JP2022091599A - Bottleneck visualization device and bottleneck visualization method - Google Patents

Abstract

To provide a bottleneck visualization device and a bottleneck visualization method for visualizing a physical distribution stagnation state without executing complicate simulation for tasks executed by various types of many facilities.SOLUTION: The bottleneck visualization device includes: a task generation unit that based on facility information which is information on a transport vehicle that transports cargo, a storage space that stores cargo, and a cargo handling facility that transfers cargo, and shipping scheduled product information which is information on cargo to be transported, generate task information which is information about tasks for cargo movement; a task planning unit that divides tasks for cargo movement into groups, and allocates cargo handling facilities to be used to the groups, thereby generating a task schedule; a simulation unit that simulates the task schedule; and a simulation information output unit that displays facility simulation information including information about a bottleneck determined in consideration of a preceding/following relationship of tasks for which the cargo handling facilities are used.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a bottleneck visualization device and a bottleneck visualization method. The present disclosure relates, in particular, to an apparatus and a method for visualizing a bottleneck in which a work flow is stagnant when moving a package from a plurality of transport sources to a plurality of transport destinations.

Generally, in the manufacturing industry, products manufactured at factories are packed and then moved to a product storage area (product yard and warehouse) using a transport vehicle and a trolley such as an AGV, and stored in the product storage area until the shipping date. On the shipping date, the products are taken out of the storage area, then loaded onto the transport vehicle and the transport ship by the cargo handling equipment, and transported to the customer, the distribution center, and the like. Generally, the movement of products in a factory until the shipping date is characterized by a shorter movement distance and shorter movement time than the movement of products after shipping. Regarding the movement of products after shipment, the travel time to the customer and the distribution center is very long compared to other work (for example, loading and handling work on a carrier vehicle and a carrier ship), so what route should be selected when moving. Whether or not to do so is a major factor for improving distribution efficiency and enhancing distribution capacity, and in many cases, distribution plans are made focusing on the method of selecting the movement route. However, when moving within the factory, there is no big difference in the processing time of the cargo handling work and the transportation work of each facility, so it is easy to make a situation where it is difficult to determine which work causes the delay of the entire distribution. In a large-scale factory, a large number and various types of equipment are carrying out transportation work and cargo handling work in parallel, and each equipment cooperates with the work to move the product. For this reason, for example, a standby state of equipment may occur due to a shift in the end timing of each work, which may cause delays in other work in a chain reaction, leading to a large delay in the entire equipment. In order to prevent such delays, it is important to confirm in advance whether the production plan is unlikely to cause delays, and to investigate the cause when delays occur during operation. However, it is difficult to do such manually when a large number of facilities are operating in the factory.

For such problems, techniques have been proposed in the past for simulating the work progress of the entire facility with a computer and reflecting the results in the operation.

Patent Document 1 is a technique relating to a simulation system relating to a transport vehicle for transporting workpieces between processing devices. A method has been proposed in which after creating a schedule of transport vehicles, a simulation is executed to confirm the interference between the transport vehicles in advance, and then the schedule is modified so as to avoid the interference.

Further, Patent Document 2 is a technique related to simulation for determining the layout of a processing process line of a semiconductor factory. Since it takes a long time to calculate in a simulation that reproduces a complicated manufacturing process, the target is simplified and the simulation time is shortened. In the technique of Patent Document 2, an object is represented by a graph having a processing device as an apex and a transport path as an edge, and a transport amount per unit time for each transport section is calculated by a linear programming method.

Japanese Unexamined Patent Publication No. 2013-049500 JP-A-2017-117397

However, Patent Document 1 is a technique for targeting a carrier vehicle and avoiding interference on its operation route. In the technique of Patent Document 1, the cargo handling of the work is, that is, the work of loading and unloading the work. The carrier is stopped during the cargo handling work and the cargo handling work is incorporated into the carrier schedule.

On the other hand, in the operation using a transport vehicle in which the load loading section and the towing section can be separated, the transport work and the cargo handling work by the transport vehicle can be performed independently. That is, even while the load is being loaded and unloaded on the load loading section, the transport vehicle can carry the load loading section on which another load is loaded. In this way, when the work of different equipment is operated in cooperation (the same luggage is handled by different equipment in succession), depending on the time when each work is completed, the equipment may wait and work delay may occur. It is easy for the facilities to influence each other and the waiting to be transmitted in a chain reaction. When simulating a distribution system including a transport vehicle facility having such a structure, there are the following difficult points because the work of each facility affects each other.
-Creating and modifying work schedules for each facility becomes complicated.
・ It is difficult to identify the cause of equipment waiting.

In particular, when waiting for equipment occurs, the following can be considered as the causes, and it is difficult to determine it.
[Cause 1] Production and shipping work could not be executed as planned due to bad weather, etc. (effects of disturbance in the preceding and succeeding processes)
[Cause 2] The work plan of the equipment is not able to distribute the load (local and temporary work load concentration due to inadequate plan)
[Cause 3] The amount of work itself exceeded the equipment capacity (equipment capacity)

In addition, if the distribution system has a storage space for cargo storage, and there are restrictions on cargo handling work when cargo is stacked in this storage space, in actual operations, which storage space should be used for loading the cargo, and restrictions on stacking. It is necessary to have a cargo handling rule to decide whether to stack the cargo on top of another cargo in consideration of the above. There is a problem that the implementation of the simulation program is complicated because the cargo handling rule needs to consider complicated operation constraints and needs to be modified every time the operation constraints change.

Patent Document 2 is a technique that enables simulation of a complicated object by simplifying the target equipment into a graph model format. However, since Patent Document 2 focuses only on the transport load in each route, it is necessary to reproduce the situation in which the above-mentioned different equipment influences each other and a waiting time occurs by simulation. I can't.

In addition, when multiple types of equipment influence each other, it is difficult to find the cause of the bottleneck because the causal relationship between the operations is complicated only by executing the simulation. In order to deal with this problem, a mechanism for facilitating the discovery of the main cause causing the bottleneck is required, but Patent Document 1 and Patent Document 2 do not disclose such a mechanism.

In general, when computer simulation is performed in production / logistics operations related to many facilities, it is easy for the simulation results and the actual operation results to differ due to various temporary changes in the operating conditions.

These operational status changes include minor equipment troubles, operational changes outside the simulation target equipment range, weather factors, and delays or progress due to instability of manual work. It is difficult to predict these changes in operating conditions in advance. Further, when trying to incorporate it into a simulation program, the program becomes complicated, and even if it is incorporated, there is a problem that the accuracy does not increase.

The purpose of this disclosure to solve the above problems is bottleneck visualization for visualizing the distribution stagnation state without executing complicated simulations for work performed by various types of equipment. The purpose is to provide an apparatus and a method for visualizing a bottleneck.

The bottleneck visualization device according to the embodiment of the present disclosure is
It is a bottleneck visualization device that visualizes the bottleneck of the work of moving packages from multiple transport sources to multiple transport destinations.
The work of moving the cargo is based on the equipment information which is the information about the transport vehicle for transporting the cargo, the storage place for storing the cargo and the cargo handling equipment for transferring the cargo, and the information about the product to be shipped which is the information about the cargo to be transported. A work generation unit that generates work information that is information,
A work planning unit that acquires the equipment information, the product information to be shipped, and the work information, divides the work of moving the cargo into groups, and allocates the cargo handling equipment to be used to generate a work schedule.
A simulation unit that simulates a work schedule generated by the work planning unit or a work schedule given as an input, and a simulation unit.
A simulation information output unit for displaying equipment simulation information including bottleneck information determined in consideration of the preceding / succeeding relationship of the work in which the cargo handling equipment is used based on the simulation result is provided.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The transport vehicle has a structure that can be separated into a cargo loading section and a towing section.
The work planning unit combines the usable towing unit and the luggage loading unit into one equipment group and allocates them to the work divided into groups.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The simulation unit determines the cycle time of the cargo handling equipment based on the inventory amount of the storage place.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The equipment simulation information includes at least one of the equipment in which the work waiting is occurring, the work waiting time, and the cause of the work waiting.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The simulation information output unit selects a target to be displayed as a bottleneck based on the selection criterion that the difference in the operating rate from the preceding and succeeding work is equal to or greater than the set value.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The simulation information output unit selects the maximum value of the difference in the cumulative number of work executions in the future time zone as an index, and selects the work in the time zone in which the decrease amount of the index becomes equal to or more than the set value.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The simulation information output unit selects a target to be displayed based on the number of operations using the same type of equipment in the preceding work as a selection criterion.

Further, the bottleneck visualization device according to the embodiment of the present disclosure is
The equipment information database that stores the equipment information and
A package information database that stores the product information to be shipped, and
Further, a work information database for storing the work information is provided.

The bottleneck visualization method according to the embodiment of the present disclosure is
It is a bottleneck visualization method that visualizes the bottleneck of the work of moving packages from multiple transport sources to multiple transport destinations.
The work of moving the cargo is based on the equipment information which is the information about the transport vehicle for transporting the cargo, the storage place for storing the cargo and the cargo handling equipment for transferring the cargo, and the information about the product to be shipped which is the information about the cargo to be transported. Steps to generate work information, which is information, and
A step of acquiring the equipment information, the product information to be shipped, and the work information, dividing the work of moving the cargo into groups, and assigning the cargo handling equipment to be used to generate a work schedule.
A step that simulates the work schedule generated in the step of generating the work schedule or the work schedule given as input, and
A step of displaying equipment simulation information including bottleneck information determined based on the simulation results in consideration of the predecessor-successor relationship of the work in which the cargo handling equipment is used is included.

According to the present disclosure, a bottleneck visualization device and a bottleneck visualization method for visualizing a distribution stagnation state without performing a complicated simulation for work performed by various types of equipment are provided. be able to.

FIG. 1 is a schematic diagram showing a configuration example of a shipping facility targeted by the bottleneck visualization device according to the embodiment. FIG. 2 is a diagram showing a structural example of a transport vehicle. FIG. 3 is a diagram showing a configuration example of the bottleneck visualization device according to the embodiment. FIG. 4 is a flowchart showing a processing step of the bottleneck visualization method according to the embodiment. FIG. 5 is a diagram illustrating the extraction result of the carry-out baggage. FIG. 6 is a diagram illustrating the extraction result of the shipped product information. FIG. 7 is a diagram illustrating transportation lot information. FIG. 8 is a diagram illustrating the work generated from the transportation lot information. FIG. 9 is a diagram illustrating the work of carrying out the product to the quay by the overhead crane. FIG. 10 is a diagram showing an example of generating a transport lot for carrying out a quay. FIG. 11 is a diagram illustrating an example of loading work for carrying out a quay by a transport vehicle. FIG. 12 is a diagram for explaining the set type 1. FIG. 13 is a diagram for explaining the set type 2. FIG. 14 is a diagram showing an example of displaying a bottleneck. FIG. 15 is a diagram illustrating the cumulative number of work executions corresponding to the Gantt chart. FIG. 16 is a diagram showing a graph of the maximum cumulative number of work executions in the future. FIG. 17 is a diagram showing another display example of the bottleneck. FIG. 18 is a diagram showing still another display example of the bottleneck. FIG. 19 is a diagram showing a comparative display of simulation results and actual results.

Hereinafter, the bottleneck visualization device and the bottleneck visualization method according to the embodiment of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing a configuration example of a shipping facility targeted by the bottleneck visualization device according to the present embodiment. The luggage handled by this equipment is a coil, which is a steel product. Luggage transfer equipment is roughly classified into cargo handling equipment and transportation equipment. The cargo handling equipment is an overhead crane and a loading crane. The transportation equipment is a transportation vehicle.

The products manufactured in the factory are carried into the product warehouse by a transport vehicle described later. The warehouse acts as a buffer for temporarily storing products until shipment, and is lined up along the shipping berth where the carriers are moored. The warehouse is composed of multiple buildings (buildings) adjacent to each other, and each building has one overhead crane and an area for transport vehicles to enter (hereinafter referred to as the vehicle loading / unloading frontage). Overhead cranes are used to move products carried by transport vehicles into the building and to carry products that are about to be shipped to the shipping berth. If the carrier for loading a product is far from the warehouse building where the product is stored, the product is placed on the carrier and the carrier moves the product to the shipping berth where the carrier is moored. ..

FIG. 2 shows the structure of a transport vehicle. The transport vehicle has a structure in which the cargo loading section and the towing section can be separated. The towing section loads the cargo loading section on which the product is loaded at the factory, and transports the cargo loading section to the designated warehouse. When the tow section arrives at the warehouse, it enters the vehicle loading / unloading frontage and lowers the cargo loading section into the frontage. When the luggage loading section is lowered, the towing section either loads another luggage loading section that is placed in the same frontage, or exits from the frontage and has a luggage loading section for carrying other luggage loading sections. Move to the frontage. Products placed on the cargo loading section placed in the warehouse are moved into the warehouse by an overhead crane (this is called warehousing). When all the products in the cargo loading section are moved into the warehouse, the towing section carries out the empty cargo loading section from the frontage. This tow portion may be different from the tow portion that has carried the luggage loading portion to the frontage.

Since the tow section and the load loading section have a separable structure, it is possible to carry out the transportation work (running) of the tow section and the cargo handling work to the load loading section in parallel. In a vehicle with a structure in which the towing part and the cargo loading part cannot be separated, such as a general truck, the vehicle must be stopped during cargo handling work, but it is more efficient in a separable vehicle than such a vehicle. Can be transported easily.

On the other hand, the work of transporting separable vehicles is also characterized by being easily affected by the work of other transport vehicles. This is because the same cargo loading section is used by a plurality of traction sections. For example, the traction section V1 transports the cargo loading section P1 carrying a certain product from the factory to the warehouse, and then finishes unloading the product at the warehouse. This is because the towing unit V2 carries the cargo loading unit P1 to the factory in order to load another product. In this case, if the work of the tow section V1 is delayed and the transportation of the cargo loading section P1 is delayed, the delay causes a chain of cargo handling (unloading) work in the warehouse and a subsequent work delay of the tow section V2. Will let you. In addition, since multiple towing parts and cargo loading parts enter the vehicle loading / unloading frontage of the same factory and warehouse, the shipping equipment shown in FIG. 1 is an operation in which work delays of each equipment are likely to affect each other. ..

When delays affect each other in a chain reaction, it has been difficult to know the root cause during operation. The bottleneck visualization device according to the present embodiment contributes to solving the cause by showing the cause of the work delay to users such as the person in charge of operation and the planner.

FIG. 3 shows a configuration example of the bottleneck visualization device. The bottleneck visualization device displays a work generation unit that generates work information, which will be described later, a work planning unit that generates a work schedule, a simulation unit that simulates a work schedule, and equipment simulation information including bottleneck information. It is equipped with a simulation information output unit. The bottleneck visualization device can communicate with communication devices of transport vehicles, overhead cranes and loading cranes to acquire information including operation information of these facilities. In addition, the bottleneck visualization device acquires information on the plan correction from the plan correction input unit. The bottleneck visualization device may be configured to include a plan correction input unit. In the present embodiment, the bottleneck visualization device further includes an information storage device. The information storage device is a device that stores information necessary for planning and executing a simulation, and is configured to include three database systems. The information stored in each database is shown below.
[1] Equipment information database: Stores and operates equipment information that is information about transport vehicles that transport luggage, storage areas for storing luggage, and cargo handling equipment that transfers luggage. ・ Operation information: Number of equipment (transport vehicles, cranes), Current position, information on suspension / maintenance / equipment specifications: Crane cycle time, traveling speed, maximum transport weight, capacity (warehouse and storage)
[2] Luggage information database: Stores information on products to be shipped, which is information about the luggage to be transported.-Product specification information: Width, outer diameter, weight, delivery destination, steel grade, quality grade, product progress information: current position, movement History (transport source, destination, arrival time, equipment used)
・ Factory packing schedule information: Products completed at the factory are scheduled to be packed and shipped to the warehouse ・ Shipment schedule product information: Carrier to be used, shipyard, berth, shipping crane, shipping order, scheduled shipping time [3] Work information Database: Saves work information that is the work of necessary baggage movement ・ Completion work list: Target product, equipment used, transport source, transport destination, start time, end time ・ Execution work plan: Work plan actually performed by each facility ・Simulation plan: Work plan to be executed in simulation / simulation execution rule (execution work selection rule, etc.)

The contents of each database of the information storage device are updated as the work of each facility progresses. The transport vehicle may transmit the information from the communication device installed on the transport vehicle to the information storage device when the transport work in charge starts / ends or passes through a set point. The information storage device may update each database according to the sent information. Communication devices are also installed for overhead cranes and loading cranes, and the information may be communicated to the information storage device at the time of the start / end of movement of the crane, loading and unloading of cargo.

The bottleneck visualization device according to the present embodiment starts processing by transmitting an execution start signal to the device. The execution start signal is transmitted, for example, at the following timing.
(Timing 1) Timing when the work plan of the equipment is completed (before the start of work)
(Timing 2) Timing when a large wait occurs during work (including the case where the user of the device manually sends a signal)

The execution at timing 1 is used, for example, to confirm the waiting status that occurs during execution of the plan, confirmation of insufficient equipment capacity, and the like, and the execution at timing 2 is used to analyze the cause of the waiting that occurs during execution.

FIG. 4 shows a flowchart of processing steps. The processing outline of each step is as follows.
-STEP1 (S1): The work generation unit extracts (collects) necessary data from three types of databases in the information storage device.
-STEP2 (S2): The work generation unit generates the work and constraint conditions of each facility in the time zone to be visualized based on the extracted data.-STEP3 (S3): The work generated by the simulation plan creation unit in STEP2.・ STEP4 (S4): Simulation unit carries out computer simulation according to the generated work plan ・ STEP5 (S5): Simulation information output unit displays information about bottlenecks based on the calculated simulation results. -STEP6 (S6): The user of this device corrects the work plan with reference to the bottleneck information.

In STEP 1, the data necessary to generate the work of each facility is collected from each database.

First, in order to generate work information for moving luggage from the factory to the warehouse, necessary items for information on the products to be transported are extracted from the factory packing schedule information and product specification information in the luggage information database. FIG. 5 shows an example of the extraction result. For each product, items such as product size (width, outer diameter, weight), delivery destination (customer), frontage of the delivery factory, and date and time when the product can be carried out are taken out. The frontage of the unloading factory is a vehicle loading / unloading frontage close to the product yard after the product is packed, and the product is placed on the cargo loading section placed here and transported to the warehouse by the towing section. The destination (warehouse building) of the transport vehicle is determined by the delivery destination of the loaded products. For example, the priority of the warehouse building selected as the delivery destination is determined by the delivery destination, and the warehouse building that has a high priority and is vacant may be selected as the delivery destination. The date and time when the product can be carried out is determined by estimating the date and time when each product enters the product yard based on the production plan and the packing plan.

Next, for products in the warehouse that are close to shipment (hereinafter referred to as “shipped products”), in order to generate work to carry them out from the warehouse to the quay, from the product information to be shipped and the product progress information stored in the luggage information database. Extract the required information. FIG. 6 shows an example of the extraction result. The current location of each shipped product and the berth used will determine whether a transport vehicle is required to carry the product. If the current location of the shipped product (warehouse building where it is stored) is close to the berth to be used, it can be carried out only by warehouse crane work, and no transport vehicle is required. On the contrary, when the current position and the berth are far from each other, it is necessary for the warehouse crane to load the cargo loading section and the towing section of the transport vehicle to transport the cargo loading section to the target berth.

Subsequently, in STEP 2, the work generation unit generates the work to be planned based on the information extracted in STEP 1. Here, the visualization target time zone of this embodiment is 24 hours from 7:00 on the N day to 7:00 on the N + 1 day, which is a specific day. The simulation execution time may be N days or earlier than N days.

[Generation of transportation work]
First, the inventory transition of the product storage area in front of the frontage of the delivery factory is calculated from the date and time when each product can be carried out for each frontage of the delivery factory. When the storage space is full, there is no space for the newly completed products, which may cause the production line to stop. Therefore, it is necessary to transport the products to the warehouse as appropriate so that the storage space is not full. In this step, the transportation work is generated based on the above inventory transition.

In generating the transportation work, first, the extracted products are grouped into a plurality of groups and a lot (hereinafter referred to as a transportation lot) to be transported by one transportation operation is generated. The method of generating a transport lot is described in, for example, Reference 1 (Japanese Unexamined Patent Publication No. 2007-69997).

For the products collected in the transportation lot, the transportation source (the frontage of the shipping factory) and the transportation destination (warehouse building) are all the same. The transport source is fixed to one for each product, but the transport destination can often be selected from several candidates. As a method of selecting a transport source, for example, there is a method of collecting products having the same delivery destination into a transport lot as much as possible and selecting a warehouse building near the berth where the delivery destination can be easily loaded onto the carrier. When this method is used, there is a tendency that the work of removing the quay of the shipped product by the transport vehicle is reduced. In addition, since there is a restriction on the upper limit of the load weight of the transport vehicle type in charge of the transport route of the transport lot, the lots should be combined within the range where the total product weight of the transport lot does not exceed the upper limit of the load weight.

FIG. 7 shows an example of the generated transportation lot information. One line (record) is created for each product, and records having the same transport lot ID are transported in the same transport lot. The scheduled unloading time is set based on the information of the product with the latest unloadable date and time (see FIG. 5) for each product. The type of luggage loading unit indicates the type of luggage loading unit in charge of the transportation lot, and the upper limit weight to be loaded is determined by the type of luggage loading unit. The lot total weight indicates the total weight of the products collected in the transportation lot. The transport lot is generated so that the weight does not exceed the upper limit weight of the set load load type. Based on the collected transportation lot information, the transportation work to be planned is generated. The generated transportation work is the following three types.
・ (Work D-1) Loading of cargo by overhead crane at the transport source ・ (Work D-2) Movement of transport vehicle between transport source and destination ・ (Work D-3) Cargo warehousing by overhead crane at transport destination

The same transport lot is processed in the order of work D-1, D-2, D-3, and this order is a constraint condition. In addition, each work has the shortest processing time, and is calculated by the following formula, for example.
-"Minimum processing time for work D-1" = "Handling preparation work time at the transport source" + "Cycle time for one cargo handling with an overhead crane" x "Number of products in the transport lot"
-"Minimum processing time for work D-2" = "Movement time from transfer source to transfer destination"
・ "Minimum processing time for work D-3" = "Handling preparation work time at the destination" + "Cycle time for one cargo handling with an overhead crane" x "Number of products in the transport lot"

Here, the cycle time of the overhead crane and the travel time from the transport source to the transport destination may use standard values calculated based on actual results. The actual processing time of operations D-1, D-2, and D-3 may be longer than the shortest processing time. Hereinafter, the work D-1, D-2, and D-3 may be simply referred to as D-1, D-2, and D-3. For example, in D-2, the processing time becomes long when the load loading work is not completed at the time of arrival at the transport source and the user has to wait. Further, in D-3, if another high-priority cargo handling work (for example, quay unloading work of the shipped product) interrupts while the overhead crane is unloading at the transport destination, the unloading work is temporarily interrupted. Therefore, the processing time becomes long. For D-1, the earliest time when all the products collected in the transport lot can be carried out is set in advance as the earliest startable time of D-1 and used when creating a work plan. The unloadable time can be determined based on the unloadable date and time information in FIG. Also, setting the latest startable time of D-1 makes it easier to make an executable plan. As a method of determining the latest start time, for example, there is the following method.
-[1] D-1 with the same frontage of the unloading factory are arranged in order of earliest possible unloading date and time.
-[2] One work is selected from the arranged D-1s.
-[3] If the selected D-1 is delayed (assuming that all the work in the order after the selected work is also executed after the selected work), it is placed in the product storage area at the front of the factory. The time when the product inventory exceeds the specified value is acquired (using the inventory transition information), and this time is set as the latest start time.

FIG. 8 shows an example of D-1, D-2, and D-3. Three types of work, D-1, D-2, and D-3, are generated for each transport lot. The places before and after the work are the same in the case of D-1 and D-3, which are the cargo handling work of the overhead crane. In the case of D-2, which is a transport work by a vehicle, the locations before and after the work are different, and the locations of the transport source and the transport destination are stored.

[Generation of quay carry-out work]
The quay unloading work of the shipped product is generated by executing one of the following two cases, depending on the positional relationship between the current product storage location and the berth used for shipping.
・ (Case 1: When the product storage location is close to the berth) Generate work to carry out to the quay by the overhead crane of the warehouse where the product is stored. ・ (Case 2: When the product storage location is far from the berth) Luggage of the transport vehicle Generates product loading work on the loading section and transportation work on the quay

Taking the shipped product of FIG. 6 as an example, in the products JE2501 and AE1035, since the berth A-1 is in front of the warehouses 1 and 2 as shown in FIG. 1, these products are provided by the overhead cranes of the warehouses 1 and 2. Can be directly carried out to the berth A-1. In such a case, the case 1 is applicable, and it is sufficient to generate only the product unloading work to the quay by the warehouse overhead crane. FIG. 9 shows a work list of products corresponding to case 1. On the other hand, the products AE1036, PQ1021 and ZZ1023 are stored in two warehouses, but Bath B-1 is not in front of the two warehouses and is separated. In such a case, it is necessary to carry the product by a transport vehicle and carry it out to the quay. Since the transport vehicle can carry a plurality of products at the same time, a transport lot is generated in advance in this case as well. Here, the shipped products collected in the transportation lot must satisfy the following conditions.
・ The current position is the same ・ The berth, carrier, and warehouse are the same ・ The shipping order and scheduled loading time are close ・ The total product weight of the lot does not exceed the upper limit of the loading weight of the carrier

FIG. 10 shows an example of a grouped transport lot. Once grouped into a haul lot, the work of loading the product into the luggage loading section is generated. The loading work is carried out by the overhead crane in the warehouse building where the target products are stored. The shortest processing time for loading work can be calculated by the following formula as in D-1.
・ "Minimum loading processing time" = "Handling preparation work time at the transport source" + "Cycle time for one cargo handling with an overhead crane" x "Number of products in the transport lot"

If the latest start time is set for the main loading work, it will be easier to make a work plan. The latest start time may be determined, for example, by the following procedure.
・ [1] Obtain the earliest scheduled shipping time of the shipped products collected in the transportation lot. ・ [2] Calculate the latest start time by the following formula: "latest start time" = "earliest scheduled shipping time"-"Set time length (assuming the transportation time to the quay)"-"Minimum loading processing time"

FIG. 11 shows an example of loading work information in a warehouse for carrying out a quay by a vehicle.

When the work information generation in STEP 2 is completed, the work plan (work processing priority order) is generated in STEP 3. In STEP3, the processing mode can be selected, and "mode to generate work processing priority" and "mode to read given work processing priority" can be selected, and both processes are selected. You can also. When a delay occurs during operation, it is difficult to determine whether the cause is due to the plan created or due to insufficient equipment capacity (units). In that case, first, the simulation is performed in both the "mode for generating the work process priority" and the "mode for reading the given work process priority". By comparing the results, it becomes possible to grasp the problem of the plan itself created from the state of occurrence of the waiting time. Also, even when the plan is created (before the work is executed), simulation is performed in both the "mode to generate the work process priority" and the "mode to read the given work process priority", and the plan itself is performed. You can check the problem. In general, it is difficult to consider complicated operation constraints and operation changes in the "mode for generating work processing priority", while it is conversely complicated operation restrictions and operation changes in "mode for reading a given work processing priority". The simulation results of the two modes are often different because they are created in consideration of. In the simulation of "mode to read given work processing priority", if there is equipment and work waiting that does not occur in "mode to generate work processing priority", it is considered of operation restrictions and operation changes. There is no problem in actual operation if the cause is the addition of. However, if there is a wait for work or equipment that does not require consideration of operational restrictions and operational changes, it is possible that there is a problem with the plan itself, so the "mode to generate work processing priority" By comparing with the simulation result, it becomes possible to find out the cause.

Here, in the "mode for reading the given work process priority order", the work plan data is read from the work information database and the same priority order as the plan is set for the work. Further, in the "mode for generating the work process priority order", the process described below is performed to generate the work process priority order.

For the work of unloading the quay products of the warehouse overhead crane shown in FIG. 9, the priority order is determined according to the shipping order for the work groups having the same following (the products with the earliest shipping order are carried out to the quay first). No priority is set for work that differs from any of the following, and the order is determined according to the situation when the simulation is performed.
・ Warehouse building ・ Loading crane ・ Bath ・ Carrier ・ Hold

With respect to the loading work for carrying out the quay by the vehicle shown in FIG. 11, the priority is set so that the work group having the same following is prioritized as the work with the latest start time is earlier. No priority is set for work that differs from any of the following, and the order is determined according to the situation when the simulation is performed.
・ Warehouse building ・ Loading crane ・ Bath ・ Carrier ・ Hold

Finally, in the priority setting processing method of the work (FIG. 8) generated from the transportation lot information, the priority is determined by, for example, the following steps.
・ STEP3-α-1: Collect transport lots with the same work location in D-1, arrange them in order of earliest work start time, and calculate the provisional execution time. ・ STEP3-α-2: Calculation result of STEP3-α-1 Calculate the start / end times of provisional execution of D-2 and D-3 using. STEP3-α-3: Calculate the load transition of D-2 and D-3. For times when the load is higher than the set (upper limit) value, delay the work time or change the processing order so that the load is below the set value at any time. ・ STEP3-α -4: Select the execution pair of the transportation lot based on the shortest processing time of D-2 and the distance information between places, and tentatively determine the device in charge of D-2. ・ STEP3-α-5: Calculation up to the above Based on the result, perform a simple simulation to calculate the execution time of D-1, D-2, D-3. ・ STEP3-α-6: If there is a work device with a large wait, it will be in the waiting time zone. Search for another transport lot work to enter and transfer that transport lot work to the device that is waiting.

In STEP3-α-3 above, when the temporarily allocated work amount exceeds the set value, the work is torn down so that it does not exceed the set value (work is moved to a time zone when there is room in the equipment). Process) is executed. For example, in D-3, when work exceeding the cargo handling capacity of the crane at the transport destination (warehouse building) where cargo is handled is assigned, in D-2, the number of usable transport vehicles x coefficient (1 or less) is exceeded. When work is assigned, the work start time is delayed to generate an assignment that does not exceed the set (upper limit) value (since the transport vehicle also performs the work of moving the empty luggage loading section, D- Use the upper limit of 2 units multiplied by a coefficient of 1 or less).

In STEP3-α-4, work is assigned to the transport vehicle and the work execution order is determined on the premise that the transport work form called set operation is performed. The outline of set operation and the merits of applying this work mode are explained below.

D-1, D-2, and D-3 related to the movement of one transportation lot all use the same luggage loading unit. Before D-1, it is necessary to carry an empty (no product is mounted) load-loading unit to the frontage of the transport source by a transport vehicle (hereinafter, this work is referred to as D-0). -There is the following relationship between the transport source and the transport destination of 0.
-D-0 transport source ... The frontage at which the towing unit that carries the D-0 transport lot performs D-3 of the transport lot that was carried immediately before (the frontage of the transport destination of D-2 of the immediately preceding transport lot).
・ D-0 transport destination: Frontage for performing D-1 of the same transport lot

That is, since the transport source of D-0 changes depending on which load loading unit is assigned to each transport lot, the route and working time of D-0 also change. Further, although the cargo loading section used in D-0 and D-2 related to the same transport lot is the same, different towing sections may be assigned to these two operations. On the other hand, D-0 to D-3 related to a large number of transport lots are assigned to one transport vehicle and the luggage loading section. For this reason, in the operation using a transport vehicle having a structure in which the towing part and the luggage loading part can be separated, if the towing part and the luggage loading part cause a work delay due to a disturbance or a change in the production plan, those facilities execute D-0. ~ D-3 also tends to cause a processing delay. Furthermore, because the front-back relationship of D-0 to D-3 is intertwined depending on the towing part and luggage loading part to be used, what was the cause of the current work delay originally (transportation plan or lack of equipment capacity? It is difficult to judge (whether it is due to a disturbance).

Therefore, in this embodiment, in order to make it easier to visualize the bottleneck with a clear view of the operation status, a simulation is performed in an operation mode called set operation. The set operation has the following features.
・ Because there are restrictions on how to allocate transportation work, it is not possible to generate an optimal schedule (for example, the schedule with the earliest completion time of all work processing). Since the equipment in charge of the work (towing part, luggage loading part, overhead crane) is divided into groups and the work is assigned, the influence between the work can be reduced and the propagation of work delay can be reduced.

Examples of the set operation are presented in Reference 2 (Japanese Unexamined Patent Publication No. 2004-292077). By set operation, for example, usable towing parts and luggage loading parts are grouped into one equipment group and assigned to work divided into groups.

FIG. 12 is a set operation in which one type of transportation lot is transported using only one towing unit and three luggage loading units (hereinafter referred to as set type 1), from the transportation source A to the transportation destination B. It is assumed that there are multiple transportation lots. The transport vehicle executes the work in the order of <1>, <2>, <1>, <2>, .... FIG. 13 is a set operation (hereinafter referred to as set type 2) in which two types of transportation lots are transported using one towing unit and five luggage loading units. In the figure, the transportation source A1 to the transportation destination B1 and It is assumed that there are a plurality of transport lots from the transport source A2 to the transport destination B2. The transport vehicle executes the work in the order of <1>, <2>, <3>, <4>, <1>, <2>, .... When the transport source and the transport destination of the transport lot are far apart, the set type 1 operation is performed, and when the transport source and the transport destination are close, the set type 2 operation is performed, and the waiting time tends to be shortened. be. Further, in one set operation, since the same towing unit and the same luggage loading unit are used, the influence of work delay or the like is unlikely to propagate to other equipment, and thus a large delay is unlikely to occur. Furthermore, since the person in charge of each facility is separated, it becomes easier to investigate the cause of the work delay.

Although the work execution time calculated in STEP3-α-5 is a plan that can be executed, a large waiting time may occur in a certain facility and the work efficiency of the schedule may be lowered. If another work can be executed during the waiting time, the work efficiency can be improved by executing another work during the waiting time in STEP3-α-6. In particular, if the work inserted during the waiting time was assigned to the end of the schedule, the make-span (time from the start of the schedule to the completion of all work) was greatly shortened by modifying the schedule in STEP3-α-6. Can be made to.

After setting the work priority order in STEP3, the simulation is performed in STEP4. The simulation is executed according to the simulation execution rules stored in the work information database.

[Work simulation of warehouse overhead crane]
For example, a method of selecting an execution work when there are a plurality of shipped products in two warehouses and the work of moving them is divided into the following three types of groups will be described.
・ [Group 1] A group carried out to berth A-1 by an overhead crane in two warehouses (Fig. 9).
-[Group 2] Group where the overhead cranes in the two warehouses are loaded onto the cargo loading section and carried out to Bath B-1 as a transport lot.- [Group 3] The overhead cranes in the three warehouses are loaded onto the cargo loading section. Group to be shipped to berth C-1 as a transport lot

For the shipped products in each group, the priority of carrying out has already been set in STEP3. However, if the groups are different, the priority order is not determined, so which group should be put out first is determined according to the simulation execution rule. For example, the simulation is executed according to the following rules.
-Rule S1-1: If a storage space is not secured in the delivery destination berth, the shipped product is not subject to cargo handling.
-Rule S1-2: If the shipped product that has already been (placed) in the delivery destination berth is less than or equal to the set value, the work of the shipped product to be delivered to that berth is prioritized (multiple berths satisfy the above conditions). In that case, priority is given to the berth where the number of products is small).
-Rule S1-3: If there is no product to be shipped to the berth to which Rule S1-2 is applied, priority is given to the work of carrying out to the berth by the overhead crane (FIG. 9).

According to this rule, it is less likely that the berth will run out of products and the shipping work will be interrupted, and the delivery work from the warehouse to the berth near by will be given priority.

In addition, if there are multiple types of (executable) work of the warehouse building crane other than the delivery of shipped products, a rule for prioritizing each type may be set. In the case of a warehouse overhead crane, for example, the following priorities can be considered.
・ (Priority 1) Dispensing work of shipped products ・ (Priority 2) Loading work of products to be moved to other buildings into a transport vehicle (cargo loading section) ・ (Priority 3) Products received by transport vehicles from the factory Cargo work

Products brought from the factory to the warehouse will be stored in the warehouse for a while. Therefore, the urgency of the carry-in work is lower than the urgency of the payout work of the shipped product. Therefore, the above priority rule can be considered.

By the way, products may be stacked in the warehouse building. If another product is on top of the shipped product, extra work is required to avoid the obstructive products listed above in order to load the shipped product. In order to faithfully simulate such work in reality, it is necessary to set "the position in the warehouse where each product is stored (including the number of stages)". However, when setting the position of each product, it is necessary to determine the following rules and conditions in detail.
-Rules for deciding where to put products when they enter the warehouse-Rules for deciding where to put obstructive products-Restrictions for stacking (size of products to be placed on top, etc.) conditions)

Creating the above specifications and implementing them in a simulation program is very complicated, and there is a drawback that the calculation time of the simulation becomes long. Therefore, in this embodiment, simplification is performed so that the position in the warehouse building where the product is placed is not set. However, the working time of the overhead crane is set by the method explained below so that the simplification does not make a big difference from the actual operation.

When performing product warehousing and unloading work, the traveling time of the overhead crane changes depending on the position of the product before moving and the position of the product after moving, and the working time also changes. Since the position of the product in the warehouse building is not set by simplification, the overhead crane work time is set to a fixed value (for example, an average value) based on the actual results.

In addition, when stacking is performed as described above, it is necessary to consider the workload of "work to avoid obstructive products" generated by the stacking. The work of the warehouse building where stacking is carried out has the following characteristics.
・ As the inventory of the warehouse building increases, the number of products stacked increases and the work of avoiding obstructive products increases.
・ The time required to avoid obstructive products is short (compared to warehousing and warehousing work).

Reflecting the above characteristics, the work time required to deliver one shipped product is calculated using the following formula. Here, cargo handling work that avoids obstructive products is not included in the simulation.

In equation (1), τ ^α is the handling time of the overhead crane for the delivery work of the shipped products in the warehouse α building, and τ ₀ ^α is the fixed value of the overhead crane handling time based on the above-mentioned results, and the function f. ^α is set by an increasing function related to the inventory amount x _α of the warehouse α building. This function aims to adjust the workload to the actual operation by adding the load of the work to the delivery work time because the work of avoiding the obstructive products increases as the inventory increases. Further, p ₁ , p ₂ , ..., P _n are adjustment parameters, and the parameters are adjusted so as to match the crane handling time of the actual operation. The adjustment parameter is defined as a coefficient multiplied by the amount of influence that the average number of stacks for each product size, the number of storages for each product size, etc. have on the crane handling time.

Such simplification can avoid the complexity of the simulation program and facilitate the implementation.

[Work simulation of transport vehicle]
The transport work of the transport vehicle is executed according to the "simulation plan" set (or read) in STEP3. If the loading / unloading work to the luggage loading section is not completed in the factory and the warehouse, the towing section will stand by in front of the vehicle loading / unloading frontage. In addition, when an empty luggage loading unit is additionally required in the set operation, it is possible to determine where to procure the empty luggage loading unit in the "simulation execution rule".

[Work simulation of loading crane]
The shipping crane refers to the shipping product information (FIG. 6) and loads the shipping products arriving at the berth on the ship according to the shipping order. If the next shipment product to be loaded has not arrived at the berth, the shipping work is interrupted and waits until the shipment product arrives at the berth.

In STEP 5, information on the bottleneck is output to the screen for the simulation execution result and visualized to the user. As described above, the simulation execution is executed at the following timing.
・ (Timing 1) Timing when the work plan of the equipment is completed (before the start of work)
・ (Timing 2) Timing when a large wait occurs during work (including when the user of the device manually sends a signal)

First, the bottleneck display method at the time of timing 1 will be described below.
[Bottleneck information at the time of planning (first display method)]
(A) Extract the time zone when the operating rate of the crane and the transport vehicle (towing part, luggage loading part) is equal to or higher than the set value.
(B) For the work of equipment that has a high operating rate in a certain time zone, the operating rate of the equipment that is executing the preceding and succeeding work in the same time zone is extracted.
(C) If the operating rate calculated in (b) is significantly lower (above the set value) than the high operating rate calculated in (a), the work and the high-load work are discolored.

FIG. 14 shows the above-mentioned processing for the work in the time zone when the operating rate of the overhead crane in the warehouse α building exceeds the set value (80%) at 85%. The operating rate of the towing unit P of the transport vehicle, which is the subsequent work immediately after the work of the overhead crane, was calculated. The dotted arrow in the figure means the predecessor-successor relationship of work. The operating rate of the towed part P of the transport vehicle during the time zone is 32%, and the difference in operating rate from the overhead crane is more than the set value (40%) and meets the selection criteria. (Displayed in red).

In the work discolored above, the workload is not well distributed for each facility. For example, when transporting between frontages that are close in distance and transporting in the pattern of set type 1, the load of the crane becomes very high with respect to the load of the transport vehicle (traction portion). The user of this device confirms this situation and corrects the plan so that the load is distributed. Here, in FIG. 14, the simulation information output unit displays the discolored bottleneck work and the equipment waiting for work as the equipment simulation information. Here, the simulation information output unit may display the work waiting time and the cause of the work waiting as the equipment simulation information. That is, the equipment simulation information may include at least one of the equipment in which the work wait is occurring, the work wait time, and the cause of the work wait.

ここで、式（２）でｔ_ｂはｘ_１（ｔ）－ｘ_２（ｔ）が最小になる時の時刻ｔ（複数ある場合は最大のもの）を意味する。この関数ｙ（ｔ）が設定値以下になっている時間帯で、関数の減少量が設定値以上になる時間帯を検出して表示する。
・（ｄ）（ｃ）で得られた時間帯において設備が実施していた作業、及び（ｃ）で得られた時間帯の直前の時間帯の設備最終作業、及び（ｃ）で得られた時間帯の直後の時間帯の設備最初の作業、及び作業の先行作業（他設備作業を含む）の色をガントチャート上で変更して表示する。 [Bottleneck information at the time of planning (second display method)]
(A) All work completion times for each facility (crane, transport vehicle towing section, luggage loading section) of the plan created with the read priority and the plan created based on the set operation are acquired.
-For the latest work completion time (hereinafter, the latest work completion time) obtained in (b) and (a), the latest work completion time of the plan created with the read priority is created based on the set operation. If it is later than the set value after the latest work completion time of the planned plan, the simulation result (the plan created with the read priority and the plan created based on the set operation is executed for the equipment in charge of the latest work. (Result) Calculate the transition of the cumulative number of work executions for each time zone.
(C) Regarding the transition of the cumulative number of work executions, the maximum value of the difference in the number of cumulative work executions calculated based on the following formula is displayed at each time. The maximum value of the difference in the number of cumulative work executions in the future is an index indicating the maximum value of the difference in the number of cumulative work executions in the future time zone. Here, FIG. 15 shows an example of a cargo handling work plan for the overhead crane in the warehouse α building and the cumulative work calculated for it. FIG. 16 shows a graph of the maximum cumulative number of work executions in the future.
-Maximum difference in the number of cumulative work executions in the future at time t: y (t)
-Cumulative number of work executions at time t (priority read): x ₁ (t)
-Cumulative number of work executions at time t (set operation): x ₂ (t)

Here, in the equation (2), t _b means the time t (the maximum if there are a plurality of them) when x ₁ (t) -x ₂ (t) becomes the minimum. In the time zone in which the function y (t) is equal to or less than the set value, the time zone in which the decrease amount of the function is equal to or greater than the set value is detected and displayed.
(D) The work performed by the equipment in the time zone obtained in (c), the final work of the equipment in the time zone immediately before the time zone obtained in (c), and the work obtained in (c). The color of the equipment first work in the time zone immediately after the time zone and the work preceding the work (including other equipment work) is changed and displayed on the Gantt chart.

Y (t) calculated by the above equation is a monotonically decreasing function, and does not take a small value while the magnitude relation between the two cumulative work execution numbers is exchanged. However, the function value tends to be smaller as the work begins to be delayed in the simulation with the loaded priority. In the above process, a time zone in which the function value is greatly decreased is detected, and the cause of the decrease is clarified in that time zone. The user of this equipment confirms the discolored work, understands the cause of the delay (plan problem), and corrects the plan and changes the equipment layout.

[Bottleneck information at the time of planning (third display method)]
(A) All work completion times for each facility (crane, transport vehicle towing section, luggage loading section) of the plan created based on the set operation are acquired.
・ (B) If the completion time of all work is delayed beyond the planned time zone, the equipment in charge of the overhanging work and the equipment in charge of the preceding work of the overhanging work. Calculate the operating rate of the operating time zone of.
-(C) If the operating rate exceeds the set value, the work of the equipment is blinked on the Gantt chart and a message is displayed on the screen.

FIG. 17 is a diagram illustrating the above processing. In this case, the final work of the towing unit P of the transport vehicle is out of the planned time, and the preceding work is the overhead crane of the warehouse α building. Here, the operating rate of the traction unit P of the transport vehicle was less than 50%, but the operating rate of the overhead crane in the warehouse α building exceeded the set value (90%), so the Gantt chart of the overhead crane was blinked. ing.

The above process is used to determine that a given task exceeds the equipment capacity. Users of this equipment will respond by increasing the number of equipment to be allocated, excluding low-priority products from the target, and changing plans.

[Bottleneck information at the time of planning (fourth display method)]
(A) A link of the preceding / succeeding relationship of each work is generated.
(B) The number of works that satisfy all of the following conditions is calculated for each work.
-Work whose completion time is within "Start time of target work"-"Set time"-"Start time of target time" -Work prior to target work-Same type as target work (factory crane, transport vehicle, warehouse) Work performed in the equipment of the crane) -Work performed in equipment different from the target work- (c) Target work in which the number of the above work exceeds the set value, or the above in the simulation of the read priority and the set operation simulation The target work whose difference in the number of work is equal to or greater than the set value is blinked, and the color of the work counted by the number of work is changed.

The "number of works" calculated in the above process is the number of other works of the same type of equipment preceding the target work, and if there is a delay in these other works, the target work may be delayed. That is, the larger the number of this work, the more likely it is to be delayed due to the influence of other work. Since the "number of works" that satisfy this condition does not increase in the plan made by set operation, it is not easily affected by other works. In the process (c), a process of comparing with the result of the set operation simulation is performed to visualize how easily the priority simulation read based on the set operation is affected by other work. .. FIG. 18 shows a screen display of this process. Since the work of the preceding traction units p2 and p3 was within the set time with respect to the transportation work of the traction unit p1, the "number of operations" for the transportation work of the traction unit p1 became 2, and the condition was satisfied. It is blinking as shown in.

Next, the bottleneck display method at the time of timing 2 will be described below.

[Bottleneck information during work execution]
At the time of work execution, the following analysis is performed and the result is displayed.
・ (A) Compare each work end time obtained by the computer simulation with the work end time in the actual operation ・ (B) Extract the work whose work end time in the actual operation is delayed by the set value or more from the simulation result ・ (C) ) Discolor the delayed work on the Gantt chart and display the delay time ・ (D) Flash the discolored work at the earliest time in each facility ・ (E) Preceding work of the work flashed in (D) Discolors and blinks on the Gantt chart

FIG. 19 is a diagram showing the above processing. Simulation and actual time are generated in the work of the towing unit P of the transport vehicle, and the work in which the delay first occurs is blinking. Furthermore, the work is blinking for the warehouse α building overhead crane cargo handling work, which is the preceding work of the delayed work. The user of this device checks the execution time of the work with the largest delay at each facility and the work preceding it. If the work delay is gradually increasing, it may be due to insufficient equipment capacity, and if it is rapidly increasing, it may be due to a temporary trouble. The user modifies the plan according to the cause. The user corrects the plan by the plan correction input unit, and the correction is reflected in the work information and the like. For the work schedule given as input in this way, the simulation is executed in the same manner, and the bottleneck is visualized.

According to the above procedure, the plan is revised in STEP 6 based on the bottleneck information obtained in STEP 5. In this embodiment, efficiency can be improved by eliminating and alleviating distribution bottlenecks. Here, the same effect can be obtained by giving a part of the data generated by performing the computer processing in the above from the outside.

As described above, the bottleneck visualization device and the bottleneck visualization method according to the present embodiment have the above-mentioned configuration, and can be used for distribution of work performed by various types of equipment without performing complicated simulations. The stagnation state can be visualized. Since it does not require complicated simulation, it is possible to visualize bottlenecks at low cost. In addition, by changing the work schedule and making capital investment based on the visualized information, it is possible to effectively improve the distribution efficiency.

Although the embodiments according to the present disclosure have been described based on the drawings and examples, it should be noted that those skilled in the art can easily make various modifications or modifications based on the present disclosure. It should be noted, therefore, that these modifications or modifications are within the scope of this disclosure. For example, the functions included in each component or each step can be rearranged so as not to be logically inconsistent, and a plurality of components or steps can be combined or divided into one. Is. The embodiment according to the present disclosure can also be realized as a program executed by a processor included in the apparatus or a storage medium on which the program is recorded. It should be understood that these are also included in the scope of this disclosure.

Claims (9)

It is a bottleneck visualization device that visualizes the bottleneck of the work of moving packages from multiple transport sources to multiple transport destinations.
The work of moving the cargo is based on the equipment information which is the information about the transport vehicle for transporting the cargo, the storage place for storing the cargo and the cargo handling equipment for transferring the cargo, and the information about the product to be shipped which is the information about the cargo to be transported. A work generation unit that generates work information that is information,
A work planning unit that acquires the equipment information, the product information to be shipped, and the work information, divides the work of moving the cargo into groups, and allocates the cargo handling equipment to be used to generate a work schedule.
A simulation unit that simulates a work schedule generated by the work planning unit or a work schedule given as an input, and a simulation unit.
A bottleneck visualization device including a simulation information output unit that displays equipment simulation information including bottleneck information determined in consideration of the preceding / succeeding relationship of the work in which the cargo handling equipment is used based on the simulation result. .. The transport vehicle has a structure that can be separated into a cargo loading section and a towing section.
The bottleneck visualization device according to claim 1, wherein the work planning unit collects the usable traction unit and the luggage loading unit into one equipment group and allocates them to the work divided into groups. The bottleneck visualization device according to claim 1 or 2, wherein the simulation unit determines the cycle time of the cargo handling equipment based on the inventory amount of the storage place. The bottleneck visualization device according to any one of claims 1 to 3, wherein the equipment simulation information includes at least one of the equipment in which the work waiting is occurring, the work waiting time, and the cause of the work waiting. The bottleneck visualization device according to claim 4, wherein the simulation information output unit selects a target to be displayed as a bottleneck based on a selection criterion that the difference in operating rate from the preceding and succeeding work is equal to or greater than a set value. The simulation information output unit uses the maximum value of the difference in the cumulative number of work executions in the future time zone as an index, and selects and requests the work in the time zone when the decrease amount of the index becomes equal to or more than the set value. Item 4. The bottleneck visualization device according to Item 4. The bottleneck visualization device according to claim 4, wherein the simulation information output unit selects a display target based on the number of operations using the same type of equipment in the preceding work as a selection criterion. The equipment information database that stores the equipment information and
A package information database that stores the product information to be shipped, and
The bottleneck visualization device according to any one of claims 1 to 7, further comprising a work information database for storing the work information. It is a bottleneck visualization method that visualizes the bottleneck of the work of moving packages from multiple transport sources to multiple transport destinations.
The work of moving the cargo is based on the equipment information which is the information about the transport vehicle for transporting the cargo, the storage place for storing the cargo and the cargo handling equipment for transferring the cargo, and the information about the product to be shipped which is the information about the cargo to be transported. Steps to generate work information, which is information, and
A step of acquiring the equipment information, the product information to be shipped, and the work information, dividing the work of moving the cargo into groups, and assigning the cargo handling equipment to be used to generate a work schedule.
A step that simulates the work schedule generated in the step of generating the work schedule or the work schedule given as input, and
A method for visualizing a bottleneck, comprising a step of displaying equipment simulation information including bottleneck information determined based on simulation results in consideration of the predecessor-successor relationship of work in which the cargo handling equipment is used.

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