KR102687483B1 - A method for scheduling works of yardcranes in container terminal using a simulation-based algorithm - Google Patents

Abstract

The present invention is to perform the most efficient work scheduling by considering the priority of various types of yard work according to the work process in the block of the container terminal and the overall productivity of the block as well as the waiting time according to the operating situation of the terminal. A yard crane job scheduling method using a simulation-based algorithm in a container terminal, comprising: (A) a system user terminal establishing and registering a scheduling strategy for various yard jobs; (B) mapping a suitable scheduling strategy according to the yard situation of each block; (C) the yard crane scheduling module of the terminal operating system searches the database for setting information of the scheduling strategy set in the corresponding block; (D) Confirming yard work information planned at the terminal; (E) Scheduling the yard work and equipment of the block according to the mapped scheduling strategy setting information retrieved from the database, then creating a combination as a candidate task for instructing the equipment to place a work order and performing simulation evaluation; and (F) a step in which the system user terminal inquires and analyzes the optimal job scheduling results derived through simulation and provides feedback and follow-up actions for reference when setting a future scheduling strategy; It is characterized by including.

Description

Yard crane work scheduling method using a simulation-based algorithm in a container terminal {A method for scheduling works of yardcranes in container terminal using a simulation-based algorithm}

The present invention relates to a work scheduling method for efficient operation of yard cranes that handle multiple yard tasks in blocks within a container terminal. More specifically, target tasks and candidate equipment are selected for efficient operation of yard cranes within a container terminal. Optimize equipment allocation and task execution order as a target, but take into account the strategy settings set by the user, interference between equipment, constraints, etc., and use search techniques based on the results of simulations performed with the input data of task and equipment information. This is about a yard crane job scheduling method using a simulation-based algorithm at a container terminal to derive output data.

Generally, container terminals used in port logistics play the roles of unloading and loading containers, storing containers, and importing and exporting containers from outside.

For example, in this container terminal, as shown in Figure 1, a plurality of quay cranes (QC) are placed at the location where the ship docks, and a yard block is loaded with containers to be unloaded and unloaded. : A plurality of yard cranes (Yard Crand: YC) are placed in yb), but the unloading and unloading of containers from the ship is performed by the quay crane (QC), and the work of handling containers in the yard block (yb) is performed by the yard. It is configured to be carried out by a crane (YC) and transported via a yard truck (YT).

Meanwhile, these container terminals use the Terminal Operating System (TOS) to maximize container management efficiency.

The terminal operation system within the container terminal receives information about containers from ships scheduled to be brought into the terminal, establishes a main ship operation plan for container unloading equipment and transport equipment to ensure that all containers are moved to the correct location at the correct time, and sets up individual unloading equipment. It is a system for managing the workflow of containers, such as passing work instructions to the container.

As an example, a control method of a container terminal operating system for improving the unloading and loading efficiency of containers according to the first prior art is disclosed in Korean Patent Registration No. 10-0791123.

As shown in FIG. 2, the control method of the terminal operating system according to the first prior art is to unload a container from a ship and store it in an internal cell of the HSS (High Stacking System) (S100) using a crane. After transferring the container to the bogie of the high-level loading system (S101) and transferring the target container to the elevator of the high-level loading system (103), the target container is stored based on the work rules according to the cell structure (S105), When recovering a container stored in an HSS internal cell (S111), the target container is recovered based on the work rules according to the HSS internal cell structure (S112), and when rework is required according to the cell structure within the HSS (S113) It is configured to rework a specific container based on the corresponding work rule (S115), then retrieve the target container and transfer it outside the HSS (S117).

However, in order to increase the efficiency of handling containers brought in/out through a container terminal, the first prior art as described above uses a high-level loading system to unload, load, and transfer containers in a designated section. I am using the cycling method.

In other words, the above-described first prior art allows simultaneous loading and unloading work for a plurality of quay cranes (QC), yard cranes (YC), and yard trucks (YT) used in container terminals, and at the same time, the rate of loading and unloading work is increased. There was a problem in that it did not provide any information on how to optimally calculate the main ship work plan so as not to focus on this specific crane.

Accordingly, in order to solve the problems of the first prior art described above, the present applicant has proposed Republic of Korea Patent Registration No. 10-1679826 (Workflow management method of multiple equipment in a container terminal) as a second prior art.

The second prior art method simultaneously performs loading and unloading work on a plurality of equipment such as quay cranes (QC), yard cranes (YC), and yard trucks (YT) arranged in the container terminal through the main ship work plan. At the same time, the ratio of loading and unloading work is not concentrated on specific equipment, so that the empty mileage of yard trucks can be minimized and the probability of double cycling occurring, which can maximize utilization, can be increased. It provides a workflow management method for multiple equipment in a container terminal that can execute, compare, and evaluate the main ship work plan for unloading and unloading of each quay crane.

In other words, in order to compare and evaluate the main ship work plan for multiple ships, the second prior art provides work plan information established by the person in charge of designing the main ship work plan program for each mother ship on one screen, such as monitoring and target candidate inquiry, etc. It provides a yard crane work scheduling method using a simulation-based algorithm in a container terminal that can increase the probability of double cycling occurring for multiple equipment in the container terminal by enabling it to perform the function of.

The second prior art will be described in more detail with reference to FIGS. 3 to 7.

The terminal operation server 200 in the second prior art establishes a main ship work plan and yard operation plan necessary for container terminal operation, and quay crane (QC), yard crane (YC), and yard truck related to unloading and unloading in the terminal. It is a terminal that displays the operation plan for (YT) and allows it to be performed according to the work flow. As shown in FIG. 3, it includes an interface unit 210, a database 220, an input unit 230, and a main line operation. It consists of a planning program 240, a signal transmission unit 250, a display unit 260, and a control unit 270.

Here, the interface unit 210 is a gateway for exchanging information by supporting a number of communication protocols required when transmitting and receiving data with a plurality of ship terminals through a network.

The database 220 (DB) not only stores the berthing location according to unloading and unloading received from a plurality of ship terminals, the type and properties of the container, the estimated work time information, and the main ship work plan program designed by the user, but also operates the terminal. Stores OS information for operating the server 200.

The input unit 230 includes a keyboard, mouse, and touchpad for inputting source code and work flow data according to the main ship work plan of the container terminal established by the user, or for viewing and selecting information according to the unloading and unloading of containers. It is a means.

The main ship work planning program 240 determines the number of quay cranes (QC), yard cranes (YC), and yard trucks (YT) to be used for loading and unloading work according to the docking time and location of the ship, and determines the number of quay cranes (QC), yard cranes (YC), and yard trucks (YT) to be used for loading and unloading work, and each crane and yard After creating the unloading plan for each truck, the order information of the containers to be worked on is determined in advance, so that the empty mileage of the yard truck can be minimized and at the same time, the probability of double cycling occurring, which can maximize the utilization rate, can be increased. It is a program composed of modules that perform.

The signal transmission unit 250 is a plurality of quay cranes (QC), yard cranes (YC), and yard trucks (YT) provided in the container terminal according to the main ship work planning program 240 of the terminal operation server 200. A signal that can control the devices is transmitted to each device.

The display unit 260 is a CRT for outputting charts and graphs provided by the operation of the main ship work planning program 240 and at the same time allowing the user to select work flow information according to the operation of the input unit 210. It is the same means as TDP and LCD monitor.

The control unit 270 controls the interface unit 210, database 220, input unit 230, main ship work planning program 240, signal transmission unit 250, and display unit 260, and controls the container terminal It is a CPU (Central processing unit) that allows the main ship work plan for various equipment required for operation to be executed.

Meanwhile, the above-described main ship work plan program 240, as shown in FIG. 4, includes a bus berthing plan inquiry module 240a, a quay crane (QC) information collection module 240b, an alignment module 240c, and a schedule box. Creation module (240d), bus information search and selection module (240e), work list creation module (240f), work time calculation module (240g), loading quantity calculation module (240h), quay crane (QC) schedule screen creation module (240i), and a double cycling expected rate calculation module (240j).

Specifically, the mothership berthing plan inquiry module 240a provides the user with a mothership berthing plan including berthing location according to loading and unloading, container type and attribute, and work schedule information, etc. transmitted from a plurality of ship terminals and stored in the database 220. Supports inquiry.

The quay crane (QC) information collection module 240b supports collecting information on the number or idle information of quay cranes assigned to each ship according to the mother ship berthing plan.

The alignment module 240c supports aligning quay cranes according to the expected berthing time of the berthing vessel, aligning the berthing position according to the berthing vessel, or aligning the work start time according to the unloading operation time for each mother ship.

The schedule box creation module 240d supports generating a schedule box for the loading and unloading workflow based on time and location information corresponding to the mother ship berthing plan according to the execution of the alignment module 240.

The bus information search and selection module 240e searches for a plurality of bus information through the berthing plan inquiry screen formed in the schedule box generated by the operation of the schedule box creation module 240d, and compares two or more adjacent ones. Supports selection of mothership information.

Subsequently, the work list creation module 240f supports generating a work list in a work flow order according to the mother ship information to be compared, which is selected according to the operation of the mother ship information search and selection module 240 e.

The working time calculation module (240g) supports calculating the working time according to the unloading and unloading of each container through a combination of the properties of the container and the productivity of the quay crane.

The unloading quantity calculation module (240h) supports calculating the unloading quantity allocated to quay cranes and yard trucks for the containers of each mother ship on an hourly basis.

The quay crane (QC) schedule screen creation module 240i supports generating and displaying the work schedule of the quay crane assigned to the container.

The double cycling expected rate calculation module 240j calculates the loading and unloading rate of containers for each time period and supports displaying the double cycling occurrence rate through a graph.

That is, the terminal operation server 200 configured as described above runs the main ship work planning program 240, creates a loading and unloading plan for each crane and yard truck through the displayed screen, and then inputs it into the loading and unloading work. By determining the number of quay cranes (QC), yard cranes (YC), and yard trucks (YT) to be worked, and the order and time information of the containers to be worked, in advance, as shown in FIG. 5, the tolerance driving of the yard truck is achieved. The probability of double cycling occurring can be maximized to minimize the distance and at the same time maximize the utilization rate. At this time, two or more quay cranes (QC) are assigned to at least one ship among the plurality of ships, so that the work of a total of three or more quay cranes (QC) in each time period and the corresponding double cycling occurrence rate are performed on one schedule. Make sure the boxes are sorted and displayed by time zone.

Hereinafter, a method for managing the workflow of a plurality of devices in a container terminal performed through the system of the second prior art described above will be described with reference to FIGS. 3 to 7 described above.

Figure 6 is a flowchart showing a method for managing the workflow of multiple equipment in a container terminal according to the second prior art, and Figure 7 is a diagram showing a subroutine for designing a main ship work plan program applied to the second prior art.

First, the terminal operation server 200 receives container loading and unloading operation information, including the vessel's berthing location, container type and properties, and scheduled work time information, from the shipping company and vessel terminals provided on a plurality of vessels (S310) .

Next, the terminal operation server 200 stores the plurality of unloading operation information received in step S310 in the database 220 (S320).

Next, the terminal operation server 200 designs the main ship work plan program 240 based on the container loading and unloading information received from a plurality of ship terminals through steps S310 and S320, and then operates the database 220. Save it in (S330).

At this time, in step S330, the main ship work plan program is designed according to the subroutine as shown in FIG. 7, but steps S3301 to S3310, which will be described later, can be selectively performed as needed regardless of the order.

First, the terminal operation server 200 determines the mothership berthing location, container type and properties, and work schedule according to the loading and unloading operation information transmitted from a plurality of ship terminals through the mothership berthing plan inquiry module 240a and stored in the database 220. Allows the user to query the mothership berthing plan including time information, etc. (S3301).

Next, the terminal operation server 200 collects information on the number of quay cranes assigned to each ship or idle information according to the mother ship berthing plan retrieved in step S3301 through the quay crane (QC) information collection module 240b. Allow collection (S3302).

Next, the terminal operation server 200 aligns the quay cranes according to the expected berthing time of the berthing vessel through the alignment module 240c, aligns the berthing position according to the berthing vessel, and adjusts the loading and unloading operation time for each mother ship. Allows you to sort the work start time according to the task start point (S3303).

Thereafter, the terminal operation server 200 generates a schedule box for the loading and unloading workflow based on time and location information corresponding to the mother ship berthing plan according to the performance of step S3303 through the schedule box creation module 240d. Make it possible (S3304).

Next, the terminal operation server 200 searches a plurality of mothership information through the berthing plan inquiry screen formed in the schedule box generated in step S3304 through the mothership information search and selection module 240e, and searches for two or more adjacent mothership information. Allows selection of mothership information to be compared (S3305).

Next, the terminal operation server 200 allows the task list creation module 240f to generate a task list in the order of the workflow according to the comparison target bus information selected in step S3305 (S3306).

Thereafter, the terminal operation server 200 allows the working time calculation according to the unloading and unloading of each container to be calculated through a combination of the properties of the container and the productivity of the quay crane through the working time calculation module (240g) (S3307) .

Next, the terminal operation server 200 allows the unloading quantity allocated to the quay crane and yard truck for the containers of each mother ship to be calculated on an hourly basis through the unloading quantity calculation module (240h) (S3308).

Next, the terminal operation server 200 generates and displays the work schedule of the quay crane assigned to each container through the quay crane (QC) schedule screen creation module 240i (S3309).

In addition, the terminal operation server 200 calculates the loading and unloading ratio of containers for each time period through the double cycling expected ratio calculation module 240j and displays the double cycling occurrence ratio through a graph (S3310).

Meanwhile, after step S330, the terminal operation server 200 selects mother ships for the loading and unloading main ship work plan through the main ship work planning program 240 designed through step S330, and stores the loading and unloading work information of the selected mother ships in a database. Inquiry from (220) (S340).

Next, the terminal operation server 200 establishes a loading and unloading work plan for a plurality of mother ships through the main ship work planning program 240 and stores the established results in the database 220 (S350).

Next, the terminal operation server 200 displays information on a plurality of ships with established unloading work plans through the display unit 260, and establishes the unloading work plan according to the operation of the input unit 210 by the manager. A selection signal for a plurality of comparison target vessels is received (S360).

Thereafter, the terminal operation server 200 searches the database 200 for the loading and unloading operation plan for the comparison vessel selected through step S360 (S370).

Next, the terminal operation server 200 displays main ship work plan information for each time period, unloading and unloading volume ratio, and expected double cycling rate information for the comparison vessel selected through the main ship work plan program 240 through the display unit 260. ) to display (S380).

At the same time, the terminal operation server 200 transmits the information on the expected rate of double cycling occurrence for the comparison vessel selected in step S380 to the quay crane to be used for loading and unloading according to the unloading work plan through the signal transmission unit 250. (QC), yard crane (YC), and yard truck (YT), respectively, as shown in Figure 5, the empty mileage of the yard truck is minimized according to the loading and unloading order information of the container to be worked on, and at the same time, the utilization rate It is possible to increase the probability of double cycling occurring by maximizing (S390).

According to this second prior art, through the main ship work plan, loading and unloading work is performed simultaneously on a plurality of quay cranes (QC), yard cranes (YC), and yard trucks (YT) arranged in the container terminal. At the same time, by ensuring that the rate of loading and unloading work is not concentrated on specific equipment, the idle mileage of yard trucks can be minimized and the probability of double cycling occurring, which can maximize utilization, can be increased.

In addition, there is an advantage in that the planner for each mother ship can establish a main ship work plan, compare it with the main ship plans of other mother ships, and then easily search for items that can be adjusted, and at the time of main ship work planning for each mother ship, adjacent quay walls are installed on multiple mother ships. Situations that may increase the occurrence of double cycling can be designed by taking into account the time of main ship planning by ensuring that the crane unloading and unloading operations occur at the same time.

Meanwhile, as shown in Figure 8, when loading and unloading work is performed simultaneously on multiple mother ships, and unloading work and unloading work are performed simultaneously on each mother ship by a plurality of quay cranes, due to the port structure, the yard truck's Operation requires a more complex dispatch system, and in this case, it is common to divide quay cranes and yard trucks into groups.

For example, as shown in FIG. 8, a first yard truck ( YT1) to 6th yard trucks (YT6) are dispatched, and 7th to 10th yard trucks (YT7) are dispatched to the 4th quay crane (QC4) and 5th quay crane (QC5) assigned to pool B. A yard truck (YT10) is dispatched to carry out loading and unloading of containers on a ship.

However, the general group allocation for the quay crane (QC) and yard truck (YT) as above is due to the delay in dispatching the yard truck (YT) according to the workload and work time of the quay crane (QC). ) and yard trucks (YT), there are inefficient problems such as increased time and cost for container loading and unloading as work waiting or work delays occur.

Therefore, among the equipment used within the container terminal, it is essential to develop a system for loading and unloading planning that can efficiently operate quay cranes (QC) and yard trucks (YT), which are shown in Figures 8 and 9. With reference to this, it will be described as a third prior art.

In other words, the third prior art redundantly assigns the work of a quay crane (QC) and a yard truck (YT) used for loading and unloading containers within a container terminal, thereby reducing the cost required for loading and unloading containers. It provides a redundant allocation system for equipment within the container terminal to save time and cost, allowing flexible operation of the dispatch of yard trucks (YT) to multiple quay cranes (QC) assigned within the container terminal. The yard trucks (YT) dispatched to the quay cranes (QC) are mutually designated, and a given yard truck (YT) is dispatched at the required place and time according to the loading and unloading speed of each quay crane (QC).

Figure 8 is a diagram showing an example of work performed through a redundant allocation system of equipment in a container terminal according to the third prior art.

That is, a plurality of quay cranes (QC) and a plurality of yard trucks (YT) are assigned to group A (pool A), and a plurality of quay cranes (QC) and a plurality of yard trucks (YT) are assigned to group B (pool B). ) is assigned, for example, if the 3rd quay crane (QC3) of pool A is waiting for work, the user can send work waiting information to the equipment operation server through the terminal on the 3rd quay crane (QC3). Send to (200).

Then, the equipment operation server 200 modifies the loading and unloading plan according to the work waiting information received through the terminal on the third quay crane (QC3) and at the same time sends Group B to the terminal on the third quay crane (QC3). By transmitting a signal that allows work to proceed in duplicate in pool B), the third quay crane (QC3) can be assigned and work in duplicate in group A (pool A) and group B (pool B), Yard trucks (YT) assigned to pool A and pool B can also be assigned to the third quay crane QC3 in duplicate.

For example, loading plan information for the third quay crane (QC3) overlappingly assigned to pool A and pool B is as shown in FIG. 9.

In other words, by redundantly assigning the third quay crane (QC3) waiting for work, the first yard truck (YT1) is assigned to the first quay crane (QC1) and the second quay crane (QC2) assigned to pool A. ) to 6th yard trucks (YT6) are assigned, and for the 4th quay crane (QC4) and 5th quay crane (QC5) assigned to pool B, the 7th to 10th yard trucks (YT7) The yard truck (YT10) can be dispatched, and all of the 1st to 10th yard trucks (YT1) to 10th yard trucks (YT10) can be dispatched to the overlappingly assigned third quay crane (QC3).

Although the above prior arts have their own characteristics, nevertheless, in both the first to third prior arts, when establishing a dispatch strategy, the dispatch strategy of global settings is comprehensively applied to all yard truck pools. Since it is operated for dispatching trucks (see Figure 10), there are cases where it is suitable for some yard truck pools but not suitable for other yard truck pools, and evaluation of dispatch standards is made by applying uniform standards. In this case, the evaluation may not be realistic and may not be efficient.

In particular, there is a TOS (Terminal Operating System) used to maximize productivity and efficiency in handling containers or cargo at container terminals. In the blocks of container terminals, various types of yard work exist depending on the work process, and the terminal's Depending on the operating situation, some tasks must be prioritized, and the overall productivity of the block must also be considered. In general, yard work (loading, unloading) for the main ship should be given higher priority than other yard work (importing, unloading, transfer work, etc.), and in addition, considering the waiting time for trucks or work, the yard crane The tasks to be assigned and their order must be determined. And because the yard situation may be different for each block, the evaluation weight for work scheduling must be applied differently for each block. However, prior technologies do not sufficiently reflect these matters.

Republic of Korea Patent Registration No. 10-0791123 (Name: Container terminal system control method using high level loading system) Republic of Korea Patent Registration No. 10-1679826 (Name: Workflow management method of multiple equipment in container terminal) Republic of Korea Patent Application No. 10-2014-0184256 (Name: Overlapping allocation system for equipment in container terminal)

The present invention is intended to solve the above problems, and its purpose is to prioritize various types of yard work according to the work process in the block of the container terminal, and to improve the overall productivity of the block as well as the waiting time according to the operating situation of the terminal. Taking this into account, this is to perform the most efficient task scheduling.

Furthermore, the present invention generates numerous combinations of N candidate tasks and M yard cranes, derives only valid combinations, utilizes simulation techniques, and applies a technology to calculate and evaluate the expected progress time of each task. .

For example, the evaluation criteria for optimizing yard crane work scheduling include minimizing the service delay time of the work or minimizing the moving time (distance) of the yard crane. An evaluation strategy can be set for each work type based on the importance ratio of these two items. Let it happen.

Thus, according to the results of the system's scheduling based on the evaluation criteria set by the user, the user can check which equipment and in what order the currently waiting tasks will be performed, helping to predict work progress and set future evaluation strategies. I want to give.

The above objects and other additional objects will be clearly recognized by those skilled in the art without departing from the technical spirit of the present invention by the appended claims.

The yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention to achieve the above purpose utilizes a simulation-based algorithm used in a container terminal including the terminal operating system 200. A scheduling method for yard crane work, which is performed by the terminal operating system 200 and (A) allows the system user to schedule various yard work including unloading and unloading, purchase and rescue, import and export, and transfer. Steps to support strategy establishment and registration (S1201); (B) supporting the system user to map a suitable scheduling strategy according to the yard situation of each block in the container terminal (S1202); (C) The yard crane scheduling module 210 of the terminal operating system 200 searches for 'scheduling strategy setting information' set for each block in the container terminal from the database 220 (S1203); (D) the yard crane scheduling module 210 checking various yard work information planned at the terminal (S1204); (E) After the yard crane scheduling module 210 schedules yard work and equipment for each block in the container terminal according to the mapped scheduling strategy setting information searched in the database, a 'work order' is sent to the equipment. A step (S1205) of generating a combination of 'candidate tasks' to perform a simulation evaluation of service delay and crane movement time; and (F) a step of supporting the system user to view and analyze the optimal job scheduling results derived through simulation for reference when setting a scheduling strategy (S1206); Step (E) includes (E1) calculating the service delay time ELT (= EET - SRT) by subtracting the service request time (SRT) from the expected service completion time (EET) (S1701), (E2) After step (E1), a step (S1702) of determining whether the allowable service delay time (ALT) is positive and the expected arrival delay time (ELT) is less than or equal to the allowable service delay time (ALT), (S1702) E3) If the determination result in step (E2) is 'Yes', setting the evaluation penalty point (T _S ) for service delay to zero (=0) (S1703), and (E4) step (E2) If the determination result is 'No', a step (S1704) of determining whether the service delay time (ELT) is greater than the threshold value (T _TH ) of the preset emergency task judgment standard, and (E5) of step (E4). As a result of the judgment, if the service delay time (ELT) is greater than the threshold value (T _TH ) of the preset emergency task judgment standard, the evaluation penalty for the service delay (T _S ) is assessed against the service delay time (ELT) and the service delay time. A step (S1705) of setting the penalty point ( _PS ) and the emergency importance (W _H ) for service delay, and (E6) an emergency task in which the service delay time (ELT) is preset as a result of the judgment in step (E4) above. If it is not greater than the threshold value (T _TH ) of the judgment standard, the evaluation penalty for service delay (T _S ) is divided by the evaluation penalty for service delay time (ELT) (P _S ) and the general importance (W _N ) for arrival delay. A step of setting the product (S1707), (E11) a step of determining whether the expected crane movement time (EMT) is less than or equal to the allowable crane movement time (ATT) (S1801), and (E12) the determination of the step (E11). If the result is 'Yes', the step (S1802) of setting the evaluation penalty point (T _D ) for the crane movement time to zero (=0), and (E13) If the judgment result of step (E11) is 'No', It includes the step (S1803) of setting the evaluation penalty point (T _D ) for the crane movement time as the product of the expected crane movement time (EMT) and the evaluation penalty point (T _D ) for the crane movement time, and the total of the evaluation results The penalty point (T _T ) is the product of the evaluation penalty point (T _S ) for the service delay multiplied by the weight (R _S ) and the weight (R _D ) for the evaluation penalty point (T _D ) for the crane movement time. It is characterized by being determined as the sum of the values multiplied by .

delete

delete

delete

delete

According to the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention, the importance of two factors (crane movement time (or movement distance) and service delay time) for optimizing the operation of the yard crane is determined. It can be changed and applied in real time according to the user's settings, and there is an advantage that the user can easily change the scheduling strategy in real time according to the yard situation for each block by registering and managing multiple scheduling strategies, and the progress of yard work in a specific block By being able to individually apply a scheduling strategy suitable for each task, not only more flexible terminal operation is possible, but also selective scheduling that takes into account various situations and variables, rather than simply considering the next task.

Meanwhile, additional features and advantages of the present invention will become clearer through the following description.

1 is a diagram for explaining the configuration of a general container terminal.
Figure 2 is a flowchart illustrating an example of a control method of a container terminal operating system according to the first prior art.
Figure 3 is a diagram showing the configuration of a terminal operation server applied to the second prior art.
Figure 4 is a diagram showing the configuration of a main ship work planning program applied to the second prior art.
Figure 5 is a diagram showing an example of double cycling performed according to the results of the main ship work planning program applied to the second prior art.
Figure 6 is a flow chart showing a method for managing the workflow of multiple equipment in a container terminal according to the second prior art.
Figure 7 is a subroutine flowchart for designing a main ship work planning program applied to the second prior art.
Figure 8 is a diagram showing an example of work performed through a redundant allocation system of equipment in a container terminal according to the third prior art.
Figure 9 is a diagram illustrating the results of adjusting the dispatch of a yard truck (YT) to an overlapping quay crane (QC) according to the third prior art.
Figure 10 is a diagram illustrating the case of applying a uniform dispatch strategy to all conventional yard truck pools.
Figure 11 is a diagram illustrating the case of applying the yard crane work scheduling method using a simulation-based algorithm to a specific block in a container terminal according to the present invention.
Figure 12 is a flow chart of a yard crane job scheduling method using a simulation-based algorithm in a container terminal according to the present invention.
Figure 13 is an example of a screen for registering and managing a plurality of scheduling strategies among the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention.
Figure 14 is an example of a screen for managing scheduling strategies for each block among the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention.
Figure 15 shows an example of operating a different scheduling strategy individually according to the yard work situation of each block among the yard crane work scheduling methods using a simulation-based algorithm in a container terminal according to the present invention.
Figure 16 is an example of a screen where you can view the results of simulation evaluation of the combination between yard cranes and candidate tasks according to the scheduling strategy among the yard crane task scheduling method using a simulation-based algorithm in the container terminal according to the present invention.
Figure 17 is a flowchart illustrating an evaluation method for service delay time among the evaluation methods of combinations set according to the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention.
Figure 18 is a flowchart illustrating the evaluation method for crane movement time among the evaluation methods of the combination set according to the yard crane work scheduling method using a simulation-based algorithm in the container terminal according to the present invention.

Hereinafter, a yard crane job scheduling method using a simulation-based algorithm in a container terminal according to a preferred embodiment of the present invention will be described in detail with reference to the attached drawings.

Prior to the detailed description of the present invention, the same or corresponding components in the drawings are given the same reference numbers, and if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description is given. will be omitted.

In addition, in this specification, the examples and embodiments described below are to be considered illustrative and not restrictive, and the invention is not limited to the details given herein, but may be substituted and equivalents within the scope and equivalents of the appended claims. It may be changed to another embodiment.

First, the basic concepts and terms of various equipment in container terminals to which the present invention is applied will be outlined.

The 'Terminal Operation System' establishes plans for mainline work and yard operation required for container terminal operation, reports work instructions and completion of terminal equipment, and manages the overall operation of the container terminal, including work control and control. It is a system for.

'Block' refers to a unit area where containers are installed and managed in a certain space. There are multiple blocks in the terminal yard, and each installed container has detailed location information including the block (Block-Bay- Row-Tier).

‘Yard Truck (YT)’ is a transportation equipment responsible for transporting containers through loading/unloading with unloading equipment inside the terminal.

An 'external truck (RT: Road Truck)' is an external truck that visits the terminal to bring containers into the terminal or take them out of the terminal.

A 'Yard Crane' is equipment that loads and unloads containers installed in a block onto a truck or moves containers to another location within the same block.

‘Loading’ is the process of loading a container onto a truck chassis.

‘Unloading’ is the process of unloading a container loaded on a truck chassis.

‘Yard Job’ is work information for handling containers in the yard using crane equipment and is divided into various jobs as follows.

(1) Unloading: The process of loading containers on a ship onto a yard truck and then unloading them for storage in a designated block.

(2) Loading: The task of loading containers mounted on blocks onto a yard truck for loading onto a ship.

(3) Rescue: The task of loading a specific container onto a yard truck to transport it to another block.

(4) Purchase: The task of unloading containers that have been loaded and transported from another block onto a yard truck for storage.

(5) Carry-out: The task of loading containers to be transported out of the terminal onto external trucks.

(6) Loading: The operation of unloading containers that have entered the terminal for storage.

(7) Transfer: Moving a specific container within the same block to another location without a yard truck.

In the present invention, the evaluation criteria for optimizing the work scheduling of yard cranes include minimizing the service delay time of the work or minimizing the movement time (distance) of the yard crane. The importance ratio of these two items is determined by evaluating the evaluation strategy for each work type. Allows you to set it.

In addition, according to the evaluation criteria set by the user above and according to the results of the system's scheduling, the user can check which equipment and in what order the currently waiting tasks will be performed, helping to predict work progress and set subsequent evaluation strategies. We want to help.

Now, the basic concept of a method for managing the workflow of multiple devices in a container terminal according to a preferred embodiment of the present invention and the system to which the present invention is applied will be described with reference to FIGS. 11 and 12.

Figure 11 is a diagram for explaining the case of applying the yard crane work scheduling method using a simulation-based algorithm to a specific block in the container terminal according to the present invention, and Figure 12 shows the simulation-based algorithm in the container terminal according to the present invention. It shows the system configuration for performing the yard crane work scheduling method using .

First, previously, the evaluation strategy used for job scheduling of yard cranes was managed as a global setting and applied comprehensively to all blocks, making it impossible to establish and apply various scheduling strategies individually according to the yard situation of each block. The existing yard crane work scheduling method is determined by the crane operator's judgment using the work information displayed on the terminal, or the method of instructing the work order in the system is not a prediction that takes into account work priority, waiting time, etc., but is simply based on the equipment Since the next task was selected from this perspective, the overall work progress of the block was not sufficiently considered.

However, the present invention can perform the most efficient work scheduling by considering the priority of various types of yard work according to the business process in the block of the container terminal and the overall productivity of the block as well as the waiting time according to the operating situation of the terminal. Moreover, the present invention generates numerous combinations of N candidate tasks and M yard cranes, derives only valid combinations, utilizes simulation techniques, and calculates and evaluates the expected progress time of each task. .

For example, the evaluation criteria for optimizing yard crane work scheduling include minimizing the service delay time of the work or minimizing the moving time (distance) of the yard crane. An evaluation strategy can be set for each work type based on the importance ratio of these two items. Accordingly, according to the results of the system's scheduling based on the evaluation criteria set by the user, the user can check which equipment and in what order the currently waiting tasks will be performed, helping to predict work progress and set subsequent evaluation strategies. can help.

That is, as shown in FIGS. 11 and 12, there is a TOS (Terminal Operating System) 200 within the container terminal, which is used to maximize productivity and efficiency for handling containers or cargo, and among the subsystems of TOS, a yard crane The scheduling module 210 refers to the database 220, establishes a plan for main ship work and yard operation required for container terminal operation, and terminal equipment according to work instructions from a system user 100, such as a yard control room. Reports work instructions and completion, and performs overall operation of the container terminal, including work control and monitoring.

On the other hand, in the container terminal yard, there are a number of blocks as a certain unit area. A yard truck enters the inside of each block (upper side in Figure 11) to perform unloading/unloading or purchase/rescue, while the outside (upper side in Figure 11) On the lower side), external trucks enter and carry out import/unload. And between the two sides, a yard crane performs the loading/unloading of containers installed in the block onto/unloading trucks or the transfer of containers to another location within the same block.

At this time, the system user terminal 100 can set various scheduling strategies and provides a method of setting the system so that individual scheduling strategies can be applied to a plurality of blocks. To this end, operation is performed for each block. The equipment to be used and the work area settings for each equipment must be registered in the database 220. That is, the system 200 provides a function that allows the system user terminal 100 to establish and register a desired scheduling strategy, and the system user terminal 100 selects one of the pre-registered scheduling strategies for each It must be possible to map to a block and check the results simulated by the system according to the set scheduling strategy.

Meanwhile, hereinafter, a yard crane job scheduling method using a simulation-based algorithm at a container terminal according to a preferred embodiment of the present invention performed through the system configured as described above will be described with reference to FIGS. 12 to 18 described above.

Again, Figure 12 shows a flowchart of a yard crane job scheduling method using a simulation-based algorithm in a container terminal according to the present invention.

Figure 13 is an example of a screen for registering and managing a plurality of scheduling strategies among the yard crane work scheduling method using a simulation-based algorithm in the container terminal according to the present invention, and Figure 14 is an example of a screen for registering and managing a plurality of scheduling strategies using a simulation-based algorithm in the container terminal according to the present invention. Among the yard crane work scheduling methods using the algorithm, this is an example of a screen that manages the scheduling strategy for each block, and Figure 15 shows each of the yard crane work scheduling methods using a simulation-based algorithm in the container terminal according to the present invention. This shows an example of individually applying and operating different scheduling strategies according to the yard work situation of the block.

Figure 16 is an example of a screen where you can view the results of simulation evaluation of the combination between yard cranes and candidate tasks according to the scheduling strategy among the yard crane task scheduling method using a simulation-based algorithm in the container terminal according to the present invention. , FIG. 17 is a flowchart illustrating the evaluation method for service delay time among the evaluation methods of the combination set according to the yard crane work scheduling method using a simulation-based algorithm in the container terminal according to the present invention, and FIG. 18 is a flowchart of the present invention. This is a flowchart explaining the evaluation method for crane movement time among the combination evaluation methods set according to the yard crane work scheduling method using a simulation-based algorithm at the container terminal according to .

First, referring to FIG. 12, (A) the system user terminal 100 establishes and registers a scheduling strategy for various yard tasks (unloading/unloading, purchase/rescue, import/export, transfer, etc.) (S1201 ), (B) Map an appropriate scheduling strategy according to the yard situation of each block (S1202).

(C) Meanwhile, the yard crane scheduling module 210 of the terminal operating system 200 retrieves the setting information of the scheduling strategy set for the corresponding block from the database 220 (S1203), and (D) determines the yard planned for the terminal. Check work (unloading/unloading, loading/unloading, etc.) information (S1204), and (E) schedule yard work and equipment (yard crane) of the block according to the mapped scheduling strategy setting information retrieved from the database. Afterwards, a simulation evaluation is performed by creating a combination as a candidate task for instructing a work order to the equipment (yard crane) (S1205).

Finally, (F) the system user terminal 100 inquires and analyzes the optimal task scheduling results derived through simulation and provides feedback and follow-up actions for reference when setting a future scheduling strategy (S1206).

The system user terminal 100 can create several templates, and Figure 13 illustrates one of them. For example, in the case of a template called "Default", loading (VO) and unloading (VI) It is a work scheduling of under what conditions to work and how to work on purchase (GI)/rescue (GO), import (YI)/export (YO), and transfer (YY).

That is, as shown in FIG. 13, the system user terminal 100 enters a template ID in the “Template ID” window 1301 and continues to enter a scheduling strategy for the yard work in the yard work condition input window 1302. A desired scheduling strategy can be registered in the system 100 by establishing or adjusting the settings of each factor.

In addition, in the overall scheduling strategy management screen of FIG. 14, the template of a specific block (here, for example, the "1A" block) is selected in the template ID column 1401 to activate the scheduling strategy selection window 1402 for the block. Afterwards, the strategy for each block can be specified differently. For example, in block "1A", the strategy is set to 'loading priority', but in block "2B", the strategy can be set differently to 'loading and loading priority'.

In the past, the strategy for all blocks had to be determined at once, so it was not possible to take into account the different circumstances for each block. However, in the present invention, a different strategy can be specified for each block, so scheduling strategy management for each block is possible in real time, making it more efficient. Scheduling is possible.

Figure 15 (a) shows a 'scheduling strategy setting #' that establishes a scheduling strategy as 'unloading priority' for block "1A" so that unloading and unloading operations for ships are performed preferentially compared to other yard operations. 1' represents an example, and for example, if the block is located close to a ship, the method of 'Scheduling Strategy Setting #1' above would be appropriate. Therefore, the yard crane performs loading/unloading work on a yard truck (YT: Yard Truck). Ensure that this is performed with priority over other tasks.

On the other hand, (b) in Figure 15 is a 'scheduling strategy' that establishes a scheduling strategy with 'import/import priority' for block "2B" so that import and export operations for external trucks are performed preferentially compared to other yard operations. This represents an example of 'Setting #2', and for example, if the block is located close to the outermost position, the method of 'Scheduling Strategy Setting #2' would be appropriate. Accordingly, the yard crane is an external truck (RT: Road Truck). /Ensure that unloading work is performed with priority over other tasks.

Now, with reference to FIGS. 17 and 18, the evaluation method of the combination according to the set dispatch strategy will be described.

The definitions of various parameters related to dispatch strategy settings are as follows.

R _S : Weight for service delay time (0.0~1.0)

R _D : Weight for crane movement time (0.0~1.0)

At this time, R _S + R _D = 1.0.

W _N : General importance for service delay (1~20)

W _H : Urgent importance of service delay (1~20)

T _TH : Threshold value for emergency task judgment criteria (seconds)

ALT: Allowable service delay time (seconds)

ATT: Allowable crane movement time (seconds)

P _S : Evaluation penalty for service delay time (per second)

T _D : Evaluation penalty points for crane movement time (per second)

SRT: Service request time (based on job information)

EMT: Estimated crane movement time (based on simulation results)

EET: Expected service completion time (based on simulation results)

ELT: Service latency (based on simulation results)

T _S : Evaluation penalty for service delay

T _D : Evaluation penalty points for crane movement time

T _T : Total evaluation penalty points for the combination

First, with reference to FIG. 17, among the evaluation methods for combinations according to the scheduling strategy set in the yard crane work scheduling method using a simulation-based algorithm in the container terminal according to the present invention, the evaluation method for service delay time will be described.

The service delay time ELT (= EET - SRT) is calculated by subtracting the service request time (SRT) from the expected service completion time (EET) (S1701), so that the service delay allowable time (ALT) is positive and the expected arrival delay time (ELT) is calculated (S1701). ) is determined to be less than or equal to the service delay allowable time (ALT) (S1702). If the determination result in step S1702 is 'Yes', the evaluation penalty (T _S ) for service delay is zero (=0) (S1703).

On the other hand, if the determination result in step S1702 is 'No', it is determined whether the service delay time (ELT) is greater than the threshold value (T _TH ) of the preset emergency task judgment standard (S1704), and if it is greater, the service delay is evaluated. Set the penalty point (T _S ) as the product of the service delay time (ELT), the evaluation penalty point (P _S ) for the service delay time, and the urgency importance (W _H ) for the service delay (S1705), otherwise, The evaluation penalty (T _S ) is set as the product of the service delay time (ELT), the evaluation penalty for the service delay time (P _S ), and the general importance (W _N ) for the arrival delay (S1706).

The program coding according to this is shown in <Table 1> below.

Step 1. Evaluation formula for service delay time
ELT = EET - SRT
if (ALT > 0 and ELT <= ALT)
T _S = 0
else
if (ELT > TTH)
T _S = E L T * P _S * W _H
else
T _S = E L T * P _S * W _N
end if
end if

Next, with reference to FIG. 18, among the evaluation methods of the combination according to the scheduling strategy set in the yard crane work scheduling method using a simulation-based algorithm in the container terminal according to the present invention, the evaluation method for crane movement time will be described.

Determine whether the expected crane movement time (EMT) is less than or equal to the allowable crane movement time (ATT) (S1801). If the judgment result in step S1801 is 'Yes', the evaluation penalty (T _D ) for the crane movement time is zero. (=0) (S1802), otherwise, the evaluation penalty for the crane movement time (T _D ) is determined as the product of the expected crane movement time (EMT) and the evaluation penalty for the crane movement time (T _D ) (S1803).

The program coding according to this is shown in <Table 2> below.

Step 2. Evaluation formula for crane movement time
If (EMT <= ATT)
T _D = 0
else
T _D = EMT * T _D
end

In the end, the total penalty point (T _T ) of the evaluation result of the combination is calculated by multiplying the evaluation penalty point for service delay (T _S ) by the corresponding weight (R _S ) and the crane movement time, as shown in <Equation 1> below. It is defined as the sum of the evaluation penalty (T _D ) multiplied by the corresponding weight (R _D ).

[Equation 1]

T _T = (T _S * R _S ) + (T _D * R _D )

However, the sum of the weight for service delay time (R _S ) and the weight for crane movement time (R _D ) is set to 1.0.

Finally, with reference to FIG. 16, the scheduling result inquiry screen in the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention will be described as an example.

That is, Figure 16 is a screen where you can inquire about the results of simulation evaluation of the combination between yard cranes and candidate tasks according to the scheduling strategy (weights for evaluation items and various settings) set by the user, through which the user terminal (100) is helpful for later feedback and follow-up actions (S1206 in FIG. 12).

The scheduling result inquiry screen in FIG. 16 is a screen that allows you to inquire about the results of simulation evaluation of the combination between yard cranes and candidate tasks according to the scheduling strategy (weights for evaluation items and various setting values) set by the user. As shown in Figure 16, the scheduling result inquiry screen shows the spatial arrangement screen 1601 of a specific block (for example, the '2A' block) and the results of the simulation work of each yard crane equipment in a graphic screen 1602 and a table screen 1603. ) is displayed.

That is, at the top 1601 of FIG. 16, the lane of a specific block (for example, '2A' block) is shown on the horizontal axis, and the coordinates where the yard truck (YT) can be located start with '02' from the right and go to '02' from the right. It is set up to 76', and the coordinates where the external truck (RT) can be located start from '01' on the right and are set up to '75', with the 1st yard crane (ARMG1) and the 2nd yard crane (ARMG2) in between. ) moves, loading/unloading or moving containers.

Continuing to explain the yard work process of each equipment, taking the simulation work result graphic screen 1602 of FIG. 16 as an example, first the first yard crane (ARMG1) moves from the initial position to lane '68', Pick up container '7510' from yard truck 'YT001' and unload it at yard location '68-2-2', then move to lane '36' again and place it at yard location '36-5-3'. It can be seen that yard work is being carried out by picking up container number '2563' and loading it onto yard truck number 'YT034'.

In addition, at the same time, the second yard crane (ARMG2) moves from the initial position to lane '31', picks up container '3310' at yard position '31-1-2', and moves to lane '25-2'. Move to yard location No. 7-4, move again to lane No. 27, pick up container No. ‘8952’ from external truck No. ‘Busan 90-ga 1234’, and unload at yard location No. ‘28-6-2’. You can see that yard work is being done.

And, it can be seen that the table screen 1603 at the bottom of FIG. 16 numerically displays the results of the simulation work of each yard crane equipment. For reference, reference numeral 1603' in FIG. 16 is an enlarged view showing the table screen 1603 in more detail.

Above, the yard crane work scheduling method using a simulation-based algorithm in a container terminal according to the present invention has the following advantages.

First, the most efficient scheduling is possible by changing and applying the importance of two factors (crane movement time (or movement distance) and service delay time) for optimizing the operation of yard cranes in real time according to user settings during yard crane scheduling work. do.

Second, users apply different levels of importance to each block (loading priority, loading/unloading priority, etc.) to establish a unique scheduling strategy for each block in real time, thereby breaking away from the existing uniform standards and adjusting the location or characteristics of each block. There is an advantage in that it can be combined under optimal conditions.

Third, the present invention generates numerous combinations of N candidate tasks and M yard cranes, derives only valid combinations, uses simulation techniques, and applies a technology to calculate and evaluate the expected progress time of each task, According to the results of the system's scheduling based on the evaluation criteria set by the user, it allows the user to check in advance what equipment and in what order the currently waiting tasks will be performed, helping to predict work progress and set future evaluation strategies. You can.

Although the present invention has been described above according to an embodiment of the present invention, changes and modifications made by those skilled in the art without departing from the technical spirit of the present invention do not fall within the scope of the present invention. Of course.

100: Yard truck planner 200: Terminal operating system
220: Database 210: Yard crane scheduling module

Claims (4)

A scheduling method for yard crane work using a simulation-based algorithm used in a container terminal including a terminal operating system 200, which is performed by the terminal operating system 200,
(A) Supporting system users to establish and register scheduling strategies for various yard operations including unloading and unloading, purchase and rescue, import and export, and transfer (S1201);
(B) supporting the system user to map a suitable scheduling strategy according to the yard situation of each block in the container terminal (S1202);
(C) The yard crane scheduling module 210 of the terminal operating system 200 searches for 'scheduling strategy setting information' set for each block in the container terminal from the database 220 (S1203);
(D) the yard crane scheduling module 210 checking various yard work information planned at the terminal (S1204);
(E) After the yard crane scheduling module 210 schedules yard work and equipment for each block in the container terminal according to the mapped scheduling strategy setting information searched in the database, 'work' for the equipment A step of generating a combination of 'candidate tasks' for ordering and performing simulation evaluation on service delay and crane movement time (S1205); and
(F) a step of supporting the system user to view and analyze the optimal task scheduling results derived through simulation for reference when setting a scheduling strategy (S1206);
Includes,
In step (E),
(E1) calculating the service delay time ELT (= EET - SRT) by subtracting the service request time (SRT) from the expected service completion time (EET) (S1701);
(E2) After step (E1), a step (S1702) of determining whether the allowable service delay time (ALT) is positive and the expected arrival delay time (ELT) is less than or equal to the allowable service delay time (ALT);
(E3) If the determination result in step (E2) is 'Yes', setting the evaluation penalty (T _S ) for service delay to zero (=0) (S1703);
(E4) If the determination result of step (E2) is 'No', a step (S1704) of determining whether the service delay time (ELT) is greater than the threshold (T _TH ) of the preset emergency task judgment standard,
(E5) As a result of the determination in step (E4), if the service delay time (ELT) is greater than the threshold value (T _TH ) of the preset emergency task judgment standard, the evaluation penalty for service delay (T _S ) is calculated as the service delay time (T A step (S1705) of setting ELT) as the product of the evaluation penalty for service delay time (P _S ) and the urgency importance for service delay (W _H );
(E6) As a result of the determination in step (E4), if the service delay time (ELT) is not greater than the threshold value (T _TH ) of the preset emergency task judgment standard, the evaluation penalty for service delay (T _S ) is calculated as the service delay time. A step (S1707) of setting the product of the evaluation penalty (P _S ) for (ELT) and the general importance (W _N ) for arrival delay,
(E11) a step (S1801) of determining whether the crane expected movement time (EMT) is less than or equal to the crane movement allowable time (ATT),
(E12) If the judgment result of step (E11) is 'Yes', setting the evaluation penalty point (T _D ) for the crane movement time to zero (=0) (S1802),
(E13) If the judgment result in step (E11) above is 'No', the evaluation penalty for the crane movement time (T _D ) is the product of the expected crane movement time (EMT) and the evaluation penalty for the crane movement time (T _D ). It includes a setting step (S1803),
The total penalty point (T _T ) of the evaluation result is the product of the evaluation penalty point (T _S ) for the service delay multiplied by the weight (R _S ) and the weight for the evaluation penalty point (T _D ) for the crane movement time. A scheduling method for yard crane work using a simulation-based algorithm used in a container terminal, characterized in that it is determined as the sum of the values multiplied by (R _D ). delete delete delete