CN115619197B - Container wharf ship unloading scheduling management method and system - Google Patents
Container wharf ship unloading scheduling management method and system Download PDFInfo
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Abstract
The invention provides a container terminal ship unloading scheduling management method and a system, wherein the method comprises the following steps: a, acquiring an initial container amount; b, determining the number of the shore bridges of a first preset number; c, determining the number of the trucks with a second preset number; d, acquiring the remaining container amount and the remaining port time of the ship to be unloaded; e, acquiring the unloading efficiency of the quay crane; f, determining the predicted unloading number according to the number of the shore bridges, the unloading efficiency and the remaining port time; g, judging whether the expected unloading quantity reaches the residual container quantity, if not, executing the step h, and if so, executing the step k; h, judging whether the number of the card collecting reaches the maximum number of the card collecting, and if not, executing the step i; if yes, executing step j; i, updating the number v of the card collections to v +1 and then executing the steps d to g; j, updating the number u of the shore bridges to u +1, and then executing the steps d to g; and k, dispatching the quay cranes and unloading the container trucks according to the current quay crane number and the current container truck number.
Description
Technical Field
The application relates to the technical field of wharf scheduling, in particular to a container wharf ship unloading scheduling management method and system.
Background
The truck plays an important role in transportation, and in order to ensure the operating efficiency of the shore bridge and reduce the waiting time of the shore bridge, each shore bridge is generally required to be equipped with enough truck resources to ensure the continuity of the operation. However, in the actual operation process, it is often difficult to judge the number of the trucks to be dispatched, which causes excessive truck-collecting investment, early completion of the ship, long time for waiting for the departure, and huge waste of truck-collecting and berthing resources. Therefore, how to reasonably determine the number of the trucks serving the ship to be unloaded becomes a technical problem to be solved urgently at present.
Disclosure of Invention
In view of the above, it is desirable to provide a method and a system for managing ship unloading scheduling of a container terminal.
A first aspect of the present application provides a container terminal ship-unloading scheduling management method, including:
step a, obtaining the initial container amount of a ship to be unloaded at the initial time;
b, determining the number of shore bridges of a first preset number according to the initial container amount, wherein the number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u;
step c, determining the quantity of the container trucks of a second preset quantity, wherein the quantity of the container trucks is the quantity of the container trucks dispatched for each quay crane, and the quantity of the container trucks is v;
step d, obtaining the remaining container amount and the remaining port time of the ship to be unloaded at a non-initial moment;
step e, acquiring unloading efficiency of the shore bridge;
f, determining the predicted unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time;
step g, comparing the expected unloading number with the residual packing box amount, executing step h when the expected unloading number is smaller than the residual packing box amount, and executing step k when the expected unloading number reaches the residual packing box amount;
step h, judging whether the number of the trucks reaches the maximum number of the trucks or not, and if not, executing the step i; if the maximum number of the collection cards is reached, executing the step j;
step i, updating the number v of the collection cards to v +1, and continuing to execute the steps d to h;
step j, continuously executing the steps d to h after updating the number u of the shore bridges to u +1; and
and k, scheduling the shore bridges and the container trucks to unload according to the current number of the shore bridges and the current number of the trucks.
In one possible implementation manner, the determining the estimated unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time comprises: determining the number of containers which can be unloaded by the ship to be unloaded in unit time according to the number of the shore bridges and the unloading efficiency; and determining the predicted unloading number according to the number of the containers which can be unloaded by the ship to be unloaded in unit time and the remaining port time.
In one possible implementation, the obtaining the unloading efficiency of the shore bridge comprises: acquiring a first moment and a second moment, wherein the first moment is the moment when the number of the trucks or the number of the shore bridges is determined last time, and the second moment is the current moment; determining unloading time according to the first time and the second time, wherein the unloading time is the time passing between the first time and the second time; obtaining the unloading efficiency according to the following formula: eta = (m 0-m 1)/t, wherein eta is the unloading efficiency, m0 is the initial container amount, m1 is the residual container amount, and t is the unloading time.
In a possible implementation manner, a plurality of container number ranges are preset, and each container number range corresponds to one first preset number; the determining the number of the shore bridges of the first preset number according to the initial container amount comprises: determining the range of the number of containers in which the initial container amount is located according to the initial container amount; and taking the first preset number corresponding to the determined container number range as the number of the shore bridges.
In one possible implementation, the maximum number of hub is 5.
A second aspect of the present application provides a container terminal ship-unloading scheduling management system, the system comprising:
the first obtaining module is used for obtaining the initial container amount of the ship to be unloaded at the initial moment;
the first determining module is used for determining the number of the shore bridges of a first preset number according to the initial container amount, wherein the number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u;
the first scheduling module is used for determining the quantity of the container trucks of a second preset quantity, wherein the quantity of the container trucks is the quantity of the container trucks scheduled for each shore bridge, and the quantity of the container trucks is v;
the second obtaining module is used for obtaining the remaining container amount and the remaining port time of the ship to be unloaded at a non-initial moment;
the third acquisition module is used for acquiring unloading efficiency of the shore bridge;
the second determining module is used for determining the predicted unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time;
the first judging module is used for comparing the predicted unloading number with the residual container number;
the second judgment module is used for judging whether the number of the trucks reaches the maximum number of the trucks when the predicted unloading number is smaller than the remaining container number;
a first execution module, configured to update the number v of hubs to v +1 when the number of hubs does not reach the maximum number of hubs;
a second execution module, configured to update the quayside container number u to u +1 when the number of container trucks reaches the maximum number of container trucks; and
and the second scheduling module is used for scheduling the shore bridge and the container truck to unload according to the current number of the shore bridge and the number of the container trucks when the predicted unloading number reaches the residual cargo container amount.
In a possible implementation manner, the second determining module is configured to determine, according to the number of shore bridges and the unloading efficiency, the number of containers that can be unloaded by the ship to be unloaded in unit time; and determining the predicted unloading number according to the number of the containers which can be unloaded by the ship to be unloaded in unit time and the remaining port time.
In a possible implementation manner, the third obtaining module is configured to: acquiring a first moment and a second moment, wherein the first moment is the moment when the number of the trucks or the number of the shore bridges is determined last time, and the second moment is the current moment; determining unloading time according to the first time and the second time, wherein the unloading time is the time passing between the first time and the second time; and obtaining the unloading efficiency according to the following formula: eta = (m 0-m 1)/t, wherein eta is the unloading efficiency, m0 is the initial container amount, m1 is the residual container amount, and t is the unloading time.
In a possible implementation manner, the first determining module is further configured to preset a number range of a plurality of containers, where each number range of the containers corresponds to one first preset number; determining the range of the number of containers in which the initial container amount is located according to the initial container amount; and taking the first preset number corresponding to the determined container number range as the number of the shore bridges.
In one possible implementation, the maximum number of hub is 5.
Compared with the prior art, the application has at least the following beneficial effects:
the method comprises the steps of determining the number of shore bridges serving a ship to be unloaded in advance, obtaining unloading efficiency in an actual operation process, determining the estimated unloading number according to the current number of the shore bridges, the unloading efficiency and the remaining port time of the ship to be unloaded, judging whether the number of container trucks and the number of the shore bridges need to be adjusted or not according to the estimated unloading number and the remaining container number, and adjusting gradually. Therefore, the shore bridge resources and the container truck resources can be reasonably utilized.
Drawings
Fig. 1 is a schematic flow chart of a container terminal ship unloading scheduling management method according to an embodiment of the present application.
Fig. 2 is a sub-flowchart of step S12 in fig. 1.
Fig. 3 is a sub-flowchart of step S15 in fig. 1.
Fig. 4 is a sub-flowchart of step S16 in fig. 1.
Fig. 5 is a schematic diagram of a container terminal ship unloading dispatching management system according to an embodiment of the present application.
The following detailed description will further illustrate the present application in conjunction with the above-described figures.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiments thereof which are illustrated in the appended drawings. In addition, the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the following description, numerous specific details are set forth to provide a thorough understanding of the present invention, and the described embodiments are merely a subset of the embodiments of the present invention, rather than a complete embodiment. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.
Referring to fig. 1, an embodiment of the present application provides a container terminal ship unloading scheduling management method, which includes the following steps.
And S11, acquiring the initial container amount of the ship to be unloaded at the initial time.
It will be appreciated that the vessel to be unloaded will record the number of containers loaded when the vessel departs.
It can be understood that the initial time is the time before the ship to be unloaded has not been officially worked.
And S12, determining the number of the shore bridges of a first preset number according to the initial container amount. The number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u.
It can be understood that if the number of containers loaded on the ship to be unloaded is large, one ship may be equipped with several shore bridges for the unloading operation in order to improve the unloading efficiency.
Please refer to fig. 2, which illustrates a sub-flowchart of the step S12.
And step S121, determining the range of the number of containers of the initial container amount according to the initial container amount.
In a possible implementation manner, a plurality of container number ranges are preset, and each container number range corresponds to a first preset number.
And S122, taking the first preset quantity corresponding to the determined container quantity range as the quantity of the shore bridges.
It can be understood that if the initial container amount is within a certain container amount range, ship unloading operation can be performed according to a first preset amount corresponding to the container amount range, and then the adjustment of the number of the shore bridges is performed according to actual conditions. Therefore, waste of shore bridge resources can be avoided.
And S13, determining the quantity of the second preset quantity of the container trucks, wherein the quantity of the container trucks dispatched for each shore bridge is v.
In one possible implementation, the second preset number can be obtained according to the following formula (1):
q = tp/w equation (1)
And Q is a second preset number, tp is the card collection round-trip time, and w is the single-loading time.
The truck haul-trip time is the time it takes for the container truck to travel from the ship to be unloaded to the yard, complete the discharge at the yard, and return to the ship to be unloaded. It will be appreciated that the quay crane will first place the container on the container truck and then carry the container to the yard via the container truck, and the yard bridge in the yard will stack the container. When the container is unloaded from the container truck, the container truck can return to the shore bridge, so that unloading can be completed once in a round trip, and the time spent on unloading is the round trip time of the container truck.
Single-load time is the time it takes for a shore bridge to move a container from a ship to a container truck from a starting position and back to the starting position.
It will be appreciated that the round trip time of the container truck and the time of single load are both ideal times, and therefore the second predetermined number derived from these two data is theoretically the minimum number of container trucks. When the number of container trucks, or the number of shore bridges, is increased on this basis, the average single loading time may vary, and the pallet round trip time may also be affected when multiple ships are unloading in the yard.
It can be understood that by calculating the second preset quantity and scheduling the second preset quantity as the initial value of the number of the shore bridges, the number of times of obtaining ship unloading efficiency can be reduced, and the optimal scheduling scheme can be found more quickly.
In one possible implementation, there is a rough range of container trucks, for example 2 to 5, that need to be deployed per shore bridge.
It will be appreciated that the number of container trucks required to unload a ship at the very beginning of the ship unloading can be determined based on the number of deployed container trucks required for each shore bridge, and the number of shore bridges, followed by an adjustment of the number of container trucks. Therefore, the waste of container truck resources can be avoided.
And S14, acquiring the remaining container amount and the remaining harbor time of the ship to be unloaded at the non-initial time.
It can be understood that the non-initial time is relative to the initial time, and is after the shore bridge enters the working state to unload a plurality of containers.
It will be appreciated that the remaining container volume represents the real time number of containers on the ship to be unloaded during the unloading process. When one container is unloaded from the ship to be unloaded, the amount of the residual containers is changed.
It can be understood that each ship leaves the port within a certain time according to different requirements of actual conditions after entering the port, and therefore the residence time of the ship staying in the port is preset. The remaining time from the stop of the staying time is the remaining port time of the ship to be unloaded.
And S15, acquiring the unloading efficiency of the shore bridge.
It will be appreciated that the efficiency of land bridge offloading is related to a number of factors, such as weather, interference with parallel operations between multiple land bridges, the number of vessels that need to be stacked in a yard at the same time, etc. Therefore, the unloading efficiency of the shore bridge can be changed, and the unloading efficiency obtained only in the operation process of the shore bridge is more suitable for the current scene.
Please refer to fig. 3, which shows a sub-flowchart of step S15.
Step S151, a first time and a second time are obtained, wherein the first time is the time when the number of the trucks or the quay bridges is determined last time, and the second time is the current time.
In a possible implementation, the first time may be at an initial time, for example, at a time when the first preset number is determined to be the number of landbridges, or at a non-initial time, for example, at a time when the number of hub cards or the number of landbridges is updated again.
Step S152, determining the unloading time according to the first time and the second time, wherein the unloading time is the time passing between the first time and the second time.
It can be understood that the quay crane determines the number of the quay cranes and the number of the trucks after the initial moment and starts to operate, so that the elapsed time from the start of the operation of the quay crane to the acquisition of the unloading efficiency, namely the current time, is the unloading time.
In step S153, the unloading efficiency is obtained by dividing the difference between the initial container amount and the remaining container amount by the unloading time.
That is, the discharge efficiency can be obtained according to the following formula (2):
η = (m 0-m 1)/t formula (2).
Wherein eta is the unloading efficiency, m0 is the initial container amount, m1 is the residual container amount, and t is the unloading time.
It will be appreciated that the difference between the initial container amount and the remaining container amount is the number of containers unloaded by the vessel to be unloaded during the unloading time. And dividing the unloading time of the containers by the number to obtain the unloading efficiency of the shore bridge. It will be appreciated that the unloading efficiency can be defined as the number of containers unloaded by the shore bridge per hour.
And S16, determining the predicted unloading box number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time.
Please refer to fig. 4, which is a sub-flowchart of step S16.
And step S161, determining the number of containers which can be unloaded by the ship to be unloaded in unit time according to the number of the shore bridges and the unloading efficiency.
And step S162, determining the expected unloading amount according to the number of the containers which can be unloaded by the ship to be unloaded in unit time and the remaining port time.
It will be appreciated that the number of containers expected to be able to be unloaded in the remaining time can be determined by multiplying the number of containers that can be unloaded by the ship to be unloaded per unit time by the time remaining for unloading (i.e. the time remaining at port).
And S17, judging whether the predicted unloading number reaches the residual container amount, and executing the step S18 if the predicted unloading number does not reach the residual container amount. Step S21 is performed if the expected number of boxes unloaded reaches the remaining number of boxes.
Step S18, it is determined whether the number of the collected cards reaches the maximum number of the collected cards, and if not, step S19 is performed, and if the number of the collected cards reaches the maximum number of the collected cards, step S20 is performed.
In one possible implementation, the number of container trucks provided for each shore bridge is 2 to 5. That is, the maximum number of trucks is 5. It will be appreciated that when too many container trucks are loaded and unloaded from a shore bridge, there may be a waste of resources.
Step S19, after updating the number v of the card collections to v +1, steps S14 to S17 are continuously executed.
In one possible implementation, the landing efficiency of the shore bridge varies each time the number of container trucks is increased by one. Therefore, the unloading efficiency needs to be obtained again after the number of the trucks is changed, so that the highest unloading efficiency can be found under the configuration of which container truck, and the cooperation of the shore bridge and the container truck is utilized to the maximum extent.
In step S20, the number u of the land bridges is updated to u +1, and then steps S14 to S17 are continuously performed.
It can be understood that the effect of the increase in the number of shore bridges on the unloading efficiency of the entire ship to be unloaded is large. That is, the unloading speed of the ship to be unloaded is greatly increased every time one shore bridge is added. Thus, the number of shore bridges is often increased, i.e. an optimal scheduling scheme is found, so that the cargo on the ship to be unloaded is unloaded in a defined time (i.e. during the remaining port time of the ship) with the minimum resources (i.e. with the minimum shore bridges and container trucks).
It can be understood that, as the number of the shore bridges is increased, the number of the shore bridges which are operated in parallel is increased, and a plurality of the shore bridges have certain influence on each other, for example, a plurality of container trucks of the shore bridges have influence on loading and unloading. Therefore, after adding one shore bridge, the unloading efficiency of the shore bridge which previously acquired the unloading efficiency will change again.
In a possible implementation manner, the unloading efficiency needs to be obtained again after the number of the shore bridges is changed, so that the highest unloading efficiency can be found under which configuration of the container truck, and the cooperation of the shore bridges and the container truck is utilized to the maximum extent.
And S21, scheduling the shore bridges and the container trucks to unload according to the current number of the shore bridges and the current number of the container trucks.
After the unloading efficiency is obtained and the expected number of unloading boxes is calculated, the optimal scheduling scheme is found, namely the cargo on the ship to be unloaded is unloaded in the specified time by using the minimum resources.
Referring to fig. 5, an embodiment of the present application provides a container terminal ship unloading scheduling management system 100, which includes a first obtaining module 11, a first determining module 21, a first scheduling module 31, a second obtaining module 12, a third obtaining module 13, a second determining module 22, a first determining module 41, a second determining module 42, a first executing module 51, a second executing module 52, and a second scheduling module 32.
The first obtaining module 11 is used for obtaining an initial container amount of the ship to be unloaded at an initial time. Specifically, refer to step S11, which is not described herein again.
The first determining module 21 is configured to determine the number of the shore bridges of a first preset number according to the initial container amount, where the number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u. Specifically, refer to step S12, which is not described herein again.
The first scheduling module 31 is configured to determine a second preset number of container trucks, where the number of container trucks is the number of container trucks scheduled for each shore bridge, and the number of container trucks is v. Specifically, refer to step S13, which is not described herein again.
The second obtaining module 12 is used for obtaining the remaining container amount and the remaining port time of the ship to be unloaded at a non-initial moment. Specifically, refer to step S14, which is not described herein again.
The third obtaining module 13 is used for obtaining the unloading efficiency of the shore bridge. Specifically, refer to step S15, which is not described herein again.
The second determination module 22 is used for determining the expected unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time. Specifically, refer to the step S16, which is not described herein again.
The first judging module 41 is used for judging whether the predicted unloading amount reaches the remaining container amount. Specifically, refer to step S17, which is not described herein again.
The second determining module 42 is configured to determine whether the number of trucks reaches the maximum number of trucks when the expected number of unloading boxes is less than the remaining number of cargo boxes. Specifically, refer to step S18, which is not described herein again.
The first executing module 51 is configured to update the number v of trucks to v +1 when the number of trucks does not reach the maximum number of trucks. For details, refer to step S19, which is not described herein again.
The second execution module 52 is configured to update the number u of land bridges to u +1 when the number of trucks reaches the maximum number of trucks. Specifically, refer to step S20, which is not described herein again.
The second scheduling module 32 is configured to schedule the quay crane and the container truck to ship off according to the current number of the quay cranes and the number of the trucks when the expected unloading number reaches the remaining container number. Specifically, refer to the step S21, which is not described herein again.
The method comprises the steps of determining the number of the shore bridges serving a ship to be unloaded in advance, obtaining unloading efficiency in the actual operation process, determining the predicted unloading number according to the current number of the shore bridges, the unloading efficiency and the remaining port time of the ship to be unloaded, judging whether the number of container trucks and the number of the shore bridges need to be adjusted according to the predicted unloading number and the remaining container number, and adjusting the container trucks and the shore bridges successively. Therefore, the shore bridge resources and the container truck resources can be reasonably utilized.
It should be understood by those skilled in the art that the above embodiments are only for illustrating the present application and are not used as limitations of the present application, and that suitable modifications and changes of the above embodiments are within the scope of the claims of the present application as long as they are within the spirit and scope of the present application.
Claims (10)
1. A container terminal ship unloading scheduling management method is characterized by comprising the following steps:
step a, obtaining the initial container amount of a ship to be unloaded at the initial time;
b, determining the number of shore bridges of a first preset number according to the initial container amount, wherein the number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u;
c, determining the quantity of the container trucks of a second preset quantity, wherein the quantity of the container trucks dispatched for each shore bridge is v;
step d, obtaining the remaining container amount and the remaining port time of the ship to be unloaded at a non-initial moment;
step e, acquiring unloading efficiency of the shore bridge;
f, determining the predicted unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time;
step g, judging whether the predicted unloading number reaches the residual packing box amount, if not, executing step h, and if so, executing step k;
step h, judging whether the number of the trucks reaches the maximum number of the trucks or not, and if not, executing the step i; if the maximum number of the collection cards is reached, executing the step j;
step i, updating the number v of the trucks to v +1, and continuing to execute the steps d to g;
step j, updating the number u of the shore bridges to u +1, and continuing to execute the steps d to g; and
and k, dispatching the shore bridges and the container trucks to unload according to the current number of the shore bridges and the current number of the trucks.
2. The method of claim 1, wherein said determining an estimated number of discharge boxes for said vessel to be discharged based on said number of shore bridges, said unloading efficiency, said remaining time at port comprises:
determining the number of containers which can be unloaded by the ship to be unloaded in unit time according to the number of the shore bridges and the unloading efficiency; and
and determining the expected unloading number according to the number of the containers which can be unloaded by the ship to be unloaded in unit time and the remaining port time.
3. The method of claim 1, wherein said obtaining a landing efficiency of said shore bridge comprises:
acquiring a first moment and a second moment, wherein the first moment is the moment when the number of the trucks or the number of the shore bridges is determined last time, and the second moment is the current moment;
determining unloading time according to the first time and the second time, wherein the unloading time is the time passing between the first time and the second time;
obtaining the unloading efficiency according to the following formula: eta = (m 0-m 1)/t, wherein eta is the unloading efficiency, m0 is the initial container amount, m1 is the residual container amount, and t is the unloading time.
4. The method of claim 1, wherein the method further comprises: a plurality of container quantity ranges are preset, and each container quantity range corresponds to one first preset quantity;
the determining the number of the shore bridges of the first preset number according to the initial container amount comprises:
determining the range of the number of containers in which the initial container amount is located according to the initial container amount; and taking the first preset quantity corresponding to the determined container quantity range as the quay crane quantity.
5. The method of claim 1, wherein the maximum number of hub is 5.
6. A container terminal ship-off schedule management system of the container terminal ship-off schedule management method of any of claims 1 to 5, said system comprising:
the first obtaining module is used for obtaining the initial container amount of the ship to be unloaded at the initial time;
the first determining module is used for determining the number of the shore bridges of a first preset number according to the initial container amount, wherein the number of the shore bridges is the number of the shore bridges serving the ship to be unloaded, and the number of the shore bridges is u;
the first scheduling module is used for determining the quantity of the container trucks of a second preset quantity, wherein the quantity of the container trucks is the quantity of the container trucks scheduled for each shore bridge, and the quantity of the container trucks is v;
the second obtaining module is used for obtaining the remaining container amount and the remaining port time of the ship to be unloaded at a non-initial moment;
the third acquisition module is used for acquiring unloading efficiency of the shore bridge;
the second determining module is used for determining the predicted unloading number of the ship to be unloaded according to the number of the shore bridges, the unloading efficiency and the remaining port time;
the first judgment module is used for judging whether the predicted unloading amount reaches the residual container amount or not;
the second judgment module is used for judging whether the number of the trucks reaches the maximum number of the trucks when the predicted unloading number does not reach the residual cargo container number;
a first execution module, configured to update the number v of hubs to v +1 when the number of hubs does not reach the maximum number of hubs;
a second execution module, configured to update the quayside container number u to u +1 when the number of container trucks reaches the maximum number of container trucks; and
and the second scheduling module is used for scheduling the shore bridge and the container truck to unload according to the current number of the shore bridge and the number of the container trucks when the predicted unloading number reaches the residual cargo container amount.
7. The system of claim 6, wherein the second determining module is configured to determine the number of containers that can be unloaded by the ship to be unloaded per unit time according to the number of shore bridges and the unloading efficiency; and determining the predicted unloading number according to the number of the containers which can be unloaded by the ship to be unloaded in unit time and the remaining port time.
8. The system of claim 6, wherein the third acquisition module is to:
acquiring a first moment and a second moment, wherein the first moment is the moment when the number of the trucks or the number of the shore bridges is determined last time, and the second moment is the current moment;
determining unloading time according to the first moment and the second moment, wherein the unloading time is the time elapsed between the first moment and the second moment; and
obtaining the unloading efficiency according to the following formula: eta = (m 0-m 1)/t, wherein eta is the unloading efficiency, m0 is the initial container amount, m1 is the residual container amount, and t is the unloading time.
9. The system of claim 6, wherein the first determining module is further configured to preset a plurality of container quantity ranges, each of the container quantity ranges corresponding to one of the first preset quantities;
determining the range of the number of containers in which the initial container amount is located according to the initial container amount; and
and taking the first preset number corresponding to the determined container number range as the number of the shore bridges.
10. The system of claim 6, wherein the maximum number of trucks is 5.
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| CN101944200A (en) * | 2010-07-15 | 2011-01-12 | 深圳职业技术学院 | Method and system for dispatching container trucks |
| CN105427075A (en) * | 2015-11-24 | 2016-03-23 | 山东科技大学 | Hybrid dynamic scheduling method used for port container truck |
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