CN113361804B - Buffer yard operation and inter-dock truck transportation cooperative scheduling system and method thereof - Google Patents
Buffer yard operation and inter-dock truck transportation cooperative scheduling system and method thereof Download PDFInfo
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Abstract
The invention discloses a buffer yard operation and inter-pier truck-mounted transportation cooperative scheduling system and a method thereof, which solve the problem of low port area transportation efficiency caused by the fact that wave crests and wave troughs exist in the current truck-mounted transportation and congestion often occurs in the traffic wave crest period.
Description
Technical Field
The invention relates to a transportation technology, in particular to a buffer storage yard operation and inter-dock truck transportation cooperative scheduling system and a method thereof.
Background
Harbour terminals are important hubs in the supply chain connecting sea and abdominal transportation. With the increasing world traffic, harbours are increasingly challenged to meet customer service demands. At the same time, the continuous increase in the size of container ships has led to the appearance of peak loading and unloading of containers at the wharf, which in turn has led to high traffic loads in the near port collection and distribution network, whereas road truck transport is generally high in all collection and distribution modes. At present, china still gives priority to highway collection and distribution of container ports and land, and according to statistics, the highway accounts for more than 80% of the container collection and distribution of main ports along the sea.
The arrival time distribution of the outer container trucks has fluctuation, and the large container port has high throughput, so that the collection and distribution roads in the area close to the port are always congested. Port road congestion not only results in longer external truck wait times, but also negatively impacts the performance of public streets around the port and other companies working at the port, such as empty container warehouses. Furthermore, since the truck engines are running most of the time while waiting in line, this results in higher emission rates, which results in pollution in port areas. On the other hand, from the perspective of the container terminal, congestion at a specific time in a day causes unbalanced utilization of terminal resources, the efficiency of the terminal for providing efficient service for freight companies is reduced, the operation inside the terminal is often switched between an overload state and an idle state, and the operation cost of the terminal rises. The port congestion restricts the future development of the port, so that the research for relieving the congestion of the near port collecting and distributing channel and improving the service level has very important strategic significance.
Most of the research related to port transportation at present concerns the simulation and optimization of container transportation inside a container port terminal, mainly considering the scheduling and path planning processes of the AGVs and the ALVs. However, intra-dock transport is characterized by short distances, lack of interaction with external traffic, and is in stark contrast to inter-dock transport. In the inter-dock transportation problem, vehicles for transporting containers can travel for several kilometers through public roads, and interaction with external truck traffic is inevitable in the process, so that intra-dock transportation models and simulation are not generally suitable for the inter-dock transportation problem. In addition, the research of the existing inter-dock transportation scheduling system mainly focuses on the design aspect of the transportation system, and the cooperation of inter-dock transportation and dock facility operation is ignored. The container moving between the buffer yard and the seaport wharf belongs to the field of inter-wharf transportation. Inter-dock transport is not only an operational problem faced by port and dock operators, but also a strategic problem to be considered when planning new docks and container ports, and needs to be solved urgently.
Disclosure of Invention
The invention aims to provide a buffer yard operation and inter-dock truck-collecting transportation cooperative scheduling system and a method thereof, which overcome the defect that the traditional intra-dock transportation system cannot be applied to the inter-dock transportation process because the influence of external traffic is not considered, relieve road congestion at peak time, improve the logistics efficiency of a harbor district and improve the competitiveness of a harbor.
The technical purpose of the invention is realized by the following technical scheme:
a buffer yard operation and inter-wharf truck-mounted transportation cooperative scheduling system comprises a scheduling plan generation module, a real-time task generation module, a port area operation state monitoring module, a port area operation state prediction module, an inner truck-mounted vehicle terminal module and a buffer yard bridge terminal module;
the port area operation state monitoring module is used for acquiring external card collection reservation information, internal and external card collection positions and operation state information of a port area, queuing states of gates of all wharf facilities in the port area, parking states of parking lots and operation state information of storage yards;
the port area operation state prediction module is used for predicting the port arrival state of the inside and outside hub cards and the operation state of the port area within a period of time in the future;
the dispatching plan generating module is used for optimally generating a buffer yard operation plan and an inner truck-collecting dispatching plan scheme based on a network flow theory according to an outer truck-collecting port-resisting space-time distribution rule, yard operation capacity, road traffic capacity, fleet transportation capacity, centralized and decentralized center buffering effect and lane time-sharing special purpose;
the real-time task generating module is used for assigning a container transportation task for the internal container truck in real time based on the buffer yard operation plan and the internal container truck scheduling plan generated by the scheduling plan generating module, combining the real-time vehicle state information of the internal container truck, the real-time bridge state information of the buffer yard, the current traffic state of the port area and the yard operation state, planning a transportation route and generating a loading and unloading task for the buffer yard bridge;
the inner truck terminal module is used for receiving the transportation task instruction issued by the real-time task generating module in real time and feeding back the real-time vehicle state information of the inner truck to the real-time task generating module;
and the buffer yard bridge terminal module is used for receiving the loading and unloading task instruction issued by the real-time task generating module in real time and feeding back the real-time bridge state information of the bridge in the buffer yard to the real-time task generating module.
A buffer yard operation and inter-dock truck transportation cooperative scheduling method comprises the following steps:
surveying port area information, including capacity of a dock facility parking lot, workable types and service capacity of the dock facility parking lot, a port area road network topological structure and configuration conditions of an internal hub card;
according to a set period, acquiring and acquiring reservation information of an external collection card and current port operation state information according to port operation state monitoring module collection;
the port area operation state prediction module predicts the port area road and equipment occupation conditions of the internal and external collection cards in a planning period, wherein the port area road and equipment occupation conditions comprise container traffic volume between different port facilities in a port area in a period of time in the future, the number of the external collection cards to arrive at each port facility and service information thereof, operation states of each port facility at different time steps and road network traffic states;
establishing an optimization model based on the prediction result; generating a buffer yard operation plan in a planning period and an internal container truck scheduling scheme by minimizing container transportation delay cost, external container truck waiting time and internal container truck transportation cost;
and allocating tasks to the buffer yard bridges according to the buffer yard operation plan, and allocating tasks to the inner container trucks according to the inner container truck scheduling scheme.
In conclusion, the invention has the following beneficial effects:
the inter-dock transportation scheduling system based on the static plan and real-time scheduling is constructed aiming at the peak clipping and valley filling functions of the buffer storage yard, accurate information acquisition and interaction are realized through a port area operation state monitoring module, a port area operation state prediction module, an internal truck vehicle terminal module and a buffer storage yard bridge terminal module, a buffer storage yard operation plan and an internal truck scheduling plan are formulated through a scheduling plan generation module, accurate matching of inter-dock transportation capacity and container transportation requirements is realized, accurate matching of buffer storage yard loading and unloading operation and inter-dock transportation is realized through a dynamic scheduling module, the effect of 'peak clipping and valley filling' is realized, high-efficiency and low-cost inter-dock container transportation service is provided, the waste of truck transportation capacity is reduced, and the service level of the port area is further improved.
Drawings
FIG. 1 is a block diagram showing the structure of the system;
FIG. 2 is a schematic view of an inter-dock transport with a buffer yard;
FIG. 3 is a schematic block diagram of the process of the present method.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
Based on the phenomenon that the peak and the trough exist in the collective and distributed traffic and the congestion often occurs in the peak time of the traffic volume, the traffic volume in the peak day and the peak hour can be reduced in a peak clipping and valley filling mode, and the effect of relieving the congestion in the peak time is achieved. To achieve "peak clipping and valley filling," container terminals in the world have used a card-pooling reservation system that acts to force external card-pooling reservations before arrival while limiting the number of cards outside arrival at each time slot, thereby smoothing the peak arrival of the truck and reducing truck congestion. Both ports in los angeles and the long beach began implementing the hub reservation system in the beginning of 2000. However, the practical utility of the hub reservation system is not ideal because each truck carrier also has delivery reservations with other customers, and the mandatory requirements of the terminal can disrupt the truck carrier's schedule and schedule. In addition, some terminals also have penalties for external trucks arriving at a wrong time, or force them to wait in parking areas, etc., but these measures all weaken the enthusiasm of external trucks to participate in the truck reservation system.
Another possible method is to build a buffer storage yard at the junction of the external road system and the near port road, and to act as a buffer area before the container exit/entrance, so as to adjust the flow of the container truck and realize the effect of peak clipping and valley filling. The outer container truck delivers the containers to the buffer yard, namely the containers are treated as being delivered to a port area, the road section from the buffer yard to the port area is transported by an inner container truck team, and the port can adjust the operation plan of the buffer yard and the scheduling plan of the inner container truck according to the traffic state of the road network of the port area so as to balance the traffic on main roads of the port area at different time intervals, thereby relieving the pressure caused by the increase of the operation and storage capacity requirements of the container terminal and improving the container logistics efficiency of the port area.
In the past, the research on the inter-wharf transportation mostly focuses on the planning and design level, such as the selection of the type of a transportation system, the design of the configuration quantity of transportation vehicles and the like, and the integration of the inter-wharf transportation and the operation of wharf facilities is ignored. The invention processes the problems of buffer yard operation and inter-dock transportation scheduling from a cooperative angle: the schedule is made hours to days in advance to determine how many vehicles should be used at what time to move which containers from their origin terminals to their destination terminals, and the loading and unloading processes of the outer and inner trucks in the buffer yard need to be considered as well. The intensive utilization of the land of the buffer storage yard and the maximization of the operation efficiency of the port area are considered, and only by coordinating the internal operation of the wharf facility and the transportation process between the wharfs and improving the coupling of the vertical operation in the storage yard and the horizontal transportation between the storage yards, the utilization rate of the limited space can be effectively improved, the 'peak clipping and valley filling' effect of the buffer storage yard is fully exerted, and the operation cost of the port area is reduced.
According to one or more embodiments, a buffer yard operation and inter-dock truck-mounted transportation cooperative scheduling system is disclosed, as shown in fig. 1, which includes a scheduling plan generating module, a real-time task generating module, a port area operation state monitoring module, a port area operation state predicting module, an inner truck-mounted vehicle terminal module, and a buffer yard bridge terminal module.
The module 101: and the port area operation state monitoring module is used for updating and acquiring the reservation information of the external collection card, the positions and the operation state information of the internal and external collection cards in the port area, the queuing state of each port facility gate in the port area, the parking state of the parking lot and the operation state information of the storage yard in real time. The port area operation state monitoring module comprises an external card collection reservation monitoring unit, a port area traffic state monitoring unit, a yard operation condition monitoring unit, a bank side operation condition monitoring unit, a transportation task progress monitoring unit and a data communication and storage unit.
The external container truck reservation monitoring unit acquires external container truck reservation information in real time and container loading and unloading service information, wherein the container truck reservation information comprises an external container truck reservation arrival time period, a container loading and unloading service type, a container type (a common container, a freezing container, a dangerous goods container, an overrun container and the like), a container size and destination terminal information.
And the port area traffic state monitoring unit is used for monitoring a road network in the port area and the traffic state in the wharf, acquiring the traffic conditions of all roads in the port area, the gate vehicle queuing state, and the hub card information in the parking lot and the storage yard, and evaluating the residual traffic capacity of the current road and the residual capacity of the parking lot.
And the yard operation condition monitoring unit is used for monitoring the operation states of the bridges in all the wharf facility yards in the port area, acquiring the current stockpiling state, the equipment operation state and the like of each yard, and evaluating the current configuration and occupation condition of the operation capacity of each wharf yard.
And the shore side operation condition monitoring unit is used for monitoring the shore side ship service conditions of all container terminal facilities, and comprises the loading and unloading progress of each berth ship, the configuration information of terminal loading and unloading operation equipment and the ship queuing information.
And the transportation task progress monitoring unit is used for monitoring the completion progress information of all container transportation tasks, including the current position of the container and the current loading and unloading operation state of the container.
And the data communication and storage unit is used for transmitting the data acquired by the monitoring unit to the data center and importing the data into a database of the data center for storage.
The module 102: and the port area operation state prediction module is used for predicting the arrival state of the inside and outside collection cards and the operation state of the port area in a period of time in the future. The port area operation state prediction module comprises a data communication and storage unit, a bank side operation condition prediction unit, an external hub card arrival port prediction unit, a port area traffic state prediction unit and a yard operation condition prediction unit.
The data communication and storage unit is used for acquiring ship operation state information and arrival information of the external hub card reservation information transmitted by the port area operation state monitoring module from the data center and importing the ship operation state information and the arrival information into a database of the data communication and storage unit for storage; and after the prediction result is generated, transmitting the prediction result data to the data center.
And the bank side operation condition prediction unit predicts the loading and unloading operation condition of the bank side of each wharf based on the current ship operation state information of each wharf facility, including the loading and unloading progress of each berth ship, the arrangement of wharf loading and unloading operation equipment and the ship queuing sequence.
And the outer card collecting arrival predicting unit is used for predicting the arrival state of the outer card collecting vehicle on the basis of the arrival information of the outer card collecting reservation information and the arrival rule of the outer card collecting vehicle acquired from the outer card collecting arrival historical data.
And the port area traffic state prediction unit predicts the traffic state of a port area internal road network, the queuing state of each wharf gate and the occupation state of a parking lot in a period of time in the future in a simulation mode and other modes based on the predicted arrival state information of the external hub card.
And the yard operation condition prediction unit is used for predicting the loading and unloading operation state of each wharf yard by combining the configuration information of the wharf yard equipment and the operation parameters based on the predicted ship arrival condition and the external container truck arrival state information.
The module 103: and the dispatching plan generating module is used for optimally generating a buffer yard operation plan and an inner truck-collecting dispatching plan scheme based on a network flow theory according to an outer truck-collecting port-resisting space-time distribution rule, yard operation capacity, road traffic capacity, fleet transportation capacity, centralized and decentralized center buffering effect and lane time-sharing special purpose. The scheduling plan generating module comprises a data communication and storage unit and a collaborative scheduling plan generating unit.
And the data communication and storage unit acquires the predicted inside and outside container truck arrival state information, the port area internal traffic state information and the wharf yard operation state information which are transmitted by the port area operation state prediction module within a period of time in the future from the data center, introduces the information into a database of the data communication and storage unit for storage, and transmits the prediction result data to the data center after a prediction result is generated.
And the cooperative scheduling plan generating unit generates a new buffer yard operation plan and an inner truck yard operation plan based on the predicted arrival state of the outer truck, the internal traffic state of the harbor district and the operation state information of the wharf yard aiming at the container transportation demand when the container service demand is not matched with the existing scheduling plan.
The module 104: and the real-time task generation module is used for assigning a container transportation task for the inner container truck in real time based on the buffer yard operation plan and the inner container truck scheduling plan generated by the scheduling plan generation module, combining the real-time vehicle state information of the inner container truck, the real-time bridge state information of the buffer yard, the current traffic state of the port area and the yard operation state, planning a transportation route and generating a loading and unloading task for the buffer yard bridge. The real-time task generation module comprises an inner truck transportation task generation unit, an inner truck transportation route planning unit and a buffer yard and bridge task generation unit.
And the inner container truck transportation task generating unit is used for dispatching the inner container truck for the container to be transported and issuing a container transportation task instruction to the inner container truck based on the inner container truck scheduling plan by considering the position of the inner container truck fed back in real time, the current port area traffic state and the loading and unloading operation state of each wharf storage yard.
And the inner container truck transportation route planning unit plans a container transportation route for the inner container truck by considering real-time and predicted port area traffic state, target port gate queuing and yard operation state according to the distribution result of the inner container truck transportation task.
And the buffer yard and bridge task generating unit is used for distributing buffer yard operation box areas for the inner truck and the outer truck to be served, issuing container operation task instructions to the buffer yard and bridge, and assigning operation positions to the inner truck and the outer truck based on the buffer yard operation plan and considering the real-time queuing condition of the outer truck vehicles, the current port area traffic state and the current buffer yard operation state.
The module 105: and the inner truck terminal module is used for receiving the transportation task instruction issued by the real-time task generating module in real time and feeding back the real-time vehicle state information of the inner truck to the real-time task generating module. The internal hub card vehicle terminal module comprises an internal hub card state detection unit and an internal hub card task distribution unit.
The inner truck state detection unit collects the vehicle operation state through various vehicle state detectors such as a GPS system, an in-vehicle monitoring system, a vehicle road coordination system and the like, and feeds back the real-time state information of the vehicle to the real-time task generation module, wherein the real-time state information comprises the vehicle position, the speed, the residual electric quantity, the grouping and grouping sequence, the loading and unloading operation state and the like.
And the real-time task generating module issues a dynamic transportation task instruction to the vehicle through the internal truck vehicle terminal module to guide the vehicle to execute actions, including marshalling, ungrouping, accelerating, parking and the like.
The module 106: and the buffer yard bridge terminal module is used for receiving the loading and unloading task instruction issued by the real-time task generating module in real time and feeding back the real-time bridge state information of the bridge in the buffer yard to the real-time task generating module. The buffer storage yard bridge terminal module comprises a bridge state detection unit and a bridge loading and unloading task allocation unit.
The field bridge state detection unit collects the field bridge operation state through various field bridge state detectors such as a GPS system, a loading and unloading operation monitoring system, a vehicle-road cooperative system and the like, and feeds back the real-time state information of the field bridge including the position, the speed, the loading and unloading containers and the loading and unloading operation state to the real-time task generation module.
And the real-time task generating module issues a dynamic loading and unloading task instruction to the buffer yard bridge through the buffer yard bridge terminal module to guide the yard bridge to execute actions, such as moving, loading and unloading, box turning and the like.
The problem of blocking up of pier gate can't effectively be solved to the transportation system between traditional pier has been overcome to this system, through buffering the inside bridge operation of storage yard and the transportation of interior container truck in coordination, full play buffers the cushioning effect in storage yard to promote the flexibility of transportation system between pier, provide the container transportation service between pier of high efficiency low cost, it is extravagant to reduce container truck freight capacity, further promotes the harbor district service level.
According to one or more embodiments, as shown in fig. 2 and fig. 3, a buffer yard operation and inter-dock truck transportation cooperative scheduling method is disclosed, which includes the following steps:
surveying port area information, including capacity of a dock facility parking lot, workable types and service capacity of the dock facility parking lot, a port area road network topological structure and configuration conditions of an internal hub card;
formulating a storage yard box area allocation and internal truck scheduling cooperative optimization real-time plan window and a rolling period, wherein the plan window refers to the considered time length in a primary buffer storage yard operation and internal truck scheduling cooperative optimization scheduling decision, and the rolling period refers to the time difference between two decisions;
and at each time step, judging whether the current time step is a new planned time window. If yes, updating the buffer yard operation and the internal container truck scheduling plan;
according to a set period, acquiring and acquiring external collection card reservation information and current port area operation state information according to port area operation state collection by a monitoring module;
a port area operation state prediction module predicts the occupation conditions of the internal and external collection cards on port area roads and equipment in a planning period, wherein the occupation conditions comprise container traffic volume between different wharf facilities of a port area in a period of time in the future, the number of the external collection cards to arrive at each wharf facility and service information thereof, the operation states of each wharf facility at different time steps and road network traffic states;
establishing an optimization model based on the prediction result; generating a buffer yard operation plan in a planning period and an internal container truck scheduling scheme by minimizing container transportation delay cost, external container truck waiting time and internal container truck transportation cost;
and allocating tasks to the buffer yard bridges according to the buffer yard operation plan, and allocating tasks to the inner container trucks according to the inner container truck scheduling scheme.
The field bridge distribution and the inner container truck distribution are specifically as follows:
searching all possible transportation running paths of the internal container trucks according to the distribution information of the road network in the harbor area and the positions of the wharf facility nodes, searching possible container truck running paths for any two wharf facilities, and forming a path alternative set;
formulating a storage yard box area allocation and internal truck scheduling cooperative optimization real-time plan window and a rolling period, wherein the plan window refers to the considered time length in a primary buffer storage yard operation and internal truck scheduling cooperative optimization scheduling decision, and the rolling period refers to the time difference between two decisions;
and at each time step, obtaining a buffer storage yard operation plan and an inner container truck scheduling plan scheme generated by a scheduling plan generating module and container transportation task execution progress information acquired by a port region operation state monitoring module.
And allocating a loading and unloading task for each field bridge in the buffer storage yard. Firstly, acquiring all information of the external hub card/the internal hub card to be served at the current time step; then acquiring all idle field bridges and container information in container areas thereof at the current time step; and finally distributing the operation tasks for the buffer yard bridge.
Aiming at each outlet box port collection card, allocating a stockpiling box area for the outlet box port collection card: sorting the box areas from low to high according to the space occupancy rates of the box areas; then checking whether the number of the containers of the same task in the container area exceeds a threshold value or not according to the sequence of the container areas, and checking the next container area if the number of the containers of the same task in the container area exceeds the threshold value; if the queue length of the to-be-processed container truck exceeds the threshold, judging whether the queue length of the to-be-processed container truck in the container area exceeds the threshold, if so, checking the next container area, if not, putting the current outer container truck task into the to-be-processed task in the container area, and feeding back the task to the buffer yard bridge terminal module.
For each import case outside the port distribution container truck, a container lifting area is allocated for the import case: and judging whether a container which the outer container truck wants to extract exists in the buffer yard, if not, continuing to wait, and if so, adding the outer container truck into a task to be processed in a box area where the target container is located, and feeding back the task to the buffer yard bridge terminal module.
The allocation of the container transportation task specifically comprises the following steps:
preferentially distributing emergency tasks for each internal hub card in an idle state;
searching a harbor district, checking whether the time difference between the task deadline of a container and the current time is smaller than a threshold value, and if so, allocating the container to the current inner container truck;
predicting the travel time of each path of the current container truck to the destination wharf facility by using a prediction module, and selecting the path with the shortest predicted travel time for the container truck;
if there are no emergency tasks, it is assigned other container tasks:
predicting the shortest driving time of the external container trucks to reach any storage yard and the queuing time by using a prediction module;
sequencing the storage yards from small to large according to the running time; searching whether a container transportation task to be executed exists according to the sequence of a storage yard, if so, allocating a container closest to the task deadline to the container transportation task, otherwise, continuing to wait for a new task; and finally, the task distribution result is issued to the current inner collecting card through the inner collecting card vehicle terminal module.
And aiming at each inner container card assigned with the transportation task at the current time step, planning a transportation path for the inner container card. Firstly, selecting available paths from the paths of the internal container trucks in a centralized manner according to the current positions of the internal container trucks and the destination wharfs of the containers transported by the internal container trucks; acquiring the traffic capacity condition of each road section predicted by the port area operation state prediction module, and predicting the running time of each path of the current hub card; and finally, selecting the path with the shortest running time, and issuing the path to the current inner collecting card through the inner collecting card vehicle terminal module.
Specifically, a network model is established to optimize the inner hub scheduling plan.
(1) Collections to which collation models relate
Numbering the wharf facilities and the intersection nodes where the inner container trucks are located, and establishing a node set S. Planned time period T = { T = { (T) 1 ,t 2 ,...,t n And establishing the same node set S at each time step t to represent each node at different time steps. Establishing a set of spatiotemporal arcs A T The spatio-temporal arc is a unidirectional arc connecting nodes in the spatio-temporal network, representing the movement of a vehicle or a container, and each node can only be connected to a node no earlier than the time step of the node due to the unidirectional mobility of time.
The set of container shipping tasks Θ.
(2) Obtaining model input parameters
The container parameters comprise container transportation tasks theta and quantity a θ And a starting point o θ End point d θ Earliest departure time r θ Latest arrival end time u θ 。
The vehicle parameters comprise two types, namely the number s of vehicles at the initial moment of each node i The capacity of the vehicle is c.
The parameters on the spatio-temporal network arc comprise two types, wherein the first type is that the task theta belongs to A in the spatio-temporal arc (i, j) T Delay cost p of ijθ External hub card waiting cost q ijθ And inner hub travel cost d ij (ii) a The second is the spatio-temporal arc (i, j) epsilon A T Maximum number of vehicles c capable of traveling ij Where dynamic arc capacity is used to represent the capacity of a road and static arc is used to represent the capacity of a vehicle at a node, such as a parking lot at a terminal.
The parameters at the spatio-temporal network nodes comprise two classes, the first class being the vehicle throughput m of the spatio-temporal node i i The system is used for representing the traffic capacity of space nodes such as intersections and gates; the second type is the container throughput of the spatio-temporal node i, which is used to represent the operational capability of the quay node.
(3) Decision variables
Let an integer variable x ijθ The outer container truck representing the container task theta passes through the arc (i, j) epsilon A Ex The number of the cells. Let the integer variable y ijθ Representing the container task theta by arc (i, j) ∈ A Ex The number of the cells. Let an integer variable z ij Represents the passing arc (i, j) ∈ A Ex The number of inner hub cards.
(4) Determining a model objective function
The model optimization aims are divided into two types, one type is service quality, the container delay punishment cost and the outer container truck waiting cost are represented in the example, the other type is operation cost, and the inner container truck waiting time is represented in the example. The mathematical expression of the two types of targets is as follows:
penalty cost for task delay:
external hub card waiting cost:
transportation cost of the inner hub:
the model objective function is therefore:
(5) Establishing model constraint conditions
On the arc where the outer container trucks travel, the container volume is no more than the outer container truck number, the mathematical expression of this constraint is:
on the arc of travel of the inner container, the container volume is no more than the inner container number, and the mathematical expression of the constraint is:
the number of vehicles leaving each node at the initial time is the number of vehicles existing in the node at the initial time, and the mathematical expression of the constraint is as follows:
the number of vehicles entering any node is equal to the number of vehicles leaving the node, i.e. flow equalization, the mathematical expression of the constraint is:
the number of containers leaving the starting point node of each task is the number of containers of the task, and the mathematical expression of the constraint is as follows:
the number of containers of demand θ entering any node is equal to the number of vehicles leaving that node, i.e., flow balance, the mathematical expression of this constraint is:
the number of vehicles arriving and leaving a node in the spatio-temporal network does not exceed the throughput of the node, the mathematical expression of the constraint being:
(6) Solving the created mathematical model
The established model is an integer linear programming model, and when the time granularity is moderate, commercial software such as Cplex and Lingo can be used for realizing efficient solution.
(7) Describing realistic significance of model output results
Decision variable x ijθ Is taken to mean if x ijθ If =5, it means that there are 5 external hub cards serving the container task θ, at time step [ i/s ]]From node i \ s and at time step [ j/s]And reaches the node j \ s.
Decision variable y ijθ Is taken to mean if y ijθ =5, then 5 containers belonging to container task theta are present, and the time step [ i/s ]]From node i \ s and at time step [ j/s]And reaches the node j \ s.
Decision variable z ij Is taken to mean if z ij If =5, it means that there are 5 inner containers, and at time step [ i/s ]]From node i \ s and at time step [ j/s]And reaches the node j \ s.
The invention constructs a transportation scheduling system between wharfs with static plan and real-time scheduling aiming at the peak clipping and valley filling functions of a buffer storage yard. Through harbour district operation state monitoring module, harbour district operation state prediction module, interior truck vehicle terminal module and buffering yard bridge terminal module, realize accurate information acquisition and interaction, formulate buffering yard operation plan and interior truck dispatch plan through the dispatch plan generation module, realize the accurate matching of transshipment ability and container transportation demand between the pier, realize the accurate matching of buffering yard loading and unloading operation and transpier transportation through dynamic scheduling module, thereby realize the effect of "peak clipping and valley filling", provide the transpier container transportation service of high efficiency low cost, it is extravagant to reduce the truck capacity, further promote the harbour district service level.
The present embodiment is only for explaining the present invention, and it is not limited to the present invention, and those skilled in the art can make modifications without inventive contribution to the present embodiment as required after reading the present specification, but all of them are protected by patent law within the scope of the present invention.
Claims (10)
1. A buffer yard operation and inter-dock truck transportation cooperative scheduling system is characterized in that: the system comprises a scheduling plan generating module, a real-time task generating module, a port area operation state monitoring module, a port area operation state predicting module, an internal truck vehicle terminal module and a buffer yard bridge terminal module;
the port area operation state monitoring module is used for acquiring external card collection reservation information, internal and external card collection positions and operation state information of a port area, queuing states of gates of all wharf facilities in the port area, parking states of parking lots and operation state information of storage yards;
the port area operation state prediction module is used for predicting the port arrival state of the inside and outside hub cards and the operation state of the port area within a period of time in the future;
the dispatching plan generating module is used for optimally generating a buffer yard operation plan and an inner truck-collecting dispatching plan scheme based on a network flow theory according to an outer truck-collecting port-resisting space-time distribution rule, yard operation capacity, road traffic capacity, fleet transportation capacity, a centralized distribution center buffering effect and lane time-sharing special purpose;
the real-time task generating module is used for assigning a container transportation task for the internal container truck in real time based on the buffer yard operation plan and the internal container truck scheduling plan generated by the scheduling plan generating module, combining the real-time vehicle state information of the internal container truck, the real-time bridge state information of the buffer yard, the current traffic state of the port area and the yard operation state, planning a transportation route and generating a loading and unloading task for the buffer yard bridge;
the inner truck terminal module is used for receiving the transportation task instruction issued by the real-time task generating module in real time and feeding back the real-time vehicle state information of the inner truck to the real-time task generating module;
and the buffer yard bridge terminal module is used for receiving the loading and unloading task instruction issued by the real-time task generating module in real time and feeding back the real-time bridge state information of the bridge in the buffer yard to the real-time task generating module.
2. The system of claim 1, wherein the dispatch plan generating module comprises:
the data communication and storage unit is used for acquiring the predicted inside and outside container truck arrival state information, the port area inside traffic state information and the wharf yard operation state information which are transmitted by the port area operation state prediction module within a period of time in the future from the data center, importing the information into a database of the data communication and storage unit for storage, and transmitting the prediction result data to the data center after a prediction result is generated;
and the collaborative scheduling plan generating unit is used for generating a new buffer yard operation plan and an inner truck scheduling plan based on the predicted arrival state of the outer truck, the traffic state inside the harbor district and the operation state information of the wharf yard when the container service requirement is not matched with the existing scheduling plan according to the container transportation requirement.
3. The system of claim 2, wherein the real-time task generating module comprises:
the inner container truck transportation task generating unit is used for dispatching an inner container truck for the container to be transported and issuing a container transportation task instruction to the inner container truck based on an inner container truck scheduling plan by considering the position of an inner container truck fed back in real time, the current traffic state of a port area and the loading and unloading operation state of each wharf yard;
the inner container truck transportation route planning unit is used for planning a container transportation route for the inner container truck according to the distribution result of the transportation tasks of the inner container truck by considering real-time and predicted port area traffic state, target port gate queuing and yard operation state;
and the buffer yard and bridge task generating unit is used for distributing buffer yard operation box areas for the inner truck and the outer truck to be served, issuing container operation task instructions to the buffer yard and bridge, and assigning operation positions to the inner truck and the outer truck based on the buffer yard operation plan and considering the real-time queuing condition of the outer truck vehicles, the current port area traffic state and the current buffer yard operation state.
4. The buffer yard operation and inter-dock truck-integrated transportation cooperative scheduling system of claim 3, wherein the port area operation state monitoring module comprises:
the external card collection reservation monitoring unit acquires external card collection reservation information in real time, wherein the external card collection reservation information comprises an external card collection reservation arrival time period, a container loading and unloading service type, a container size and destination terminal information;
the port area traffic state monitoring unit is used for monitoring a road network in the port area and the traffic state in the wharf, acquiring the traffic conditions of all roads in the port area, the gate vehicle queuing state, and the hub card information in the parking lot and the storage yard, and evaluating the residual traffic capacity of the current road and the residual capacity of the parking lot;
the yard operation condition monitoring unit is used for monitoring the operation states of bridges in all the wharf facility yards in the port area, acquiring the current stockpiling state and the equipment operation state of each yard, and evaluating the current configuration and occupation condition of the operation capacity of each wharf yard;
the shore side operation condition monitoring unit is used for monitoring shore side ship service conditions of all container terminal facilities, and the shore side ship service conditions comprise ship loading and unloading progress of each berth, configuration information of terminal loading and unloading operation equipment and ship queuing information;
the transportation task progress monitoring unit is used for monitoring the completion progress information of all container transportation tasks, including the current position of the container and the current loading and unloading operation state of the container;
and the data communication and storage unit is used for transmitting the data acquired by the monitoring unit to a data center and importing the data into a database of the data center for storage.
5. The buffer yard operation and inter-dock truck-concentration transportation cooperative scheduling system of claim 4, wherein the port area operation state prediction module comprises:
the data communication and storage unit is used for acquiring ship operation state information and arrival information of the external hub card reservation information transmitted by the port area operation state monitoring module from the data center and importing the ship operation state information and the arrival information into a database of the data communication and storage unit for storage; after the prediction result is generated, transmitting the prediction result data to a data center;
the bank side operation condition prediction unit predicts the bank side loading, unloading and loading operation conditions of each wharf based on the ship operation state information of each wharf facility at present, wherein the ship operation state information comprises the loading and unloading progress of each berth ship, the loading and unloading operation equipment configuration of each wharf and the ship queuing sequence;
the outer card collecting arrival prediction unit predicts the arrival state of the outer card collecting vehicle on the basis of arrival information of the outer card collecting reservation information and an outer card collecting arrival rule obtained from the outer card collecting arrival historical data;
the harbor district traffic state prediction unit predicts the traffic state of a harbor district internal road network, the queuing state of each wharf gate and the occupation state of a parking lot in a future period of time based on the predicted outer container truck arrival state information;
and the yard operation condition prediction unit is used for predicting the loading and unloading operation state of each wharf yard by combining the configuration information of the wharf yard equipment and the operation parameters based on the predicted ship arrival condition and the external container truck arrival state information.
6. The system of claim 5, wherein the inter-terminal truck terminal module comprises:
the inner container truck state detection unit collects the vehicle operation state through various vehicle state detectors, and feeds back the real-time state information of the vehicle to the real-time task generation module, wherein the real-time state information comprises the vehicle position, the vehicle speed, the residual electric quantity, the grouping order and the loading and unloading operation state;
and the real-time task generating module issues a dynamic transportation task instruction to the vehicle through the internal truck collection vehicle terminal module to guide the vehicle to execute actions.
7. The buffer yard operation and inter-dock truck transport cooperative scheduling system of claim 6, wherein the buffer yard bridge terminal module comprises:
the field bridge state detection unit acquires the field bridge operation state through various field bridge state detectors, and feeds back the real-time state information of the field bridge, including the position, the speed, the container loading and unloading operation states of the field bridge, to the real-time task generation module;
and the real-time task generating module issues a dynamic loading and unloading task instruction to the buffer storage yard bridge through the buffer storage yard bridge terminal module to guide the bridge to execute the action.
8. A buffer yard operation and inter-dock truck transportation cooperative scheduling method is characterized by comprising the following steps:
surveying port area information, including capacity of a dock facility parking lot, workable types and service capacity of the dock facility parking lot, a port area road network topological structure and configuration conditions of an internal hub card;
according to a set period, acquiring and acquiring reservation information of an external collection card and current port operation state information according to port operation state monitoring module collection;
the port area operation state prediction module predicts the port area road and equipment occupation conditions of the internal and external collection cards in a planning period, wherein the port area road and equipment occupation conditions comprise container traffic volume between different port facilities in a port area in a period of time in the future, the number of the external collection cards to arrive at each port facility and service information thereof, operation states of each port facility at different time steps and road network traffic states;
establishing an optimization model based on the prediction result; generating a buffer yard operation plan and an inner container truck scheduling scheme in a planning period by minimizing container transportation delay cost, outer container truck waiting time and inner container truck transportation cost;
and allocating tasks to the buffer yard bridges according to the buffer yard operation plan, and allocating tasks to the inner container trucks according to the inner container truck scheduling scheme.
9. The buffer yard operation and inter-dock truck-mounted transportation cooperative scheduling method of claim 8, wherein the yard bridge allocation and the intra-truck allocation are specifically:
searching possible truck-mounted driving paths for any two wharf facilities according to the distribution information of the road network and the wharf facilities in the harbor area, and forming a path alternative set;
formulating a storage yard box area allocation and internal truck scheduling cooperative optimization real-time plan window and a rolling period, wherein the plan window refers to the considered time length in a primary buffer storage yard operation and internal truck scheduling cooperative optimization scheduling decision, and the rolling period refers to the time difference between two decisions;
aiming at each outlet box port collection outer collection card, a stacking box area is distributed for the outlet box port collection outer collection card: sorting the box areas from low to high according to the space occupancy rate of the box areas; then checking whether the number of the containers of the same task in the container area exceeds a threshold value or not according to the sequence of the container areas, and checking the next container area if the number of the containers of the same task in the container area exceeds the threshold value; if the queue length of the to-be-processed container truck in the container zone exceeds the threshold, judging whether the queue length of the to-be-processed container truck in the container zone exceeds the threshold, if so, checking the next container zone, and if not, putting the current external container truck task into the to-be-processed task in the container zone;
aiming at each import box outside the port, a container area is allocated for each import box: and judging whether a container which the external container truck wants to extract exists in the buffer storage yard, if not, continuing to wait, and if so, adding the external container truck into a task to be processed in a container area where the target container is located.
10. The buffer yard operation and inter-dock truck-mounted transportation cooperative scheduling method of claim 9, wherein the allocation of container transportation tasks is specifically:
preferentially distributing emergency tasks for each internal hub card in an idle state;
searching a harbor district, checking whether the time difference between the task deadline of a container and the current time is smaller than a threshold value, and if so, allocating the container to the current inner container truck;
predicting the travel time of each path of the current container truck to the destination wharf facility by using a prediction module, and selecting the path with the shortest predicted travel time for the container truck;
if there are no emergency tasks, it is assigned other container tasks:
predicting the shortest driving time of the external container truck to any storage yard and the queuing time by using a prediction module;
sequencing the storage yards from small to large according to the running time; and searching whether a container transportation task to be executed exists according to the sequence of the storage yard, if so, allocating a container closest to the task deadline, and otherwise, continuing to wait for a new task.
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