Loading plan creation device of ship, loading plan creation method of ship, and program

Abstract

To create a cargo loading plan of a ship that the number of fixing members is optimized.SOLUTION: A loading plan creation device of a ship includes: a cargo information acquisition part for acquiring cargo information including sizes of multiple cargoes to be loaded and lane information as information on multiple lanes extending in an area where the cargoes are placed in the ship; a constraint condition acquisition part for acquiring a constraint condition when the cargoes are placed in the lane; and an optimization calculation execution part for performing the optimization calculation that the number of fixing members for fixing the cargoes in the ship is optimized to satisfy the constraint condition based on information on the size of the cargo, and setting the lane where the cargoes are placed and a position on the lane for each cargo when a result of the optimization calculation is optimized.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a ship stowage plan creation device, a ship stowage plan creation method, and a program. [Background technology]

[0002] For ships carrying cargo, it is important to load the maximum amount of cargo while ensuring safe operation. Patent Document 1 describes a method for estimating the actual wave moment acting on a ship from the sea conditions expected on the route, and creating a cargo stowage plan based on the predicted value of the actual wave moment. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6742549 Summary of the Invention [Problem to be solved by the invention]

[0004] When loading cargo onto a ship, after placing the cargo in a designated position, lashing work is performed to secure the cargo to the ship with securing members such as cables to prevent the cargo from shifting. However, if too few securing members are used for lashing work, the cargo may shift, and if too many securing members are used, unnecessary labor may be required. The stowage planning method described in Patent Document 1 predicts actual wave moments from information on sea conditions and information on the ship's structure, and can plan the ship's cargo load from these predicted values, but does not take into account the number of securing members to be used. Therefore, there is a need to appropriately determine the number of securing members.

[0005] The present disclosure has been made in consideration of the above, and aims to provide a ship stowage plan creation device, a ship stowage plan creation method, and a program that are capable of appropriately setting the number of fixing members. [Means for solving the problem]

[0006] The ship stowage plan creation device according to the present disclosure is characterized by including a cargo information acquisition unit that acquires cargo information including information on the sizes of multiple cargo items to be stowed and lane information, which is information on multiple lanes extending in the area on the ship where the cargo items are to be placed; a constraint condition acquisition unit that acquires constraint conditions when placing the cargo items in the lanes; and an optimization calculation execution unit that performs an optimization calculation to optimize the number of fastening members for securing the cargo items on the ship based on the cargo size information so as to satisfy the constraint conditions, and sets the lane to be placed and the position on the lane for each item of cargo item when the result of the optimization calculation is optimal.

[0007] The method for creating a stowage plan for a ship according to the present disclosure is characterized by including the steps of acquiring cargo information including information on the sizes of multiple cargo items to be stowed and lane information, which is information on multiple lanes extending in the area on the ship where the cargo items are to be placed; acquiring constraints for placing the cargo items on the lanes; and performing an optimization calculation based on the cargo size information to optimize the number of fastening members for securing the cargo items on the ship so as to satisfy the constraints, and setting the lane to be placed and the position on the lane for each item of cargo when the result of the optimization calculation is optimal.

[0008] The program disclosed herein is characterized in that it causes a computer to execute the steps of acquiring cargo information including information on the sizes of multiple cargoes to be loaded and lane information, which is information on multiple lanes extending in the area on the ship where the cargoes are to be placed; acquiring constraints for placing the cargoes on the lanes; and performing an optimization calculation based on the cargo size information to optimize the number of fixing members for fixing the cargoes on the ship so as to satisfy the constraints, and setting the lane to be placed and the position on the lane for each of the cargoes when the result of the optimization calculation is optimal. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to provide a ship stowage plan creation device, a ship stowage plan creation method, and a program that create a cargo stowage plan in which an appropriate number of fastening members for cargo lashing are set while satisfying constraints specific to the ship structure and the cargo. [Brief explanation of the drawings]

[0010] [Figure 1] Figure 1 is a schematic diagram of cargo. [Figure 2] FIG. 2 is a schematic plan view of a cargo hold of a ship. [Figure 3] FIG. 3 is a cross-sectional view taken along line AA' in FIG. [Figure 4] FIG. 4 is a schematic block diagram of the stowage plan creation device according to the first embodiment. [Figure 5] FIG. 5 is a flowchart of creating a stowage plan according to the first embodiment. [Figure 6] FIG. 6 is a flowchart showing the process of creating a stowage plan and executing rescheduling according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of a stowage plan creation device according to the present disclosure will be described in detail with reference to the drawings. However, the present disclosure is not limited to this embodiment.

[0012] (First embodiment) The stowage plan creation system 100 according to this embodiment is a system for setting the placement positions of cargo C on a ship SH. First, the cargo C and the ship SH will be described.

[0013] (cargo) 1 is a schematic diagram of cargo in this embodiment. Cargo C is an object to be transported by a ship SH, and is cargo for which a placement position is set by the stowage plan creation system 100. In this embodiment, the cargo C is a container in which cargo is stored, but is not limited to being a container and may be in any form.

[0014] Each cargo C is assigned a type that affects the stowage plan. Specifically, as shown in Figure 1, cargo C is assigned either a general cargo CN or a special cargo CS. General cargo CN is general cargo that can be placed in any cargo placement location (mesh M, described below) on the ship SH. Special cargo CS is special cargo that is limited in the mesh M in which it can be placed. Special cargo CS may be further classified into multiple types with different mesh Ms in which it can be placed. Examples of types of special cargo CS include power supply cargo CS1, urgent designated cargo CS2, livestock and horse cargo CS3, seafood cargo CS4, tall or manned cargo CS5, wide cargo CS6, mid-shipment cargo CS7, and delayed arrival cargo CS8. Power supply cargo CS1 is cargo that requires power supply from the ship or a generator installed on the ship, such as a refrigerated or frozen container. Urgent designated cargo CS2 is cargo that needs to be unloaded from the ship promptly. Cattle and horse cargo CS3 is cargo carrying animals such as cattle and horses that has a specific location assigned to it. Marine product cargo CS4 is cargo carrying animals such as aquatic creatures that has a specific location assigned to it. Tall or manned cargo CS5 is cargo that needs to be placed in a high-ceilinged location, and includes manned cargo. Wide cargo CS6 is cargo that needs to be placed across adjacent meshes M. En route disembarkation cargo CS7 is cargo that a ship has multiple destinations and needs to call at other destinations and be unloaded from the ship on its way to its final destination. Late arriving cargo CS8 is cargo that is known to be arriving late when the stowage plan is created.

[0015] In the above explanation, whether special cargo CS can be placed or not is set for each mesh M, but this is not limited to this, and whether it can be placed or not may also be set for each lane L0 described below.

[0016] (ship) FIG. 2 is a schematic plan view of a cargo hold of a ship. FIG. 3 is a cross-sectional view taken along the line A-A' in FIG. 2. In the following, the axis extending from the ideal center of gravity G0 of the ship SH toward the bow (in the example of FIG. 2, the apex of the curve in the outline of the ship SH) is defined as axis Ax1, the axis perpendicular to axis Ax1 and parallel to the width direction of the ship from the ideal center of gravity G0 is defined as axis Ax2, and the axis perpendicular to axis Ax1 and axis Ax2 is defined as axis Ax3. The directions parallel to axis Ax1, axis Ax2, and axis Ax3 are defined as direction Dx, direction Dy, and direction Dz, respectively. The ideal center of gravity G0 is the position of the center of gravity of the ship SH when, for example, no cargo C is loaded, and the position of the ideal center of gravity G0 is set in advance, for example, from design information of the ship SH.

[0017] As shown in Figures 2 and 3, the ship SH has multiple lanes L0, which are areas in which cargo C is placed in the cargo hold. To explain in more detail, the ship SH in this embodiment has multiple lanes L0 extending from a first end (the stern in this embodiment) of the ship SH to a second end (the bow in this embodiment). Here, the stern refers to the end opposite the bow in the direction Dx. However, the first end and the second end are not limited to the stern and the bow, and the first end may be the bow and the second end may be the stern. Furthermore, the direction in which the lane L0 extends may be arbitrary, and the lane L0 may extend from the port side to the starboard side, in which case one of the starboard side and the port side will be the first end and the other will be the second end.

[0018] The lanes L0 are classified into either general lanes LN or special lanes LS. General lanes LN are lanes on which general cargo CN and special cargo CS other than wide cargo CS6 can be placed. In other words, wide cargo CS6 can only be placed across multiple special lanes LS. The ship SH according to this embodiment shown in FIG. 2 has five lanes L0, from the first lane L1 to the fifth lane L5, arranged from port to starboard. The first lane L1, the fourth lane L4, and the fifth lane L5 are general lanes LN, and the second lane L2 and the third lane L3 are special lanes LS. As shown in FIG. 2, the wide cargo CS6 is placed across the second lane L2 and the third lane L3. Although the number of lanes L0 in this embodiment is five, this is not limited to five, and the number of lanes L0 may be set arbitrarily.

[0019] (mesh) As described above, lane L0 is an area in which cargo C is placed. Each lane L0 is divided into a predetermined number of areas according to the length from the first end to the second end of each lane, and each divided area is called a mesh M. The method of dividing the lanes L0 may be arbitrary, and in this embodiment, each lane L0 is divided into meshes M every 1 m according to the length from the first end, which is the end on the stern side, to the second end, which is the end on the bow side. In other words, each lane L0 is divided into meshes M every 1 m along the direction Dx. Here, mesh M is the smallest unit of location in which cargo C is placed. In other words, mesh M is an area in which cargo C is placed within ship SH. One cargo C can be placed in one mesh M.

[0020] Each mesh M is set with a type indicating the cargo C that can be placed therein. Mesh M is set to either a general mesh MN or a special mesh MS. General mesh MN is a mesh where general cargo CN and some special cargo CS can be placed. Urgent designated cargo CS2, mid-shipment cargo CS7, wide cargo CS6, and delayed cargo CS8 are special cargo CS that can be placed in general mesh MN. As shown in Figure 2, mid-shipment cargo CS7 is placed in mesh M of the general mesh MN, which is closer to the stern than the cargo that will disembark at the final destination. Urgent designated cargo CS2 is placed in mesh M, next to the mid-shipment cargo CS7. Delayed cargo CS8 is placed in mesh M, next to the urgent designated cargo CS2. As mentioned above, wide cargo CS6 straddles the second lane L2 and the third lane L3, which are special lanes LS, and is placed in a mesh closer to the bow than the delayed cargo CS8. In this embodiment, in the third lane L3, which is the third from the port side, cargo for disembarking en route CS7, urgent designated cargo CS2, delayed arriving cargo CS8, and part of wide cargo CS6 are placed from the stern, but this is not limited to this and these cargoes may be placed in any lane L0.

[0021] The special mesh MS is a mesh in which special cargo CS can be placed. General cargo CN may also be placed in the special mesh MS. The special mesh MS may be further classified into multiple types in which different special cargo CS can be placed. Examples of the types of special mesh MS include power cargo mesh MS1, tall or manned cargo mesh MS2, cattle and horse cargo mesh MS3, and seafood cargo mesh MS4. The power cargo mesh MS1 is, for example, an area with a nearby power source PW, in which power cargo CS1 can be placed. The tall or manned cargo mesh MS2 is, for example, an area with a high ceiling, in which tall or manned cargo CS5 can be placed. The cattle and horse cargo mesh MS3 is, for example, a specific area with a high ceiling and located on the port side, in which cattle and horse cargo CS3 can be placed. The seafood cargo mesh MS4 is, for example, a specific area with a high ceiling and located on the starboard side, in which seafood cargo CS4 can be placed. 2 and 3, the cargo holds include an upper cargo hold UA and a lower cargo hold LA, with a general mesh LN and a power cargo mesh MS1 set in the upper cargo hold UA, and a high-profile or manned cargo mesh MS2, a cattle or horse cargo mesh MS3, and a marine product cargo mesh MS4 set in the lower cargo hold LA. However, the layout of the cargo holds and meshes M in the ship SH may be arbitrary and is not limited to the examples in Figures 2 and 3. In other words, the layout and number of meshes M in the cargo holds, and the positions of the general meshes MN and special meshes MS, etc. are set appropriately for each ship SH.

[0022] In the above description, a type of cargo C that can be placed is set for each mesh M. However, this is not limited to this, and a type of cargo C that can be placed for each lane L0 may also be set. In other words, in this case, each lane L0 is set as either a general lane LN or a special lane LS. The general lane LN is the same as the general mesh MN except that it has been changed from a mesh to a lane, and the special lane LS is the same as the special mesh MS except that it has been changed from a mesh to a lane L0. Furthermore, like the special mesh MS, the special lane LS may be classified into multiple types of special cargo CS that can be placed, each with different types, such as a lane corresponding to the power cargo mesh MS1, a lane corresponding to the high-back or manned cargo mesh MS2, a lane corresponding to the cattle or horse cargo mesh MS3, and a lane corresponding to the seafood cargo mesh MS4.

[0023] (Loading plan creation device) The stowage plan creation device 100 according to this embodiment plans the position (which lane L0 and which position) of the cargo C to be stowed on the ship SH. Once the cargo C is placed at the placement position, it is secured to the ship SH by a securing member. The securing member may be any member, for example, a cable used in lashing work. The stowage plan creation device 100 executes an optimization calculation to optimize the number of securing members used to secure the cargo C, and plans the position on the ship SH of each of the multiple cargoes C to be stowed. In other words, the stowage plan creation device 100 determines the position at which each cargo C will be placed so as to optimize the number of securing members. The stowage plan creation device 100 will be described in detail below.

[0024] Fig. 4 is a schematic block diagram of a stowage plan creation device 100 according to this embodiment. The stowage plan creation device 100 according to this embodiment is, for example, a computer, and as shown in Fig. 4, has an input unit 110, an output unit 120, a storage unit 130, and a control unit 140. The input unit 110 is a device that accepts user operations and may be, for example, a mouse, a keyboard, or a touch panel. The output unit 120 is a device that outputs information and may be, for example, a display that displays images.

[0025] The storage unit 130 is a memory that stores the calculation contents of the control unit 140, programs, and various information input by the user of the stowage plan creation device 100 from the input unit 110, and includes, for example, at least one of a main storage device such as a RAM (Random Access Memory) or a ROM (Read Only Memory), and an external storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive). The program for the control unit 140 saved in the storage unit 130 may be stored in a recording medium that can be read by the stowage plan creation device 100.

[0026] The control unit 140 is a calculation device and includes a calculation circuit such as a CPU (Central Processing Unit). The control unit 140 includes a freight information acquisition unit 141, a constraint condition acquisition unit 142, an optimization calculation execution unit 143, and an output control unit 144. The control unit 140 reads and executes a program (software) from the storage unit 130, thereby realizing the freight information acquisition unit 141, the constraint condition acquisition unit 142, the optimization calculation execution unit 143, and the output control unit 144 and executing these processes. The control unit 140 may execute these processes using a single CPU, or may be equipped with multiple CPUs and execute the processes using the multiple CPUs. Furthermore, at least a portion of the freight information acquisition unit 141, the constraint condition acquisition unit 142, the optimization calculation execution unit 143, and the output control unit 144 may be implemented by hardware.

[0027] (Processing by loading plan creation device) The processing contents of the stowage plan creation device 100 will be explained below.

[0028] (Get cargo and lane information) The cargo information acquisition unit 141 acquires cargo information, which is information about cargo C to be loaded, and lane information, which is information about the lane L0 on the ship SH on which the cargo is to be loaded. The cargo information includes information about the size, type, and weight of each cargo C to be loaded. The lane information includes the number of lanes set on the ship SH, the length from the first end to the second end of each lane L0, position information of the special mesh MS for each lane L0 on the ship SH, and position information of the ideal center of gravity G0 of the ship SH before cargo is loaded. Any method may be used to obtain the cargo information. For example, order information for the cargo C to be transported may be set in advance, and the order information may include cargo information. The cargo information acquisition unit 141 may acquire the order information from an external server or the like via a communication unit (not shown). Similarly, any method may be used to obtain the lane information. For example, ship information, which is information indicating the ship SH to be transported, may be set in advance, and the ship information may include lane information for the ship SH. The cargo information acquisition unit 141 may acquire the ship information from an external server or the like via a communication unit (not shown). Furthermore, the cargo information and lane information may be stored in advance in the storage unit 130, or may be input by the user via the input unit 110. The cargo information and lane information acquired by the cargo information acquisition unit 141 are stored in the storage unit 130.

[0029] (Get constraints) The constraint condition acquisition unit 142 acquires constraint conditions to be used in the optimization calculation. The constraint conditions are constraint conditions that must be observed when placing cargo C in a mesh M. In this embodiment, the constraint condition acquisition unit 142 acquires the following constraint conditions: a first constraint condition that restricts placing two or more cargo C in one mesh M; a second constraint condition that restricts placing cargo C closer to the first end of the lane L0; a third constraint condition that restricts placing cargo with a higher discharge priority closer to the first end of the lane L0; and a fourth constraint condition that restricts placing predetermined special cargo CS among the cargo C in a predetermined special mesh MS. Furthermore, the constraint condition acquisition unit 142 preferably also acquires, as constraint conditions, a fifth constraint condition that restricts keeping the number of lanes in which manned cargo is placed as small as possible, and a sixth constraint condition that restricts the amount of deviation between the center of gravity of the ship SH after loading cargo C and the ideal center of gravity G0 to fall within a predetermined range. The constraint condition acquisition unit 142 may set the constraint conditions using any method. For example, the constraint conditions may be set in advance and acquired from an external server or read from the storage unit 130.

[0030] However, it is not limited to setting all of the first to fourth constraint conditions as constraint conditions. The constraint condition acquisition unit 142 may set at least one of the first constraint condition, the second constraint condition, the third constraint condition, and the fourth constraint condition as a constraint condition, and it is preferable to set at least the first constraint condition as a constraint condition.

[0031] In this embodiment, the constraint condition acquisition unit 142 sets the constraint conditions as linear inequalities. The constants and variables included in the constraint conditions in this embodiment will be described below.

[0032] (constant) The constants set in the optimization calculation include a constant related to cargo handling in general, a constant related to special cargo, and a constant related to the priority of cargo unloading. The constants are set based on the cargo information and lane information acquired by the cargo information acquisition unit 141. More specifically, the constants related to cargo handling in general include CWc (integer) indicating the weight of the cargo, CLc (integer) indicating the length of the cargo, Cc indicating the set of cargo C to be loaded onto the ferry, L indicating the set of lanes L0, Li (integer) indicating the length of the ith lane L0, q (integer) indicating the number of lanes in the upper cargo hold UA, and turn (integer) indicating the number of meshes M where the turntable of the ith lane L0 is located. i (an integer) is set. In the constants related to general cargo handling, i (i = 1...m; m is the number of lanes L0 on the ship SH) is the identifier of the lane L0 on the ship SH. Here, a turntable is a device that can change the orientation of the cargo C. When unloading the cargo C, the orientation of the cargo C can be changed on the ship SH, allowing unloading work to be carried out efficiently. In this embodiment, the ship SH has a turntable in the area on the stern side of a specified lane L0. Furthermore, in this embodiment, the i-th lane L0 is defined as the i-th lane L0 counting from the port end of the ship SH. Note that the method of defining the i-th lane L0 may be arbitrary, and for example, the i-th lane L0 may be defined as the i-th lane L0 counting from the starboard end of the ship SH.

[0033] In addition, as a constant for special cargo, specifically, C cr and C, which indicates a collection of urgently designated cargo CS2. cu and C, which indicates the set of cattle and horse cargo CS3. cch and C, which indicates the set of seafood cargo CS4. csf and C, which indicates a collection of tall or manned cargo CS5. cd and C, which indicates a collection of wide cargo CS6. cw and C, which shows the collection of cargo CS7 disembarking midway. cm and C, which indicates the set of late-arriving cargo CS8. del and LC, which indicates a set of lanes L0 that are wide enough that wide cargo CS6 can be placed only on that lane L0. cwand LC, which indicates a set of lanes L0 where the power supply cargo CS1 can be placed. cr and LC, which indicates the set of lanes L0 where cattle and horse cargo CS3 can be placed. cch and LC, which indicates the set of lanes L0 where seafood cargo CS4 can be placed. csf and LC, which indicates a set of lanes L0 in the lower cargo hold LA where tall or manned cargo CS5 etc. can be placed. cd and L, which indicates a set of lanes at the starboard or port end. end Set the following.

[0034] In addition, the constant for the priority order of cargo delivery is C, which indicates a set of small manned trucks. cps and C, which indicates a group of large manned trucks. cpl and C, which indicates a set of unmanned trucks. cpe and C, which indicates a collection of unmanned cargo. ce and C, which indicates a collection of special vehicles. csv and P k The constant k (k=1...l; l is the number of cargoes C) related to the carry-out priority is an identifier of the carry-out priority of the cargoes C.

[0035] (variable) The variables set in the optimization calculation are as follows:

[0036] variable x i,j,c is an index showing the relationship between the lane L0, the position in the lane L0, and the cargo C placed at that position. i,j,c In the above, i (i=1...m; m is the number of lanes L0 of the ship SH) is the identifier of the lane L0 of the ship SH, j (j=1...n; n is the number of cargoes to be placed in each lane L0) is the identifier of the cargo C to be placed in the lane L0, and C (C=1...l; l is the number of cargoes C to be transported) is the identifier of the cargo C to be loaded. That is, the variable x i,j,cis set to express, as a 0-1 variable, whether or not to place cargo C for each combination of lane L0, the arrangement order of cargo C in each lane L0, and each cargo C. Specifically, when placing a certain cargo C in the jth position of the i-th lane L0, x i,j,c = 1, and if cargo C is not placed, x i,j,c = 0. In other words, all lanes L0 are numbered from 1 to m, and all cargoes C placed on the lane L0 are numbered from 1 to n (placement order), and cargoes C are numbered from 1 to l. For each combination of the numbered lane L0, the placement order in lane L0, and cargo C, the variable x i,j,c By determining this, it is possible to determine which lane L0 and in which position all cargo C will be placed. In this embodiment, when cargo C is the jth cargo, it is defined as the jth cargo C counting from the stern end of lane L0. The jth cargo C may be defined in any way, and for example, the jth cargo C may be defined as the jth cargo C counting from the bow end of lane L0.

[0037] variable t i,j is a variable that represents the length of cargo C to be placed in the jth lane L0 of the i-th lane. i,j is the variable x i,j,c and the length of the cargo, CL, which is a constant c is a variable expressed as an integer determined by

[0038] Variable s i,j is a variable that represents the front-rear leading position of the cargo C to be placed jth in the i-th lane L0. In this embodiment, it is a variable that represents the front leading position of the cargo C to be placed jth in the i-th lane L0 in the direction Dx, using a real number.

[0039] variable z c is a variable that represents the front position in the forward and backward directions of the cargo C. In this embodiment, it is a variable that represents the front position of the cargo C in the direction Dx by a real number.

[0040] Variable mc iis an indicator of whether each lane L0 is a lane L0 where manned cargo is placed. That is, the variable mc i is set to express whether or not manned cargo is placed on lane L0 for each lane L0 and the combination of manned cargo placed on that lane L0 as a 0-1 variable. Specifically, when manned cargo is placed on the ith lane L0, mc i = 1, and if no manned cargo is placed in the i-th lane L0, mc i =0.

[0041] Variable t_p i is a variable that expresses, as an integer, the penalty value when cargo C is placed in the mesh M where the turntable of the i-th lane L0 is located. To explain in more detail, it is possible to place cargo C in the mesh M where the turntable is located, but the turntable cannot be operated unless all cargo C placed in the mesh M where the turntable is located has been completely unloaded. In other words, by minimizing the number of cargo C placed in the mesh M where the turntable is located, the time during which the turntable cannot be operated can be shortened. For this reason, in this embodiment, the variable t_p is used that expresses, as an integer, the penalty value when cargo C is placed in the mesh M where the turntable of the i-th lane L0 is located. i is set.

[0042] Variable C cu_p is a variable that represents the maximum number of rush cargoes CS2 that can be placed in each lane L0 as an integer.

[0043] Variable m_p i is a variable that represents the penalty value when cargo C is placed beyond the length of the i-th lane L0 as an integer. iis a variable that represents the amount of cargo C that protrudes beyond the length of the ith lane L0, expressed as the number of meshes M. Specifically, in this embodiment, the meshes M are regions obtained by dividing the lane L0 into 1 m regions along the direction Dx, so if cargo C is placed protruding 1.8 m from the lane L0, for example, the penalty value is 2, which is the number of meshes M in which cargo of 1.8 m, the same as the protrusion amount, can be placed.

[0044] (constraints) The constraint condition acquisition unit 142 in this embodiment acquires the following constraint conditions: constraint conditions related to cargo handling in general; constraint conditions related to the number of cargoes that can be placed, their locations, and carry-out priority; constraint conditions related to cargo placement using two lanes L0; constraint conditions related to the lane L0 where manned cargo is placed; constraint conditions related to special cargo CS; and constraint conditions related to hull balance. First, the constraint conditions related to cargo handling in general will be explained. The constraint conditions related to cargo handling in general are, for example, those shown in the following equations (1) to (3). However, the constraint conditions shown below are merely examples, and the constraint conditions are not limited to these.

[0045]

number

number

[0046] Equation (1) and equation (2) are constraints corresponding to the first constraint, which restricts the placement of two or more cargoes C in one mesh M. Equation (1) means that all cargoes C must be placed in one of the meshes M. Equation (2) means that when placing cargo C in the i-th lane L0, one or less cargoes must be placed in the j-th lane counting from the stern.

[0047]

number

[0048] Equation (3) is a constraint corresponding to the second constraint, which restricts cargo C to be placed as close as possible from the first end of lane L0. Equation (3) means that when cargo C is placed in the nth lane of a certain lane L0, cargo C must also be placed in the n-1th lane.

[0049] Next, we will explain the constraints on the number of cargoes that can be placed, their locations, and their carry-out priority.The constraints on the number of cargoes that can be placed, their locations, and their carry-out priority are, for example, as shown in the following equations (4) to (9).

[0050]

number

number

number

number

number

[0051] Equations (4) to (8) are constraints on the number of cargoes that can be placed and the cargo positions. Equation (4) is based on the variable t i,j means that only the length of cargo C to be placed in the jth position of the i-th lane L0 is added. Equation (5) is expressed as the variable s i,j 0 to constant turn i This means that the above is true. Equation (6) is a function of the variable s i,jmeans that it must be after the position of mesh M where (the leading position of cargo C to be placed j-1th + the length of that cargo C). In equation (6), α is a constant that takes into account the space between cargo C, and for example, if the distance between cargo C is 1m, α = 1. Equation (7) means that (the leading position of cargo C to be placed nth (the bowmost of lane L0) + the length of that cargo C) is the length of lane L0 + variable m_p i This means that the load must not exceed the limit. c is a variable s that indicates the leading position of cargo C to be placed in the jth lane of the i-th lane L0. i,j This means that it is necessary to calculate it from the above formula. In addition, M in formula (8) is a sufficiently large constant integer value, and in this embodiment, M is set to the value of the maximum length of the ship lane. The constraints in formula (8) link the relationship between cargo C and its placement position.

[0052]

number

[0053] Equation (9) is a constraint condition corresponding to the third constraint condition, which restricts cargo with a higher carry-out priority to be placed closer to the first end of lane L0. Equation (9) means that when cargo C with a carry-out priority k is placed in the jth position, the carry-out priority of cargo C' to be placed in the j+1th position must be equal to or higher than the carry-out priority k of cargo C.

[0054] Next, the constraints regarding the constraints regarding the cargo placement using two lanes L0 will be explained. The constraints regarding the cargo placement using two lanes L0 are, for example, as shown in the following equations (10) and (11).

[0055]

number

number

[0056] Equation (10) considers wide cargo CS6 that needs to be placed across two lanes L0 as two cargoes C, and if the cargo to be placed in the i-th lane L0 is C1 and the cargo to be placed in the i+1-th lane L0 is C2, then C1 must be placed in the j-th position, counting from the stern, among the cargo C to be placed in the i-th lane L0, and C2 must be placed in the j-th position, counting from the stern, among the cargo to be placed in the i+1-th lane. Note that equation (10) is premised on the fact that the lane L0 on which wide cargo CS6 is placed is set in advance as a special lane LS. The first part of equation (11) defines the variable s, which represents the leading position in the fore-aft direction of the cargo C to be placed in the j-th position in the i-th lane L0, when placing wide cargo CS6. i,j and a variable s representing the front-rear direction leading position of cargo C to be placed jth in lane L0 (i+1). i,j+1 means that they must match, and the latter part of equation (11) means that if C1 is not placed in the jth position, the variable s i,j and the variable s i,j+1 This means that the difference between these two is kept within δ. ε in equation (11) is a constant that indicates the error between the leading positions of adjacent vehicles. In this embodiment, it is set to 0.01. δ in equation (11) is a sufficiently large constant integer value, and in this embodiment, it is set to the maximum number of cargoes that can be placed on lane L0.

[0057] Next, the constraints on the lane L0 where the manned cargo is placed will be described. The constraints on the lane L0 where the manned cargo is placed are, for example, as shown in the following formulas (12) to (14).

[0058]

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number

number

[0059] Equations (12) to (14) are constraints corresponding to the fifth constraint, which restricts the number of lanes in which manned cargo is placed to be as small as possible. Equation (12) shows that when manned cargo is placed in the i-th lane L0, the variable mc i This means that the value of mc is 1. If the lane L0 adjacent to the lane L0 on the starboard side of the lane L0 that includes the impossible-to-place area is the nth lane L0, then if there is no unmanned wide cargo in this nth lane L0, the variable mc i = 1. Equation (14) means that when unmanned wide cargo exists, if the lane L0 including the impossible placement area is the m-th lane L0, only unmanned cargo can be placed on the bow side of this m-th lane L0. Note that the scope of application of equation (14) is the bow side of the lane L0 including the impossible placement area.

[0060] Next, the constraints on special cargo CS will be explained. The constraints on special cargo CS are, for example, as shown in the following formulas (15) to (21).

[0061]

number

number

number

number

[0062] Equations (15) to (18) are constraints corresponding to the fourth constraint, which restricts that predetermined special cargo CS among cargo C be placed in a predetermined special mesh MS. Equation (15) means that power supply cargo CS1 must be loaded in power supply cargo mesh MS1. Equation (16) means that cargo designated for loading in the lower cargo hold LA, such as tall or manned cargo CS5, must be loaded in tall or manned cargo mesh MS2 in the lower cargo hold LA. Equation (17) means that cattle and horse cargo CS3 must be loaded in cattle and horse cargo mesh MS3. Equation (16) means that seafood cargo CS4 must be loaded in seafood cargo mesh MS4.

[0063]

number

number

number

[0064] Equations (19) to (21) are constraints other than the fourth constraint regarding special cargo CS. Equation (19) defines the number of rush designated cargo CS2 to be placed in each lane L0 as a variable C cu_p This means that the following is true. Equation (20) means that manned cargo other than animal cargo, such as cattle and horse cargo CS3 and seafood cargo CS4, will not be placed in the hull end lanes of the ship SH (lanes located at the end of the direction Dx or Dy on the ship SH). Equation (21) means that if the lane L0 that includes the impossible-to-place area is the m-th lane L0, then mid-ship disembarkation cargo CS7 will not be placed on the bow side of this m-th lane L0.

[0065] Next, the constraints on the hull balance will be explained. The constraints on the hull balance are, for example, as shown in the following equations (22) to (25).

[0066]

number

number

number

number

[0067] Equations (22) to (25) are constraint conditions corresponding to the sixth constraint condition, which constrains that the deviation amount between the center of gravity position of the ship SH after loading cargo C and the position of the ideal center of gravity G0 falls within a predetermined range. Equation (22) means that in the layout plan for cargo Ct loaded at time t, the distance by which the center of gravity deviates from the lateral center (the position of the ideal center of gravity G0) toward the port side of the ship SH does not exceed the objective function Oy. Equation (23) means that in the layout plan for cargo Ct loaded at time t, the distance by which the center of gravity deviates from the lateral center (the position of the ideal center of gravity G0) toward the starboard side of the ship SH does not exceed the objective function Oy. Equation (24) means that in the layout plan for cargo Ct loaded at time t, the distance by which the center of gravity deviates upward from the position of the ideal center of gravity G0 does not exceed the objective function Oz. Equation (25) means that in the layout plan for cargo Ct loaded at time t, the distance by which the center of gravity shifts downward from the position of the ideal center of gravity G0 does not exceed the objective function Oz.

[0068] In this embodiment, the constraint condition acquisition unit 142 acquires as essential constraint conditions from the above constraint conditions: a first constraint condition (equations (1) and (2)) that restricts the placement of two or more cargoes C in one mesh M; a second constraint condition (equation (3)) that restricts the placement of cargoes C from the first end side of lane L0; a third constraint condition (equation (9)) that restricts the placement of cargoes with higher discharge priority toward the first end side of lane L0; and a fourth constraint condition (equations (15) to (21)) that restricts the placement of predetermined special cargoes CS among the cargoes C in predetermined special meshes MS. In other words, it is not essential to observe the fifth constraint (Equations (12) to (14)), which constrains the number of lanes in which manned cargo is arranged to be as small as possible, the sixth constraint (Equations (22) to (25)), which constrains that the deviation between the position of the center of gravity of the ship SH after loading cargo C and the position of the ideal center of gravity G0 falls within a predetermined range, and the other constraints of Equations (4) to (8), (10), and (11) described above. However, the essential and non-essential constraints are not limited to these and may be arbitrary; for example, all of Equations (1) to (25) described so far may be essential constraints.

[0069] (Obtaining the objective function) The constraint condition acquisition unit 142 acquires objective functions to be used in the optimization calculation. The constraint condition acquisition unit 142 acquires the number of fastening members for securing the cargo C (the total number of fastening members used to secure each cargo C) as the first objective function. Furthermore, in this embodiment, the constraint condition acquisition unit 142 preferably acquires the following objective functions: a first objective function indicating the number of fastening members to be used; a second objective function indicating the deviation between the center of gravity position of the ship SH after all cargo C is loaded and the position of the ideal center of gravity G0; a third objective function indicating the number of lanes in which manned cargo will be placed; a fourth objective function indicating the number of cargo to be placed on the turntable; a fifth objective function indicating the number of cargo placed outside lane L0; and a sixth objective function indicating the number of cargo designated as rush cargo CS2 placed in lane L0. The constraint condition acquisition unit 142 may set the objective functions in any manner; for example, it may acquire a preset objective function from an external server or read it from the storage unit 130.

[0070] The objective functions in this embodiment are, for example, those shown in the following equations (26) to (32). However, the objective functions shown below are merely examples, and the objective functions are not limited to these. For example, at least one of the first objective function, second objective function, third objective function, fourth objective function, fifth objective function, and sixth objective function may be the objective function, and it is preferable to use at least the first objective function and the second objective function as the objective functions.

[0071]

number

[0072] Equation (26) corresponds to the first objective variable. The terms in equation (26) other than Wl indicate the number of securing members required for cargo C, which is the object of calculation, and are calculated from the length of the securing members and the overturning moment of cargo C. The length of the securing members is calculated based on the shape of the cargo and the securing positions, and is calculated based on cargo information, for example. The overturning moment of cargo is calculated based on the weight of the cargo, the height of the center of gravity of the cargo, and the external force acting on the cargo, and is calculated based on cargo information and position information of mesh M, for example. Furthermore, Wl is a weighting coefficient.

[0073]

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number

[0074] Equations (27) and (28) correspond to the second objective function. y is an objective function included in the sixth constraint condition described above, and is the distance that the center of gravity of the ship SH after loading shifts to the left or right from the lateral center of the ship SH (the position of the ideal center of gravity G0). z is an objective function included in the sixth constraint condition mentioned above, and is the vertical distance that the center of gravity of the ship SH after loading shifts from the vertical center of the ship SH (the position of the ideal center of gravity G0). y , W z is a weighting factor.

[0075]

number

[0076] Equation (29) corresponds to the third objective variable. The objective function Σ i mc i indicates the number of lanes where manned cargo is located. mc is a weighting factor.

[0077]

number

[0078] Equation (30) corresponds to the fourth objective variable. The objective function Σ i t_p i indicates the number of cargoes to be placed in mesh M where the turntable is located. tp is a weighting factor.

[0079]

number

[0080] Equation (31) corresponds to the fifth objective variable. The objective function Σ i m_p i indicates the number of cargoes to be placed over the length of each lane L0. mp is a weighting factor.

[0081]

number

[0082] Equation (32) corresponds to the sixth objective variable. The variable C, which is also the objective function of equation (32), cu_p indicates the number of express designated cargoes CS2 to be placed in each lane L0. ccup is a weighting factor.

[0083] Here, the weighting coefficients (Wl, W y , W z , W mc , W tp , W mp , W ccup) is a value indicating the degree of influence that an objective function has on the results of an optimization calculation. In other words, it is an index indicating which objective function is prioritized for optimization when performing an optimization calculation. In other words, the higher the weighting coefficient, the greater the influence that the objective variable has on the optimization calculation. The weighting coefficient may be set arbitrarily, but is preferably set for each objective variable. For example, the weighting coefficient may be set by the user. In this case, the stowage planning device 100 may acquire a value input by the user via the input unit 110 as the weighting coefficient. Alternatively, the weighting coefficient may be set automatically by the stowage planning device 100. In this case, for example, the constraint condition acquisition unit 142 may set a weighting coefficient for each objective function based on the cargo information and lane information. For example, if the cargo information and lane information indicate that the total weight of cargo C exceeds a predetermined value, the weighting coefficient of the second objective function may be set high, since suppressing a shift in the center of gravity is important. Note that whether or not weighting is performed can be decided arbitrarily by the user of the stowage plan creation device 100, and it does not have to be performed (that is, all weighting coefficients may be 1).

[0084] (Optimization calculation) The optimization calculation execution unit 143 performs an optimization calculation to optimize the number of fixed members so as to satisfy the constraint conditions acquired by the constraint condition acquisition unit 142, and sets the placement position (which number of cargo C in which lane L0) for each cargo C when the result of the optimization calculation is optimal. In other words, the optimization calculation execution unit 143 calculates the variable x i,j,c is set for each pair of cargo C and cargo C's placement location.

[0085] (Two-stage optimization calculation) More specifically, the optimization calculation execution unit 143 according to this embodiment performs a two-stage optimization calculation divided into two steps. Specifically, the optimization calculation execution unit 143 performs an optimization calculation using the constraint conditions and some of the objective functions described above to calculate an initial solution in the first step. Then, the optimization calculation execution unit 143 substitutes the obtained initial solution into the constraint conditions and performs an optimization calculation again using the constraint conditions and all of the first to sixth objective functions.

[0086] Specifically, the optimization calculation executing unit 143 according to this embodiment performs a first step of calculating an initial solution by performing an optimization calculation using second to sixth objective functions (hereinafter referred to as initial objective functions) excluding the first objective function indicating the number of fixing members to be used while satisfying the above-mentioned constraint conditions. The optimization calculation executing unit 143 performs a second step of performing an optimization calculation using all of the first to sixth objective functions, obtained by substituting the calculated initial solution into the above-mentioned constraint conditions and adding the first objective function to the initial objective function.

[0087] In the first step, the optimization calculation execution unit 143 of this embodiment preferably performs optimization calculations so that, while satisfying the above-mentioned constraints, the center of gravity of the ship SH loaded with cargo C is as close as possible to the ship's ideal center of gravity position (the deviation between the center of gravity position of the ship SH after all cargo C is loaded and the position of the ideal center of gravity G0 is as small as possible), the number of lanes in which manned cargo is placed is as small as possible, the number of cargoes placed on the turntable is as small as possible, and the difference in the number of rush-designated cargoes placed in lane L0 for each lane L0 is as small as possible.

[0088] Specifically, the optimization calculation execution unit 143 according to this embodiment calculates the variable x for each pair of cargo C and cargo C's placement position, which minimizes the sum of the equations (27) to (32) representing the initial objective function while satisfying the constraints (1) to (25). i,j,c is calculated as the initial solution resulting from the optimization calculation in the first step.

[0089] The optimization calculation execution unit 143 according to this embodiment executes the optimization calculation, which is the second step, using the initial solution calculated in the first step, the constraint conditions described above, and the first to sixth objective functions described above.

[0090] In the second step, it is preferable that the optimization calculation execution unit 143 performs optimization calculations so that, while satisfying the above-mentioned constraints, the number of fixing members for fixing the cargo C is minimized, the center of gravity of the ship SH loaded with cargo C is as close as possible to the ideal center of gravity position of the ship (the deviation between the center of gravity position of the ship SH after all cargo C is loaded and the position of the ideal center of gravity G0 is minimized), the number of lanes in which manned cargo is placed is minimized, the amount of cargo placed on the turntable is minimized, and the difference in the number of rush-designated cargo placed in lane L0 between each lane L0 is minimized.

[0091] Specifically, the optimization calculation execution unit 143 according to this embodiment calculates the variable x for each pair of cargo C and cargo C's placement position, which satisfies the constraint conditions (1) to (25) and minimizes the sum of the objective functions (26) to (32) obtained by adding the first objective function to the initial objective function. i,j,c is calculated as a result of the optimization calculation in the second step.

[0092] The output control unit 144 outputs the results of the optimization calculation in the second step calculated by the optimization calculation execution unit 143. The results of the optimization calculation in the second step are information indicating which cargo C is to be placed in which lane L0 and at what position counting from the stern, and may also include information on the number of fixing members to be used. The method of outputting the results of the optimization calculation may also be arbitrary; for example, the results of the optimization calculation may be sent to an external device, or the results of the optimization calculation may be displayed on the output unit 120.

[0093] For example, the output control unit 144 may use the result of the optimization calculation, x i,j,c and z cBased on this, an output file is created that is the result of stowage planning, which specifies the placement location of cargo C, for which the number of fastening members to be lashed to the ship has been appropriately set. The output file may be a file that illustrates which cargo has been set to which lane L0 and which placement location (which cargo C) in a diagram showing the lane placement of the ship SH, or it may be a file of a cargo list in which all meshes M are assigned mesh numbers indicating position information on the ship SH, and in which the cargo to be transported is linked to the mesh number of the placement location. The created output file is output to the user of the stowage planning device 100 via the output unit 120.

[0094] (Processing flow) Next, the processing flow of this embodiment will be described. FIG. 5 is a flowchart for creating a stowage plan according to this embodiment. When creating a stowage plan, the cargo information acquisition unit 141 acquires cargo information about the cargo C to be stowed and lane information about the ship SH (step S10). The constraint condition acquisition unit 142 acquires constraint conditions and an initial objective function (step S12). When weighting the objective variable, the constraint condition acquisition unit 142 acquires information about weighting from the storage unit 130. If the acquired information about weighting is a manually input weight coefficient, the constraint condition acquisition unit 142 substitutes the acquired weight coefficient for the weight coefficient of the set objective variable and sets the result as a weighted objective function. If the information about weighting is not a manually input weight coefficient, the constraint condition acquisition unit 142 may substitute an automatically input weight coefficient for the weight coefficient of the objective function based on the acquired information about weighting (which objective variable's weight coefficient should be increased). The optimization calculation execution unit 143 executes the first step of the optimization calculation based on the constraint conditions and the weighted initial objective function formula (step S14). The optimization calculation execution unit 143 acquires the initial solution obtained by the first step of the optimization calculation (step S16). The optimization calculation execution unit 143 acquires the constraint conditions to which the initial solution is input and an objective function in which the first objective function is included in the initial objective function (step S18). The optimization calculation execution unit 143 executes the second step of the optimization calculation based on the constraint conditions and the objective function in which the first objective function is included in the initial objective function weighted in the same manner as in the first step (step S20). The output control unit 144 calculates the variable x obtained by the optimization calculation. i,j,c and z c Based on this, an output file of the stowage plan creation results is created that sets the location of cargo C, for which the number of fastening members to be secured to the ship SH has been appropriately set (step S22).

[0095] (Second embodiment) Next, a second embodiment will be described. The stowage plan creation device 100 according to the second embodiment differs from the first embodiment in that, after creating a stowage plan for a ship by the method described in the first embodiment, if a delay in the arrival of cargo C is confirmed while stowage work is being carried out based on the created plan, the stowage plan creation device 100 performs rescheduling, which means creating a new cargo stowage plan. Note that in the second embodiment, descriptions of parts that are common to the first embodiment will be omitted.

[0096] (Rescheduling) More specifically, the stowage plan creation device 100 according to this embodiment performs rescheduling when, during stowage work, cargo arrival delay information is acquired, which is information indicating the delayed arrival of cargo C. The following describes the processing details of the stowage plan creation device 100 according to this embodiment when performing rescheduling.

[0097] (Acquisition of cargo arrival delay information) The cargo information acquisition unit 141 according to this embodiment acquires cargo arrival delay information for cargo C. Any method may be used to acquire the cargo arrival delay information. For example, information input by a worker performing stowing work via the input unit 110 may be acquired as cargo arrival delay information.

[0098] (Re-acquire cargo and lane information) When the cargo information acquisition unit 141 acquires cargo arrival delay information while stowing work is being performed, the cargo information acquisition unit 141 acquires, as new cargo information, information indicating cargo C to be stowing (cargo that is not included in the cargo arrival delay information and can be stowing), excluding cargo C for which stowing work has been completed. In addition, the cargo information acquisition unit 141 acquires, as new lane information, information on multiple lanes L0, excluding mesh M for which stowing work has been completed, from mesh M of multiple lanes L0 in which cargo C is placed on the ship SH. The method of acquiring the new cargo information may be arbitrary. For example, the cargo information acquisition unit 141 may calculate the new cargo information based on completed cargo information, which is information indicating cargo C for which stowing work has been completed and which is input by the stowing worker via the input unit 110, and order information for cargo C acquired in the same manner as in the first embodiment. Similarly, the method of acquiring the new lane information may be arbitrary. For example, the cargo information acquisition unit 141 may calculate new lane information based on the completed mesh information, which is information indicating the mesh M where the loading work has been completed and input by the loading worker via the input unit 110, and the lane information obtained in the same manner as in the first embodiment.

[0099] (Optimization calculation) The optimization calculation execution unit 143 according to this embodiment acquires constraint conditions and an objective function based on the acquired new cargo information and new lane information, and executes optimization calculations in the same manner as in the first embodiment. Based on the rescheduling solution obtained by the optimization calculations, the output control unit 144 creates an output file of the stowage plan creation results in which the cargo C, for which the number of fastening members to be lashed to the ship SH has been appropriately set, is rescheduled to be placed.

[0100] (Processing flow) Next, the processing flow of this embodiment will be described. FIG. 6 is a flowchart of the creation of a stowage plan and the execution of rescheduling according to this embodiment. The method of creating a stowage plan in steps S10 to S22 is the same as in the first embodiment, so description thereof will be omitted. Hereinafter, the flow when rescheduling is executed will be described. Based on the output file of the stowage plan created in the same manner as in the first embodiment, the worker carries out the stowage work (step S24). While the worker is performing the stowage work, the cargo information acquisition unit 141 acquires cargo arrival delay information, which is information indicating the arrival delay of cargo C. If the arrival delay of the cargo is determined (step S26; Yes), the cargo information acquisition unit 141 acquires new cargo information based on the completed cargo information and the order information for cargo C acquired in the same manner as in the first embodiment. In addition, the cargo information acquisition unit 141 acquires new lane information based on the completed mesh information and the lane information acquired in the same manner as in the first embodiment (step S30). The optimization calculation execution unit 143 acquires constraints and an objective function based on the acquired new cargo information and new lane information, and executes the optimization calculation in the same manner as in the first embodiment (steps S10 to S22). The output control unit 144 creates an output file of a stowage plan creation result in which the cargo C, for which the number of fastening members to be secured to the ship SH has been appropriately set, is rescheduled based on the rescheduling solution obtained by the optimization calculation (step S32). The worker performs stowage work based on the created output file for rescheduling (return to step S24). Meanwhile, if the cargo information acquisition unit 141 does not acquire cargo arrival delay information indicating the arrival delay of cargo C during the stowage work and the cargo arrival delay is not determined (step S26; No), and the stowage work of all cargo is not completed (step S28; No), the worker continues the stowage work (return to step S24), and if the stowage work of all cargo is completed (step S28; Yes), the worker ends this process.

[0101] (effect) As described above, the stowage plan creation device 100 according to the first aspect of the present disclosure includes a cargo information acquisition unit 141 that acquires cargo information including information on the sizes of multiple cargo items to be stowed and lane information, which is information on multiple lanes extending in the area on the ship SH where the cargo items are to be placed, a constraint condition acquisition unit 142 that acquires constraint conditions for placing cargo items C in lane L0, and an optimization calculation execution unit 143 that performs an optimization calculation to optimize the number of fastening members for fastening cargo items C on the ship SH so as to satisfy the constraint conditions based on the information on the size of cargo items C, and sets the lane L0 to be placed and the position on lane L0 for each cargo item C when the result of the optimization calculation is optimal. According to the present disclosure, it is possible to create a stowage plan for cargo items C on the ship SH in which the number of fastening members is optimally set.

[0102] Furthermore, according to the present disclosure, it is possible to create a stowage plan for cargo C on ship SH in which the number of fastening members is optimally set, taking into consideration the size of the cargo C to be placed.

[0103] A stowage plan creation device 100 according to a second aspect of the present disclosure is the stowage plan creation device 100 according to the first aspect, wherein when each lane L0 is divided into a predetermined number of sections according to the length from the first end to the second end, and each divided area is referred to as a mesh M, the constraints include not placing more than one cargo C in one mesh M, placing the cargo C closer to the first end of the lane, placing cargo with a higher discharge priority closer to the first end of the lane L0, and placing predetermined special cargo CS among the cargo C in a predetermined special mesh MS. According to the present disclosure, it is possible to create a stowage plan for cargo C on a ship with an optimal number of fastening members, taking into consideration constraints regarding the number of cargo pieces that can be placed in the mesh M, the manner in which cargo C in lane L0 is placed, the manner in which cargo with a high discharge priority is placed, and the special cargo CS that can be placed in the special mesh MS.

[0104] Furthermore, according to the present disclosure, the placement location of the cargo C can be planned to the nearest 1 meter, taking into consideration the size of the cargo C to be placed.

[0105] A stowage plan creation device 100 according to a third aspect of the present disclosure is the stowage plan creation device 100 according to the second aspect, in which the optimization calculation execution unit 143 performs optimization calculations using the number of fastening members for fastening cargo C, the amount of deviation between the position of the center of gravity of the ship SH carrying cargo C and the position of the ideal center of gravity G0, the number of lanes in which manned cargo is placed, the number of cargo items to be placed on the turntable, the number of cargo items placed outside lane L0, and the number of rush-designated cargo items CS2 placed in lane L0 as objective functions. According to the present disclosure, it is possible to perform optimization calculations that take into account the number of fastening members for fastening cargo C, the amount of deviation between the position of the center of gravity of the ship SH carrying cargo C and the position of the ideal center of gravity G0, the number of lanes in which manned cargo is placed, the number of cargo items to be placed on the turntable, the number of cargo items placed outside lane L0, and the number of rush-designated cargo items CS2 placed in lane L0.

[0106] The loading plan creation device 100 according to the fourth aspect of the present disclosure is the loading plan creation device 100 according to the third aspect, and the optimization calculation execution unit 143 performs optimization calculations so that the number of fixing members for fixing cargo C on the ship SH is minimized, the center of gravity of the ship SH carrying cargo C is as close as possible to the position of the ideal center of gravity G0 of the ship SH, the number of lanes in which manned cargo is placed is minimized, the number of cargoes placed on the turntable is minimized, the number of cargoes placed outside the lanes is minimized, and the difference between the number of rush-designated cargoes CS2 placed in the lanes L0 is minimized. According to the present disclosure, optimization calculations can be performed so that the number of fixing members for securing cargo C on a cargo ship SH is minimized, the center of gravity of the ship SH carrying cargo C is as close as possible to the position of the ideal center of gravity G0 of the ship SH, the number of lanes in which manned cargo is placed is minimized, the number of cargoes placed on the turntable is minimized, the number of cargoes placed outside the lanes is minimized, and the difference in the number of urgent designated cargoes CS2 placed in each lane L0 is minimized.

[0107] A stowage plan creation device 100 according to a fifth aspect of the present disclosure is the stowage plan creation device 100 according to any one of the second to fourth aspects, in which the optimization calculation execution unit 143 performs an optimization calculation to calculate an initial solution so as to satisfy the constraint conditions, using initial objective functions including the amount of deviation between the center of gravity position of the ship SH loaded with cargo C and the position of the ideal center of gravity G0, the number of lanes in which manned cargo is to be placed, the number of cargo items to be placed on the turntable, the number of cargo items to be placed outside lane L0, and the number of cargo items with a high carry-out priority placed in lane L0, and the initial objective function, and the optimization calculation execution unit 143 performs the optimization calculation using the initial solution and an objective function obtained by adding the number of fixing members for fixing cargo C to the ship SH to calculate an optimal solution that satisfies the constraint conditions and optimizes the number of fixing members for fixing cargo C on the ship SH. According to the present disclosure, by substituting the initial solution for the constraint conditions and limiting the calculation range of the optimization calculation, it is possible to shorten the time required for the optimization calculation of the stowage plan for cargo C on the ship SH, in which the number of fixing members is optimally set.

[0108] A stowage plan creation device 100 according to a sixth aspect of the present disclosure is the stowage plan creation device 100 according to the fifth aspect, wherein, when the cargo information acquisition unit 141 acquires cargo arrival delay information indicating a delayed arrival of cargo C during stowage work, the cargo information acquisition unit 141 acquires, as new cargo information, information indicating cargo excluding cargo C for which stowage work has been completed from multiple cargoes C to be stowed, and the cargo information acquisition unit 141 acquires, as new lane information, information on multiple lanes L0 on the ship SH excluding mesh M for which stowage work has been completed from mesh M of multiple lanes L0 in which cargo C is placed, and performs optimization calculations. According to the present disclosure, it is possible to reschedule a stowage plan for cargo C on the ship SH that has been created once, by taking into account the delayed arrival information of cargo C.

[0109] A stowage plan creation method according to a seventh aspect of the present disclosure includes the steps of acquiring cargo information including information on the sizes of multiple cargo items C to be stowed and lane information, which is information on multiple lanes L0 extending in an area on the ship SH where the cargo items C are to be placed, acquiring constraints for placing the cargo items C on the lanes L0, and performing an optimization calculation to optimize the number of fastening members for fastening the cargo items C on the ship SH so as to satisfy the constraints based on the information on the sizes of the cargo items C, and setting the lanes L0 to be placed and positions on the lanes L0 for each cargo item C when the result of the optimization calculation is optimal. According to the present disclosure, it is possible to create a stowage plan for the cargo items C on the ship in which the number of fastening members is optimally set.

[0110] A program according to an eighth aspect of the present disclosure causes a computer to execute the steps of acquiring cargo information including information on the sizes of multiple cargo items C to be stowed and lane information, which is information on multiple lanes L0 extending in an area on the ship SH where the cargo items C are to be placed, acquiring constraints for placing the cargo items C on the lanes L0, and performing an optimization calculation to optimize the number of fastening members for fastening the cargo items C on the ship SH so as to satisfy the constraints based on the information on the sizes of the cargo items C, and setting the lanes L0 to be placed and positions on the lanes L0 for each cargo item C when the result of the optimization calculation is optimal. According to the present disclosure, it is possible to create a stowage plan for cargo on a ship in which the number of fastening members is optimally set.

[0111] Although the embodiments of the present invention have been described above, the embodiments are not limited to the contents of these embodiments. Furthermore, the above-described components include those that can be easily imagined by a person skilled in the art, those that are substantially the same, and those that are within the scope of what is called equivalents. Furthermore, the above-described components can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the components can be made without departing from the spirit of the above-described embodiments. [Explanation of symbols]

[0112] 100 Loading plan creation device 140 Control Unit 141 Cargo Information Acquisition Department 142 Constraint condition acquisition part 143 Optimization Calculation Execution Unit 144 Output control section SH Ships C Cargo L0 lane M Mesh UA upper cargo hold LA lower cargo hold PW power supply G0 Ideal center of gravity CN general cargo CS special cargo LN General lane LS Special Lane MN General mesh MS Special Mesh

Claims

1. a cargo information acquisition unit that acquires cargo information including information on the size of multiple cargoes to be stowed and lane information that is information on multiple lanes extending in an area on the ship where the cargoes are placed; a constraint condition acquisition unit that acquires constraint conditions when placing the cargo in the lane; an optimization calculation execution unit that performs an optimization calculation to optimize the number of fastening members for fastening the cargo on the ship so as to satisfy the constraints based on the information on the size of the cargo, and sets the lane to be placed and the position on the lane for each cargo when the result of the optimization calculation is optimal; Contains Ship loading planning device.

2. When each lane is divided into a predetermined number of sections according to the length from the first end to the second end, each divided section is defined as a mesh. The constraints are that two or more cargoes are not placed in one mesh, that the cargoes are placed closer to the first end side of the lane, that cargoes with higher priority of discharge are placed closer to the first end side of the lane, and that predetermined special cargoes among the cargoes are placed in predetermined special meshes. Including, The ship stowage planning system according to claim 1.

3. the optimization calculation execution unit performs the optimization calculation using the number of fixing members for fixing the cargo, the amount of deviation between the position of the center of gravity of the ship loaded with the cargo and the position of the ideal center of gravity, the number of lanes in which manned cargo is to be placed, the number of cargoes to be placed on the turntable, the number of cargoes placed outside the lanes, and the number of cargoes designated for rushing that are placed in the lanes as objective functions; 3. The ship stowage planning system according to claim 2.

4. The optimization calculation execution unit performs optimization calculations so that the number of fixing members for fixing the cargo on the ship is minimized, the center of gravity of the ship loaded with the cargo approaches the ideal center of gravity position of the ship as close as possible, the number of lanes in which manned cargo is placed is minimized, the number of cargoes on the turntable is minimized, the number of cargoes placed outside the lanes is minimized, and the difference between the number of rush-designated cargoes placed in the lanes is minimized.

4. The ship stowage planning system according to claim 3.

5. the optimization calculation execution unit performs optimization calculations to calculate an initial solution so as to satisfy the constraint conditions, using as initial objective functions the amount of deviation between the center of gravity position of the ship loaded with the cargo and the position of the ideal center of gravity, the number of lanes in which manned cargo is to be placed, the number of cargoes to be placed on the turntable, the number of cargoes to be placed outside the lanes, and the number of cargoes with high carry-out priority placed in the lanes; the optimization calculation execution unit performs the optimization calculation using the initial solution and an objective function obtained by adding the number of fastening members for fastening the cargo to the initial objective function, to calculate an optimal solution that satisfies the constraints and optimizes the number of fastening members for fastening the cargo on the ship. The ship stowage plan creation device according to any one of claims 2 to 4.

6. If the cargo information acquisition unit acquires cargo arrival delay information that is information indicating a delay in the arrival of the cargo while the stowing work is being carried out, the cargo information acquisition unit acquires, as new cargo information, information indicating the cargo excluding the cargo for which the stowing work has been completed from the multiple cargoes to be stowing, the cargo information acquisition unit acquires, as new lane information, information on the plurality of lanes excluding the mesh in which the stowing work has been completed from the mesh of the plurality of lanes in which the cargo is placed on the ship; performing the optimization calculation; 6. The ship stowage planning system according to claim 5.

7. acquiring cargo information including information on the size of multiple cargoes to be stowed and lane information, which is information on multiple lanes extending in an area on the ship where the cargoes are to be placed; obtaining constraints for placing the cargo in the lane; performing an optimization calculation to optimize the number of fastening members for fastening the cargo on the ship so as to satisfy the constraints based on the information on the size of the cargo, and setting the lane to be placed and the position on the lane for each cargo when the result of the optimization calculation is optimal; A method for preparing a ship stowage plan, including:

8. acquiring cargo information including information on the size of multiple cargoes to be stowed and lane information, which is information on multiple lanes extending in an area on the ship where the cargoes are to be placed; obtaining constraints for placing the cargo in the lane; performing an optimization calculation to optimize the number of fastening members for fastening the cargo on the ship so as to satisfy the constraints based on the information on the size of the cargo, and setting the lane to be placed and the position on the lane for each cargo when the result of the optimization calculation is optimal; A program that causes a computer to execute the following.

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