發(fā)布時(shí)間：2018-12-08 17:33

【摘要】：現(xiàn)代物流業(yè)已經(jīng)成為我國(guó)大力發(fā)展的重要產(chǎn)業(yè),集裝箱碼頭作為典型的物流企業(yè),船舶的大型化發(fā)展以及集裝箱吞吐量的不斷增長(zhǎng),對(duì)于空間資源和物流設(shè)備資源均有限的集裝箱碼頭提出了嚴(yán)峻的挑戰(zhàn),迫切需要對(duì)集裝箱碼頭空間和物流設(shè)備等資源進(jìn)行科學(xué)高效的優(yōu)化調(diào)度,以提高其作業(yè)效率和精細(xì)化管理水平。供應(yīng)鏈?zhǔn)鞘陙?lái)的熱點(diǎn)研究領(lǐng)域,以往對(duì)于供應(yīng)鏈的研究大多集中于供應(yīng)、生產(chǎn)與配送等環(huán)節(jié),對(duì)于集裝箱碼頭物流供應(yīng)鏈調(diào)度的研究還比較少,而由于物流供應(yīng)鏈內(nèi)部的緊密聯(lián)系,對(duì)各個(gè)環(huán)節(jié)進(jìn)行獨(dú)立的調(diào)度常常會(huì)導(dǎo)致物流供應(yīng)鏈整體作業(yè)效率低、運(yùn)營(yíng)成本高。本文針對(duì)集裝箱碼頭的一系列物流供應(yīng)鏈調(diào)度問(wèn)題分別進(jìn)行了建模和優(yōu)化研究。通過(guò)對(duì)物流供應(yīng)鏈科學(xué)有效的調(diào)度,提高集裝箱碼頭的物流作業(yè)效率、減少各物流設(shè)備之間的等待時(shí)間以及降低物流成本,進(jìn)而提高集裝箱碼頭的服務(wù)水平和企業(yè)競(jìng)爭(zhēng)力。吊機(jī)是集裝箱碼頭進(jìn)行裝卸和存取作業(yè)的重要物流設(shè)備,是制約集裝箱碼頭運(yùn)作效率的主要瓶頸,本文針對(duì)集裝箱碼頭與吊機(jī)(岸吊和場(chǎng)吊)相關(guān)的供應(yīng)鏈調(diào)度問(wèn)題進(jìn)行研究,主要包括以下幾個(gè)問(wèn)題：1)泊位和岸吊供應(yīng)鏈調(diào)度問(wèn)題；2)單向流的岸吊和集卡供應(yīng)鏈調(diào)度問(wèn)題；3)雙向流的岸吊和集卡供應(yīng)鏈調(diào)度問(wèn)題；4)倒垛和場(chǎng)吊的供應(yīng)鏈調(diào)度問(wèn)題。針對(duì)上述問(wèn)題,分別建立了數(shù)學(xué)模型,并設(shè)計(jì)了算法進(jìn)行求解。主要研究?jī)?nèi)容概述如下：1)針對(duì)集裝箱碼頭泊位和岸吊的供應(yīng)鏈調(diào)度問(wèn)題進(jìn)行研究。該問(wèn)題是指在各泊位的長(zhǎng)度、各泊位的可利用岸吊數(shù)目以及船舶到港時(shí)間等條件已知的情況下,為每條到港船舶分配停泊時(shí)間、停泊位置以及服務(wù)的岸吊。與以往泊位線(xiàn)呈一條直線(xiàn)的泊位和岸吊分配問(wèn)題不同,在該問(wèn)題中,泊位線(xiàn)呈“F”型或者“L”型等包含多條直線(xiàn)的形狀。因此,某些相鄰的泊位不能被同一條船占用,岸吊也不能在這些泊位之間移動(dòng)。針對(duì)該問(wèn)題,建立了混合整數(shù)規(guī)劃模型,并提出了拉格朗日松弛算法進(jìn)行求解,通過(guò)分析最優(yōu)解的性質(zhì)以及采用加速策略,降低了算法的求解時(shí)間。實(shí)驗(yàn)結(jié)果表明提出的拉格朗日松弛算法在求解小規(guī)模和大規(guī)模算例時(shí)的解與下界的平均對(duì)偶偏差分別為1.74%和1.799%。2)針對(duì)只含有進(jìn)港集裝箱的岸吊和集卡供應(yīng)鏈調(diào)度問(wèn)題進(jìn)行研究。該問(wèn)題是指在已知每個(gè)集裝箱的卸載時(shí)間和運(yùn)輸時(shí)間等情況下,決策岸吊和集卡的分配以及每臺(tái)岸吊和每輛集卡操作這些集裝箱的順序。由于只有進(jìn)港集裝箱,只存在從碼頭前沿到堆場(chǎng)的集卡運(yùn)輸路徑,即單向流問(wèn)題。考慮岸吊之間不允許發(fā)生碰撞、卸載集裝箱的優(yōu)先關(guān)系等約束條件,以最小化所有集裝箱的完成時(shí)間為目標(biāo)建立混合整數(shù)線(xiàn)性規(guī)劃模型,提出了該問(wèn)題的最優(yōu)解性質(zhì)、有效不等式和下界,并設(shè)計(jì)了基于新的速度更新公式的粒子群算法進(jìn)行求解。針對(duì)該問(wèn)題進(jìn)行擴(kuò)展研究,建立岸吊、集卡和場(chǎng)吊的三階段供應(yīng)鏈調(diào)度問(wèn)題的模型,并設(shè)計(jì)了求解算法。通過(guò)計(jì)算實(shí)驗(yàn)表明在岸吊、集卡以及場(chǎng)吊中的一種設(shè)備數(shù)目不變,其它兩種設(shè)備數(shù)目不同的情況下,粒子群算法的結(jié)果與最優(yōu)解的偏差分別為：1.676%,2.033%和0.338%。3)針對(duì)同時(shí)考慮進(jìn)港和出港集裝箱的岸吊和集卡供應(yīng)鏈調(diào)度問(wèn)題進(jìn)行研究。在對(duì)到港船舶進(jìn)行裝卸作業(yè)時(shí),往往既有需要從船上卸載下來(lái)的進(jìn)港集裝箱,又有需要裝載到船上的出港集裝箱。在該情況下,集卡運(yùn)輸進(jìn)港集裝箱到達(dá)堆場(chǎng)后,可以空載返回碼頭前沿,也可以從堆場(chǎng)運(yùn)輸出港集裝箱返回碼頭前沿,包含兩個(gè)方向的集卡運(yùn)輸路徑,即雙向流問(wèn)題。針對(duì)該問(wèn)題,建立了線(xiàn)性整數(shù)規(guī)劃模型,并構(gòu)造了下界,提出了帶有速度更新公式選擇策略和最差粒子替換策略的粒子群算法求解該問(wèn)題,計(jì)算結(jié)果表明所提出的粒子群算法與最優(yōu)解和下界的平均偏差分別為1.26%和2.48%。4)針對(duì)集裝箱碼頭倒垛和場(chǎng)吊的供應(yīng)鏈調(diào)度問(wèn)題進(jìn)行研究。該問(wèn)題是指在給定一個(gè)貝位結(jié)構(gòu)以及外部集卡提取該貝位內(nèi)每一個(gè)集裝箱的時(shí)間等情況下,同時(shí)決策場(chǎng)吊提取該貝位內(nèi)所有集裝箱的順序以及需要倒垛的集裝箱的目標(biāo)位置。針對(duì)倒垛和場(chǎng)吊供應(yīng)鏈調(diào)度問(wèn)題,用線(xiàn)性表達(dá)恰當(dāng)?shù)乜坍?huà)了提箱順序與倒垛次數(shù)的復(fù)雜關(guān)系,建立了線(xiàn)性整數(shù)規(guī)劃模型,設(shè)計(jì)了基于部分粒子重新初始化策略的粒子群算法進(jìn)行求解。實(shí)驗(yàn)結(jié)果表明將倒垛和場(chǎng)吊進(jìn)行供應(yīng)鏈調(diào)度的結(jié)果與兩者分別進(jìn)行調(diào)度的結(jié)果的平均偏差為1.84%。
[Abstract]:The modern logistics industry has become an important industry in the development of our country, and the container terminal is a typical logistics enterprise, the large-scale development of the ship and the continuous increase of the container throughput. There is an urgent need to scientifically and efficiently optimize the container terminal space and logistics equipment, so as to improve its operation efficiency and fine management level. The supply chain is a hot spot research field in the past ten years. In the past, the research on the supply chain is mainly focused on the supply, production and distribution. The research on the supply chain scheduling of the container terminal is less, and due to the close contact inside the logistics supply chain, Independent scheduling of each link often results in lower overall operation efficiency and high operating cost of the logistics supply chain. In this paper, the modeling and optimization of a series of logistics supply chain scheduling problems for container terminal are studied. Through the scientific and effective scheduling of the logistics supply chain, the logistics operation efficiency of the container terminal can be improved, the waiting time between the logistics equipment and the logistics cost can be reduced, and the service level and the enterprise competitiveness of the container terminal can be further improved. The crane is an important logistics equipment for loading and unloading and accessing the container terminal, which is the main bottleneck that restricts the operation efficiency of the container terminal. This paper studies the supply chain scheduling problem associated with the crane (bank and field crane) of the container terminal, which mainly includes the following problems: 1) the scheduling problem of the supply chain of the berth and the bank; 2) the problem of the supply chain of the bank of the one-way flow and the supply chain of the current collector; 3) the problem of the supply chain of the bank and the current collector of the two-way flow; and 4) the problem of supply chain scheduling of the stack and the field crane. In view of the above problems, a mathematical model is set up, and the algorithm is designed to solve the problem. The main research contents are as follows: 1) The supply chain scheduling problem for the container terminal berth and the shore crane is studied. The problem is to assign the berth time, the mooring position and the shore crane for each port to the port where the length of each berth, the number of available shore cranes for each berth, and the time of the arrival of the ship are known. The berth line is in the form of a 鈥淔鈥，

本文編號(hào)：2368726