KR20180076269A - System and method for determining lane traveling directions of container terminal - Google Patents

Abstract

A system for determining lane travel directions of a container terminal and a method thereof are provided. The lane travel direction determination system of a container terminal comprises: a population providing unit for providing a population including a candidate solution for determining a travel direction of each of a plurality of lanes of the container terminal; a travel route determining unit for determining a travel route of the unmanned automated vehicle so as to satisfy the respective travel directions determined by the population providing unit; an evaluation unit for calculating the traffic volume of each lane based on the travel route determined by the travel route determining unit and evaluating the standard deviation of the traffic volume; and a population evolving unit for evolving the population using a genetic algorithm to make the standard deviation evaluated by the evaluating unit smaller.

Description

TECHNICAL FIELD [0001] The present invention relates to a system and method for determining a lane travel direction of a container terminal,

The present invention relates to a system and method for determining a lane travel direction of a container terminal. Specifically, the present invention relates to a system and method for optimizing the running direction of a lane of a container terminal.

Container terminals can be roughly divided into three areas: a quay wall, a cabin, and a hinterland. The quay is a temporary anchorage for the ship, where the container is loaded or unloaded from the vessel. The cradle is a temporary storage place for containers before they are exported or imported. The hinterland is where external trucks carry containers.

In an automated container terminal, an Automated Guided Vehicle (AGV) carries a container between the quay and the cabin. However, the operation of the unmanned automated vehicle can be delayed by traffic congestion. Specifically, in the automated container terminal, a large number of unmanned automated vehicles travel in a limited space, so that work may be delayed due to inter-vehicle interference. This delay can reduce the productivity of the automated container terminal.

Accordingly, there is a need for a method or system that minimizes traffic delays in unmanned automated vehicles by eliminating traffic congestion. Therefore, whenever the unmanned automated vehicle requests the traveling route, a method of determining the traveling route without overlapping with the traveling route of another unmanned automated vehicle that has already been determined can be used. However, this method does not take into consideration the future work situation at all, and thus can not provide an optimum traveling route.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a system for determining a lane travel direction of a container terminal that minimizes a work delay of an unmanned automated vehicle.

Another object of the present invention is to provide a method of determining a lane travel direction of a container terminal that minimizes a work delay of an unmanned automated vehicle.

The technical objects of the present invention are not limited to the technical matters mentioned above, and other technical subjects not mentioned can be clearly understood by those skilled in the art from the following description.

According to an aspect of the present invention, there is provided a system for determining a lane travel direction of a container terminal, the system comprising: a container group including a plurality of lanes of a container terminal, A driving route determining unit that determines a driving route of the unmanned automated vehicle so as to satisfy the respective driving directions determined by the group providing unit and the group providing unit and the driving route determined by the driving route determining unit, An evaluation unit for calculating the traffic volume of each lane and evaluating the standard deviation of the traffic volume and a solution evolution unit for evolving the population so that the standard deviation by the evaluation unit is reduced using the genetic algorithm.

In some embodiments, the candidate solution includes a forward element and a backward element, the forward element determines the running direction of each lane in a forward direction, and the backward element determines the running direction of each lane in a reverse direction.

In some embodiments, the travel path determining unit includes determining a shortest path of the unmanned automated vehicle.

In some embodiments, the unmanned automated vehicle includes a first vehicle and a second vehicle, and the traveling path determining unit includes determining a traveling path so that the first vehicle and the second vehicle do not collide.

In some embodiments, the plurality of lanes include a first lane, and the evaluating unit divides the distance that the unmanned automated vehicle travels in the first lane for a predetermined time by the total distance of the first lane, Lt; / RTI >

In some embodiments, the evaluator includes assuming that the unmanned automated vehicle is traveling at constant speed.

In some embodiments, the evaluating unit calculates the traffic volume of each lane during the first time to provide the first standard deviation, calculates the traffic volume of each lane for the second time after the first time, And providing deviations.

In some embodiments, the solution evolution unit includes evolving the population such that the sum of the first and second standard deviations is reduced.

In some embodiments, the first and second times are between 3 minutes and 7 minutes.

In some embodiments, the solution population evolution includes repeatedly evolving the population of solutions until the standard deviation converges to within a predetermined error range.

According to another aspect of the present invention, there is provided a method for determining a lane travel direction of a container terminal, the method comprising: determining a direction of travel of each of a plurality of lanes of a container terminal, And determines the driving route of the unmanned automated vehicle so as to satisfy the respective driving directions determined according to the candidate solutions and calculates the traffic volume of each lane based on the traveling route to provide the standard deviation of the traffic volume And using genetic algorithms to evolve the population by reducing the standard deviation.

The details of other embodiments are included in the detailed description and drawings.

According to some embodiments of the technical idea of the present invention, at least the following effects are obtained.

The method for determining the lane travel direction of the container terminal according to some embodiments can provide an optimized lane travel direction that efficiently distributes the traffic flow of the unmanned automated vehicle.

In addition, the dockside crane task planning system and method according to some embodiments can provide an optimized lane driving direction that minimizes the work delay time of the unmanned automated vehicle.

The effects according to the present invention are not limited by the contents exemplified above, and more various effects are included in the specification.

1 is a conceptual view showing a container terminal.
Fig. 2 is an enlarged view showing an enlarged view of Fig. 1 (A).
3 is a conceptual diagram showing a plurality of lanes of the container terminal.
4 is a flowchart of a method for determining a lane travel direction of a container terminal according to some embodiments of the technical idea of the present invention.
5 is a diagram for explaining the traveling direction of the lane of the container terminal.
Figure 6 is an exemplary candidate solution for determining the running direction of each of the plurality of lanes of the container terminal.
Fig. 7 is a view showing several lanes of the container terminal in which the running direction is determined according to the candidate solution in Fig. 6; Fig.
Fig. 8 is a view showing a running route of several unmanned automated vehicles satisfying the running direction of several lanes of the container terminal according to the candidate solution of Fig. 6;
Figs. 9 and 10 are diagrams for explaining some embodiments for calculating the calculation of the traffic volume of each lane.
11 is a diagram for explaining some embodiments for providing the standard deviation of the traffic volume of each lane.
12 is a block diagram of a lane travel direction determination system of a container terminal according to some embodiments of the technical idea of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

The terms spatially relative, "below", "beneath", "lower", "above", "upper" Can be used to easily describe the correlation of components with other components. Spatially relative terms should be understood to include terms in different directions in addition to those shown in the drawings. Thus, the components can also be oriented in different directions, so that spatially relative terms can be interpreted according to orientation.

The terminology used herein is for the purpose of illustrating embodiments and is not intended to be limiting of the present invention. In the present specification, the singular form includes plural forms unless otherwise specified in the specification. It is noted that the terms "comprises" and / or "comprising" used in the specification are intended to be inclusive in a manner similar to the components, steps, operations, and / Or additions.

Although the first, second, etc. are used to describe various components, it goes without saying that these components are not limited by these terms. These terms are used only to distinguish one component from another. Therefore, it goes without saying that the first component mentioned below may be the second component within the technical scope of the present invention.

Unless defined otherwise, all terms (including technical and scientific terms) used herein may be used in a sense commonly understood by one of ordinary skill in the art to which this invention belongs. Also, commonly used predefined terms are not ideally or excessively interpreted unless explicitly defined otherwise.

Hereinafter, with reference to Figs. 1 to 11, a method of determining a lane travel direction of a container terminal according to some embodiments of the technical idea of the present invention will be described.

1 is a conceptual view showing a container terminal. Fig. 2 is an enlarged view showing an enlarged view of Fig. 1 (A). 3 is a conceptual diagram showing a plurality of lanes of the container terminal.

Referring to Fig. 1, the container terminal includes a fence 20, a yard 10, and a hatch 30.

The seawall 20 is an area where the ship 40 anchors. The container 12 can be unloaded from the ship 40 by a quay crane (QC). The unloaded container 12 may be transferred to the yard 10 by an Automated Guided Vehicle (AGV). In addition, the container 12 loaded in the yard 10 can be transported to the quay wall 20 by the AGV. The transported container 12 can be shipped to the vessel 40 by a quay crane (QC).

The cradle 10 is an area where the container 12 is temporarily loaded. The container 12 transported by the unmanned automated vehicle AGV to the yard 10 can be loaded on the yard 10 by automated stacking cranes (ASC). The loaded container 12 can be transported to the seawall 20 and then shipped to the ship 40 or transported to the hinterland 30.

As shown, the container 12 can be loaded with a plurality of blocks arranged perpendicular to the direction in which the ship 40 is settled. However, the technical idea of the present invention is not limited thereto, and the container 12 may be loaded into a plurality of blocks arranged in various directions. For example, the container 12 may be loaded with a plurality of blocks horizontally arranged in the direction in which the ship 40 is settled. A plurality of dockside cranes (ASC) can load containers 12 into each block.

The rear hatch 30 is an area connected to the yard 10 and the land side. In the hull 30, an external truck (ET) can be moved. The container 12 of the yard 10 can be transported to the hinterland 30 by an external truck ET. In addition, the outer truck ET can transport the container from the backhaul 30 to the yard 10. That is, the back sheet 30 is an area for transporting the container 12 between the cradle 10 and another place on the side.

Referring to FIG. 2, a container 12 may be stacked on a block within the yard 10. A block may have constant lengths (bays), rows and heights (tiers). Here, the bays mean the distance in the long edge direction of the rectangular parallelepiped container 12, and the rows mean the distance in the short corner direction.

Referring to FIG. 3, the container terminal includes a plurality of lanes. 3 is a top view of the container terminal; The unmanned automated vehicle (AGV) of Fig. 1 can move between each block in which the container 12 is loaded along the lane of the container terminal.

For convenience of illustration, FIG. 3 shows that a plurality of lanes of container terminals are arranged in a lattice form. Specifically, a container terminal includes a first lane (L ₁₎ to the n-lane (L _n) and arranged in a grid.

More specifically, a container terminal may include a first lane (L ₁₎ to the m-th lane (L _m) that are arranged vertically. Also, the container terminal may include (m + 1) -th lane (L _{m + 1} ) to n-th lane (L _n ) arranged laterally. Where m is a natural number greater than 1 and n is a natural number greater than m. For example, as shown, m may be 12, and n may be 35. However, the technical idea of the present invention is not limited thereto, and m and n may be various natural numbers different from each other.

The AGV in FIG. 1 can move between the respective blocks in which the container 12 is loaded along the _first to L- _th lines L _n to L _n . For example, the AGV may move from the lower end to the upper end along the first lane L ₁ and move from the left to the right along the n-th lane L _n .

4 is a flowchart of a method for determining a lane travel direction of a container terminal according to some embodiments of the technical idea of the present invention.

First, referring to FIG. 4, a group of solutions including a plurality of candidate solutions is provided (S10). Each candidate solution can determine the running direction of each of the plurality of lanes of the container terminal.

The running direction of the lane of the container terminal may be determined to be either forward, reverse or bidirectional. For example, in FIG. 3, the direction from the lower end to the upper end and the direction from the left to the right can be defined as a forward direction. Alternatively, the direction from the upper end to the lower end and the direction from the right to the left direction can be defined as a reverse direction. The bidirectional direction can be defined as a traveling direction including both the forward direction and the reverse direction.

Specifically, in Fig. 3, the running direction of the first lane (L ₁ ) to the m-th lane (L _m ) arranged vertically can be defined as a forward direction from the lower end to the upper end. Similarly, the running direction of the (m + 1) -th lane (L _{m + 1} ) to the n-th lane (L _n ) arranged horizontally may be defined as a forward direction from the left to the right.

On the other hand, may be in the 3, the running direction of the first lane (L ₁₎ to the m-th lane (L _m) that are arranged vertically, the direction is defined in the reverse direction toward the bottom from the top. Likewise, the running directions of the (m + 1) -th lane (L _{m + 1} ) to the n-th lane (L _n ) arranged horizontally may be defined as the direction from the right to the left in the reverse direction.

Each candidate solution can be expressed to determine the running direction of each lane of the container terminal. For example, each candidate solution may include an element representing whether to determine an arbitrary lane in a forward direction and an element representing whether to determine the lane in the reverse direction.

Referring to FIG. 5, an exemplary embodiment for representing a candidate solution for determining the driving direction of a lane of a container terminal is shown.

5 is a diagram for explaining the traveling direction of the lane of the container terminal.

To the candidate for determining the driving direction of a lane of a container terminal may include a forward component (F _k) and back element (B _k) for the k-th lane. Here, k is a lane may be any of the lanes of Figure 3 the first lane (L ₁₎ to the n-lane (L _n). That is, k is an arbitrary natural number from 1 to n.

A forward factor (F _k) is the element representing whether the determined k-th lane in the forward direction. The backward component (B _k ) is an element representing whether to determine the k-th lane in the reverse direction.

For example, if the forward element (F _k) is zero and the opposite element (B _k) 0, k the running direction of the lane can be determined in both directions. However, if the forward element (F _k) is 1 and the reverse element (B _k) 0, k the running direction of the lane may be determined in the forward direction. Alternatively, if the forward element (F _k) is zero and one reverse element (B _k), k the running direction of the lane may be determined in the reverse direction. A forward factor (F _k) is 1, and 1 if the reverse element (B _k), as with the forward element (F _k) is zero and in the opposite element (B _k) 0, the running direction of the k lanes in both directions, Can be determined.

6 and 7, there are shown some embodiments for determining the running direction of several lanes of a container terminal according to an exemplary candidate solution.

Figure 6 is an exemplary candidate solution for determining the running direction of each of the plurality of lanes of the container terminal. Fig. 7 is a view showing several lanes of the container terminal in which the running direction is determined according to the candidate solution in Fig. 6; Fig.

Reverse element (B _k) 0, the (i + 1) of the forward element (F _k) 1 and the i lane (L _i) of an exemplary candidate to the i-th lane (L _i), as shown in Figure 6 a forward element of the lane _{(L i + 1) (F} k) 0 to a forward element of the (i + 1) lane reverse element (B _k) 1, a j-lane (L _j) in (L _{i + 1)} (F _k) 1 and a reverse element (B _k) 0, the (forward element (F _k) 1 and the (j + 1) of the j + 1) lane (L _{j + 1)} lane of the j-th lane (L _j) ( (B _k ) 1 of L _{j + 1} .

Accordingly, as shown in Figure 7, the i lane (L _i) may be determined in the forward direction, the (i + 1) lane (L _{i + 1)} can be determined in the reverse direction, the j-th lane (L _j ) May be determined in the forward direction, and the (j + 1) -th lane L _{j + 1} may be determined in both directions.

Referring again to FIG. 4, a driving route of the AGV is determined (S20). Specifically, the traveling route of the unmanned automated vehicle (AGV) is determined so as to satisfy the running direction of each of the plurality of lanes of the container terminal determined according to the candidate solution.

Referring to Fig. 8, there is shown some embodiments for determining the travel path of some unmanned automated vehicles (AGV) to satisfy the running direction of the lane according to the candidate solution of Fig.

Fig. 8 is a view showing a running route of several unmanned automated vehicles satisfying the running direction of several lanes of the container terminal according to the candidate solution of Fig. 6;

In Fig. 8, the first path P1 and the second path P2 are virtual travel paths of several unmanned automated vehicles (AGV). In the container terminal, a plurality of automatic unmanned vehicles (AGV) can run. For example, a plurality of unmanned automated vehicles (AGV) may include a first vehicle and a second vehicle. At this time, the first path P1 may be a virtual traveling path of the first vehicle, and the second path P2 may be a virtual traveling path of the second vehicle.

8, the first path P1 can be determined so that the first vehicle travels in the forward direction along the j-th lane L _j and then travels in the forward direction along the i-th lane L _i , for example, have. According to year candidate of Figure 6, the j-th lane (L _j) is determined in the forward direction is determined by also forward the i lane (L _i), the first path (P1) is the j-th lane (L _j) and the i The traveling direction of the lane L _i can be satisfied.

The second route P2 is determined so that the second vehicle travels in the reverse direction along the (j + 1) -th lane L _{j + 1} and then travels in the reverse direction along the (i + 1) -th lane L _{i + 1} . (J + 1) th lane L _{j + 1} is determined in both directions and the (i + 1) _th lane L _{i + 1} is determined in the reverse direction according to the candidate solution in FIG. 6, ) may satisfy the running direction of the (j + 1) lane (L _{j +1)} and the (i + 1) lane (L _{i + 1).}

In some embodiments, determining the travel path of the unmanned automated vehicle (AGV) may include determining the shortest path of the unmanned automated vehicle (AGV). For example, determining the first path (P1) may include determining a shortest path that connects the starting point and the arrival point of the first vehicle, using the shortest path traversal technique. In this case, however, it is determined that the driving route of the AGV is determined to satisfy the driving direction of the lane according to the candidate solution.

Further, determining the travel route of the AGV may include determining the shortest distance route of each AGV so that a plurality of the AGVs do not collide with each other.

For example, it is possible to determine the first path P1 and the second path P2 so that the first vehicle and the second vehicle do not collide with each other for a predetermined time. As shown in Figure 8, a first time (t1 ~ t2) during the first path (P1) of the first vehicle while traveling in a forward direction along the j-th lane (L _j) along the i-th lane (L _i) It can be determined to travel in the forward direction. While at the same time, the same first time period (t1 ~ t2), the second path (P2) of the second vehicle is in the (j + 1) while traveling in the reverse direction along the lane (L _{j + 1)} the (i + 1) Lane Lt; _{RTI ID = 0.0 & gt} ; ( _{Li + 1} ). _& Lt; / _RTI > Accordingly, the first vehicle and the second vehicle may not collide with each other. That is, determining the driving route of the AGV may include determining the driving route so that the first vehicle and the second vehicle do not collide.

Referring again to FIG. 4, a standard deviation of the traffic volume of the lane of the container terminal is provided (S30). Specifically, the traffic volume of each lane can be calculated based on the traveling route of the AGV, and the standard deviation of the traffic volume can be provided.

Calculating the traffic volume of each lane of the container terminal may include measuring the traffic load on each lane by the AGV for a predetermined amount of time. For example, calculating the traffic volume of each lane can be calculated by dividing the distance that the AGV car travels in the lane for a predetermined time by the total distance of the lane concerned.

Referring to Figs. 9 and 10, on the basis of an exemplary driving route of an AGV satisfying the driving direction of the lane according to the candidate solution of Fig. 6, some embodiments each calculating the traffic volume of each lane Respectively.

Figs. 9 and 10 are diagrams for explaining some embodiments for calculating the calculation of the traffic volume of each lane. For convenience of explanation, Figs. 9 and 10 show only the traveling route of one unmanned automated vehicle (AGV). For example, only the first path P1 of the first vehicle is shown.

As Fig. 9 and shown in Fig. 10, for 1 hour (t1 ~ t2), the first vehicle while traveling in a forward direction along the j-th lane (L _j) to travel in the forward direction along the i-th lane (L _i) . Then, the for 1 hour (t1 ~ t2) a second time (t2 ~ t3) after the first vehicle while traveling in a forward direction along the i-th lane (L _i) the (j + 1) lane (L _{j + 1} ). ≪ / RTI >

Thus, the may be an hour (t1 ~ t2) for the first vehicle distance is a first distance (D1) for driving the first lane j (L _j). The can be an hour (t1 ~ t2) for the first vehicle distance is a second distance (D2) for driving the i-th lane (L _i). The distance traveled by the first vehicle in the i-th lane (L _i ) during the second time (t 2 to t 3) after the first time (t 1 to t 2) may be the third distance (D 3). The distance traveled by the first vehicle on the (j + 1) _th lane L _{j + 1} during the second time period t 2 to t 3 may be the fourth distance D 4.

Here, the total distance of the i-th lane L _i is defined as the total distance of the i-th total distance D _i and the j-th lane L _j as the j total distance D _j , the (j + 1) L _{j + 1} ) is defined as a (j + 1) total distance D _{j + 1} , the traffic volume of each lane for a predetermined time period can be calculated.

That is, the traffic volume of the i-th lane L _i during the first time t 1 to t 2 can be defined as D 2 / D _{i, which} is a value obtained by dividing the second distance D 2 by the i-th total distance D _i . The amount of traffic of the i-th lane L _i during the second time t 2 to t 3 can be defined as D 3 / D _{i which} is a value obtained by dividing the third distance D 3 by the i th total distance D _i . Similarly, the traffic volume of a first time (t1 ~ t2) the j-th lane (L _j) during the step, it is possible to define a first distance (D1) to the value of D1 / D _j, divided by the j-th total distance (D _j) . The traffic amount of the (j + 1) th lane L _{j + 1} during the second time period t 2 to t 3 is calculated by dividing the fourth distance D 4 by the (j + 1) th total distance D _{j + 1} Value D4 / _{Dj + 1} .

Accordingly, it is possible to provide the standard deviation of the traffic volume for a predetermined time.

In some embodiments, an unmanned automated vehicle (AGV) may be assumed to travel at constant speed. Accordingly, it is possible to simplify the calculation of the traffic volume of each lane of the container terminal, thereby increasing the calculation speed.

In some embodiments, the first time (t1 to t2) and the second time (t2 to t3) may be equal to each other, but the technical idea of the present invention is not limited thereto.

In some embodiments, the first time (t1-t2) and the second time (t2-t3) may be between 3 minutes and 7 minutes. If the first time (t1 to t2) and the second time (t2 to t3) are less than three minutes, the time to provide the standard deviation of the traffic volume may be excessively long. If the first time t1 to t2 and the second time t2 to t3 are longer than 7 minutes, the traffic volume of each lane of the container terminal may not be calculated accurately. However, the technical idea of the present invention is not limited to this, and the first time t1 to t2 and the second time t2 to t3 may be variously set according to the size of the container terminal.

Referring to Fig. 11, there is shown an exemplary embodiment that provides a standard deviation of the traffic volume of each lane of the container terminal of Fig.

11 is a diagram for explaining some embodiments for providing the standard deviation of the traffic volume of each lane. For convenience of explanation, FIG. 11 only shows the traffic volume according to FIG. 9 and FIG.

As described above with reference to Figs. 9 and 10, the traffic volume of the i-th lane L _i during the first time t 1 to t 2 may be D 2 / D _i , and during the second time t 2 to t 3 The traffic volume of the i-th lane (L _i ) of the vehicle can be D 2 / D _i . Traffic volume of a first time (t1 ~ t2) the j-th lane (L _j) for the D1 / D _j may be, a second time (t2 ~ t3) the (j + 1) lane (L _{j + 1} for the ) May be D4 / _{Dj + 1} . In the same way, traffic amounts of the first lane (L ₁ ) to the n-th lane (L _n ) for a predetermined time can be respectively defined.

Accordingly, it is possible to provide the standard deviation of the traffic volume for a predetermined time. 11, the standard deviation of the traffic volume of the first lane L ₁ to the n-th lane L _n during the first time t 1 to t ₂ is defined as the first standard deviation σ ₁ , . Similarly, the standard deviation of the second time (t2 ~ t3) the first lane (L ₁₎ to the n-lane (L _n) for the can be provided to the second standard deviation (σ _2).

Referring again to FIG. 4, the group is then evolved by reducing the standard deviation of traffic volume (S40). Specifically, the genetic algorithm can be used to reduce the standard deviation of the traffic volume, thereby evolving the population.

For example, selection, crossover, and mutation can be applied to a plurality of candidate solutions of a sea population to evolve the population by reducing the standard deviation of traffic volume.

As described above with reference to Fig. 11, when each standard deviation is provided for a predetermined time, the sum of standard deviations can be made small so as to evolve the group. For example, for a first time (t1 to t2) and a second time (t2 to t3), the sum of the first standard deviation (? ₁ ) and the second standard deviation (? ₂ ) . That is, the sum of the standard deviations expressed by the following Equation (1) can be reduced to evolve the population.

Here, x is a natural number.

The fact that the standard deviation of the traffic volume is small means that the traffic flow of the AGV is more dispersed. That is, the method of determining the lane travel direction of the container terminal according to some embodiments can provide a lane travel direction that efficiently disperses the traffic flow of the AGV. Accordingly, the work delay time of the AGV can be reduced.

Subsequently, the solution group is repeatedly evolved until the standard deviation of the traffic volume converges (S50). Specifically, if the standard deviation of the traffic volume does not converge, the previous step (S20 to S40) may be repeated to evolve the group again.

In some embodiments, whether or not the standard deviation of the traffic volume converges can be determined by whether the standard deviation converges within a predetermined error range. For example, by comparing the standard deviation of the traffic volume according to the group of the sea before the step of evolving the sea group (S40) and the standard deviation of the traffic volume according to the evolved sea group by the step of evolving the sea group (S40) It can be determined whether or not the deviation converges within a predetermined error range.

However, the technical idea of the present invention is not limited thereto, and it is possible to repeatedly evolve the harmonic group by a predetermined number of iterations.

Subsequently, when the standard deviation of the traffic volume converges, a sea group is derived (S60). In other words, a group of solutions optimized by the genetic algorithm can be derived. Thus, a population of solutions including a candidate solution that minimizes the standard deviation of traffic volume can be derived.

That is, the method for determining the lane travel direction of the container terminal according to some embodiments can provide an optimized lane travel direction that efficiently distributes the traffic flow of the AGV. Accordingly, the work delay time of the AGV can be minimized.

Hereinafter, with reference to Figs. 1 to 3 and 12, a lane travel direction determination system of a container terminal according to some embodiments of the technical idea of the present invention will be described.

12 is a block diagram of a lane travel direction determination system of a container terminal according to some embodiments of the technical idea of the present invention.

Referring to FIG. 12, the lane travel direction determination system 100 includes a solution provider 110, a travel route determination unit 120, an evaluation unit 130, and a solution community evolution unit 140.

The solution provider 110 may provide a solution group including a plurality of candidate solutions. Each candidate solution can determine the running direction of each of the plurality of lanes of the container terminal.

The traveling path determining unit 120 can determine the traveling path of the AGV. Specifically, the travel route determining unit 120 determines whether or not the running of the unmanned automated vehicle (AGV) so as to satisfy the running directions of each of the plurality of lanes of the container terminal determined according to the candidate solution by the sea collective supply unit 110 The path can be determined.

The evaluation unit 130 can evaluate the standard deviation of the traffic volume of each lane. Specifically, the evaluating unit 130 can calculate the traffic volume of each lane based on the travel route by the travel route determining unit 120, and evaluate the standard deviation of the traffic volume.

The year collective evolution unit 140 can evolve the sea population. Specifically, the solution group evolutionary unit 140 can evolve the population by reducing the standard deviation of the traffic volume by the evaluation unit 130 using the genetic algorithm.

In addition, the solution group evolutionary unit 140 may repeatedly evolve the solution group so that the standard deviation of the traffic volume by the evaluation unit 130 is minimized. For example, if the standard deviation of the traffic volume does not converge within a predetermined error range, the solution group evolution unit 140 may provide the evolutionary solution group to the solution group providing unit 110. [

Accordingly, the solution season evolution unit 140 can provide an optimized lane travel direction of the container terminal.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is to be understood that the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

10: cabinet 12: container
20: Seal 30: Hinterland
40: Vessel ASC: Vessel crane
AGV: unmanned automated vehicle QC: quay crane
L ₁ to L _n : lane F _k : forward element
B _k : Reverse element P1, P2: Path
D1, D2, D3, D4: Distance D _i , D _j , D _{j +1} : Total distance
σ: standard deviation

Claims (11)

A solution provider for providing a solution group including candidate solutions for determining a running direction of each of a plurality of lanes of the container terminal;
A traveling route determining unit that determines a traveling route of the unmanned automated vehicle so as to satisfy each of the traveling directions determined by the group providing unit;
An evaluation unit for calculating a traffic volume of each of the lanes based on the travel route determined by the travel route determination unit and evaluating a standard deviation of the traffic volume; And
And a solution evolving unit for evolving the set of solutions such that the standard deviation by the evaluating unit is reduced using a genetic algorithm. The method according to claim 1,
Wherein the candidate solution comprises a forward element and a backward element,
Wherein said forward direction element determines said running direction of each said lane forward,
Wherein the reverse direction element determines the running direction of each of the lanes in a reverse direction. The method according to claim 1,
Wherein the travel route determining unit determines the shortest distance route of the unmanned automated vehicle. The method of claim 3,
Wherein the unmanned automated vehicle includes a first vehicle and a second vehicle,
Wherein the travel route determining unit determines the travel route so that the first vehicle and the second vehicle do not collide with each other. The method according to claim 1,
The plurality of lanes include a first lane,
Wherein the evaluating unit calculates the traffic volume of the first lane by dividing the distance that the automated unmanned automatic vehicle travels in the first lane by the total distance of the first lane for a predetermined period of time, Decision system. The method according to claim 1,
Wherein the evaluating section includes an assumption that the unmanned automated vehicle travels at a constant speed. The method according to claim 1,
Wherein the evaluating unit calculates a traffic volume of each of the lanes for a first time to provide a first standard deviation, calculates a traffic volume of each of the lanes for a second time after the first time, The lane travel direction determination system comprising: 8. The method of claim 7,
Wherein the solution evolving unit includes evolving the solution population so that the sum of the first standard deviation and the second standard deviation becomes smaller. 8. The method of claim 7,
Wherein the first time and the second time are 3 minutes to 7 minutes. The method according to claim 1,
Wherein the solution evolving unit includes evolving the solution group repeatedly until the standard deviation converges to within a predetermined error range. Providing a group of solutions including candidate solutions for determining the running directions of each of a plurality of lanes of the container terminal,
Determining a running path of the unmanned automated vehicle so as to satisfy the respective running directions determined according to the candidate solution,
Calculating a traffic volume of each of the lanes based on the traveling route, providing a standard deviation of the traffic volume,
And using the genetic algorithm to evolve the population of solutions to reduce the standard deviation.

Images