• 산업경영시스템학회지
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• 제29권1호
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• pp.63-71
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• 2006

In this paper, we consider a planning problem arising from printed circuit board manufacturing industries. Given a set of several types of PCBs, component feeders and surface mounting machines in series in a PCB assembly line, the problem is to define the feeder allocation and job sequence with the objective of minimizing the total operation time of the line. We formulate the problem as a mathematical model. And, the problem is proven to be NP-hard, so a genetic algorithm is developed. Finally, we give test results to evaluate the performance of the genetic algorithm.

• 한국경영과학회지
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• 제19권1호
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• pp.1-16
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• 1994

In this paper, we try to raise the efficiency of PCB production by improving automated inserting process. This process is composed of part inserting sequence and feeder allocation problem. Until now, this problem is formulated by Traveling Salesman Problem (TSP) or Rural Postman Problem. They concerted more on parts(chips) inserting. But in this paper, we concentrate on Feeder. We formulate 0-1 Integer program (MP2) easier than TSP. This program can be solved by using LP Package (i. e. LINDO, GAMS etc). We propose Heuristic algorithm ISFA which guarantees a local optimum and often gives solution. We give some examples to prove ISFA algorithm.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1991년도 하계학술대회 논문집
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• pp.363-365
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• 1991

This paper presents a method for feeder reconfiguration in order to operate distribution systems efficiently using heuristic rules. The reconfiguration method presented here not only eliminates various abnormal states but also achieves minimum power loss and optimum load balance of the distribution feeders under normal operating condition transfering loads from one feeder to anoter applying the experiences of the experts. To implement the method effectively, a best-first tree searching strategy based on heuristics is used to evaluate the various load transfer alternatives. The development of a rule-based system aimed at the reduction of the search space is presented as a means of implementing the best-first searching strategy. The results of the computer simulation of the above procedure are as follows; 1) achieving minimum power loss of the distribution feeder adopting the optimum load transfer alternative. 2) Enhencing system reliability and achieving load balance through rational allocation of the feeder loads.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 International Symposium on GPS/GNSS Vol.2
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• pp.165-171
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• 2006

The appearance of over 10,000 TEU containerships (so called Mega-containerships) is determined. In order to operate these ships effectively, the number of these calling ports will diminish, and then feeder ships will transport cargoes from the hub-ports where mega-containerships call to the destination ports. In the hub-ports, handling containers for mega-containerships become huger, thus it is important for terminals to deal with cargo handling as soon as possible. However, the present terminal layout might have the limitation of maximum throughput per time unit. And then the transit time at the ports become longer. Therefore, we investigate the effect on some different terminal layouts with new alternatives. Actually, we discuss the ship-to-berth allocation at some adjacent berths for mega-containerships on three types of terminal layouts. First one is the conventional type consisted by some linear berths, most container terminals in the world are normally this type. Second one is the indented type consisted by linear berths and indented berths which we can handle from both sides of mega-containership simultaneously. Third one is the floating type consisted by linear berths and the floating berth. On this type, mega-containerships can moor between linear and floating berths. The merits of this type are that we can also handle from both sides of mega-containerships simultaneously, and ships can go through between linear berth and floating berths. Thus it is easier for ships to moor and leave berths. Under such assumptions, we examine the numerical experiments. In most cases, the total service times on the indented type are the longest among three types, these on the floating type are the next longer. Those reasons are that these layouts have the differences of berth occupancy obtained by the time and space axes, and whether the precedence constraints of ship service order needs or not.

• 한국콘텐츠학회논문지
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• 제6권4호
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• pp.46-54
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• 2006

다수 대의 표면실장기를 포함한 PCB조립라인의 생산성 향상을 위한 방법을 제시한다. PCB조립시간의 단축을 위하여 각 실장기 별로 부품공급 피더의 배치 및 실장순서가 최적화 되어야 하며, 표면실장기들의 라인 밸런스를 위하여 부품 할당이 최적화 되어야 한다. 전체의 최적화 문제를 정수계획문제로 수식화하며, 전향경로문제와 후향경로 문제로 분할하여 구성한다. 클러스터링 알고리즘과 branch-and-bound 알고리즘을 사용하여 전향경로문제의 해를 구하며, 할당 알고리즘과 연결 알고리즘을 사용하여 후향경로 문제의 해를 구한다. 시뮬레이션 결과를 통하여 제안된 방법의 성능을 평가한다.

• 한국항해학회지
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• 제15권3호
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• pp.13-24
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• 1991

This paper aims to determining the optimal capacity of Pusan port in view point of Container Physical Distribution cost. It has been established a coast model of the container physical distribution system in Pusan port is composed of 4 sub-systems and in-land transport system. Cargo handling system, transfer & storage system and in-land transport system, and analyzed the cost model of the system. From this analysis, we found that the system had 7 routes including in-land transport by rail or road and coastal transport by feeder ship between Pusan port and cargo owner's door. Though railway transport cost was relatively cheap, but, it was limited to choose railway transport routes due to the introducing of transport cargo allocation practice caused by shortage of railway transport capacity. The physical distribution ost for total import & export container through Pusan port was composed of 4.47% in port entring cost, 12.98% in cargo handling cost, 7.44% in transfer & storage cost and 75.11% in in-land transport cost. Investigation in case of BCTOC verified the results as follows. 1) The optimal level of one time cargo handling was verified 236VAN (377TEU) and annual optimal handling capacity was calculated in 516, 840VAN(826, 944TEU) where berth occupancy is $\rho$=0.6 when regardless of port congestion cost, 2) The optimal level of one time cargo handling was verified 252VAN (403TEU) and annual optimal handling capacity was calculated in 502, 110VAN (803, 376TEU) where berth occupancy is $\rho$=0.58 when considering of port congestion cost.