CN109534023B

CN109534023B - Automatic container wharf shore shipping instruction sequence control method

Info

Publication number: CN109534023B
Application number: CN201811632947.9A
Authority: CN
Inventors: 章学民; 张锦阳; 肖延松; 边志成
Original assignee: Shanghai Zhenghua Heavy Industries Co Ltd
Current assignee: Shanghai Zhenghua Heavy Industries Co Ltd
Priority date: 2018-12-29
Filing date: 2018-12-29
Publication date: 2020-07-31
Anticipated expiration: 2038-12-29
Also published as: CN109534023A

Abstract

The invention discloses a method for controlling the sequence of commands for loading containers on the shore of an automatic container terminal, and provides a method for controlling the sequence of commands for loading containers on the shore of the automatic container terminal, which is based on FCFS rules and takes the deviation sequence rules of the container positions into consideration, and is used for forming a reasonable sequence for sending commands for loading containers on the shore. The method is executed before the TOS sends the shore shipping instruction, the shore shipping instruction can be sent according to the actual sequence that the AGV reaches the temporary storage area, and the sent instruction sequence can always accord with the ship box position deviation sequence rule. The invention provides a mathematical model suitable for sequence control of various shore side shipping instructions, which is used for describing decision targets and constraints of a TOS (transmitter optical System) on a next AGV (automatic guided vehicle) cross-connection area transportation instruction, a shore bridge portal trolley shipping instruction or a shore bridge main trolley shipping instruction; the solving result of the model is used as a decision basis for judging whether the TOS sends a certain shore-side ship loading instruction of a certain crane of the shore bridge.

Description

Automatic container wharf shore shipping instruction sequence control method

Technical Field

The invention relates to a control method of an automatic quayside crane and an automatic guided transport vehicle of an automatic container terminal, in particular to a control method of a quayside ship loading command sequence.

Background

The shore shipping instruction sequence control problem is a problem which needs to be solved for realizing continuous and efficient operation of an automatic container terminal shore crane (called a shore bridge for short). The automatic container Terminal is a container Terminal using automatic devices, the devices are completely controlled by a Terminal Operation System (TOS), and the device Operation instructions are directly issued by the TOS. In a conventional artificial container terminal, the loading order of the shore bridge is given by the terminal staff on site in real time at the terminal. The TOS of an automated container terminal requires a programmed shore loading command sequence control method since no field personnel are present.

The quayside container terminal is always loaded on the ship by using the 'crane' as an operation unit. The shore bridge always loads containers onto the ship one after the other, so that the containers loaded on the shore bridge at a time are called a crane. A crane on a shore bridge may contain 1 container of any size or 2 containers of 20 feet. In the shipping process of the container terminal, each container lifted by the shore bridge is always transported from a storage yard to the shore by the AGV and then loaded onto the ship by the shore bridge. The position of the containers on the ship (referred to as the ship box position, the same applies hereinafter) is predetermined. For efficiency and safety reasons, the terminal will define shipping bias rules (bias rules, the same applies hereinafter) between different container positions, i.e. containers loaded in certain positions must be shipped before (or after) containers loaded in other positions. Under the influence, different ship loading cranes of the shore bridge have a partial sequence relationship (the ship loading crane is in a partial sequence relationship, which is called as a partial sequence relationship in short, and the same is used below), and some cranes need to load ships before (or after) other cranes.

The loading command of the automatic container terminal is a general name of a series of shore bridge commands and AGV commands. For each crane of the shore bridge for loading, the wharf sequentially sends three types of instructions: firstly, after an AGV takes a box to reach a temporary storage area (behind a shore bridge, see the figure 1), sending an AGV cross-connection area transportation instruction, and enabling the AGV to move from the temporary storage area to the cross-connection area (below the shore bridge, see the figure 1); secondly, after the AGV reaches the transfer area, sending a ship loading instruction of the shore bridge portal trolley, and enabling the shore bridge portal trolley to transfer the container from the AGV to the shore bridge transfer platform; and finally, after the container is placed on the transfer platform, sending a ship loading instruction of the main trolley of the shore bridge, and enabling the main trolley of the shore bridge to carry the container from the transfer platform to the ship. In order to ensure that the sequence of each ship loading crane of the shore bridge always accords with the partial sequence relation, the wharf requires that the sending sequence of any ship loading command of different ship loading cranes of the same shore bridge is required to accord with the partial sequence relation.

The automatic container terminal shore loading instruction sequence control problem is a local real-time decision-making problem. Due to the fact that the horizontal transport time of the wharf cannot be accurately predicted, the actual sequence of the AGV reaching the temporary storage area is often different from the globally-oriented planned sequence. If the ship loading command is sent according to the planned sequence, some AGVs (automatic guided vehicles) can not reach the cross-connection area in time, so that the quay crane waits, and the actual operation efficiency of the quay crane is low. In order to reduce the waiting time of the shore bridge as much as possible and improve the actual operation efficiency of the shore bridge, a shore shipping operation instruction of the automatic container terminal is issued according to a First Come First Served (FCFS) rule. However, when the simple FCFS rule is adopted to send the shore shipping instruction, it cannot be guaranteed that the sending sequence of the same type of shipping instructions of different cranes always conforms to the order deviation relationship, so that the shore shipping instruction sequence of the automated container terminal needs a proper control method.

In the prior document, a proper method for controlling the sequence of the command of loading the container terminal on the shore can not be found. The existing literature is focused on researching the global-oriented optimization problem of the container terminal shore bridge plan sequence, the aim of the problem is to optimize the global plan sequence, and the problem is not applicable to the control problem of the local shipment sequence.

Disclosure of Invention

Aiming at the problem that a shore shipping instruction sequence control method of an automatic container terminal does not exist in the prior art, the invention aims to provide the shore shipping instruction sequence control method.

In order to achieve the purpose, the invention adopts the following technical scheme:

a shore shipping instruction sequence control method comprises the following steps: step 0, setting a ship tank position deviation order rule; step 1, acquiring a total number I of ship cranes and a partial sequence relation matrix, and determining a type m of a shore ship loading command to be sent; step 2, acquiring the value of the transmittable state and the value of the transmittable state of the mth shore shipping instruction of each shipping crane, and the sequence of each crane entering the transmittable state; step 3, taking out m types of shore shipping instructions in a transmittable state of each shipping crane to form a set; if the set is empty at this time, the process is ended; otherwise, go to step 4; step 4, calculating d of each instruction in the set_miValue and delete d in the set_mi>All instructions of 0; if the set is empty at this time, the process is ended; otherwise, go to step 5; and 5, selecting the shore shipping instruction which enters the shippable state earliest from the set, sending the instruction to the corresponding equipment, and ending the process. Wherein I represents the total number of the ship cranes and the numberI and I ', 1 is less than or equal to I, and I' is less than or equal to I; d_miAnd the integer variable represents whether the m-th class shore-side ship loading instruction of the ith crane is sent out currently violates the ship loading crane partial order relation.

Further, the ship box position deviation order rule comprises: if the container position A is right below the container position B and the two container positions are adjacent, the container loaded to the container position A must be loaded before the container loaded to the container position B; if the berths a and B are both above and adjacent to the deck, with the berth a closer to the sea side, the containers loaded into berth a must be shipped before the containers loaded into berth B.

Further, the ship box position deviation order rule further comprises: if the container position A is right below the container position B and the layer number difference of the two container positions exceeds a certain range, the container loaded to the container position A must be loaded before the container loaded to the container position B; if there is no adjacent bin on the sea side of bin a and the bin adjacent to the sea side of bin B is directly below bin a, then the containers loaded into bin a must be loaded before the containers loaded into bin B.

Further, the objective function of the control model is:

wherein S is_mii'The m-th class shore shipping instruction of the ith crane enters a transmittable state; x is the number of_miAnd a variable 0-1 indicating whether the mth type shore shipping instruction of the ith crane is sent currently.

Further, for any type of shore loading command for any crane, it is at most in one of two states, "sendable" and "sent".

Further, for any type of shore shipping instruction for any crane, the order in which it enters the transmittable state, in the transmittable or transmitted state, is always uniquely determined.

Further, for the mth type of ship loading operation instruction of the ith crane, if another similar ship loading operation instruction which is not in a sent state exists and the crane to which the other instruction belongs is to ship loading before the ith crane, the dependent variable d_miIs greater than 0.

Further, the command can be sent only when the mth class shore shipping command of the ith crane is in a transmittable state and the command is sent without violating the order deviation relation of the reverse shipping crane.

Furthermore, the total number of the various shore shipping instructions sent currently does not exceed 1.

In the technical scheme, the invention designs a brand-new shore shipping instruction sequence control method for guiding the generation sequence of the wharf shore shipping instructions.

Drawings

FIG. 1 is a schematic layout plan of an automated container terminal shore;

FIG. 2 is a schematic diagram of an apparatus at the shore of an automated container terminal;

FIG. 3 is a schematic view of the same time ship's tank positions on the ship;

fig. 4 is a flow chart of the method of the present invention.

Detailed Description

The technical scheme of the invention is further explained by combining the drawings and the embodiment.

The shore layout of an automated container terminal is shown in fig. 1. The double-dashed line in the figure indicates a shoreline 1, the dashed line indicates a cart track 2 of a shore bridge, and the dash-dot line indicates a lane 3 of an Automated Guided Vehicle (AGV) on the shore. In fig. 1, two overlapping bold-line boxes represent a shore bridge 4, which can be moved along the shoreline direction on the cart track.

The thin transverse line box on the travel line of the Automated Guided Vehicle (AGV) in fig. 1 represents the intersection area 5 of the Automated Guided Vehicle (AGV) and the shore bridge, which can be moved in the direction of the shore line on the travel line and whose horizontal position on the shore line always coincides with the shore bridge. The lowermost vertical thin line boxes in fig. 1 represent the buffers 6 of an Automated Guided Vehicle (AGV) on the shore, the positions of which are fixed.

The main shore working equipment of an automated container terminal is shown in fig. 2. In fig. 2, the shore line is indicated by a double line, and the double-trolley shore bridge is indicated by a thick solid line. The thin solid line in fig. 2 indicates the horizontal plane and the two thin solid line boxes indicate two automated guided vehicles AGV. In FIG. 2, the AGV from the left stops in the AGV temporary storage area, and the direction of the body of the AGV is vertical to the shore line; the AGV that leans on right stops in AGV handing-over region, just in time is under the bank bridge girder, and its automobile body direction is parallel with the bank line.

Also marked in fig. 2 are the tall girders 7, the low girders 8 and the transfer platform 9 of the shore bridge. Note that the shore bridge in the figure is a double-trolley shore bridge, and one trolley is not shown on each of the high girder and the low girder. The main trolley on the girder is used for carrying containers between the ship and the transfer platform, and the portal trolley on the low girder is used for carrying containers between an Automatic Guided Vehicle (AGV) and the transfer platform. The staging platform is used to temporarily store the containers.

The shore shipping process of the automatic container terminal always takes the crane as a unit. The 1-crane corresponds to 1-time transportation of an Automated Guided Vehicle (AGV), 1-time transportation of a quayside crane portal trolley, or 1-time transportation of a quayside crane main trolley. A 1-crane may contain 1 container of various sizes, or 2 containers of 20 feet.

The container shore loading process of the automatic container terminal can be always described by alternating the form of 'instruction' and 'feedback'. The shore shipping instruction of the automatic container terminal can be divided into three types, namely an AGV transfer area transportation instruction, a shore bridge portal trolley shipping instruction and a shore bridge main trolley shipping instruction. After the AGV acquires the containers in the storage yard, the AGV always runs to a certain temporary storage area, and the shore shipping process begins accordingly. And after the AGV reaches the temporary storage area, the feedback is sent to the TOS. After obtaining the feedback that AGV reachd the temporary storage area, TOS sends the cross over area transportation instruction to AGV, lets AGV travel to certain cross over area. And after the AGV reaches the appointed cross connection area, the feedback is sent to the TOS. After obtaining the feedback that AGV reachd the cross-over district, TOS sends bank bridge portal dolly shipment instruction, lets bank bridge portal dolly carry the container on the AGV to the transfer platform on. And after the gantry trolley is transported, the feedback is sent to the TOS. After feedback that the container arrives at the transfer platform is obtained, the TOS sends a ship loading instruction of the main trolley of the shore bridge, and the main trolley of the shore bridge carries the container on the transfer platform to a ship. And after the main trolley of the shore bridge is transported, the main trolley sends feedback to the TOS, and the shipping process of the container is finished. Note that there is a strict precedence relationship between "command" and "feedback" of the same crane: the TOS cannot issue the next command for the hook until it receives the completion feedback of the previous command.

The horizontal transport of the AGV of the automatic container terminal is a complex multi-vehicle coordination process, and the horizontal transport time of the AGV has the characteristic of being incapable of being accurately predicted. During the simultaneous driving of multiple AGVs, there are often some AGVs whose driving speeds are interfered in real time, and the driving route may also be adjusted in real time. Therefore, the actual order in which the AGVs arrive at the buffer is always not accurately predictable, resulting in the order of the shore-side ship-loading instructions that must be formulated based on FCFS rules.

The ship loading and hoisting deviation sequence relation is a product of the ship box deviation sequence rule. An automated container terminal always has a certain set of ship position deviation rule sets, and there may be differences between deviation rule sets of different terminals. In general, the ship-box position deviation order rule set of the wharf always includes the following two rules:

(1) if the bunk a is directly below the shipping container B and the two bunks are adjacent, the container loaded into bunk a must be shipped before the container loaded into bunk B.

(2) If the berths a and B are both above and adjacent to the deck, with the berth a closer to the sea side, the containers loaded into berth a must be shipped before the containers loaded into berth B.

In addition, the ship box position deviation order rule set of the wharf may also include (but is not limited to) the following rules.

(3) If the berth a is directly below the berth B and the difference in the number of layers between the two berths is outside a certain range, the containers loaded into the berth a must be loaded before the containers loaded into the berth B.

(4) If there is no adjacent bin on the sea side of bin a and the bin adjacent to the sea side of bin B is directly below bin a, then the containers loaded into bin a must be loaded before the containers loaded into bin B.

To illustrate the above rules, fig. 3 shows a schematic view of several box bays in the same hold on a ship. In fig. 3, the left side is the land side, the right side is the sea side, and the double line indicates the deck. In fig. 3 there are 12 container positions above the deck and 10 container positions below the deck, each numbered as shown.

According to rule (1), 14 pairs of partial order relationships can be obtained from fig. 3, where 8 pairs are above deck, e.g., No. 1 tank position should be loaded prior to No. 5 tank position, No. 6 tank position should be loaded prior to No. 10 tank position; 6 pairs of containers below deck, for example No. 19, should be loaded prior to No. 22 container locations.

According to rule (2), the 9 pairs of partial order relationships can be obtained from fig. 3, all above deck, e.g. No. 7 tank position should be loaded prior to No. 6 tank position, and No. 6 tank position should be loaded prior to No. 5 tank position.

According to rule (3), assuming that the difference of the numbers of the tank levels of the shipping boxes cannot be larger than 1, 24 pairs of partial order relationships can be obtained from fig. 3, wherein 16 pairs are above the deck, for example, the tank level of the ship with number 11 should be shipped prior to the tank level of the ship with number 4, and the tank level of the ship with number 9 should be shipped prior to the tank level of the ship with number 1; under the deck, for example, the 21 st ship box position should be loaded prior to the 15 th ship box position for 8 pairs.

According to rule (4), 2 pairs of partial order relationships can be obtained from fig. 3, all above deck, e.g. No. 8 tank level should be loaded prior to No. 11 tank level, and No. 4 tank level should be loaded prior to No. 7 tank level.

The invention provides an automatic container wharf shore shipping instruction sequence control method based on FCFS rules and considering ship box position deviation sequence rules, which is used for forming a reasonable shore shipping instruction sending sequence. The method is executed before the TOS sends out the shore shipping instruction, the shore shipping instruction can be sent according to the actual sequence that an Automatic Guided Vehicle (AGV) reaches the temporary storage area, and the sent instruction sequence can always accord with the ship box position deviation sequence rule.

The model and algorithm of the method of the present invention will be set forth below.

The invention provides a mathematical model suitable for sequential control of various shore shipping instructions. The model is used for describing decision targets and constraints of the TOS on a next AGV transfer region transportation instruction, a quayside portal trolley loading instruction or a quayside main trolley loading instruction; the solving result of the model is used as a decision basis for judging whether the TOS sends a certain shore shipping instruction and sending an instruction corresponding to the certain shore.

The model of the present invention assumes that the bin misalignment ordering rules are known and that the bin alignment pairs defined in the rules do not form a ring structure end-to-end. Since the ship position deviation rule of the real wharf always has two basic principles of 'from sea side to land side' and 'from bottom layer to high layer', the assumption is generally true.

The following table is an illustration of the change in the flow state for a particular crane.

State numbering	Hanging state	Instructions	Feedback
					1	Remove the temporary storage area
2	In a temporary storage area		Buffer arrival feedback
				3	De-cross connecting area	AGV transfer area transportation instruction
4	At the cross-connect area		Handoff region arrival feedback
				5	Transfer platform	Ship loading instruction of portal trolley of quayside container crane
6	In transit platform		Ship-loading feedback of portal trolley of quayside crane
				7	Go to ship	Ship loading instruction of main trolley of shore bridge
8	On board ships		Loading feedback of main trolley of shore bridge

TABLE 1 Change of flow State of a certain hoist

The model shown in the table above assumes that a finite number of states can always be described for each crane's shore loading process. Before the shore shipment process begins, the AGV drives to the temporary storage area in the forward direction, and the hanging state is 'go temporary storage area'. After the AGV reaches the temporary storage area, feedback is given, and the hanging state is changed into the state of being in the temporary storage area. After receiving the feedback, the TOS gives an instruction to enable the AGV to travel to the cross connection area, and the hanging state is converted into a 'going to the cross connection area'. After the AGV reaches the cross connection area, feedback is given, and the hanging state is changed into the state of being in the cross connection area. After receiving the feedback, the TOS gives an instruction to enable the portal trolley to carry the container to the transfer platform, and the hanging state is converted into the 'transfer platform'. After the gantry trolley finishes the instruction, feedback is given, and the hoisting state is converted into the 'on-transfer platform'. After receiving the feedback, the TOS gives an instruction to allow the main trolley to carry the container to the ship, and the lifting state is converted into 'going to the ship'. And after the main trolley finishes the instruction, feedback is given, the hoisting state is converted into 'on-board', and the process is finished. According to the table, at any time point in the loading process, the state of any crane on the shore is always one of 8 states in the table.

According to the rules and model assumptions of the Automatic Guided Vehicle (AGV) set as above, the objective function of the set model of the present invention is as follows:

the above equation shows that the aim of the model of the invention is to issue the order with the smallest sequence number as possible into a transmittable state for all kinds of shore loading orders. The target corresponds to the FCFS rule.

The constraints of the model are as follows.

The above formula indicates that for any type of shore loading command for any crane, it is at most in one of two states, "sendable" and "sent". The above formula corresponds to table 2.

The above formula shows that for any type of shore shipping instructions for all cranes, the order in which they enter the transmittable state is always uniquely determined, in both transmittable and transmittable states.

Above formula is d_miThe formula (2). For the mth type loading operation command of the ith crane, if another similar type loading operation command which is not in a sent state exists and the crane to which the other command belongs is to load the ship before the ith crane, the dependent variable d_miIs greater than 0.

The above expression shows that the command can be sent only when the mth class shore shipping command of the ith crane is in a transmittable state and the command is sent without violating the order deviation relation of the reverse shipping crane.

The above formula shows that the total number of the various shore shipping instructions sent currently does not exceed 1.

Above 3 are each A_mi、D_miAnd independent variable x_miIs constrained by the value range of (a).

The symbols used in the above model are listed below:

i represents the total number of the ship cranes, and is numbered I and I ', 1 is less than or equal to I, and I' is less than or equal to I.

P_ii'And representing a partial order relation matrix of the ship loader. Let P if the ith crane has to be on board before the ith' crane_ii'-1; if the ith crane has to be loaded on board after the ith' crane, let P _ii'1 is ═ 1; otherwise, let P_ii'＝0。

And m represents the classification of the shore shipping instruction corresponding to the model. If the model corresponds to the AGV transfer area transportation instruction, m is equal to 1; if the model corresponds to a ship loading instruction of a portal trolley of a shore bridge, m is 2; and if the model corresponds to a loading command of the main trolley of the shore bridge, m is 3.

A_miA variable 0-1 indicating whether the mth type shore shipping instruction of the current ith crane is in a transmittable state. Considering the sequence relation among the states in the shipping process, if and only if the ith lifting machine is in the 'temporary storage area' state, the transporting instruction of the AGV cross-connection area of the lifting machine can be sent (m is 1 and A is equal to_mi1). Similarly, the crane portal trolley loading command can be sent if and only if the ith crane is in the "in-handoff" state (m 2 and a)_mi1); if and only if the ith crane is in a 'transfer platform' state, a ship loading instruction of the main trolley of the shore bridge of the crane can be sent (m is 3 and A is_mi＝1)。

D_miA variable 0-1 indicating whether the mth type shore shipping instruction of the current ith crane is in a sent state. Before the m-th class shore shipping instruction of the ith crane is sent out, D_miWhen it is 0, there is D_miTable 2 shows the correspondence between the shoreside loading command states and the hoisting states of the various types of shoreside.

S_mii’The sequence shows a state where the ith hoist can transmit the mth class shore ship loading command. If the sequence of the ith hoist entering the state of sending the mth class shore loading command is i', the S is enabled_mii’1, otherwise S_mii’＝0。

TABLE 2 corresponding relationship between various shore shipping instruction states and crane states

Dependent variables of the above model are as follows:

d_miand the integer variable represents whether the current ith hoisting command for sending the mth class shore shipping instruction violates the shipping hoisting partial order relation. If the m-th class shore shipping instruction of the ith crane is not considered to violate the shipping crane partial order relation, d is given_miNot more than 0, otherwise d_mi>0。

The decision variables for the above model are as follows:

x_miand a variable 0-1 indicating whether the mth type shore shipping instruction of the ith crane is sent currently. If the m-th class shore shipping instruction of the ith crane is determined to be sent currently, x is given_mi1, otherwise x_mi＝0

According to the model, before sending a next certain class of shore loading instructions, the method can determine whether the next certain class of shore loading instructions needs to be sent currently and which crane needs to be sent the instructions according to the following steps. The method of the invention firstly sets the ship tank position deviation order rule and executes the corresponding following steps:

step 1: acquiring the total number I and the partial order relation matrix P of the ship crane_ii'. The type m of the shore shipping instruction that needs to be issued is determined.

Step 2: transmittable state A for obtaining class m shore shipping instructions for each crane_miAnd sent state D_miAnd the sequence S of each hoist entering a transmittable state_mii'。

And step 3: take out all in a transmittable state (A)_mi＝1，D_mi0) form a set. If the set is empty at this time, the process is ended; otherwise, go to step 4.

And 4, step 4: calculating d for each instruction in the set_miValue and delete d in the set_mi>All instructions of 0. If the set is empty at this time, the process is concludedBundling; otherwise, go to step 5.

And 5: selecting from the set the shore shipment command (S) that was earliest to enter a deliverable state_mii'The sum is minimum) and sends the instruction to the corresponding device, and the process ends.

The method for controlling the command sequence of the shore loading according to the present invention is described below with reference to an embodiment.

The embodiment comprises 6 ship-loading cranes, and the order-biased relation matrix among the cranes is shown in table 3, wherein the rows in the table correspond to i in the model, and the columns correspond to i' in the model. According to the table, the 2 nd crane must be on-board before the 3 rd crane and the 6 th crane must be on-board before the 3 rd crane.

P _ii'	1	2	3	4	5	6
							1	0	0	0	0	0	0
2	0	0	-1	0	0	0
							3	0	1	0	0	0	1
4	0	0	0	0	0	0
							5	0	0	0	0	0	0
6	0	0	-1	0	0	0

Table 3 partial order relation table of each crane in example 1

In this embodiment, the flow state of each ship loader crane is shown in table 4. The state numbers in table 4 correspond to the flow state numbers in table 1. The sequence of each crane entering the state of 'in buffer' is assumed to be consistent with the crane number.

For the ship loading instruction of the main trolley of the shore bridge, only the 1 st crane capable of sending the instruction is used. The shore bridge main trolley loading command for crane No. 1 is currently issued, since there are no other cranes that must load the vessel before this crane.

For the ship loading instruction of the shore bridge portal trolley, no crane which reaches the AGV handover area but does not send the ship loading instruction of the shore bridge portal trolley exists at the moment, so that the ship loading instruction of the shore bridge portal trolley is not sent currently.

Hanging number	State of the flow	State numbering
			1	In transit platform	6
2	De-cross connecting area	3
			3	In a temporary storage area	2
4	In a temporary storage area	2
			5	In a temporary storage area	2
6	Remove the temporary storage area	1

Table 4 flow conditions of each crane in example 1

For AGV interface area transportation commands, the 3 rd crane, the 4 th crane and the 5 th crane can be sent commands at the moment. Since the 6 th crane must load the vessel before the 3 rd crane and the transport command of the AGV interface area of the 6 th crane is not yet issued, the transport command of the AGV interface area of the 3 rd crane cannot be issued currently. The sequence of arrival of the respective cranes to the buffer is referenced, so that the AGV interface transport command of the 4 th crane is currently issued.

It should be understood by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be used as a limitation of the present invention, and that changes and modifications to the above described embodiments are within the scope of the claims of the present invention as long as they are within the spirit and scope of the present invention.

Claims

1. A shore loading instruction sequence control method is characterized by comprising the following steps:

step 0, setting a ship tank position deviation order rule;

step 1, acquiring a total number I of ship cranes and a partial sequence relation matrix, and determining a type m of a shore ship loading command to be sent;

step 2, acquiring the value of the transmittable state and the value of the transmittable state of the mth class shore shipping instruction of each shipping crane, and the sequence of each shipping crane entering the transmittable state;

step 3, taking out m types of shore shipping instructions in a transmittable state of each shipping crane to form a set; if the set is empty at this time, the process is ended; otherwise, go to step 4;

step 4, calculating d of each shore shipping instruction in the set_miValue and delete d in the set_mi>0, all shore shipping instructions; if the set is empty at this time, the process is ended; otherwise, go to step 5;

step 5, selecting a shore shipping instruction which enters the shippable state earliest from the set, sending the shore shipping instruction to corresponding equipment, and ending the process;

wherein I represents the total number of the ship cranes, and is numbered as I and I ', 1 is less than or equal to I, and I' is less than or equal to I;

d_miand the integer variable represents whether the current ith ship loading crane sends the mth class shore ship loading command to violate the ship loading crane partial order relation.

2. The shore-side ship loading order sequence control method according to claim 1, wherein the ship berth deviation rule comprises:

if the container position A is right below the container position B and the two container positions are adjacent, the container loaded to the container position A must be loaded before the container loaded to the container position B;

if the berths a and B are both above and adjacent to the deck, with the berth a closer to the sea side, the containers loaded into berth a must be shipped before the containers loaded into berth B.

3. The method for command sequence control of shore loading according to claim 2, wherein said ship berth deviation rule further comprises:

if the container position A is right below the container position B and the layer number difference of the two container positions exceeds a certain range, the container loaded to the container position A must be loaded before the container loaded to the container position B;

if there is no adjacent bin on the sea side of bin a and the bin adjacent to the sea side of bin B is directly below bin a, then the containers loaded into bin a must be loaded before the containers loaded into bin B.

4. A shore-side ship-loading order sequence control method according to claim 1, characterized in that the objective function of the control model is:

wherein S is_mii'The sequence of the ith ship loading crane entering the state capable of sending the mth class of shore ship loading commands is shown;

x_miand a variable 0-1 indicating whether the mth class shore ship loading command of the ith ship loading crane is sent currently.

5. The shore-side ship loading order sequence control method according to claim 4, wherein:

for any type of shore loading command for any loading crane, it is at most in one of two states, "sendable" and "sent".

6. The shore-side ship loading order sequence control method according to claim 4, wherein:

for any type of shore loading order for any loading crane, the order in which it enters the transmittable state, in the transmittable or transmitted state, is always uniquely determined.

7. The shore-side ship loading order sequence control method according to claim 4, wherein:

for the mth type of ship-loading operation instruction of the ith ship-loading crane, if another similar ship-loading operation instruction which is not in a sent state exists and the ship-loading crane to which the other ship-loading operation instruction belongs is to ship before the ith ship-loading crane, the dependent variable d_miIs greater than 0.

8. The shore-side ship loading order sequence control method according to claim 4, wherein:

and only when the mth class of shore shipping instructions of the ith shipping crane are in a transmittable state and the shore shipping instructions are transmitted without violating the order deviation relation of the reversed shipping crane, the shore shipping instructions can be transmitted.

9. The shore-side ship loading order sequence control method according to claim 4, wherein:

the total number of the various shore shipping instructions sent out currently does not exceed 1.