjusted cross-port movement task sequence.

[0049] Based on the adjusted cross-port mobile task sequence, the mobile energy consumption and mobile energy reserve of the target vehicle are re-determined to obtain the adjusted mobile energy reserve.

[0050] In the adjusted phased channel topology map, the target vehicle is simulated to be immobile, and the directly blocking vehicles and indirectly blocking vehicles are re-determined to obtain the adjusted cross-port blocking propagation set.

[0051] The adjustment method that ensures the adjusted movable energy margin meets the preset margin condition and that the number of new energy vehicles included in the adjusted cross-port blocking propagation set is less than the number of new energy vehicles included in the original cross-port blocking propagation set is determined as the target adjustment method.

[0052] A multimodal transport digital logistics management system based on data analysis, the system comprising:

[0053] The data acquisition module is used to acquire the berthing sequence of roll-on / roll-off ships, the inter-port duration between adjacent ports of call, ship cabin passage data, and the destination ports, energy status and parking locations of multiple new energy vehicles.

[0054] The task simulation module is used to simulate the unloading and re-parking of each port of call based on the ship's cabin passage data, the destination ports and parking locations of each new energy vehicle, and to obtain the cross-port movement task sequence, task dependencies and the phased passage topology map corresponding to each port of call.

[0055] The energy analysis module is used to determine the energy consumption during movement and the energy consumption at rest based on the cross-port movement task sequence and the duration between ports, forming a cross-port energy erosion chain, and calculating the movable energy reserve and the probability of immovability of new energy vehicles at each port of call.

[0056] The blocking propagation module is used to simulate the immobility of any new energy vehicle in the phased channel topology map corresponding to each port of call, to determine the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and to obtain the cross-port blocking propagation set.

[0057] The risk assessment module is used to determine the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blockage propagation set.

[0058] The decision control module is used to determine the number of available exit paths and the number of available parking spaces before and after the operation based on the phased channel topology map corresponding to each docking port for the parking or moving operation of the target vehicle. When the reduction of any number meets the preset conditions, an irreversible decision point is determined, and the parking position, moving task, refueling task or unloading sequence of the target vehicle is adjusted before the irreversible decision point based on the energy-channel coupling risk value.

[0059] Compared with existing technologies, this invention links vehicle unloading, temporary removal, and re-parking tasks during multi-port ro-ro ship calls, constructing a cross-port movement task sequence, task dependencies, and a phased channel topology. It also integrates movement energy consumption, stationary energy consumption, and remaining task energy consumption to form a cross-port energy erosion chain, thereby predicting the remaining movable energy and immovability probability of new energy vehicles at each port of call. Furthermore, it simulates direct and indirect blockages when the target vehicle is immovable, quantifying the energy-channel coupling risk. Irreversible decision points are identified by the number of available exit paths and subsequent available vehicle positions. Before the target vehicle enters a state where it is difficult to exit or adjust, its parking position, movement tasks, energy replenishment tasks, or unloading sequence are optimized. This reduces chain-like channel blockages caused by vehicle battery depletion, improves unloading efficiency, scheduling reliability, and vehicle energy utilization in multi-port ro-ro transportation, and is applicable to scenarios such as new energy vehicle ro-ro ship transportation, port digital scheduling, and multimodal logistics management. Attached Figure Description

[0060] Figure 1 A flowchart of the method provided in the embodiments of the present invention;

[0061] Figure 2 The application architecture diagram of the system provided in the embodiments of the present invention. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0063] Figure 1 A flowchart of the method provided by an embodiment of the present invention is shown.

[0064] Specifically, a data-driven digital logistics management method for multimodal transport is applied to the multimodal transport process of new energy vehicles entering and leaving roll-on / roll-off ships via port roads. The method includes the following steps:

[0065] Step S100: Obtain the berthing sequence of the roll-on / roll-off ship, the port-to-port duration between adjacent ports of call, the ship's cabin passage data, and the destination port, energy status, and parking location of each of the multiple new energy vehicles.

[0066] In this embodiment of the invention, the invention is applied to the multimodal transport process in which new energy vehicles enter a roll-on / roll-off (Ro-Ro) ship via port roads, are transported sequentially to multiple ports of call, and then exit the Ro-Ro ship via port roads. The Ro-Ro ship performs unloading, temporary removal, re-parking, or re-entry operations of the new energy vehicles at each port of call, and different new energy vehicles may have different destination ports.

[0067] During multi-port calls, in order for new energy vehicles destined for a port ahead to reach the ship's exit, those destined for a port behind may need to be temporarily moved out and re-parked at non-destination ports. Therefore, the same new energy vehicle may experience multiple starts, low-speed movements, ramp crossings, and waiting before reaching its destination port. These movements generate energy consumption, and the navigation and waiting processes between adjacent ports also generate energy consumption due to inactivity.

[0068] Current roll-on / roll-off (Ro-Ro) shipping management typically arranges parking locations for new energy vehicles based on their energy state at the time of loading or the destination port, rarely considering the cumulative energy consumption resulting from repeated movements between multiple ports of call, nor linking the movement operations at a previous port of call to the vehicle's mobility capacity at a subsequent port of call. When a new energy vehicle loses its mobility capacity at a subsequent port of call due to excessive energy consumption from previous movements, it may not only be unable to unload itself but also block the unloading path of other new energy vehicles, preventing other movement tasks that depend on the completion of that vehicle's movement from continuing, thus creating a cross-port disruption.

[0069] Based on this, the core research point of this invention is to associate the mobile tasks corresponding to each port of call according to the order of call, analyze the cross-port energy erosion of each new energy vehicle in the multi-port transportation process, and combine the parking position and channel structure in the ship's hold to analyze the blocking impact of the target vehicle on other new energy vehicles and subsequent port of call operations after it becomes immobile, so as to adjust its parking position, mobile task, energy replenishment task or unloading sequence before the target vehicle enters a usable exit path or the subsequent available parking space is significantly reduced.

[0070] Specifically, the call-to-call sequence indicates the order in which the roll-on / roll-off (Ro-Ro) vessel arrives at each port of call; the inter-port duration indicates the time it takes for the Ro-Ro vessel to travel from one port of call to the next adjacent port of call, which may include the sailing time and the estimated waiting time.

[0071] The cabin passage data is used to describe the parking and passage structure of new energy vehicles in the cabin, which may include parking spaces, lanes, lane intersections, ramp connections, cabin exits and the connection relationships between adjacent locations, and may further include lane width, ramp gradient and passage direction.

[0072] The port of destination is used to indicate the port of call where the corresponding new energy vehicle finally leaves the roll-on / roll-off ship; the energy state is used to determine the initial available energy and static power of the corresponding new energy vehicle, and may include at least one of the following: power battery state of charge, power battery effective capacity, power battery temperature, low voltage power supply state, and vehicle transportation mode state; the parking position is used to indicate the cabin position currently occupied by the corresponding new energy vehicle, and may be represented by deck markings, lane markings, and parking space markings.

[0073] Furthermore, the multimodal transport digital logistics management method also includes the following steps:

[0074] Step S200: Based on the ship cabin passage data, the destination ports and parking locations of each new energy vehicle, simulate the unloading and re-parking at each port of call to obtain the cross-port movement task sequence, task dependencies, and the phased passage topology map corresponding to each port of call.

[0075] By continuously simulating the unloading and re-parking process of vehicles on roll-on / roll-off ships at various ports of call, the movement tasks that each new energy vehicle needs to perform during multi-port transportation are determined, as well as the impact of vehicle movement at the previous port of call on the passageway status of the ship's hold at the next port of call. The phased channel topology map is used to represent the parking status of each new energy vehicle in the ship's hold and the passageway status after the unloading and re-parking at the corresponding port of call are completed.

[0076] Step S201: Construct an initial channel topology map based on the cabin passage data. Specifically, parking spaces, lane intersections, ramp connections, and cabin exits are set as topology nodes, and areas between adjacent topology nodes that allow new energy vehicles to pass are set as topology edges. Based on the parking location of each new energy vehicle, the corresponding topology node is marked as occupied, and topology edges that cannot be passed due to new energy vehicle occupancy are marked as impassable, thus representing the cabin passage status after the new energy vehicles have completed initial loading.

[0077] Step S202: Based on the destination port and docking order of each new energy vehicle, new energy vehicles with the same destination port are assigned to the unloading vehicle set of the corresponding docking port.

[0078] Step S203: The initial channel topology map is used as the current channel topology map. Each port of call is determined sequentially according to the berthing order, and the unloading path for each vehicle to be unloaded, from its corresponding parking position to the ship's hold exit, is determined in the current channel topology map. The unloading path consists of interconnected and passable topology nodes and edges.

[0079] In the target channel topology graph, the target vehicle is in a releaseable occupied state that can be moved according to the cross-port movement task; in the immovable channel topology graph, the target vehicle is in an unreleaseable occupied state, and all topology nodes and topology edges that use the completion of the target vehicle's movement as a release condition are canceled.

[0080] Step S204: New energy vehicles occupying the unloading path and whose destination port is after the current port of call in the call sequence are identified as obstructing vehicles. Based on the available parking spaces in the current channel topology map, a temporary parking location for the obstructing vehicle is determined. An unloading task is generated for the vehicle to be unloaded, and a temporary removal task and a re-parking task are generated for the obstructing vehicle. The re-parking location can be the original parking location or another available parking space determined based on the unloading needs of subsequent ports of call.

[0081] Step S205: Arrange the unloading tasks, temporary removal tasks, and re-parking tasks according to their corresponding ports of call and execution order to obtain a cross-port movement task sequence. When the completion of any movement task constitutes the execution condition of another movement task, a task dependency relationship is established between the two. For example, if the blocking vehicle completes the temporary removal task before the unloading vehicle can perform the unloading task, then the temporary removal task and the unloading task have a task dependency relationship.

[0082] Step S206: Based on the vehicle positions after the execution of each mobile task corresponding to the current port of call, update the vehicle occupancy status and the passage status of the topology edges in the current channel topology map, determine the updated current channel topology map as the phased channel topology map corresponding to the current port of call, and use it as the current channel topology map corresponding to the next port of call, until the phased channel topology map corresponding to each port of call is obtained.

[0083] For example, a roll-on / roll-off (Ro-Ro) ship calls at the first, second, and third ports in sequence. The destination port for new energy vehicle A is the first port, and the destination port for new energy vehicle B is the third port, with new energy vehicle B occupying the unloading path of new energy vehicle A. After the Ro-Ro ship arrives at the first port, it first performs the temporary removal of new energy vehicle B, then the unloading of new energy vehicle A, and finally the re-parking of new energy vehicle B. Based on the vehicle positions after the tasks are completed, a phased channel topology map corresponding to the first port is formed.

[0084] Furthermore, the multimodal transport digital logistics management method also includes the following steps:

[0085] Step S300: Determine the mobile energy consumption and stationary energy consumption based on the cross-port mobile task sequence and inter-port duration, form a cross-port energy erosion chain, and calculate the mobile energy reserve and non-mobile probability of new energy vehicles at each port of call.

[0086] In this embodiment of the invention, by continuously calculating the mobile energy consumption generated by the new energy vehicle performing mobile tasks at each port of call and the stationary energy consumption generated between adjacent ports of call, the available energy of the new energy vehicle can be obtained as the port of call gradually changes, and it can be determined whether it can complete the subsequent mobile tasks.

[0087] Step S301: Extract the initial available energy and resting power from the energy state of each new energy vehicle. The initial available energy represents the energy available for vehicle startup and movement before the new energy vehicle begins its cross-port mobility mission; the resting power represents the energy consumed per unit time by the new energy vehicle to maintain low-voltage power supply, vehicle controller, and vehicle transportation mode during ship navigation or waiting. The initial available energy can be determined based on the state of charge and effective capacity of the power battery, while the resting power can be determined based on the real-time status of the vehicle or the historical resting energy consumption of the corresponding model.

[0088] Step S302: For each mobile task in the cross-port mobile task sequence, determine the mobile path in the phased channel topology map of the corresponding port of call, and obtain the mobile distance and slope corresponding to the mobile path, as well as the number of starts and stops and the waiting time corresponding to the mobile task. Based on the above parameters and the energy state of the corresponding new energy vehicle, determine the mobile energy consumption of each mobile task. The mobile energy consumption may include low-speed driving energy consumption, slope travel energy consumption, vehicle start-stop energy consumption, and auxiliary energy consumption during waiting.

[0089] Step S303: Determine the stationary energy consumption based on the inter-port duration between two adjacent ports of call and the corresponding stationary power of the new energy vehicle. For example, the product of the inter-port duration and the stationary power can be used to determine the stationary energy consumption for the corresponding inter-port transportation phase. When the inter-port duration changes due to anchorage waiting or berthing delays, the stationary energy consumption is updated accordingly.

[0090] Step S304: According to the port call sequence, the mobile energy consumption corresponding to the performed mobile tasks and the stationary energy consumption between adjacent ports of call are sequentially deducted from the initial available energy of the new energy vehicle to obtain the predicted available energy of the new energy vehicle when it arrives at each port of call. The predicted available energies are arranged according to the port call sequence to form the cross-port energy erosion chain to reflect the energy changes of the new energy vehicle during multi-port transportation.

[0091] Step S305: For any new energy vehicle and any port of call, determine the unexecuted movement tasks of the new energy vehicle from the port of call to its destination port, and determine the sum of the movement energy consumption corresponding to the unexecuted movement tasks as the remaining task energy consumption. The difference between the predicted available energy and the remaining task energy consumption and the preset reserve energy is determined as the remaining movable energy of the new energy vehicle at the port of call. A remaining movable energy greater than or equal to zero indicates that the new energy vehicle is expected to complete the subsequent movement tasks; a remaining movable energy less than zero indicates that there is a risk that it will not be able to complete the subsequent movement tasks.

[0092] Step S306: Adjust the energy consumption of each moving vehicle and each stationary vehicle according to a preset energy consumption fluctuation range to obtain multiple energy consumption scenarios. These energy consumption scenarios represent uncertainties such as changes in travel distance, extended waiting times, obstructed ramp access, or changes in port transit time. Calculate the movable energy reserve of the new energy vehicle in each energy consumption scenario, and determine the non-movable probability as the ratio of the number of energy consumption scenarios with a movable energy reserve less than zero to the total number of energy consumption scenarios.

[0093] For example, if a new energy vehicle has a predicted available energy of 8 kWh upon arrival at its first port of call, a remaining energy consumption of 6 kWh between the first port of call and its destination port, and a preset reserve energy of 1 kWh, then its movable energy margin is 1 kWh. If the movable energy margin is less than zero in three out of ten energy consumption scenarios, then the probability that the new energy vehicle is not movable at the first port of call is 30%.

[0094] Furthermore, the multimodal transport digital logistics management method also includes the following steps:

[0095] Step S400: Taking any new energy vehicle as the target vehicle, simulate its immobility in the phased channel topology map corresponding to each port of call, determine the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtain the cross-port blocking propagation set.

[0096] In this embodiment of the invention, by simulating the immobility of the target vehicle in the phased channel topology map corresponding to different ports of call, the blocking effect of the target vehicle losing its mobility on the unloading and re-parking process of vehicles at the current port of call and subsequent ports of call can be determined.

[0097] Step S401: Any port of call is designated as the target port of call, and the phased channel topology map corresponding to the target port of call is designated as the target channel topology map. The target channel topology map is used to represent the parking status of each new energy vehicle and the passage status of each passageway within the ship's hold when the roll-on / roll-off ship arrives at the target port of call.

[0098] Step S402: In the target channel topology map, the topology nodes corresponding to the parking positions of the target vehicles and the topology edges that require the target vehicles to move before passage due to vehicle occupancy are set to impassable states, thus obtaining an immovable channel topology map. This immovable channel topology map is used to simulate situations where the target vehicle cannot leave its parking position due to insufficient energy or abnormal startup.

[0099] Step S403: Determine the passage paths from the corresponding parking positions to the ship's cabin exit for each new energy vehicle, excluding the target vehicle, in both the target channel topology map and the immovable channel topology map. If a new energy vehicle has a passage path in the target channel topology map but not in the immovable channel topology map, it indicates that its unloading path is directly blocked by the target vehicle, and the new energy vehicle is identified as the directly blocked vehicle.

[0100] Step S404: Identify the unexecuted movement tasks of each directly blocking vehicle from the cross-port movement task sequence, and designate these movement tasks as blocking tasks. Search along task dependencies for associated movement tasks whose execution is contingent upon the completion of the blocking tasks, and identify the associated movement tasks that cannot be executed due to the inability of the blocking tasks to be completed as indirect blocking tasks. The corresponding new energy vehicles are then identified as indirect blocking vehicles. This allows for the identification of the chain-like impact of the target vehicle's immobility on non-directly adjacent vehicles.

[0101] Step S405: Simulate that the new energy vehicles corresponding to the blocking task and the indirect blocking task remain in their parking positions before the corresponding task was executed, and update the phased channel topology map corresponding to each port of call after the target port of call accordingly. In the updated phased channel topology map, further identify newly added direct blocking vehicles and indirect blocking vehicles to reflect the process of the blocking impact spreading from the target port of call to subsequent ports of call.

[0102] Step S406: Summarize the directly blocked and indirectly blocked vehicles corresponding to the target port of call and each subsequent port of call, and associate each blocked vehicle with its corresponding port of call to obtain the cross-port blocking propagation set. The cross-port blocking propagation set is used to characterize the new energy vehicles affected by the immobility of the target vehicle, the type of blocking, and the affected ports of call.

[0103] For example, if new energy vehicle A cannot move at the first port of call, preventing new energy vehicle B behind it from reaching the ship's exit, then new energy vehicle B is a directly obstructing vehicle. If new energy vehicle B originally needed to be temporarily moved before new energy vehicle C could perform its unloading task, then new energy vehicle C is an indirectly obstructing vehicle. If new energy vehicles B and C remain in their original positions, they may also obstruct new energy vehicle D at the second port of call. Therefore, by combining new energy vehicles B, C, and D, and their corresponding affected ports of call, a cross-port obstruction propagation set corresponding to new energy vehicle A is formed.

[0104] Furthermore, the multimodal transport digital logistics management method also includes the following steps:

[0105] Step S500: Determine the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blockage propagation set.

[0106] In this embodiment of the invention, the immobility probability of the target vehicle is used to characterize the possibility that the target vehicle cannot complete its movement task due to insufficient mobility energy, and the cross-port blockage propagation set is used to characterize the impact range of the target vehicle's immobility on other new energy vehicles at the current and subsequent ports of call. By combining the two, the probability of the target vehicle becoming immobile and the resulting channel blockage consequences can be reflected simultaneously.

[0107] Step S501: From the cross-port blocking propagation set, count the number of directly blocked vehicles and the number of indirectly blocked vehicles according to the port of call, and determine the ports of call where there are directly or indirectly blocked vehicles as affected ports of call. The more affected ports of call, the greater the propagation range of the blocking effect caused by the immobility of the target vehicle in the port of call sequence.

[0108] Step S502: Based on task dependencies, determine the minimum dependency level between the mobile tasks corresponding to each indirectly blocking vehicle and the mobile tasks corresponding to the directly blocking vehicle. The minimum dependency level represents the minimum number of task dependencies that the blocking effect must traverse from the directly blocking vehicle to the indirectly blocking vehicle. A propagation weight is determined according to a preset mapping relationship; the smaller the minimum dependency level, the larger the corresponding propagation weight. For example, when the minimum dependency levels are level one, two, and three, the propagation weights can be set to 0.8, 0.6, and 0.4, respectively.

[0109] Step S503: The number of directly blocked vehicles corresponding to each port of call is summed with the propagation weight corresponding to each indirectly blocked vehicle, and the propagation blocking value is determined by combining this sum with the number of affected ports of call. For example, the propagation blocking value can be expressed as:

[0110]

[0111] in, This indicates the total number of vehicles directly blocked. Indicates the first The propagation weight corresponding to an indirectly blocked vehicle This indicates the number of ports of call affected. This represents the port's impact coefficient.

[0112] Step S504: Normalize the blocking propagation value according to the preset maximum blocking propagation value, so that the normalized blocking propagation value is between 0 and 1. Multiply the normalized blocking propagation value by the immobility probability of the target vehicle to obtain the energy-channel coupling risk value, i.e.:

[0113]

[0114] in, This indicates the energy-channel coupling risk value. This represents the probability that the target vehicle is immobile. This represents the normalized propagation blocking value. The energy-channel coupling risk value is further compared with a preset risk threshold to determine the risk level, such as classifying it as low, medium, or high risk.

[0115] For example, if the target vehicle's immobility probability is 0.3, its immobility will result in two directly blocking vehicles and two indirectly blocking vehicles. The propagation weights of the indirectly blocking vehicles are 0.8 and 0.6, respectively, affecting two docking ports. If the calculated normalized blocking propagation value is 0.7, then the energy-channel coupling risk value is 0.21. Based on the preset risk threshold, the target vehicle can be determined as having a corresponding risk level, which will serve as the basis for subsequent adjustments to parking location, relocation tasks, refueling tasks, or unloading sequence.

[0116] Furthermore, the multimodal transport digital logistics management method also includes the following steps:

[0117] Step S600: For the parking or moving operation of the target vehicle, determine the number of available exit paths and the number of available parking spaces before and after the operation based on the phased channel topology map corresponding to each docking port. When the reduction of any number meets the preset conditions, determine the irreversible decision point. Before the irreversible decision point, adjust the parking position, moving task, energy replenishment task or unloading sequence of the target vehicle based on the energy-channel coupling risk value.

[0118] In this embodiment of the invention, by comparing the channel recoverability before and after the target vehicle performs a parking or moving operation, it is determined whether the operation will cause the target vehicle to enter a state where it is difficult to exit or re-park, and adjustments are made before the corresponding operation is performed.

[0119] Step S601: Determine the parking or moving operation performed by the target vehicle at any port of call as the target operation, and designate that port of call as the target port of call. The parking operation can be the target vehicle driving into an empty parking space, and the moving operation can be temporarily moving out, re-entering, or adjusting the parking space.

[0120] Step S602: Use the phased channel topology map corresponding to the target docking port as the topology map before operation. Based on the target parking location or target movement path corresponding to the target operation, update the vehicle occupancy status of the topology nodes and the passage status of the topology edges to obtain the topology map after operation.

[0121] Step S603: Search the topology map before and after the operation for the accessible paths from the target vehicle's corresponding parking location to the ship's exit, and count the number of available exit paths. A decrease in the number of available exit paths indicates that the target vehicle has fewer exit routes to choose from after performing the target operation.

[0122] Step S604: Based on the cross-port movement tasks that have not yet been executed after the target port of call, determine the available parking spaces in the topology map before and after the operation that can be used for the target vehicle to park later without blocking the subsequent movement path, and count the number of available parking spaces later.

[0123] Step S605: Determine the degree of reduction in exit paths based on the difference in the number of available exit paths before and after the operation, and determine the degree of reduction in available parking spaces based on the difference in the number of subsequent available parking spaces before and after the operation. The degree of reduction can be expressed as a difference in quantity or a reduction ratio.

[0124] Step S606: When the reduction in exit paths or available parking spaces reaches the corresponding preset reduction threshold, it indicates that the target vehicle's exit or re-parking capability has significantly decreased after the target operation is performed. The moment of performing the target operation is then determined as the irreversible decision point. The irreversible decision point is used to define the latest time when the adjustment should be completed.

[0125] Step S607: Before executing the target operation, at least one adjustment method is generated based on the energy-channel coupling risk value, including a location adjustment method, a task adjustment method, a recharge adjustment method, and a sequence adjustment method. The location adjustment method is used to change the parking position of the target vehicle; the task adjustment method is used to reduce or change the movement tasks of the target vehicle; the recharge adjustment method is used to increase the movable energy reserve of the target vehicle; and the sequence adjustment method is used to change the unloading sequence of the target vehicle and other new energy vehicles.

[0126] For any adjustment method, based on the parking location, relocation task, refueling task, or unloading sequence corresponding to that adjustment method, update the phased channel topology map and cross-port relocation task sequence corresponding to the target port and subsequent ports, obtaining the adjusted phased channel topology map and adjusted cross-port relocation task sequence. Recalculate the target vehicle's relocation energy consumption and movable energy reserve based on the adjusted cross-port relocation task sequence, obtaining the adjusted movable energy reserve; simulate the target vehicle's immobility in the adjusted phased channel topology map, redetermine the directly blocking vehicles and indirectly blocking vehicles, obtaining the adjusted cross-port blocking propagation set.

[0127] The adjustment method that ensures the adjusted movable energy reserve meets the preset reserve conditions and that the number of new energy vehicles included in the cross-port blocking propagation set after adjustment is less than the number before adjustment is determined as the target adjustment method. The parking location, moving task, energy replenishment task or unloading sequence of the target vehicles are adjusted according to the target adjustment method.

[0128] For example, if a target vehicle has two available exit paths and three subsequent available parking spaces before the re-parking operation, and only one available exit path and one subsequent available parking space remain after the operation, reaching a preset reduction threshold, then the execution time of the re-parking operation is determined as an irreversible decision point. If, after the target vehicle is moved to another parking space near the ship's exit, its movable energy margin meets a preset margin condition, and the number of new energy vehicles in the cross-port blocking propagation set is reduced from four to one, then this position adjustment method is determined as the target adjustment method.

[0129] Furthermore, Figure 2 An application architecture diagram of the system provided in an embodiment of the present invention is shown.

[0130] In another preferred embodiment of the present invention, a multimodal transport digital logistics management system based on data analysis includes:

[0131] The data acquisition module 100 is used to acquire the berthing sequence of the roll-on / roll-off ship, the inter-port duration between adjacent berthing ports, the ship's cabin passage data, and the destination port, energy status and parking location of each of the multiple new energy vehicles.

[0132] Furthermore, the multimodal transport digital logistics management system also includes:

[0133] The task simulation module 200 is used to simulate the unloading and re-parking of each port of call based on the ship's cabin passage data, the destination ports and parking locations of each new energy vehicle, and to obtain the cross-port movement task sequence, task dependencies and the phased passage topology map corresponding to each port of call.

[0134] Furthermore, the multimodal transport digital logistics management system also includes:

[0135] The energy analysis module 300 is used to determine the energy consumption during movement and the energy consumption at rest based on the cross-port movement task sequence and the time between ports, to form a cross-port energy erosion chain, and to calculate the remaining movable energy and the probability of immovability of new energy vehicles at each port of call.

[0136] Furthermore, the multimodal transport digital logistics management system also includes:

[0137] The propagation blocking module 400 is used to simulate the immobility of any new energy vehicle in the phased channel topology map corresponding to each port of call, determine the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtain the cross-port propagation blocking set.

[0138] Furthermore, the multimodal transport digital logistics management system also includes:

[0139] Risk assessment module 500 is used to determine the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blockage propagation set.

[0140] Furthermore, the multimodal transport digital logistics management system also includes:

[0141] The decision control module 600 is used to determine the number of available exit paths and the number of available parking spaces before and after the operation based on the phased channel topology map corresponding to each docking port for the parking or moving operation of the target vehicle. When the reduction of any number meets the preset conditions, an irreversible decision point is determined, and the parking position, moving task, refueling task or unloading sequence of the target vehicle is adjusted before the irreversible decision point based on the energy-channel coupling risk value.

[0142] It should be understood that although the steps in the flowcharts of the various embodiments of the present invention are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the various embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0143] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0144] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0145] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

[0146] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multimodal transport digital logistics management method based on data analysis, characterized in that, The method, applied to the multimodal transport process of new energy vehicles entering and exiting roll-on / roll-off ships via port roads, includes: Obtain the berthing sequence of roll-on / roll-off ships, the port-to-port duration between adjacent ports of call, ship cabin passage data, and the destination ports, energy status, and parking locations of multiple new energy vehicles; Based on the data of the ship's cabin passage, the destination ports and parking locations of each new energy vehicle, the unloading and re-parking at each port of call are simulated to obtain the cross-port movement task sequence, task dependencies, and the phased passage topology map corresponding to each port of call. Based on the cross-port mobile task sequence and inter-port duration, the mobile energy consumption and stationary energy consumption are determined, forming a cross-port energy erosion chain, and the mobile energy reserve and non-mobile probability of new energy vehicles at each port of call are calculated. Taking any new energy vehicle as the target vehicle, simulate its immobility in the phased channel topology map corresponding to each port of call, determine the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtain the cross-port blocking propagation set. The energy-channel coupling risk value is determined based on the immobility probability of the target vehicle and the cross-port blockade propagation set. For the parking or moving operation of the target vehicle, the number of available exit paths and the number of available parking spaces before and after the operation are determined according to the phased channel topology map corresponding to each port of call. When the reduction of any number meets the preset conditions, an irreversible decision point is determined. Before the irreversible decision point, the parking position, moving task, energy replenishment task or unloading sequence of the target vehicle is adjusted according to the energy-channel coupling risk value.

2. The method according to claim 1, characterized in that, The steps to obtain the cross-port movement task sequence, task dependencies, and phased channel topology map corresponding to each port of call, based on ship cabin passage data, destination ports and parking locations of each new energy vehicle, and simulation of unloading and re-parking at each port of call, include: An initial channel topology map is constructed based on the cabin passage data. Parking spaces, lane intersections, ramp connections, and cabin exits in the cabin passage data are set as topology nodes, and areas between adjacent topology nodes that allow new energy vehicles to pass are set as topology edges. The vehicle occupancy status of the corresponding topology nodes is marked according to the parking position of each new energy vehicle, and topology edges that cannot be passed due to new energy vehicle occupancy are marked as impassable. Based on the destination ports and port of call order of each new energy vehicle, determine the collection of vehicles to be unloaded at each port of call. The initial channel topology map is used as the current channel topology map. Each port of call is determined as the current port of call in sequence according to the berthing order. In the current channel topology map, the unloading path of each vehicle in the set of vehicles to be unloaded corresponding to the current port of call is determined from the corresponding parking position to the ship's hold exit. New energy vehicles that occupy the unloading path and whose destination port is after the current port of call in the call sequence are identified as blocking vehicles. The temporary parking position of the blocking vehicle is determined according to the available parking spaces in the current channel topology map, and the unloading task corresponding to the vehicle to be unloaded, as well as the temporary removal task and re-parking task corresponding to the blocking vehicle are generated. Arrange the unloading tasks, temporary removal tasks, and re-parking tasks according to the corresponding port of call and execution order to obtain the cross-port movement task sequence; when the completion of any movement task constitutes the execution condition of another movement task, establish the task dependency relationship between any movement task and the other movement task. Based on the vehicle positions after the execution of each mobile task corresponding to the current port of call, update the vehicle occupancy status and the passage status of the topology edges in the current channel topology map. The updated current channel topology map is determined as the channel topology map corresponding to the current port of call and is used as the current channel topology map corresponding to the next port of call, so as to obtain the channel topology map of each port.

3. The method according to claim 1, characterized in that, The steps for determining mobile energy consumption and stationary energy consumption based on the cross-port mobile task sequence and inter-port duration, forming a cross-port energy erosion chain, and calculating the mobile energy reserve and non-mobile probability of new energy vehicles at each port of call include: Extract initial usable energy and resting power from the energy state of each new energy vehicle; For each mobile task in the cross-port mobile task sequence, the mobile path is determined in the phased channel topology map of the corresponding port of call, and the mobile energy consumption of each mobile task is determined according to the mobile distance, slope, number of starts and stops and waiting time corresponding to the mobile path, as well as the energy status of the corresponding new energy vehicle. The stationary energy consumption between two adjacent ports of call is determined based on the interport duration between two adjacent ports of call and the corresponding stationary power of the new energy vehicles. According to the docking order, each mobile energy consumption and each stationary energy consumption are deducted sequentially from the initial available energy to obtain the predicted available energy when the corresponding new energy vehicle arrives at each docking port, and the predicted available energy arranged according to the docking order is determined as the cross-port energy erosion chain. For any port of call, identify the unexecuted movement tasks of the corresponding new energy vehicle from that port of call to its destination port, determine the sum of the movement energy consumption corresponding to the unexecuted movement tasks as the remaining task energy consumption, and determine the movable energy margin based on the predicted available energy, the remaining task energy consumption and the preset reserve energy. Adjust each mobile energy consumption and each stationary energy consumption according to the preset energy consumption fluctuation range to obtain multiple energy consumption scenarios. Calculate the movable energy reserve of the corresponding new energy vehicle in each of the energy consumption scenarios, and determine the ratio of the number of energy consumption scenarios with a movable energy reserve of less than zero to the total number of energy consumption scenarios as the immovable probability.

4. The method according to claim 1, characterized in that, Taking any new energy vehicle as the target vehicle, simulating its immobility in the phased channel topology map corresponding to each port of call, identifying directly blocking vehicles and indirectly blocking vehicles formed along task dependencies, and obtaining the cross-port blocking propagation set includes the following steps: Any port of call is designated as the target port of call, and the phased channel topology map corresponding to the target port of call is designated as the target channel topology map. In the target channel topology map, the parking positions of the target vehicles and the channels that require the target vehicles to be moved before they can pass are set to impassable status to obtain an immovable channel topology map. Determine the passage routes from the corresponding parking positions to the ship's cabin exit for each new energy vehicle other than the target vehicle in the target channel topology map and the immovable channel topology map. New energy vehicles that have a passage route in the target channel topology map but no passage route in the immovable channel topology map are identified as vehicles that are directly blocked. From the cross-port mobile task sequence, identify the unexecuted mobile tasks corresponding to the directly blocked vehicles, identify the unexecuted mobile tasks as blocking tasks, and identify the associated mobile tasks that take the completion of the blocking tasks as the execution condition along the task dependency relationship. Identify the associated mobile tasks that cannot be executed as indirect blocking tasks, and identify the new energy vehicles corresponding to the indirect blocking tasks as indirect blocking vehicles. Based on the status of the new energy vehicles corresponding to the blocking task and the indirect blocking task remaining in their original parking positions, the phased channel topology map corresponding to each port after the target port is updated in sequence, and the vehicles directly blocked and indirectly blocked are repeatedly identified in the updated phased channel topology map corresponding to each port. The direct and indirect blocking vehicles corresponding to the target port of call and each subsequent port of call are aggregated to obtain the cross-port blocking transmission set.

5. The method according to claim 1, characterized in that, The steps for determining the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blockage propagation set include: The number of directly blocked and indirectly blocked vehicles corresponding to each port of call is determined from the cross-port blocking transmission set, and the ports of call with directly blocked or indirectly blocked vehicles are identified as affected ports of call. Based on task dependencies, the minimum dependency level between the mobile task corresponding to each indirectly blocking vehicle and the mobile task corresponding to the directly blocking vehicle is determined, and the propagation weight corresponding to each indirectly blocking vehicle is determined according to the minimum dependency level and the preset mapping relationship. The number of directly blocked vehicles corresponding to each port of call is summed with the propagation weight corresponding to each indirectly blocked vehicle, and the blocking propagation value corresponding to the cross-port blocking propagation set is determined based on the number of affected ports of call. The propagation blocking value is normalized, and the product of the normalized propagation blocking value and the immobility probability of the target vehicle is determined as the energy-channel coupling risk value. The risk level is determined based on the comparison between the energy-channel coupling risk value and the preset risk threshold.

6. The method according to claim 5, characterized in that, For parking or moving operations of target vehicles, the number of available exit paths and the number of available parking spaces before and after the operation are determined based on the phased channel topology map corresponding to each docking port. When the reduction of any number meets the preset conditions, an irreversible decision point is determined. Before this irreversible decision point, the steps for adjusting the parking position, moving task, refueling task, or unloading sequence of the target vehicle based on the energy-channel coupling risk value include: The parking or moving operation performed by the target vehicle at any port of call is defined as the target operation, and the port of call corresponding to the target operation is defined as the target port of call. Obtain the phased channel topology map corresponding to each port of call before the target operation is executed as the topology map before the operation, and update the vehicle occupancy status in the topology map before the operation according to the target parking position or target movement path corresponding to the target operation to obtain the topology map after the operation. Determine the number of available exit paths for the target vehicle from its corresponding parking location to the ship's cabin exit in both the pre-operation and post-operation topology diagrams. Based on the cross-port movement task to be performed after the target port of call, as well as the parking space occupancy status in the topology map before and after the operation, determine the number of subsequent available parking spaces that can meet the subsequent movement requirements of the target vehicle before and after the target operation is performed. The degree of reduction in exit paths is determined by the difference in the number of available exit paths before and after the target operation, and the degree of reduction in available parking spaces is determined by the difference in the number of subsequent available parking spaces before and after the target operation. When the reduction in exit paths or available parking spaces reaches the corresponding preset reduction threshold, the moment when the target operation is executed will be determined as the irreversible decision point. Before executing the target operation, at least one of the following adjustment methods is generated based on the energy-channel coupling risk value: position adjustment method, task adjustment method, energy replenishment adjustment method, and sequence adjustment method. Based on the adjusted movable energy margin and the adjusted cross-port blocking propagation set corresponding to each adjustment method, the adjustment method that makes the movable energy margin of the target vehicle meet the preset margin condition and reduces the cross-port blocking propagation set is selected to adjust the parking position, movement task, energy replenishment task, or unloading sequence of the target vehicle.

7. The method according to claim 6, characterized in that, The steps for selecting an adjustment method based on the adjusted movable energy margin and the adjusted cross-port propagation blocking set corresponding to each adjustment method include: For any of the aforementioned adjustment methods, based on the parking location, movement task, refueling task, or unloading sequence corresponding to the adjustment method, update the phased channel topology map and cross-port movement task sequence corresponding to the target port of call and each subsequent port of call, to obtain the adjusted phased channel topology map and the adjusted cross-port movement task sequence. Based on the adjusted cross-port mobile task sequence, the mobile energy consumption and mobile energy reserve of the target vehicle are re-determined to obtain the adjusted mobile energy reserve. In the adjusted phased channel topology map, the target vehicle is simulated to be immobile, and the directly blocking vehicles and indirectly blocking vehicles are re-determined to obtain the adjusted cross-port blocking propagation set. The adjustment method that ensures the adjusted movable energy margin meets the preset margin condition and that the number of new energy vehicles included in the adjusted cross-port blocking propagation set is less than the number of new energy vehicles included in the original cross-port blocking propagation set is determined as the target adjustment method.

8. A multimodal transport digital logistics management system based on data analysis, characterized in that, The system includes: The data acquisition module is used to acquire the berthing sequence of roll-on / roll-off ships, the inter-port duration between adjacent ports of call, ship cabin passage data, and the destination ports, energy status and parking locations of multiple new energy vehicles. The task simulation module is used to simulate the unloading and re-parking of each port of call based on the ship's cabin passage data, the destination ports and parking locations of each new energy vehicle, and to obtain the cross-port movement task sequence, task dependencies and the phased passage topology map corresponding to each port of call. The energy analysis module is used to determine the energy consumption during movement and the energy consumption at rest based on the cross-port movement task sequence and the duration between ports, forming a cross-port energy erosion chain, and calculating the movable energy reserve and the probability of immovability of new energy vehicles at each port of call. The blocking propagation module is used to simulate the immobility of any new energy vehicle in the phased channel topology map corresponding to each port of call, identify the directly blocking vehicles and the indirectly blocking vehicles formed along the task dependency relationship, and obtain the cross-port blocking propagation set. The risk assessment module is used to determine the energy-channel coupling risk value based on the immobility probability of the target vehicle and the cross-port blockage propagation set. The decision control module is used to determine the number of available exit paths and the number of available parking spaces before and after the operation based on the phased channel topology map corresponding to each docking port for the parking or moving operation of the target vehicle. When the reduction of any number meets the preset conditions, an irreversible decision point is determined, and the parking position, moving task, refueling task or unloading sequence of the target vehicle is adjusted before the irreversible decision point based on the energy-channel coupling risk value.

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