KR20010017928A - Simulation method in designing of container terminal - Google Patents

Abstract

PURPOSE: A simulation method of container terminal design is provided to minimize cost of investment and operational cost in a container terminal of a harbor and utilize resources of the container terminal by constructing an optimal model of the container terminal of harbor through a computer simulation. CONSTITUTION: A standard information of a simulation containing information of a layout design of the container terminal and an operational plan of the terminal is set up(S10). Simulation models containing a period of the simulation, a block distribution of yard equipments, a plan of a ship entering port and rate of an average yard equipment are set up by cargo works(S20). The simulations are set up on the basis of the yard equipments distribution(S30). Scenarios classified by the simulation models are set up on the basis of operational plan of a quay and plans of equipment operation, yard operation and equipment assignment(S40). Loading/Unloading models classified by the simulations are set up on the basis of time distribution model and load volume model of the cargo work and transfer route model(S60). An event is generated on the basis of the quantity of goods transported(S70). The simulation are executed and a status of execution is displayed and controlled(S80). After decision of ability of the cargo work(S90), if the scenarios are correct, the scenarios are analyzed(S100) and results of analysis are outputted(S110) for further analysis(S120). If the scenarios are not correct, the scenarios are changed.

Description

Simulation method in designing container terminal

The present invention relates to a simulation method when designing a container terminal. More specifically, the present invention relates to a method for designing a container terminal when constructing a new port or changing an existing port. The present invention relates to a method for constructing a model to perform an efficient simulation.

In general, a container terminal is a connection point between sea transportation and land transportation in a maritime container transportation system, which is integrated with container ships, unloading equipment, transportation vehicles, container yards, and back warehouses. Say.

1 is a structural diagram of a container terminal for a typical port dock.

Referring to Figure 1, a typical container terminal is a container ship unloading crane (1), yard unloading crane (2), yard transport equipment (truck or trailer) (3), yard yard (4) (5) for loading cargo in the terminal (6) (7), control center (8), gate entry / exit (9) (10) and container maintenance center (11) for carrying in and out of container cargo. At this time, the crane is a device that can run a container, a large freight transporter of a certain size by power, and move it using a certain section.

The main functions of these container terminals are the loading and unloading of container ships, storage of cargo or containers, loading and unloading container cargo, maintenance of containers, vehicles, and unloading equipment, and the collection of cargoes and the wiring of container ships. have. Container terminals are also located at the mid-point between ocean and land transport, and are also involved in many factors such as backing, roads, coastal transport, rail and port labor.

Its composition consists of complex sub-systems such as cargo storage, unloading, transport and information systems, and three sub-systems, such as quay walls, yards and gates, must be organically linked to create a container terminal with optimal capacity.

2 is a view for explaining a loading and unloading system in a general container terminal.

As shown in FIG. 2, when the unloading system of the port container terminal is classified, a is a water input / output container unloading system between the container ship and a quay crane (or QC crane), and b is an input / output gate. The loading / unloading gate unloading system between the gate processing unit and the gate processing unit, c is a yard moving system for clearance in the yard between the transshipment yard or the importing yard, the export yard and the yard crane, and d is the transporting / unloading system. At this time, the transshipment yard is a yard separately provided for storing containers provided from the sea side and then taking them out to the sea side again.

The efficiency and investment costs in the ports mentioned in Figs. 1 and 2 are determined by the complex input factors such as the layout inside the container terminal, the operation method, the traffic pattern, and the equipment selection. Each of these variables should be well harmonized with each other to avoid bottlenecks so that maximum efficiency can be achieved with minimal investment.

The design work of the optimal container yard will have a great influence on the copper system and the yard operation. As a result, the method of creating and deploying the optimal container yard becomes a key element of the overall design system.

In addition, efficient terminal operation requires the development of models and solutions to optimize the deployment and operation of each function, as these components optimize each function from the construction and planning stages.

Therefore, when designing a port at the beginning, it is necessary to present a concrete design plan of a suitable container terminal in an optimal way by dynamically analyzing input factors that affect port efficiency and cost. This is only possible if the container loading simulation according to the strategy is performed simultaneously.

In general, however, when designing or repairing a container terminal, the size of the container is calculated by calculating or intuiting the wall length, required yard area, and gate function by using the volume information. The size of the yard block, Yard layout and copper wire system design is a container terminal design by repeating trial and error based on designer's experience and knowledge without formal methods.

Therefore, even the most skilled design technicians can omit the variables required to design the various components constituting the container terminal, and there is no means to objectively prove this even if the design is based on accurate calculated data. Even a slight calculation error in the system has a problem in that the cost of designing and renovating a container terminal of a huge cost increases.

In addition, there is a problem that the service is reduced due to the traffic of the marine vessel or the land vehicle using the container terminal constructed by incorrect calculation.

The technical problem of the present invention was devised to solve such a conventional point, and an object of the present invention is to provide a port prior to a design work following initial construction of a port container terminal or renovation of an existing port. The computer simulator model for designing and designing optimal scenarios while changing virtual scenarios by changing input factors affecting efficiency and cost enables the optimal use of resources within limited conditions. It provides a simulation method when designing a container terminal system that minimizes investment and operating costs within the container terminal.

1 is a structural diagram of a general container terminal.

2 is a view for explaining the unloading system of a general container terminal.

3 is a configuration diagram of an entire system module according to an embodiment of the present invention.

4 is a view for explaining the process of building a container terminal integrated simulation model according to the present invention.

5A is a view showing layout result information of a container terminal which is reference information of a simulation according to the present invention;

Figure 5b is a diagram for de-display the yard transport path network construction process according to the unloading system.

6 is a flowchart illustrating a simulation method when designing a container terminal.

7 is a flowchart illustrating a dynamic simulation method of a container terminal.

8 is a view for explaining the analysis of the quay crane and the yard trailer.

9 is a view for explaining the capacity of the quayside crane handling according to the change in the number of yard trailer allocation.

10 is a view for explaining the main ship unloading process.

11 is a flowchart for explaining a main ship unloading simulation.

12 is a view for explaining the loading and unloading process.

13 is a flowchart for explaining the loading / unloading and unloading simulation.

14 is a flowchart for explaining a main line and a semi-in / out integrated simulation process.

15 is a view for explaining the main ship and semi-loading and unloading process.

16 is a graphical interface screen in the dynamic simulation execution state of the present invention.

17 is a view for explaining a scenario configuration method used in the integrated simulation method according to an embodiment of the present invention.

FIG. 18 is a diagram for explaining in more detail the scenario configuration shown in FIG. 17 in relation to FIG. 4.

<Explanation of symbols for main parts of drawing>

1: container ship unloading crane 2: yard unloading crane

3: yard transfer equipment 4, 5, 6, 7: yard equipment

8: control center 9, 10: gate entrance and exit

11: Maintenance Center A: Terminal Prediction Module

B: Terminal Layout Planning Module C: Simulation Module

D: Terminal Evaluation Module 10: Ship Arrival Manager

20: berth queue manager 30: berth capture manager

40: Ship transfer / load manager 50: Container crane manager

60: Yard Block Allocation Manager 70: Loading / Loading Manager

80: Transport Equipment Manager 90: Yard Crane Manager

100: berth release manager 110: analysis module

15: Truck Arrival Manager 25: Queue Manager Outside Gate

35: gate processing manager 45: yard block allocation module

55: gate internal queue manager 65, 95: transfer equipment movement manager

75: Yard Crane Manager 85: Yard Block Manager

105: Truck Departure Manager 115: Analysis Module

According to one aspect of the present invention, a simulation method for designing a container terminal performs a plan design operation of a container terminal system, and simultaneously analyzes each sub-system at the same time when calculating the capacity analysis of the container terminal system. In the simulation method of a container terminal system that outputs a model,

Estimating a terminal size using precondition information, including terminal layout information, terminal common operation information, traffic volume information, and terminal determination information;

Designing a transfer path for terminal layout design and dynamic simulation;

Establishing a simulation basic model by setting an overall operation plan strategy for dynamic simulation of a terminal;

Performing dynamic simulation according to the occurrence of at least one or more events using the constructed simulation basic model, and displaying each simulation execution state and performance; And

Optimal container terminal through management of various indicators and comparison with the performance of performing the dynamic simulation and the performance of the simulation model previously performed according to the judgment rules built on the analysis and evaluation knowledge database of the simulation Saving the model.

According to the simulation method in designing such a container terminal system, the size of the quay wall, the yard length and the gate area according to the traffic volume is predicted, and the initial layout design of the container terminal is performed by creating and arranging each area based on this prediction information. Through the virtual implementation of container terminal by detailed design work according to the creation and layout of each component constituting the container terminal based on the size of container terminal based on this, the design and layout according to the purpose of various loading systems Work can be performed in a short time, and various transport path networks between components according to the container unloading system considering the yard characteristics can be constructed and tested based on the terminals designed in detail as essential for unloading simulation.

Then, embodiments will be described so that those skilled in the art can easily implement the present invention.

3 is a configuration diagram of an entire system module according to an embodiment of the present invention.

As shown in FIG. 3, the entire system module according to an embodiment of the present invention is divided into four independent units: a terminal prediction module (A), a terminal layout planning module (B), a simulation module (C), and a terminal evaluation module (D). But organically combined with each other consists of one integrated module.

In more detail, the terminal prediction module A predicts the size of the quay wall, the yard and the gate size according to the container traffic volume distribution, and models the gate.

The terminal layout planning module B uses the prediction information and the planning information provided from the terminal prediction module A to build all the components in the container terminal.

The simulation module (C) is based on the layout resulting from the container terminal planning module provided from the terminal prediction module (A) and the operation performance according to each scenario provided based on the transport path network provided from the terminal layout planning module (B). Output the result.

The terminal evaluation module (D) outputs container terminal operation strategy, terminal productivity and terminal statistics based on the information provided from the simulation module (C), and also provides the terminal layout planning module (B) to layout design work and transfer. Modify the route network construction work.

In conducting these simulations, the decision and evaluation work was reflected in the terminal plan through a dynamic method. In addition, these computer simulation tools can be very efficient in terms of cost and time when reviewing various terminal designs and operations.

4 is a view for explaining the process of building a container terminal integrated simulation model according to the present invention.

Referring to FIG. 4, first, an initial database according to a terminal prediction type is constructed in order to build an integrated simulation model of a container terminal, and initial model data is provided through a path a from the constructed initial database to prepare model input data. .

Subsequently, the prepared model input data is provided through the path b to set a plurality of terminal layout models, and the prepared model input data is provided through the path c, and the layout models of the plurality of set container terminals are provided through the path e Based on this, a plurality of container terminal transfer path models are set.

In addition, the prepared model input data is provided through the path d, and a plurality of container terminal transfer path models are provided through the path f to set an operating model of the plurality of container terminals.

Next, the terminal layout model, the terminal transport path model, and the terminal operation model are provided through the paths g, h, and i, respectively, to implement a simulation of the model.

Subsequently, the result of running the simulation of the model is provided through the path j and analyzed. The result of the analysis of the model is provided through the path k. Outputs via path m, n, p to the module that sets the path model and terminal operating model.

In addition, after the simulation is implemented, the result of the model execution is provided through the path q, and the result is analyzed. The result data according to the type selection is output through the path v. Also, after the model is corrected through the path r, the terminal layout is modified. The model, the terminal transport path model and the terminal operating model are set up through the paths s, t and u, respectively, and are provided as correction data.

FIG. 5A is a view showing layout result information of a container terminal which is reference information of a simulation according to the present invention, and FIG. 5B is a view showing a process of constructing a yard transport path network according to an unloading system of the present invention at a specific time; .

6 is a flowchart illustrating a simulation method when designing a container terminal according to the present invention.

Referring to FIG. 6, a simulation method for designing a container terminal according to the present invention includes a setup step (I) for predicting terminal size estimation, a step for designing a terminal layout and a transport path (II), and a plan for a terminal operation strategy. Establish and build a basic model of simulation (III), perform dynamic simulation according to the occurrence of various events using the simulation model, display the simulation status and performance of each simulation (IV), perform and perform simulation Through comparison with the simulated model, it can be divided into the step (V) of storing and ending through the confirmation procedure of the final result.

More specifically, the setup step (I) plans the yard size, the quay size, and the gate size, respectively, based on the prerequisite information of the container terminal, the common operating condition information, the traffic condition information, and the judgment condition knowledge base.

In addition, the step (II) of designing the terminal layout and the transport path is based on the yard size, the quay size, and the gate size planned in the setup step (I), using the equipment specification and characteristic information, and then the quay wall simulation. And a basic terminal layout based on the terminal unloading equipment modeled using the gate simulation information, and generates a terminal layout transfer path.

In addition, the planning phase (III) of the terminal operation strategy uses a search algorithm to set the transport equipment unloading path in the terminal layout transfer path generated in the terminal layout and transfer path design step (II), and the quay-wall crane, the yard crane, and the yard. Plan the operation of the trailer, plan the yard block device, and develop a container loading plan. The equipment allocation is then planned based on the equipment logarithm database, the simulation base model is generated based on the yard distance table data, and the appropriateness of the basic operation plan is determined.

In the performing of the simulation step (IV), a motion simulation model is generated based on the traffic volume data, the entity process simulation is performed, and then displayed. Subsequently, if the simulation control is input based on the decision support knowledge base and the simulation control is input, the quay wall size and the gate size of the setup step are replanned, and the container terminal arrangement and transfer path generation step (II) Change equipment specifications and characteristic data, change container terminals, change transport paths, and change equipment operation, yard planning, device planning, and number of units in Terminal Operation Strategic Planning Phase III.

In addition, the simulation result analysis and evaluation step (V) outputs the simulation result when there is no simulation control in the simulation execution step (IV), and analyzes and evaluates the simulation result output based on the analysis and evaluation knowledge base. If it is inappropriate, it feeds back to the simulation basic model generation step of the container terminal operation strategy planning step (III) to regenerate the simulation basic model, and if appropriate, compares and confirms it based on the simulation model knowledge base.

7 is a flowchart illustrating a dynamic simulation method of a container terminal according to an embodiment of the present invention.

As shown in FIG. 7, in order to perform dynamic simulation of the container terminal, first, simulation reference information including layout design information of the container terminal and operation plan information of the container terminal is set (step S10).

The simulation model is then set for the main ship unloading, unloading and unloading, and the unloading / loading / integrating unloading, including the period setting of the simulation, the block distribution of the yardyard, the planning of the inbound vessel, and the ratio of the average yardyard. (Step S20).

Subsequently, the simulation is set up based on the yard device distribution set for each main ship unloading, semi loading / unloading unloading and integrated unloading model set in step S20 (step S30).

Subsequently, a scenario is set for each model of the simulation set up in step S30 based on the quarry operation plan, the equipment operation plan, the yard operation plan, the device operation plan, the equipment log allocation plan, and the gate operation plan (step S40).

Subsequently, the knowledge base of the terminal size prediction information, the terminal layout information, and the transfer path information and the set operation plan scenario are compared and judged, and if it is not appropriate, the feedback is returned to steps S30 and S40 (step S50).

Then, the unloading time distribution model, unloading loading / unloading loading, on-board and unloading loading / unloading simulation based on the unloading time distribution model, the unloading load model and the set transfer path model according to the ship, the quay crane, the yard crane and the yard conveying equipment Modeling loading / transfer according to each other (step S60).

Subsequently, an event occurs based on the traffic volume data for the water import / export vessel and the cargo import / export truck (step S70).

Then, the progress of the simulation is displayed on the basis of the transport distance / time table, and control is performed (step S80).

Subsequently, the main ship and the loading / unloading and unloading capacity are judged based on simulation indicators including unloading equipment operation statistics, plant length statistics, and productivity statistics (step S90). (Step S95). At this time, the scenario setting is changed by changing the wall position assignment, the wall crane equipment assignment, and the block assignment to change the scenario setting for each vessel / moored vessel, the transfer equipment assignment to change the scenario setting for each quay crane, and the gate assignment and block. By changing the assignment, the scenario is changed for each import / export equipment, and the yard crane equipment is changed to change the scenario setting for each block.

Subsequently, if it is determined in step S90 that the main ship and the loading / unloading / unloading capability are appropriate, the simulation is analyzed (step S100), the simulation result is output (step S110), and the output simulation result value is analyzed (step S120).

The dynamic simulation operation of the container terminal shown in FIG. 7 will be described in more detail by separating each step.

First, in order to perform the port operation simulation shown in FIG. 7, the quay / gate size prediction result information, terminal layout information, terminal unloading equipment information, unloading transport route network information, equipment block operation plan information, daily, weekly yearly working hours and Terminal work plan information including shift cycle times, export / import / transportation / coast loading container / coast empty container operation plans, yard type operation plans, unloading transfer distances and time information should be predefined. At this time, the above-mentioned information should be set according to the characteristics of each simulation model.

In actual ports, the yard operation plan is best operated and complemented by a scheduling system designed and developed.

In order to analyze the fitness of yard design and equipment allocation, at the yard design level, a yard operation strategy that can be basically operated is established, and simulation is performed to analyze the state of block layout and equipment allocation of the designed yard and the loading situation of the yard. .

In addition, the operation strategy for setting the block for loading / unloading is the first step in operating strategy for assignable yard block for each berth / cargo type and the second step for the operation strategy for determining the actual yard block number for container / cargo type of ship. Can be divided into

More specifically, the first step is a long-term yard block operation strategy that includes row-specific block allocations by row or row-specific block allocations by berths, or all block allocations, by import and export type stacking strategies that distinguish between import and export cargo, and by container size and type. Includes a strategy for stacking container types.

In addition, the second step is selecting a stowage strategy of selecting one of a short range block, a long range block storage, a maximum stackable block storage, an optimal stackable block, a balance stack storage, and a random stack storage.

Then, the loading and unloading positions in the block are set, and the center point of the yard block is selected, or the set point is selected by modeling an appropriate position according to the distribution of the current number of containers in the block, or moving from left to right to right to left. To select a point.

In the setting of the simulation model illustrated in FIG. 7, four types of simulation models described below are set to perform simulation according to scenario setting for each model. This includes setting the simulation period, setting the yardyard block distribution, setting the arrival vessel plan and setting the average length of field.

First, it analyzes the appropriate number of equipment, the equipment and the site operation plan and the unloading time through the loading simulation between the quay crane or the loading / unloading gate which is arranged as the operation plan unloading system judgment model and each block of the station where the layout and operation plan are set. .

Second, as a ship unloading model, we analyze only the unloading simulation according to the generation of cargo volume data of the container ship, and analyze the unloading work, the yard block operation strategy and the number of unloading equipment required by the ship operating strategy.

Third, the loading and unloading and unloading model analyzes the loading and unloading operation and the number of unloading equipment by the loading and unloading operation strategy by performing the loading and unloading simulation according to the land volume data generation.

Fourth, as an integrated unloading model, unloading simulation is performed according to simultaneous occurrence of offshore and onshore traffic volume data, and the unloading operation and the number of equipment required by the integrated operation strategy of the terminal are analyzed. The simulation cycle, yard block distribution, yard plan and average length ratio are set for four models.

Strategy setting items for setting the scenario for each model of the simulation of the step S40 shown in FIG. 7 include the number of anchored vessels, the number of anchored cranes by the anchored vessels, the yard block information, the yard operating strategy for each berth, the container loading strategy, the number of transfer equipment, It includes transfer equipment operation strategy, long-term yard block operation strategy, import / export type loading strategy, container type loading strategy.

In the operation plan determination step S50 illustrated in FIG. 7, a comparison operation of the knowledge base such as the terminal size prediction information, the terminal layout information and the transport path information, and the scenario set above is performed.

More specifically, the yard equipment is analyzed through the analysis of the processing capacity of the quayside crane, the analysis of the quayside crane and the yard trailer, and the analysis of the quayside and the yard crane. At this time, the capacity of the quayside crane is influenced by the number of yard cranes and yard trailers that are arranged and operated in actual yards, and the number of them is related to the processing volume, traffic level, the number of yard blocks, and the capacity of the quayside crane. Analysis should be made and appropriately determined. In addition, the analysis of the quayside crane and the yard trailer first assumes that the number of yard cranes placed in the yard block is sufficiently arranged so that there is no delay time due to the yard crane, and the yard trailer of the main ship unloading is allocated to the quayside crane. Be sure to

8 is a view for explaining the analysis of the quayside crane and yard trailer according to an embodiment of the present invention.

As shown in FIG. 8, the yard block layout for each scenario is designed, and the average transport distance and time taken by the yard trailer for unloading the main ship are calculated from the designed yard block layout for each scenario. Subsequently, assuming that one cycle time of the quayside crane is 41 per hour, the quayside crane handling capacity is allocated when five yard trailers are allocated, the quayside crane handling capacity is allocated when six yard trailers are allocated, and the quayside crane treatment when seven yard trailers are allocated. Print each of your abilities.

As described above, the processing capacity according to the number of yard trailers allocated to one of the quay-walled cranes is shown in Table 1.

Table 1 is an analysis of yard trailer allocations against quay crane productivity.

Layout scenario One 2 3 Unit time (seconds) Treated Water / Hr Unit time (seconds) Treated Water / Hr Unit time (seconds) Treated Water / Hr QC 1 cycle time 88 41 YT 1 cycle time 5.98 5 YT allocations per QC 25.4 6 YTs per QC 27.8 7 YTs per QC 30.1

In Table 1, the modeling of the yard feed equipment 1 cycle time + (Including latency).

In addition, the execution of the model is the time taken for loading / loading the quayside crane for 1 hour, and more specifically, the time required for removing the loading / loading time of the quayside crane and the guarantee and hatch cover for loading / loading the cargo. It's time.

In addition, when driving five, six, or seven yard trailers, as shown in FIG. 9, the yard trailer blocks 1 to 8 may be allocated sequentially or randomly.

9 is a view for explaining the handling capacity of the quay crane according to the change in the number of yard trailer allocation according to an embodiment of the present invention.

In addition, it analyzes the capacity of the quayside crane handling according to the change in the number of yard trailer allocations for each scenario to determine the number of suitable yard trailers.

Next, the quayside crane and the yard crane are analyzed.

In more detail, the number of yard trailers obtained from the analysis of the quayside crane and the yard trailer is fixed, and the number of yard cranes is analyzed by analyzing the correlation of the average yardage rate in the yard of the quayside crane, the yard trailer and the foreign trailer entering the gate. Obtain For example, an RMG / OHBC device has the same number of RMG devices in each drive, and the ASC device should have at least one ASC for each block, and have the same number of ASCs for each block.

In FIG. 9, the number of 1 yard blocks is 11, and it is assumed that the number of three berths (three sections) is 11, 11 * 2 = 22, 11 * 4 = 44, 11 * 5 = 55 units. RMG can be set.

Table 2 is an analysis of yard trailer allocations and dwell time in yard crane productivity / foreign trailers.

Yard Crane Can Quayside Crane Productivity Foreign trailer residence time 22 spaces 27.5 13.2 33 spaces 29.3 11.5 44 spaces 29.8 11.0 55 spaces 30.1 10.3

As shown in Table 2, one cycle time of the yard crane equipment is modeled to drive the modeled yard crane. At this time, the required time of the quayside crane driven to load / load is 1 hour, to drive seven yard trailer per one quayside crane, and to drive the yard crane to remove the guarantee.

The appropriate number of yard cranes is then determined by analyzing the quayside crane handling capacity resulting from the change in the number of yard crane assignments and the average residence time of the truck.

Modeling step (S20) for each type of loading and unloading system modeling the transfer operation / loading operation shown in Figure 7 to separate the main ship unloading simulation, semi-loading and unloading simulation and the main and semi-loading / loading integrated simulation.

First, the main ship unloading simulation of the unloading system modeling this / loading behavior is described.

After defining the entities and processes required for the ship simulation, the forecasting module generates and arrives at the ship's estimated time of arrival and performs the loading / loading operation according to the defined simulation strategy (operation strategy) for the arrived ship. In addition, it should provide information to analyze and evaluate the layout, equipment, and resources for each scenario.

10 is a view for explaining the loading and unloading process according to an embodiment of the present invention.

As shown in FIG. 10, modeling a ship arrival prediction by classifying into a vessel, a ship berth, a quay crane and a trailer, predicting the number of loading / loading containers for each ship according to the ship arrival queue, and a ship berth according to the berth waiting queue Model the assignment of. Next, the container crane assignment is modeled according to the modeled ship berth, the ship departure time prediction is modeled based on the modeled container crane information, and then the ship is departed after a certain time.

The quayside crane server, which carries out the loading / loading operation after the vessel is docked at the berth, monitors the ship arrival / readiness event, monitors the transport equipment in the yard, and performs the loading / loading of the container according to the processing time modeling. do.

In addition, the ship arrival list is generated according to the quay wall scale prediction model interface, which is the ship arrival modeling result, and the processing time of the quay wall crane is modeled according to the quay wall scale prediction model interface, which is the port equipment modeling result.

The yard and quayside crane allocation strategy is as follows:

First, the yard allocation strategy is assigned from the left or right end, to the center yard area on both left and right sides, or with constraints and priorities.

In addition, the quayside crane allocation strategy assumes that there are no constraints on the movement between adjacent cranes, and assigns the number of workable quayside cranes that can be allocated according to the quantity of cargo, or assigns only the determined number of quayside cranes according to the quantity of transportation, If it is less than the number of quayside cranes determined in, the available quayside cranes will be reassigned when they occur and assigned to work.

11 is a view for explaining a unit module of the ship loading and unloading simulation according to an embodiment of the present invention.

The main ship unloading unit module shown in FIG. 11 includes a ship arrival manager 10, a berth queue manager 20, a berth capture manager 30, a ship moving / loading manager 40, a container crane manager 50, and a yard. Block assignment manager 60, tooth / load manager 70, transfer equipment manager 80, yard crane manager 90, berth release manager 100 and analysis module 110, The function is described in more detail. Manager referred to in the present invention, for example, 'X manager' refers to a 'program module for controlling the X function.'

The ship arrival manager 10 generates an event such that the ship arrives at the port in the ship arrival time range obtained by the prediction module.

The berth queue manager 20 is located in the berth queue waiting area before the vessel is assigned to the berth, and berths by queuing or berth allocation according to the processing capacity of the berth. In addition, the ship arrival manager 10 is inserted into the berth queue to monitor the berth queue status when the ship arrives or berths to generate an event to delete from the berth queue and dock the berth when the berth is free.

The berth capture manager 30 generates statistical information for berth analysis. Mouth against arrival ship. Manage departure time information. Request this / loading for ships assigned to the berths.

Ship loading / loading manager 40 is involved in carrying out the loading / loading work for the vessel entered the berth and performs the function of managing the entire work until departure.

The container crane manager 50 allocates a container crane to perform work according to the vessel size and the number of loaded / loaded containers for the vessel entering the berth. The assigned crane will act as a server and perform as many container loading / loading tasks as the assigned number of loading / loading. Container crane is performed by the ship loading / loading manager 40 to manage in consideration of the yard equipment and the situation of the yard block.

The yard block allocation manager 60 allocates a yard block to be loaded for each of the ship's transfer containers by a predefined simulation and operation strategy, and assigns a block from which to load the container to be loaded.

The load / load manager 70 serves as a server for performing the final simulation. It manages assigned container cranes, and performs container loading / unloading operations while monitoring the processing capacity and status of the transfer equipment.

The transport equipment manager 80 may be an AGV or an internal trailer. The transport equipment manager 80 tracks and manages the location of the transport equipment, moving / loading, loading / free, and waiting according to the yard layout. Send an event to the load manager to perform the loading and unloading of the container. Information related to the travel distance and time of the transport equipment is managed and generated in the transport equipment manager.

The yard crane manager 90 manages the assignment and operation of the yard crane according to the defined scenario and operation strategy, and provides information for analyzing the performance of the yard crane. When a transfer event of the container is caused by the transport equipment, the yard crane model is called to perform the container loading / loading operation.

The berth release manager 100 performs the function of leaving the ship from the berth after the transfer / loading operation of the vessel docked in the berth and generates a berth docking event for the vessel waiting in the berth queue. Statistical management of berths and vessels

The analysis module 110 performs a function of performing statistical analysis on the result of the main ship simulation. The results of the main ship simulations analyzed at this time are information about berth analysis, ship analysis, quayside crane analysis, transport equipment analysis, berth crane analysis, quay wall, quayside crane, in-yard transport equipment, and yard crane.

More specifically, the berthing simulation results include vessel berth waiting rate (eyepiece lag rate or berth service efficiency), average / maximum berth waiting time, and standby vessel rate.

The quay wall simulation results include quay occupancy, berthing vessel lag rate, and berthing vessel average lag time.

The quayside crane simulation results include quayside crane availability, average throughput per hour, and transfer equipment demand latency / wait rate.

In-yard transfer equipment simulation results include average travel distance, average throughput per hour, quayside crane handling wait / wait rate, yard crane handling wait / wait rate, and transfer equipment availability.

Yard crane simulation results include yard crane usability and processing capacity per hour.

In the above, the mainboard unloading simulation of the unloading system modeling the loading / loading motion has been described.

Next, the loading / unloading and unloading simulation of the unloading system modeling the loading / unloading operation will be described.

12 is a view for explaining the loading / unloading process according to an embodiment of the present invention.

As shown in FIG. 12, the truck is aligned with a waiting queue that is a first arrival unit-1 and passes through a gate that is a first service unit-1 to a second arrival unit-. 2) enters the main road side via the second service unit (service unit-2) through the waiting queue. The classes that need to be defined are trucks and gates.

In addition, a gate server that functions as a server is defined by an external gate manager to monitor truck arrival events arriving at the gate, and to monitor gate processing processed according to the monitored events and assign them to the standby truck gates. In this case, the gate allocation strategy designates the service order on a first-come-first-served basis in order to reduce the waiting time to the shortest, and assigns the first line in the same condition.

In addition, the order of assignment of gate lines can be assigned to specific gates according to the operating strategy. For example, an input gate line for entering a terminal may use a separate designated gate for non-reserved trucks or empty trucks that require a long processing time, and an output gate line for escaping a terminal may be a container having a short processing time. Only bare trucks that are not equipped with the engine are operated as separate lines.

In addition, by defining a yard operating server that performs server functions in the queue manager inside the gate, it monitors the arrival events of waiting trucks arriving in the yard, and monitors the working status of the yard cranes that process according to the monitored events. Allow to enter

13 is a flowchart illustrating a unit module of the loading / unloading and unloading simulation according to an embodiment of the present invention.

The unit modules of the loading / unloading and unloading simulation shown in FIG. 13 include a truck arrival manager 15, a gate external queue manager 25, a gate processing manager 35, a yard block allocation module 45, and a gate internal queue manager 55. ), Transfer equipment movement manager 65, yard crane manager 75, yard block manager 85, transfer equipment movement manager 95, truck departure manager 105, analysis module 115, and such units. Describes the functionality of the module in more detail.

More specifically, the truck arrival manager 15 generates an event such that the truck arrives at the yard at the truck arrival time frame obtained by the prediction module. For example, an event generated at this time includes a 20 / 20ft or 20 / 40ft truck type, a container type, and the like. Here, 20 / 20ft is a term that refers to the size of the container, 20 / 40ft is a container corresponding to twice the 20 / 20ft container.

The gate outside queue manager 25 assigns gates according to the arrived trucks, the gate processing manager 35 processes the assigned gates based on the gate processing model, and the yard block assignment module 45 performs predefined simulations. And a yard block to be loaded for each transfer container of the ship arrived by the operation strategy, and from which block the container to be loaded is to be taken.

The gate internal queue manager 55 allocates the gates according to the assigned yard blocks, and the transfer equipment movement manager 65, where the transfer equipment can be AGV or internal trailer, the position of the transfer equipment according to the yard layout, It tracks and manages loading and unloading, loading / free and waiting, and sends / loads an event to the loading / loading manager to perform container loading / loading. Information related to the movement distance and time of the transfer equipment is managed and generated by the transfer equipment movement manager 65 and operated.

The yard crane manager 75 manages the assignment and operation of the yard crane according to the defined scenario and operation strategy, and provides information for analyzing the performance of the yard crane. When the loading / loading event of the container by the transfer equipment occurs, the model of the yard crane is called to perform the loading / loading operation of the container, and the result is provided to the yard block manager 85.

The transport device movement manager 95 calls up the transport equipment model to perform the transport of the transport equipment, the truck departure manager 105 predicts the truck departure time, and the analysis module 115 analyzes the results of the loading / unloading and unloading simulation. Performs and analyzes statistical processing. The results of the semi-loading and unloading simulations analyzed at this time are information on berth analysis, ship analysis, quayside crane analysis, transport equipment analysis, berthing through yard crane analysis, quay wall, quayside crane, yard transport equipment, and yard crane.

As shown in FIG. 13, the output of the semi-exit / exit simulation is performed by analyzing the actual results considered with other resources, and analyzing the information with the gate line and the model obtained by the gate prediction model and correlated information. The results of simulations related to gate, yard transfer equipment, and yard cranes are presented to analyze the overall process related to loading and unloading.

More specifically, the simulation output information related to the gates includes the number of gate lines involved in input / output, gate average processing time, gate internal zone size, gate external standby zone size, and gate internal foreign trailer operation plan / yard operation strategy. Include.

In addition, the simulation output information related to the in-yard transport equipment includes out-of-yard foreign trailer residence time, out-of-yard outland truck average transport distance, yard crane waiting time and waiting rate.

In addition, the simulation output information related to the yard crane includes the yard crane usability and the processing capability per hour.

In the above, the transfer / import simulation procedure according to the present invention has been described.

In the following, the shipboard and transfer / import integrated simulation procedures according to the present invention will be described.

14 is a view for explaining the main ship and the loading and unloading integrated loading and unloading process according to the present invention, Figure 15 is a flow chart for explaining the main ship and loading and unloading integrated simulation process according to the present invention.

As shown in Fig. 14 and Fig. 15, the semi-entry / exit simulation program is used on the trailer arrival side, the main ship simulation program is used on the ship side, and an event manager for generating an event is set for each simulation program. Ships and trailers that are scheduled to arrive are given arrival times by the prediction module.

Referring to Fig. 15, a marine vessel arrival list is generated (step S210). Then, the arrival of the container gate for export for each ship is modeled (step S220), and the gate arrival list is sorted (step S230). In addition, the container gate departure for import for each ship is modeled (step S225), and the gate departure list is sorted (step S235).

Then, the container type is set (step S240), the gate arrival trailer list is sorted (step S250), and an arrival event is generated at the gate in the future (step S260).

Subsequently, after generating the integrated simulation event list (step S270), the sea side unloading simulation is performed through a flow as shown in FIG. 11, and the land side unloading simulation is performed by a flow as shown in FIG. 13. The description will be omitted.

As described above, in the main ship and the semi-exit / exit simulation according to the present invention, the simulation is performed by generating an event in a time zone obtained by the prediction module. In the prediction module, the export container is set to enter the gate before the ship's arrival time, and the import container is to exit the gate after the ship arrives. It proceeds and afterwards the ship arrives.

The results of the main ship and the loading / unloading simulation are applied at the time when the load distribution of the yard becomes the normal operating state, that is, about 7 days, to be determined one week and 10 days. The initial distribution of the yard is not set in advance but is simulated for 7 days so that it is automatically set.

The output and analysis of the main and semi-import / exit simulations are as follows.

The output form of the main ship and the transfer / import integrated simulation is used as it is. Or compare and analyze the results of separate run and exit / exit simulations. In the integrated simulation, the analysis focuses on the yard distribution situation, the traffic of the transport equipment, and the usefulness of the yard crane.

In the above, the process of modeling for each type of the main ship unloading, semi-loading and unloading, main ship and semi-loading and unloading unloading system according to the present invention was described.

Table 3 shows the contents according to the main ship and the entry / exit event of step S70 as shown in FIG. 7.

step Sequence / Event Unloading Loading / unloading Set up equipment / operating conditions ▶ Number of Berths / Alloted Berth Cranes by Berth / Yard Block Information by Row / Column / Yard Operation Strategy by Berth / Container Loading Strategy / Number of Transport Equipment (Separation by Ore if Required) / Transport Equipment Operation Strategy / Distance Information by Transport Path Read forecast information ▶ Create ship object as much as ships Waiting queue ▶ Manage ships arriving at arrival time ▶ Trailer management by arrival time capture ▶ Check whether the assigned berth is free when the ship arrives ▶ Check if there is a waiting ship for the berth when the berth is released ▶ Work time / completion time for each berth ▶ Load / load and number of ships in operation ▶ Display current vessel information ▶ Check if the assigned block is free when the trailer arrives ▶ Check if there is a waiting trailer for the block when the block is released ▶ Start / and-stage work according to the trailer work ▶ Load / load the load, list of trailers worked ▶ Display the current trailer information Unloading work ▶ After loading work-After preparation time for capture after transfer-Transfer the imported container information according to the work order Moving / berths ▶ Trail yard entry work-After capture, after preparation time for gate entry-Unloading trailer information according to the work order (reflecting waiting time / processing time for each step) (1) Checking trailer (2) Moving trailer yard / yard Unloading ▶ Loading work-after import container transfer of all quayside cranes assigned to the yard is completed (1) listing the number and information of export containers to be handled by the quayside crane (including yard block number) (2) checking the waiting trailer (3) trailer Yard Transfer / Yard Transfer / Wrecked Transfer / Berth Load ▶ Yard output work of trailer-unloading trailer information according to work order (reflecting waiting time / processing time by step)-checking gate trailer (1) checking trailer (2) moving trailer yard / passing gate release -After the unloading operation, after the departure preparation time-Management of the wall crane, Berth, ship operation time and status information, operation quantity, other operation information-Management of semi-loading / export trailer operation time and status information, operation quantity per gate, other operation information management

A graphical interface screen in the dynamic simulation execution state of step S80 as shown in FIG. 7 is shown in FIG. 16.

16 is a graphical interface screen in the dynamic simulation execution state according to the present invention.

As shown in Fig. 16, when loading cargo, the process of loading container cargo from the quay-wall transfer path node and loading the container cargo block node via the container unloading transfer path node is shown. It shows the process of loading the ship through the quay-wall transfer path node via the container loading / unloading loading / unloading transfer path by transferring the cargo loaded in the node. At this time, the simulation process is performed in the form of compressed real time.

Next, as shown in FIG. 7, the main ship and the loading / unloading / unloading capability are judged to be appropriate based on a simulation index including the unloading equipment operation statistics, the equipment length statistics, and the productivity statistics after the simulation is performed (step S90). If it is determined, the simulation result value is analyzed (step S100), and the result value is output (step S110).

The results and analysis after performing these simulations are described in more detail.

After the simulation, the results by type are shown in Table 4 and the analysis is shown in Table 5 in detail.

Kinds Item Ship / foreign trailer ▶ Performance of work performed to date ▶ Total distribution of work time of model ▶ Total distribution of work waiting time Quayside crane yard unloading equipment ▶ Number of loading containers ▶ Number of loading containers ▶ Loading / loading operation time Yard conveying equipment ▶ Number of movements when container is loaded ▶ Number of movements when container is not loaded ▶ Total movement distance of container-loaded vehicle ▶ Total movement distance of container-free vehicle ▶ Movement time Waiting queue ▶ Number of ship / trailer entry / exit queues ▶ Number of ship / trailer departure / export queues ▶ Time allocation when the queue is not empty ▶ Value of waiting queue length ▶ Distribution of waiting queues Document processing point ▶ Import of imported customer service ▶ Number of exported customer service ▶ Allocate time used for customer service Performance by Equipment ▶ Total working time ▶ Down time ▶ Waiting time ▶ Average time per failure (working time / frequency) ▶ Number of TEUs per device (number of boxes) ▶ Working time per container box ▶ Application by equipment ▶ Productivity by equipment: Number of treatment TEUs Performance by Equipment Yards performance ▶ TEU treatment

Kinds Item Performance and Productivity Indicators by Equipment ▶ Utilization by equipment ▶ Productivity by equipment: Treatment TEU water / equipment Productivity Indicators by Ship ▶ Turnaround time by ship ▶ Crane work rate by ship ▶ Overall crane work rate Yard performance indicators ▶ Transmission path efficiency ▶ Block device efficiency ▶ Number of equipment and operation rate by equipment Productivity indicators by berths ▶ Occupation occupancy ▶ Vessel waiting time ▶ Ore efficiency Gate productivity indicators ▶ Average / Maximum Wait Time ▶ Average / Maximum Length of Wait Area Queue Terminal productivity indicator ▶ TEU per wall crane ▶ TEU per GS ▶ TEU per workforce

17 is a view for explaining a scenario configuration method used in the integrated simulation method according to an embodiment of the present invention, Figure 18 shows the details of the scenario configuration.

In more detail, FIG. 18 shows detailed simulation contents performed through the simulation path shown in FIG. 4 according to the integrated simulation method shown in FIG. 17.

According to the present invention, a container terminal planner can test new methods for terminal design and improvement, etc. before investing the time and cost required for the initial construction and renovation of the container terminal, and service efficiency during full operation after construction. There is a number.

It also provides an integrated method for efficiently simulating unloading system operation strategy scenarios based on designs according to multiple container terminal layout plans. can see.

Although the above has been described with reference to the preferred embodiments of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the invention as set forth in the claims below. It will be appreciated.

As described above, the container terminal simulation method according to the present invention is a basic method for efficient simulation, ranging from the sizing of the container terminal to the initial initial container operation plan, transport path plan design and dynamic simulation of the terminal operation strategy By providing a method that can be integrated and performed, it is very useful for developing container terminal model and developing container terminal as a dynamic simulation tool of the model.

In addition, when designing a container terminal, the problem of randomly determining a variable value or a coefficient value used in the terminal characteristics can be solved, and a more objective, low cost, high efficiency container terminal can be presented.

In addition, it is a dedicated tool that can test the evaluation of various conditions such as the change of equipment, responds to the input condition, adjusts the components organically according to the characteristics to be used, and constructs a scenario by dynamic scenario. Can be done.

In addition, during the initial design or maintenance of the container terminal, simulations can be carried out by changing the various organic systems constituting the container terminal, so that future predicted container terminals can be designed, thus delaying ships, trucks, trailers, etc. Time can be specified efficiently, increasing service efficiency for users.

Claims (4)

In the simulation method of a container terminal system that performs the design planning of the container terminal system, and analyzes each subsystem at the same time to output the optimal model when calculating the capacity analysis of the container terminal system using the same, Estimating a terminal size using precondition information, including terminal layout information, terminal common operation information, traffic volume information, and terminal determination information; Designing a transfer path for terminal layout design and dynamic simulation; Establishing a simulation basic model by setting an overall operation plan strategy for dynamic simulation of a terminal; Performing dynamic simulation according to the occurrence of at least one or more events using the constructed simulation basic model, and displaying each simulation execution state and performance; And Optimal container terminal through management of various indicators and comparison with the performance of performing the dynamic simulation and the performance of the simulation model previously performed according to the judgment rules built on the analysis and evaluation knowledge database of the simulation A method for simulation in designing a container terminal, comprising the step of storing a model. The method of claim 1, wherein performing the dynamic simulation and displaying each performance state and performance, Setting simulation reference information including terminal layout design information and terminal operating plan information; Setting at least one simulation model based on the set simulation reference information; Setting a scenario for each set simulation model; Determining an operation plan; Modeling step by unloading system type; Generating traffic volume data according to a predetermined simulation period from the constructed traffic volume database; Generating at least one event; Displaying and controlling the progress of simulation; And Simulation method in the design of the container terminal comprising the step of displaying and analyzing the simulation results. The method of claim 2, wherein the modeling step of each type of loading system is a loading / unloading simulation modeling step, a loading / unloading loading simulation modeling step, and a loading / unloading integrated simulation modeling step. The method of claim 2, wherein the terminal layout design information includes a quay length, a yard length, and a gate size according to the distribution of container traffic.