Direct unloading and loading type container terminal and its operation method

Abstract

The application discloses a direct unloading and direct loading type container wharf and a working method thereof, adopts high-low two-layer longitudinal and transverse track line body structures and R-AGVs running thereon to connect a quay crane and a yard, and a buffer platform and a shuttle channel in the yard, so that containers are directly unloaded into the yard and accurately stacked or directly loaded into a ship cabin, whether unloading or loading is carried out by multiple top-opening type container three-dimensional yards and multiple mode conveying equipment resources cooperative operation, meanwhile, the quay crane double-lifting-gear empty container unloading on double R-AGVs and the quay crane single-lifting-gear heavy container unloading and loading on high-low two-layer R-AGVs bidirectional unloading and loading operation can be realized, the requirements of high efficiency, accuracy, smoothness and low consumption of digital technology are met, and the technical problems of low overall efficiency of the wharf and a large number of overturned containers caused by the difficulty of matching the high efficiency of the quay crane loading and unloading ship with the existing automatic wharf resources are solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of container wharf, and particularly relates to a direct unloading and direct loading type container wharf and a working method thereof. BACKGROUND

[0002] For the wharf operations such as quay cranes, sea side flat transportation, yard handling, land side transportation, the traditional container wharf is completed by people operating various types of machinery to complete the ship loading and unloading and port collection and distribution tasks; and in order to cope with the large-scale container ships, the high efficiency of ship loading and unloading required by powerful ship companies and the increasing labor cost, the global major container wharfs have invested a large number of 5G communication, GPS / Beidou positioning, AGV, visual sensing, ASC (automatic stacking crane) and other automatic control technologies to simulate the operation process of the traditional container wharf, so as to complete the ship loading and unloading and port collection and distribution tasks by unmanned automatic equipment, which has improved the efficiency of ship loading and unloading and greatly reduced the labor cost compared with the traditional container wharf.

[0003] However, in order to cope with the high efficiency requirement of double-trolley quay crane (one sea side bridge arm trolley and one land side bridge arm trolley, hereinafter referred to as quay crane) ship loading and unloading, the sea side ASC and land side ASC resources are all invested in ship loading and unloading, thereby sacrificing the efficiency of land side container delivery and lifting; in order to efficiently unload the ship, the sea side ASC also temporarily stacks the containers on the yard container position close to the sea side, causing the problem of secondary container overturning; in order to efficiently load and unload the ship, the sea side AGV or truck relies on algorithm to shuttle back and forth between the quay crane and the sea side yard, resulting in a large increase in sea side AGV or truck, and increasing energy consumption and congestion. The key to causing these problems is that the ASC of the automated container yard is as heavy as the RMG (rail-mounted container gantry crane) of the traditional container yard, and the number of ASCs cannot be increased. The large ASC hoisting a "small" container runs on a track of several hundred meters, which obviously affects the efficiency of ship loading and unloading.

[0004] Therefore, it can be seen that the existing automated wharf only solves the problems of high efficiency of ship loading and unloading and unmanned wharf, and due to the difficulty of matching the equipment resources of the sea side, yard and land side with the high efficiency of quay crane ship loading and unloading, the overall operation efficiency is not high, and there are problems of high yard operation cost, high overall energy consumption and high yard container overturning rate, resulting in a disproportional input and output. SUMMARY

[0005] The purpose of this invention is to provide a direct-unloading and direct-loading container terminal and its operation method. It employs a two-tiered longitudinal and transverse track structure and R-AGVs (Automated Guided Vehicles) running on it to connect the quay cranes and the sea-side yard, allowing containers to directly enter the yard or be directly loaded into the ship's hold. Combined with a densely deployed miniaturized ASCs (Automated Stacking Cranes) on the yard side, both unloading and loading are carried out collaboratively by multiple top-opening container yards (hereinafter referred to as sub-yards), multimodal transport equipment resources, and a single quay crane, maximizing the efficiency of the quay crane's land-side arm trolley. "Direct unloading and direct loading" means that after a container ship berths at the terminal, within the loading and unloading operation range of each quay crane, the container bays on the container ship, the quay crane, and the container bays in the yard are all aligned in a straight line. This includes the quay crane's sea-side arm, the quay crane's land-side arm, the R-AGVs on the longitudinal and transverse track structure, and the yard's sea-side and land-side ASCs. The coordinated and consistent completion of direct unloading and loading operations, along with further optimization of the direct unloading and loading process, enables double-container unloading of empty containers and simultaneous unloading and loading of loaded containers, significantly improving loading and unloading efficiency and greatly reducing the time vessels spend in berths. Furthermore, the availability and increase of landside port clearance equipment resources can significantly improve port clearance efficiency and greatly reduce the time containers are not stored, meeting the requirements of digitalization, high efficiency, precision, smoothness, and low consumption. This solves the technical problem of the existing automated terminal resources being difficult to match with the high efficiency of quay crane loading and unloading, resulting in low overall terminal efficiency.

[0006] The present invention is implemented using the following technical solutions:

[0007] A direct-unloading and direct-loading container terminal is proposed, including:

[0008] Quay cranes are installed along the quay line at docks to lift containers out of or into the ship's hold.

[0009] The container yard consists of several top-opening container yards arranged along the quay line. The top-opening container yard is a steel frame structure with an open interior space, which is perpendicular to the quay line in the longitudinal direction and the width in the lateral direction is adapted to the length of a single container.

[0010] Automated stacker cranes are installed on top of top-opening container yards, including sea-side ASCs and land-side ASCs.

[0011] The longitudinal and transverse track lines are arranged between the land side bridge arm of the quay crane and the container yard, and the R-AGV runs on the longitudinal and transverse track lines; the longitudinal and transverse track lines are composed of high-position outer transverse track lines, high-position inner transverse track lines, low-position outer transverse track lines, low-position inner transverse track lines, high-position longitudinal track lines and low-position longitudinal track lines which are parallel to the quay wall; the high-position outer transverse track lines and the low-position outer transverse track lines are located below the land side bridge arm of the quay crane, and the trolley of the land side bridge arm of the quay crane directly interacts with the R-AGV on the high-position outer transverse track lines and the low-position outer transverse track lines; the high-position inner transverse track lines and the low-position inner transverse track lines are located within the workable range of the sea side ASC, and the sea side ASC directly interacts with the R-AGV at the intersection of the high-position inner transverse track lines and the high-position longitudinal track lines and at the intersection of the low-position inner transverse track lines and the low-position longitudinal track lines.

[0012] The buffer platform is located in the middle of each top-opening container stereoscopic yard in the direction parallel to the quay wall;

[0013] The shuttle channel includes a sea side shuttle channel and a land side shuttle channel, and is arranged parallel to the buffer platform on both sides and penetrates through the entire container yard, and the shuttle R-AGV runs on the shuttle channel; wherein the sea side shuttle channel or the land side shuttle channel extends on both sides of the entire yard by a channel greater than the length of the container, which is used as a container transfer platform.

[0014] The rotating platform is arranged in the land side container interaction area of each top-opening container stereoscopic yard, and interacts with the land side ASC and the container handler.

[0015] The container handler is arranged above the land side container interaction area of each top-opening container stereoscopic yard, so that the container is interacted between the land side truck and the rotating platform.

[0016] In some embodiments of the present application, the high-position outer transverse track lines and the low-position outer transverse track lines are arranged in a stepped structure; the high-position inner transverse track lines and the low-position inner transverse track lines are arranged in a stepped structure.

[0017] In some embodiments of the present application, the sea side of the top-opening container stereoscopic yard is sequentially arranged with a sea side ASC spreader replacement area, a sea side container interaction area and a sea side ASC maintenance area.

[0018] The land side of the top-opening container stereoscopic yard is sequentially arranged with a rotating platform, a truck parking space and a land side ASC maintenance area, wherein the truck parking space simultaneously serves as a land side ASC spreader replacement area.

[0019] In some embodiments of the present application, the high-level outer transverse rail lines, the high-level inner transverse rail lines and the high-level longitudinal rail lines are vertically intersected and penetrated to form a high-level circulating rail line; the low-level outer transverse rail lines, the low-level inner transverse rail lines and the low-level longitudinal rail lines are vertically intersected and penetrated to form a low-level circulating rail line.

[0020] The low-level circulating rail line and the shuttle passage are both at a certain height from the ground or the low-level circulating rail line is directly laid on the ground.

[0021] A land-to-sea ground service passage is arranged between the two groups of yards; and each group of yards is composed of a specified number of the top-open three-dimensional container yards.

[0022] In some embodiments of the present application, a cold box storage area is arranged between the shuttle passage and the buffer platform in a specified top-open three-dimensional container yard.

[0023] In some embodiments of the present application, the longitudinal and transverse rail lines are provided with a power supply slide wire, and the R-AGV takes power from the power supply slide wire based on a brush structure.

[0024] The power supply mode of the R-AGV includes slide wire power supply, battery power supply, or slide wire power taking and battery power supply.

[0025] A direct unloading and direct loading type container terminal operation method is proposed, which is applied to the direct unloading and direct loading type container terminal as described above, and includes the following steps:

[0026] After the container ship is parked at the target berth, the unloading operation is performed based on the pre-allocated quay crane and the top-open three-dimensional container yard of the target berth, including:

[0027] S11. The sea side bridge arm of the quay crane is moved to the container berth of the container ship ready for loading and unloading operation, and the land side bridge arm of the quay crane is then located above the high / low outer transverse rail lines of the top-open three-dimensional container yard of the target berth.

[0028] S12. The R-AGV configured as the top-open three-dimensional container yard of the target berth is driven to run along the longitudinal and transverse rail lines to below the land side bridge arm of the quay crane.

[0029] S13. The sea side trolley of the quay crane transports the grabbed container from the container ship to the transfer platform of the quay crane through the sea side bridge arm, and after being unlocked, the land side trolley of the quay crane hoists the container from the transfer platform of the quay crane and transports it to the R-AGV through the land side bridge arm of the quay crane.

[0030] S14. The R-AGV carrying the container runs along the longitudinal and transverse rail lines to the sea side ASC interaction area of the top-open three-dimensional container yard of the target berth.

[0031] S15. The sea side ASC takes the container from the R-AGV in the sea side ASC interaction area, and runs to above the buffer platform with the container, and places the container on the buffer platform, and then returns to the sea side ASC interaction area;

[0032] S16. The land side ASC of the target berth top open container vertical storage yard runs to above the buffer platform, takes the container from the buffer platform, and then returns to the land side storage yard, and places the container on the designated position of the land side storage yard;

[0033] After the containers in the berth are unloaded by the shore crane, the loading operation of the berth is implemented, including:

[0034] S21. The sea side ASC takes the container from the sea side storage yard of the target berth top open container vertical storage yard, runs to above the sea side ASC interaction area, and places the container on the R-AGV waiting at the intersection of the high / low horizontal rail line and the high / low longitudinal rail line;

[0035] S22. The R-AGV runs along the longitudinal and horizontal rail lines to below the land side bridge arm of the shore crane;

[0036] S23. The land side trolley of the shore crane runs to above the R-AGV, takes the container from the R-AGV, places the container on the transfer platform of the shore crane, and completes the locking;

[0037] S24. The sea side trolley of the sea side bridge arm of the shore crane runs to above the transfer platform of the shore crane, takes the container from the transfer platform of the shore crane, and hoists the container to the container berth of the ship in operation;

[0038] Before the container ship is parked at the target berth, the port operation is implemented based on the pre-allocated target berth top open container vertical storage yard, including:

[0039] S31. After the land side truck reverses into the set truck parking position in the land side container interaction area, the container handler takes the container above the land side truck, and places the container on the rotating platform, and the container handler returns to above the truck parking position;

[0040] S32. After the rotating platform is driven to rotate 90 degrees, the land side ASC runs to above the rotating platform to take the container, and runs to above the buffer platform with the container, places the container on the buffer platform, and then the land side ASC returns to the land side container interaction area;

[0041] S33. The sea side ASC runs to above the buffer platform, takes the container from the buffer platform, and places the container on the designated position of the sea side storage yard;

[0042] The land side truck deports the container, including:

[0043] S41. The landside ASC grabs the container from the designated location in the landside yard of the top-open container terminal at the target berth and moves the container to the rotating platform above the landside container interaction area.

[0044] S42. After the landside ASC places the container on the rotating platform, it exits above the rotating platform;

[0045] S43. After the rotating platform is rotated 90 degrees, the container loader moves above the rotating platform to grab the container, moves with the container above the landside truck, and places the container on the landside truck.

[0046] In some embodiments of the present invention, the method further includes:

[0047] When a container ship's berth changes from the target berth to another designated berth, and the original top-open container yard plan for the target berth cannot be changed, the quay cranes, R-AGVs, and top-open container yards corresponding to the other designated berths where the container ship is berthed will be updated to provide equipment resources for container ship loading and unloading operations; and,

[0048] In step S15 of the unloading operation, after the sea-side ASC retrieves the container from the R-AGV in the sea-side ASC interaction area, the operation of moving the container to the buffer platform is updated to moving the container to the land-side shuttle passage, placing the container on the shuttle R-AGV in the land-side shuttle passage, and then returning to the sea-side ASC interaction area; the shuttle R-AGV moves the container to the top-open container yard of the original target berth;

[0049] Step S16 is updated as follows: The landside ASC of the original target berth top-open container yard runs to the top of the landside shuttle passage, interacts with the shuttle R-AGV to grab the container, and then returns to the landside yard to place the container in the designated position of the original landside yard.

[0050] During the loading operation, step S201 is added before step S21: the ASC on the sea side of the top-open container yard of the original target berth grabs the container and places the container on the shuttle R-AGV in the sea side shuttle passage.

[0051] S202: The shuttle R-AGV moves with the container to the top-opening container yard corresponding to the changed berth;

[0052] S203: The seaside ASC of the top-opening container yard corresponding to the changed berth will move to the top of its seaside shuttle passage and interact with the shuttle R-AGV to grab containers.

[0053] In some embodiments of the present invention, the method further includes unloading empty containers using a dual-spreader system and unloading loaded containers using a single-spreader system in both directions; wherein,

[0054] The double-lifting appliance unloading empty container operation is configured with a land side bridge arm double-lifting appliance trolley corresponding to two high-position outer transverse track lines, four R-AGVs numbered 1, 2, 3 and 4 and four sea side ASCs numbered 1, 2, 3 and 4 are divided into two groups for alternate operation, including:

[0055] The No. 1 and No. 2 R-AGVs run to the two high-position outer transverse track lines below the land side bridge arm, the sea side bridge arm double-lifting appliance trolley of the quay crane grabs the first layer of containers of the specified two rows and moves to the unlocking transfer platform of the quay crane; after unlocking, the land side bridge arm double-lifting appliance trolley of the quay crane grabs the containers and transports them to the No. 1 and No. 2 R-AGVs on the two high-position outer transverse track lines; the two R-AGVs carrying containers enter the sea side ASC interaction area of the No. 1 and No. 2 sub-yards according to the L-shaped route, the No. 1 and No. 2 sea side ASCs grab the containers and transport them to the buffer platform, and the land side ASC transports the containers on the buffer platform to the specified container positions;

[0056] At the same time as the above operation, the sea side bridge arm double-lifting appliance trolley of the quay crane returns to the above of the specified two rows of containers on the container ship, the land side bridge arm double-lifting appliance trolley of the quay crane returns to the above of the unlocking transfer platform, the No. 3 and No. 4 R-AGVs run to the two high-position outer transverse track lines below the land side bridge arm of the quay crane from the sea side ASC interaction area of the No. 3 and No. 4 sub-yards according to the L-shaped route, and the cycle is repeated until the specified container positions are unloaded;

[0057] When the shoulder-to-shoulder operation is implemented, the operation method of the other quay crane is consistent with the above operation method, and it corresponds to two low-position outer transverse track lines;

[0058] The heavy container unloading and loading bidirectional operation is a shoulder-to-shoulder operation of two quay cranes, one quay crane corresponding to the first high-position outer transverse track line and the first low-position outer transverse track line, and the other quay crane corresponding to the second high-position outer transverse track line and the second low-position outer transverse track line, wherein the high-position line is the unloading line and the low-position line is the loading line; including:

[0059] After the empty container unloading, the spreader replacement with a single spreader and the hatch cover removal, the shore-to-ship crane unloads the containers, and first, the first row of containers is unloaded. When the third last container of the row is left, the corresponding sea side ASC runs on the first high outer transverse rail line to the buffer platform to put down the container. When returning to the sea side operation, the container is picked up and run to the sea side operation area to be placed on the R-AGV in the low position of the sea side ASC interaction area. The R-AGV carries the container to run to the first low outer transverse rail line below the land side bridge arm of the shore-to-ship crane. At this time, the land side bridge arm trolley of the shore-to-ship crane carries the container to run to the first high outer transverse rail line. After the container is placed on the R-AGV, the land side bridge arm trolley of the shore-to-ship crane runs to the container carried by the R-AGV on the first low outer transverse rail line. After the container is picked up, the land side bridge arm trolley of the shore-to-ship crane runs to the first designated position on the unlocking transfer platform. After the container is dropped, the land side bridge arm trolley of the shore-to-ship crane moves to the second designated position on the unlocking transfer platform to pick up the container. After the container is dropped, the land side bridge arm trolley of the shore-to-ship crane moves to the first low outer transverse rail line R-AGV to pick up the container and run to the first designated position on the unlocking transfer platform. The sea side bridge arm trolley of the shore-to-ship crane cooperates with the above operation to complete the unloading of the last container of the first row to the second designated position on the unlocking and locking transfer platform. After the container is picked up and carried to the first row of the container ship, the sea side trolley of the shore-to-ship crane runs to the second row to pick up the unloaded container and carries it to the second designated position on the unlocking and locking transfer platform. Then, the sea side trolley of the shore-to-ship crane runs to the first designated position to pick up the loaded container. The above operation is repeated until the loading and unloading operation of the berth is completed. The shore-to-ship crane moves to the next berth to implement the above operation method.

[0060] In some embodiments of the present application, the method further comprises:

[0061] In the port collection and port distribution operation, when the land side truck sends containers to the port and picks up containers from the port, and the distribution containers are not in the corresponding top-opening container stereo yard of the port collection, step S41 is updated as follows: the land side ASC of the top-opening container yard where the distribution containers are located picks up the containers and runs to the land side shuttle channel to place the containers on the shuttle R-AGV. The shuttle R-AGV carries the containers and runs to the corresponding top-opening container stereo yard of the port collection. The land side ASC of the corresponding top-opening container stereo yard of the port collection runs above the land side shuttle channel to interact with the shuttle R-AGV to pick up the containers and run to the land side container interaction area.

[0062] Compared with the prior art, the present application has the following technical advantages: The direct unloading and direct loading type container terminal has at least the following technical advantages:

[0063] 1, cancel the existing sea side land road surface plane transport; the existing container terminal sea side land road surface plane transport whether AGV, unmanned truck or manned truck, etc., large investment, high energy consumption, prone to congestion, high cost. In the application, the R-AGV track line is used instead, the shore bridge land side trolley directly hoists the container into or out of the R-AGV on the longitudinal and transverse track line, and the R-AGV accurately linearly transports the container to or out of the three-dimensional yard operation area in a longitudinal and transverse switching mode, which eliminates the congestion of traditional sea side land plane transport and the problem of mutual waiting of shore bridge land side trolley and AGV truck.

[0064] 2, ASC small lightweight; the existing container terminal yard ASC weighs more than 200 tons, the large car moves at high speed in the longitudinal direction, and the transverse span is about 30 meters (crossing about 10 container widths); and in the application, the ASC span is only about 13 meters (only across the length of a 40 or 45 foot container), and the weight is about 35 tons.

[0065] 3, ASC resource intensive; the cost of ASC of the existing container terminal yard is extremely high, considering the ASC utilization rate, economic benefit and yard layout, etc., generally two ASCs are arranged in a sub-yard, one on the sea side and one on the land side; in order to efficiently load and unload the ship, the land side operation efficiency is sacrificed, and in the process of efficient unloading, the containers are often temporarily stacked nearby, which will cause a large amount of subsequent container overturning work, and the direct cause of these phenomena is the lack of ASC resources; in the application, the span of a sub-yard is reduced, and two sub-yards correspond to a sub-yard of the existing automated terminal, so that the ASC can be designed to be small-span, small and lightweight, and the number of ASC resources can be doubled, and the container handling machine is also arranged on the land side, so that the container terminal has sufficient resources to realize digitalization.

[0066] 4, low energy consumption; due to the double-box, double-trip, short-range, small, low-speed design of the carrying and hoisting equipment in the application, the energy consumption can be reduced by more than 70% compared with the existing equipment and process.

[0067] 5, high efficiency, low cost and precise positioning; the precise positioning of the existing automated terminal container is realized by relying on 5G communication, GPS / Beidou positioning and 3D visual sensing technology, while in the application, the R-AGV controlled by the computer runs on the longitudinal and transverse track line, and the R-AGV and the shore bridge land side bridge arm are positioned by laser positioning once, which can meet the positioning requirements of a bay operation of the container ship, can reduce the application of 5G communication, GPS / Beidou positioning, 3D visual sensing technology and a large number of algorithms, improve the operation efficiency and reduce the cost.

[0068] 6. Fine stereoscopic yard; the existing automated container terminal yard is subject to insufficient resources such as ASC, and the container stacking plan of the container gathering and distributing port, especially the efficient unloading of the container yard, is determined by the full yard stacking method of the computer algorithm, which cannot achieve fine stacking, resulting in secondary container overturning; in the present application, due to the high matching of the loading and unloading equipment resources, and the realization of direct unloading and direct loading, the staff only needs to develop a fine operation plan corresponding to the container loading and unloading berth of the ship and the container berth of the yard, and adopt a classification stacking strategy, such as empty container and heavy container partition stacking, cold container in the middle area of the yard, etc., together with intensive ASC, which can greatly improve the level of fine stereoscopic stacking, and greatly reduce the container overturning rate and the whole yard string yard rate.

[0069] 7. Flexibility of stereoscopic yard; once the container is stacked in a certain sub-yard of the existing container terminal yard, it is difficult to transfer the container to other sub-yards, but in the present application, due to the arrangement of the sea side shuttle channel and the land side shuttle channel in the whole yard, the container at any position in the yard can be conveniently transferred to another position, which can effectively solve the problem of changing berth caused by occasional delayed arrival of ships, leading to the misalignment of container stacking yard and loading and unloading berth.

[0070] 8. A digital and green container terminal can be realized; through the technical transformation of the present application, the container automated terminal loading and unloading operation is optimized, especially the problem of resource necking of the container yard is solved, and a digital container terminal full-process solution also emerges as the times require. Digitalization is realized in two steps, the first step is the digitalization of port gathering, unloading, loading and stacking based on the design scheme involved in the present application, which solves the problem of accurate container stacking accompanied by efficient unloading, and greatly reduces the efficiency of overturned containers in this operation link; the second step is also the digitalization of land side gathering based on the design scheme involved in the present application, which solves the problem of end-to-end customer of the yard, and reduces the frequency of overturned containers on the land side. The so-called digitalization is to use big data, cloud computing, Internet of Things, blockchain, artificial intelligence and other technologies to open up the information channel and business channel between ship companies, customs, terminals, trucks and customers. The first step of digitalization is based on the design of the present application, which has the conditions, and can be improved and integrated on the basis of existing digital technology; the second step of digitalization is the digitalization of land side gathering and distribution, which needs to be reengineered to realize the existing business process, that is, to change the passive delivery of the terminal to active delivery by using digital technology, which basically solves the problems of container overturning and social road congestion, and better serves the customers and the society. The so-called green is to use the upper space of the top-opening container stereoscopic yard to erect a large roof, lay photovoltaic panels, and build a large solar power station, which can basically meet the energy demand of the container terminal operation, and realize the digital zero-carbon development of the container terminal.

[0071] Other features and advantages of the present application will become more apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the application. BRIEF DESCRIPTION OF DRAWINGS

[0072] The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the application and explain various principles of the application. It should be understood that the drawings are provided for merely for explanatory purposes and that each of the drawings is a combination of elements unrelated to the essential characteristics of the present application.

[0073] Figure 1 An overall view of the direct unloading and direct loading container terminal according to the present application;

[0074] Figure 2 A structure view of the longitudinal and transverse track lines of the direct unloading and direct loading container terminal according to the present application;

[0075] Figure 3 A structure view of the longitudinal and transverse track lines of the direct unloading and direct loading container terminal according to the present application;

[0076] Figure 4 An overall view of the direct unloading and direct loading container terminal according to the present application;

[0077] Figure 5 A structure view of the shuttle passage of the direct unloading and direct loading container terminal according to the present application;

[0078] Figure 6 A structure view of the shuttle passage and buffer platform of the direct unloading and direct loading container terminal according to the present application;

[0079] Figure 7 A structure view of the land side of the direct unloading and direct loading container terminal according to the present application;

[0080] Figure 8 A structure view of the longitudinal and transverse track lines of the direct unloading and direct loading container terminal according to the present application;

[0081] The drawings are as follows: 1-container yard, 11-top open container vertical yard, 111-seaside ASC hoist replacement area, 112-seaside ASC interaction area, 113-seaside ASC maintenance area, 114-seaside shore crane interaction area, 115-truck parking space / landside ASC hoist replacement area, 116-landside ASC maintenance area, 2-longitudinal and transverse track lines, 23-high longitudinal track line, 24-low longitudinal track line, 211-high outer transverse track line, 212-high inner transverse track line, 221-low outer transverse track line, 222-low inner transverse track line, 3-shore crane, 41-seaside ASC, 42-landside ASC, 5-R-AGV, 6-buffer platform, 71-seaside shuttle channel, 72-landside shuttle channel, 8-shuttle R-AGV, 9-rotary platform, 10-container loading and unloading machine, 12-ground service channel.

[0082] It should be noted that the drawings and the written description are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0083] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments will be described clearly and completely below in combination with the drawings of the embodiments of the present application. The following embodiments are used to illustrate the present application, but not to limit the scope of the present application.

[0084] In the description of the present application, it should be noted that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0085] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be directly connected, or connected through intermediate medium. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0086] In the specific embodiments of the present application, a container terminal with a length of 1320 meters and 4 container ship berths (No. 1, No. 2, No. 3, No. 4) is taken as an example. There are 16 shore cranes on the berth line, and at the same time, 4 container ships can be loaded and unloaded.

[0087] As Figures 1 to 7 shown, the container yard 1 is composed of several open-top container vertical yards 11 (hereinafter referred to as sub-yards) arranged along the wharf shoreline; the sub-yard 11 is composed of a steel frame structure to form an open-top internal space, which is perpendicular to the wharf shoreline in the longitudinal direction and has a width suitable for the length of a single container, usually slightly larger than the length of a container, forming a berth-type yard consistent with the container bays on the container ship; in the embodiment of the present application, the transverse width is the length of a 40-foot or 45-foot container, and two 20-foot containers are stacked side by side; the length of the sub-yard 11 is designed to be about 380 meters (including the sea-side container interaction area and the land-side container interaction area) according to the width of 120+5 containers, and the height of the sub-yard is designed according to the 5-over-6 stacking process, about 18 meters. In the specific embodiment of the present application, six 40-foot-wide sub-yards form a group of yards, and every three groups of yards correspond to a berth, and between the No. 2 and No. 3 berths, three 45-foot sub-yards are arranged in a group, and each group of yards is spaced 6 meters apart, and there are 12+1 groups of 72+3 sub-yards for 4 berths.

[0088] Each sub-yard 11 is equipped with two ASCs on the top, including a sea-side ASC 41 and a land-side ASC 42, and a container handler 10 is arranged on the land side.

[0089] Six high-low two-layer longitudinal and transverse track line bodies 2 with a length of more than 1320 meters are arranged along the shore between the land-side bridge arm of the shore crane 3 and the container yard 1; specifically, the high-low two-layer longitudinal and transverse track line bodies 2 are composed of high-position transverse track line bodies 211 / 212 and low-position transverse track line bodies 221 / 222 parallel to the wharf shoreline, and high-position longitudinal track line bodies 23 and low-position longitudinal track line bodies 24 perpendicular to the wharf shoreline; wherein the high-position transverse track line bodies 211 / 212 and the high-position longitudinal track line bodies 23 are vertically intersected and connected to form a high-position circulating track line body; the low-position transverse track line bodies 221 / 222 and the low-position longitudinal track line bodies 24 are vertically intersected and connected to form a low-position circulating track line body; and the high-position longitudinal track line bodies and the low-position longitudinal track line bodies are connected to each sub-yard 11.

[0090] The high-position transverse rail line body includes a high-position outer transverse rail line body 211 and a high-position inner transverse rail line body 212; the low-position transverse rail line body includes a low-position outer transverse rail line body 221 and a low-position inner transverse rail line body 222; the high-position outer transverse rail line body 211 and the low-position outer transverse rail line body 221 are located below the land side bridge arm of the quay crane 3, and the land side trolley of the quay crane 3 directly interacts with the R-AGV 5 on the high-position outer transverse rail line body 211 and the low-position outer transverse rail line body 221 to exchange containers; the high-position inner transverse rail line body 212 and the low-position inner transverse rail line body 222 are located within the workable range of the sea side ASC 41, and above the intersection point of the high-position inner transverse rail line body 212 and the high-position longitudinal rail line body 23 and the intersection point of the low-position inner transverse rail line body 222 and the low-position longitudinal rail line body 24, a sea side ASC interaction area for the sea side ASC 41 and the R-AGV 5 to directly interact with containers is arranged, and in the present application, the sea side quay interaction area and the sea side ASC interaction area are collectively referred to as a sea side container interaction area.

[0091] The high-position outer transverse rail line body 211 and the low-position outer transverse rail line body 221 are arranged in a stepped structure; the high-position inner transverse rail line body 212 and the low-position inner transverse rail line body 222 are arranged in a stepped structure. In the embodiment of the present application, the high-position outer transverse rail line body 211 includes two, and when working, it is used for two quay cranes 3 to work shoulder by shoulder, and one quay crane uses one rail line body; the low-position outer transverse rail line body 221 also includes two, and when working, it is used for two quay cranes 3 to work shoulder by shoulder, and one quay crane uses one rail line body; or when one side is unloading and the other side is loading, the high-position rail line body is used for unloading and the low-position rail line body is used for loading, or when shoulder-by-shoulder double-box unloading is performed, one uses the high-position rail line body and the other uses the low-position rail line body.

[0092] The high-position and low-position longitudinal and transverse rail line bodies form a circulation path between the yard 11 and the quay crane 3 in the sea side container interaction area of each group of yards, and can cope with any scenario of container loading and unloading work. There are several R-AGVs 5 capable of longitudinal and transverse running on the circulation path rail line body, and the R-AGVs 5 can perform L-type point-to-point running on the circulation path rail line body, or can perform small circulation, medium circulation and large circulation, and complete the exchange of containers between the yard and the quay crane 3 at the sea side, which will be described in detail in the following embodiment.

[0093] The middle part of the sub-yard 11 arranged in parallel to the direction of the wharf shore line is provided with a buffer platform 6; a sea side shuttle channel 71 and a land side shuttle channel 72 (20 container positions in the sea side and land side directions respectively) are arranged on both sides of the buffer platform 6 and penetrate through the container yard 1, and several shuttle R-AGVs 8 run on the sea side shuttle channel 71 and the land side shuttle channel 72, so that the transfer of containers between different sub-yards and the transfer of containers outside the yard can be realized, which will be described in detail in the following embodiment.

[0094] In the whole container yard, the 2nd, 5th, 8th and 11th groups of yards (except for the 45-foot yard) are centered on the buffer platform 6, and between the sea side shuttle channel 71 and the land side shuttle channel 72, the sea side and land side yards are each provided with 240TEU ground box positions as cold box yards (480TEU ground box positions per group, 4 groups for 1920TEU ground box positions).

[0095] The sea side ASC 41, the land side ASC 42 and the container handler 10 are all powered by overhead contact lines, a roof frame is erected above the whole yard, photovoltaic panels are laid on the roof frame, and a large photovoltaic power station is built.

[0096] A rotating platform 9 with a height of one container height is arranged at the bottom of the land side container interaction area; a container handler 10 is arranged above the land side container interaction area; the land side ASC 42 and the container handler 10 interact with the rotating platform 9 for containers, and the container handler 10 interacts with the land side truck (two truck parking spaces are arranged in the land side container interaction area to be parked vertically to the wharf line) and the rotating platform 9 for containers.

[0097] A rotating platform 9 with a height of one container height is arranged at the bottom of the land side container interaction area; a container handler 10 is arranged above the land side container interaction area; the land side ASC 42 and the container handler 10 interact with the rotating platform 9 for containers, and the container handler 10 interacts with the land side truck (two truck parking spaces are arranged in the land side container interaction area to be parked vertically to the wharf line) and the rotating platform 9 for containers.

[0098] As can be seen from the above examples, the container terminal given by the present application has three characteristics of digital, zero carbon and direct unloading and direct loading. The so-called digital is that the handling crane and other equipment resources matched with the efficiency of the quay crane are arranged in the container yard, so that the digital technology can drive the container to reach the destination efficiently, accurately, smoothly and with low consumption. The so-called zero carbon not only means that a large number of photovoltaic panels are erected in the container yard, and the large power generation capacity can meet or basically meet the operation demand of the entire container terminal, but also means that the handling crane is designed to be double-box, double-trip, short-range, small and low-speed, thereby saving a large amount of energy during the operation of the equipment. The so-called direct unloading and direct loading means that after the ship is docked at the terminal berth, the container bay on the container ship and the container bay in the quay crane and the yard are on a straight line within the scope of the ship's loading and unloading operation, and the quay crane sea side bridge arm, the quay crane land side bridge arm, the R-AGV on the longitudinal and transverse track lines, the yard sea side ASC and the land side ASC cooperatively complete the direct unloading and direct loading of the ship.

[0099] In the embodiment of the present application, a plurality of rail-mounted double-trolley quay cranes 3 are arranged on the container ship berth shoreline, and the sea side bridge arm extends to the upper side of the container ship, facilitating the sea side bridge arm trolley of the quay crane 3 to lift the container out of or into the ship cabin. Before being lifted into or out of the ship cabin, the container completes the task of unlocking or installing the locking pin on the locking pin transfer platform on the quay crane. The land side bridge arm of the quay crane 3 extends to the upper side of the 4 outer transverse track lines 211 and 221 (2 high and 2 low) on the land side, facilitating the land side trolley of the quay crane 3 to lift the container into the R-AGV on the outer transverse track line or from the R-AGV on the outer transverse track line to the locking pin transfer platform on the quay crane. When dangerous goods containers are loaded and unloaded, they are directly lifted by the sea side bridge arm trolley of the quay crane 3 from the position of the truck between the tracks of the quay crane 3 into or out of the truck to complete the loading and unloading task.

[0100] In the embodiment of the present application, the high and low two layers of 6 transverse track lines are arranged along the shore, and the length is designed to be 1320 meters. The width of each track line is designed to be about 2.5 meters, and the height from the ground is about 7 meters (high) and about 3 meters (low), respectively. The width of the longitudinal track line is about 12 meters (the distance between the tracks at both ends), and the length is about 15 meters (high) and about 21 meters (low), respectively. The high and low two layers of a plurality of longitudinal track lines are connected perpendicularly with the 6 transverse track lines to form a plurality of circulating networks in the high and low two planes. The entire yard is composed of 12+1 groups of yards, i.e. 72+3 sub-yards. A 6-meter ground service channel 12 (including a fire-fighting channel and a maintenance channel) is arranged between each group of yards, and the height from the ground of the low transverse track line and the shuttle channel is about 3 meters, facilitating the engineering vehicles to come and go between the land side and the sea side.

[0101] As Figure 3 and Figure 8As shown, the track line body can be regarded as two parallel arranged groove steel forming a track line body, and a plurality of longitudinal and transverse interlaced track line bodies form a circulating network, and the R-AGV can run longitudinally and transversely in the track line body circulating network. In the embodiment, four outer transverse track line bodies (hereinafter referred to as outer transverse lines) of high and low layers for exchanging containers with the land side bridge arm trolley of the shore crane, twelve vertical track line bodies (hereinafter referred to as longitudinal lines) of high and low layers for docking with each group of six sub-yards of the yard, and two inner transverse track line bodies (hereinafter referred to as inner transverse lines) of high and low layers for passing through the sea side container exchange area of each sub-yard of each group of yards form two high and low plane circulating track line bodies. Among them, the outer transverse lines are defined as the shore line intimacy, that is, the two outer transverse lines of low position are low position 1 line and low position 2 line, and the two outer transverse lines of high position are high position 1 line and high position 2 line.

[0102] A large container ship from the other side of the ocean is parked at Qingdao Port, and the deck is loaded with a plurality of layers of 18 columns of empty containers, and the cabin is loaded with heavy containers. The port loading and unloading plan is: four R-AGVs and four ASCs unload empty containers with single shore crane, double spreader and double lines; six R-AGVs and three ASCs unload heavy containers with single shore crane, single spreader and double lines. The operation strategy is to position the empty containers of the shore bridge sea side bridge arm at the position, use double spreaders to concentrate unloading, replace the double spreaders with single spreaders, then remove the container ship hatch cover at the position, unload the first column of heavy containers first, then unload the second column, unload the second column at the same time, load the empty position of the first column with heavy containers, and so on. Six shore cranes have been deployed, two of which are working shoulder to shoulder, and the shore bridge sea side bridge arm trolley and the land side bridge arm trolley are both equipped with double spreaders.

[0103] Empty container unloading operation: shoulder-to-shoulder single shore crane double-lifting-ladle double-line four R-AGVs four ASCs operation, the first shore crane land side bridge arm trolley corresponds to the outer transverse line high position 1 and 2 lines, four R-AGVs (1, 2, 3, 4) and four sea side ASCs (1, 2, 3, 4) are divided into two groups for alternate operation. Start operation, 1 and 2 R-AGVs run to the high position 1 and 2 lines below the land side bridge arm, the sea side bridge arm trolley of the shore crane holds the first and second columns of the first layer (the highest layer) empty containers and transports them to the shore crane unlocking transfer platform, and the land side bridge arm trolley of the shore crane holds the containers and transports them to 1 and 2 R-AGVs on the high position 1 and 2 lines, the two R-AGVs carry containers according to the L-shaped route into the sea side ASC interaction area of 1 and 2 sub yards, 1 and 2 sea side ASCs hold the containers and transport them to the buffer platform, and the land side ASC transports the containers on the buffer platform to the designated container position. At the same time of the above series of actions, the sea side bridge arm trolley of the shore crane returns to the 18th and 17th columns of containers above the ship……, the land side bridge arm trolley of the shore crane returns to the unlocking transfer platform……, 3 and 4 R-AGVs run to the high position 1 and 2 lines below the land side bridge arm of the shore crane from the sea side ASC interaction area of 3 and 4 sub yards according to the L-shaped route……, and so on, until the empty containers in the bay are unloaded. The operation method of the other shore crane in shoulder-to-shoulder is the same as above, except that it corresponds to the outer transverse line low position 1 and 2 lines, and corresponds to four sea side ASCs and four R-AGVs of 5, 6, 7 and 8 three-dimensional container yards.

[0104] The heavy box unloading and loading bidirectional operation: the first shore crane corresponds to the high position 2 line and the low position 1 line, the second shore crane corresponds to the high position 1 line and the low position 2 line, the high position line is defined as the unloading line, and the low position line is defined as the loading line. If there are six shore cranes operating at the same time, 1, 3, and 5 correspond to the high position 2 line and the low position 1 line, and 2, 4, and 6 correspond to the high position 1 line and the low position 2 line, and each shore crane has 3 R-AGVs on the high position line and 3 R-AGVs on the low position line for collaborative operation. Take the first shore crane unloading and loading bidirectional operation as an example: after completing the empty box unloading, the single-lift distance and the hatch cover are replaced, and the shore crane sea side bridge arm trolley unloading ship needs to unload the first column of containers on the berth first, when the last third container of the column is left, the corresponding sea side ASC runs to the buffer platform on the high position sea side interactive area R-AGV to put down the box, and when returning to the sea side operation area, it runs to the sea side operation area to put the box on the low position R-AGV of the sea side ASC interactive area, and the R-AGV carries the box to run to the L line on the low position 2 line below the shore crane land side bridge arm, at this time the shore crane land side bridge arm trolley carries the container to run to the R-AGV above the high position 2 line on the outer transverse line, puts the box on the R-AGV, and then runs to the R-AGV on the low position 1 line on the outer transverse line to carry the box above, after grabbing the box, the trolley runs to the 1st position on the unlocking transfer platform, after dropping the box, the trolley moves to the 2nd position on the unlocking transfer platform to grab the box, runs to the R-AGV on the high position 2 line of the outer transverse line, and drops the box, then the trolley moves to the R-AGV on the low position 1 line of the outer transverse line to grab the box, runs to the 1st position on the unlocking transfer platform, and cooperates with the above-mentioned operation of the shore crane sea side bridge arm trolley to complete the unloading of the last container of the first column to the 2nd position on the unlocking and locking transfer platform. When the shore crane sea side bridge arm trolley runs to the 1st position on the unlocking and locking transfer platform above, it grabs the loaded container and carries it to the first column of the container ship, then runs to the second column to grab the unloaded container and carries it to the 2nd position on the unlocking and locking transfer platform, then runs to the 1st position on the unlocking and locking transfer platform above to grab the loaded container, and so on, until the loading and unloading operation of the berth is completed, and the shore crane moves to the next berth to operate according to the above-mentioned method.

[0105] In the above embodiment, the operation method of double-lift unloading empty box and single-lift bidirectional unloading and loading heavy box is very complex, and the simple single-lift unloading and loading operation method is included in the embodiment. In the embodiment, the R-AGV runs according to the L-shaped path, and of course it can also run according to the "Hui" type circular path.

[0106] In the above embodiment, the empty box is loaded on the deck of the container ship, and in fact the heavy box is loaded on the deck, which can be operated according to the heavy box unloading and loading bidirectional or unloading and loading operation method, such as the cold box loaded on the deck.

[0107] In the above embodiment, if there are 45-foot empty and loaded containers (with limited total quantity), the R-AGV can carry the 45-foot container along the high or low outer transverse line to the middle of the yard to unload or load the 45-foot container yard.

[0108] In the above embodiment, if there is a transit container (such as across the ocean-Qingdao-Dalian), the sea-side ASC can directly place the container on the shuttle R-AGV on the shuttle channel of the sea-side yard, directly pass through the yard into the container transit platform on both sides of the yard (the sea-side ASC 41 and the land-side ASC 42 are not shown in detail). Figure 1

[0109] Because the shuttle channels are arranged on the sea side and the land side of the yard respectively, the container can be guided into any position in the entire yard by the sea-side ASC 41 or the land-side ASC 42; therefore, the operation port of the sea-side container exchange area (including the sea-side ASC exchange area and the sea-side shore crane exchange area) is always perpendicular to the ship, that is, it is straight, without cross-docking operation. When the land-side truck delivers and picks up containers, it only needs to stop at the delivery port or the pickup port.

[0110] The R-AGV with rudders can run horizontally or vertically on the plane circulating track line. The number of R-AGVs is determined according to 3 R-AGVs corresponding to one shore crane, and 48 R-AGVs are arranged for 16 shore cranes, of which 24 R-AGVs are arranged on the high line and the low line respectively. Six shuttle R-AGVs are arranged on the sea-side shuttle channel 71 and the land-side shuttle channel 72 respectively, and a total of 60 shuttle R-AGVs are arranged for four berth container terminals.

[0111] As shown in Figure 3 , the R-AGV with rudders can run horizontally in a straight line, and can also rotate 90 degrees to realize vertical translation under the action of the rotating motor. In this embodiment, the plane appearance size of the R-AGV is basically the same as that of the 40-foot container, and especially the same lock eye lock is arranged at the top corners of the R-AGV, which is convenient for lifting and fixing the container. Because the track lines are interconnected, the R-AGV can be flexibly scheduled, and the R-AGV is provided with six wheels, of which four rudders are arranged at both ends and two universal wheels are arranged in the middle. The power supply contact line is fixedly installed on the vertical surface of the transverse and longitudinal track lines, and the right-angle current collector pantograph is installed at the two diagonal line body right angles of the R-AGV vehicle body; the power supply mode adopts contact line power supply, lithium battery power supply, or contact line and lithium battery staggered power supply mode.

[0112] ​Based on the direct unloading and direct loading container terminal given above, the application also configures a direct unloading and direct loading operation method for it. The operation process of the existing container automated terminal, such as ship loading and unloading, sea side exchange area, yard sorting area, land side exchange area and other operation areas, is very mature. The application focuses on protecting the operation mode of the sea side container exchange area, yard sorting area and land side container exchange area.

[0113] If the ship schedule changes, the berth is uncertain, and the unloading and loading yard plan cannot be changed, the rescheduled ship can be parked at any temporary berth. Based on the direct unloading and direct loading container terminal structure given by the application, the R-AGV on the sea side does not need to cross the yard operation, and still executes the normal loading and unloading operation process. The container is transferred by the shuttle R-AGV on the land side and the sea side shuttle channel to complete the rescheduled ship container cross-yard transfer task. On the sea side, the container exchange is always a direct and straight mode of the opposite bridge of the designated yard.

[0114] Specifically, in the unloading operation, the R-AGV is updated to the R-AGV of the re-allocated berth corresponding yard, and the container is placed on the shuttle R-AGV on the land side shuttle channel by the corresponding sea side ASC, the container carrying shuttle R-AGV runs to the original planned yard position along the land side shuttle channel, and the container is placed on the land side ASC of the original planned yard from the shuttle R-AGV. In the loading operation, the container is placed on the shuttle R-AGV on the sea side shuttle channel by the sea side ASC of the original planned yard, the container carrying shuttle R-AGV runs to the re-allocated berth corresponding sea side yard position along the sea side shuttle channel, and the container is grabbed from the shuttle R-AGV by the sea side ASC and runs to the sea side ASC interaction area and interacts with the R-AGV on the longitudinal and transverse track line body.

[0115] If the ship's berth changes from the target berth to other berth, and the target berth yard plan of the loading and unloading ship can be changed, the change of the berth transfer operation is executed, which includes: the collected containers are grabbed by the sea side ASC of the corresponding sea side yard and placed on the shuttle R-AGV on the sea side shuttle channel, and then transferred to the yard position corresponding to the changed berth by the shuttle R-AGV, and then placed on the specified position of the sea side yard by the sea side ASC of the changed berth; and the containers placed in the changed berth corresponding yard are grabbed by the land side ASC and placed on the shuttle R-AGV on the land side shuttle channel, and then transferred to other allocated yard by the shuttle R-AGV, and then placed on the specified position of the land side yard by the land side ASC of the other allocated yard.

[0116] For the container sending (harbor) operation of the land side truck, after the land side truck arrives at the truck parking position of the sub yard, the container handler grabs the container on the land side truck and places it on the rotating platform, the rotating platform rotates 90 degrees, the land side ASC grabs the container on the rotating platform and transports it to the buffer platform, and the sea side ASC grabs and transports the container to the designated position of the sea side yard.

[0117] In the decongestion operation, the land side ASC grabs the decongestion container and transports it to the rotating platform, the rotating platform rotates 90 degrees, the handler grabs the container above the rotating platform and transports it to the land side truck. When the land side truck sends and picks up containers, and the decongestion container is not in the sub yard of the container sending, the land side ASC of the yard where the decongestion container is located grabs the container and runs to the land side shuttle channel, places the container on the shuttle R-AGV, and runs to the sub yard of the land side truck for container sending, and the land side ASC grabs the container and runs to the land side container interaction area, places the container on the rotating platform, and then the handler grabs the container and places it on the land side truck.

[0118] In some embodiments of the present application, if the efficiency of the land side truck is not high, the land side ASC can be configured as a rotating spreader, and the land side ASC directly interacts with the truck parked in the parking position in the land side container interaction area, which can save the rotating platform and the container handler.

[0119] It should be pointed out that the above description is not a limitation of the present application, and the present application is not limited to the above examples, and changes, modifications, additions or replacements made by ordinary skilled in the art within the scope of the present application should also be within the protection scope of the present application.

Claims

1. A direct-unloading and direct-loading container terminal, comprising: Quay cranes are installed along the quay line at docks to lift containers out of or into the ship's hold. Its characteristic is that it further includes: The container yard consists of several top-opening container yards arranged along the quay line. The top-opening container yard is a steel frame structure with an open interior space, which is perpendicular to the quay line in the longitudinal direction and the width in the lateral direction is adapted to the length of a single container. Automated stacker cranes are installed on top of top-opening container yards, including sea-side ASCs and land-side ASCs. The longitudinal and transverse track system is laid out between the landside arm of the quay crane and the container yard, on which R-AGVs operate. It consists of a high-level outer transverse track system, a high-level inner transverse track system, a low-level outer transverse track system, and a low-level inner transverse track system parallel to the quay line, as well as a high-level longitudinal track system and a low-level longitudinal track system perpendicular to the quay line. Among them, the high-level outer transverse track system and the low-level outer transverse track system are located below the landside arm of the quay crane, and the trolleys on the landside arm of the quay crane directly exchange containers with the R-AGVs on the high-level outer transverse track system and the low-level outer transverse track system. The high-level inner transverse track system and the low-level inner transverse track system are located within the operating range of the seaside ASC. At the intersection of the high-level inner transverse track system and the high-level longitudinal track system, and at the intersection of the low-level inner transverse track system and the low-level longitudinal track system, the seaside ASC directly exchanges containers with the R-AGVs. The caching platform is located in the middle of each top-opening container yard, parallel to the quayline. Shuttle passages, including sea-side shuttle passages and land-side shuttle passages, are arranged in parallel on both sides of the buffer platform and run through the entire container yard, on which shuttle R-AGVs operate; among them, the sea-side shuttle passage or the land-side shuttle passage extends a passage longer than the container length on both sides of the entire yard, which is used as a container transfer platform. Rotating platforms are configured in the landside container interaction area of ​​each top-opening container yard to interact with landside ASCs and container handling machines. The container loading and unloading machine is positioned above the landside container interaction area of ​​each top-opening container yard, enabling containers to interact between landside trucks and rotating platforms.

2. The direct-unloading and direct-loading container terminal according to claim 1, characterized in that, The high-position outer transverse track and the low-position outer transverse track are arranged in a stepped structure; the high-position inner transverse track and the low-position inner transverse track are arranged in a stepped structure.

3. The direct-unloading and direct-loading container terminal according to claim 1, characterized in that, The top-opening container yard is successively equipped with a seaside ASC spreader replacement area, a seaside container exchange area, and a seaside ASC maintenance area on the seaside side. The top-opening container yard is arranged with a rotating platform, truck parking spaces and a landside ASC maintenance area on the landside. The truck parking spaces also serve as the landside ASC spreader replacement area.

4. The direct-unloading and direct-loading container terminal according to claim 1, characterized in that, The high-level outer transverse track line, the high-level inner transverse track line, and the high-level longitudinal track line intersect perpendicularly and are connected to form a high-level circular track line; the low-level outer transverse track line, the low-level inner transverse track line, and the low-level longitudinal track line intersect perpendicularly and are connected to form a low-level circular track line. Both the low-level circulating track and the shuttle channel are at a set height above the ground, or the low-level circulating track is laid directly on the ground. A land-side access road from the land side to the sea side is provided between the two sets of storage yards; wherein, one set of storage yards consists of a specified number of top-opening container storage yards.

5. The direct-unloading and direct-loading container terminal according to claim 1, characterized in that, The shuttle passage and the buffer platform are connected by a refrigerated container storage area within a designated top-opening container yard.

6. The direct-unloading and direct-loading container terminal according to claim 1, characterized in that, The longitudinal and transverse track lines are equipped with power supply sliding contact lines, and the R-AGV draws power from the power supply sliding contact lines based on a brush structure. The power supply methods for the R-AGV include sliding contact line power supply, battery power supply, or alternating power supply from sliding contact line and battery power supply.

7. A method for operating a direct-unloading and direct-loading container terminal, applied to the direct-unloading and direct-loading container terminal as described in claim 1, characterized in that, include: After the container ship is berthed at the target berth, unloading operations are carried out based on the pre-allocated quay cranes and the top-open container yard of the target berth, including: S11. The seaside arm of the quay crane moves to the container bay where the container ship is ready to load and unload, and the landside arm of the quay crane is then positioned above the high / low outer transverse track of the top-open container yard of the target berth. S12. Drive the R-AGV configured for the top-open container yard of the target berth along the longitudinal and transverse track lines to the landside arm of the quay crane. S13. The quay crane's seaside trolley transports the container it has grabbed from the container ship to the quay crane's transfer platform via the seaside trolley arm. After unlocking, the quay crane's landside trolley lifts the container from the quay crane's transfer platform and transports it to the R-AGV via the quay crane's landside trolley arm. S14.R-AGV container runs along the longitudinal and transverse track lines to the sea-side ASC interaction area of ​​the top-open container yard of the target berth; S15. The sea-side ASC retrieves the container from the R-AGV in the sea-side ASC interaction area, moves the container to the top of the buffer platform, places the container on the buffer platform, and then returns to the sea-side ASC interaction area. S16. The landside ASC of the top-open container yard of the target berth runs to the top of the buffer platform, grabs the container from the buffer platform and returns to the landside yard, placing the container in the designated location in the landside yard; After the containers at the bay operated by the quay crane are unloaded, the loading operation at the bay is carried out, including: S21. The sea-side ASC grabs a container from the sea-side yard of the top-open container yard of the target berth, moves to the area above the sea-side ASC interaction zone, and places the container on the waiting R-AGV at the intersection of the high / low inner transverse track line and the high / low longitudinal track line. The S22.R-AGV carrier travels along the longitudinal and transverse track lines to the landside arm of the quay crane; S23. The landside trolley of the quay crane moves to the top of the R-AGV and grabs the container from the R-AGV, places the container on the transfer platform of the quay crane, and completes the locking process; S24. The trolley on the seaside arm of the quay crane moves to the top of the quay crane transfer platform and grabs the container from the quay crane transfer platform, and transports and lifts the container to the container bay of the ship where it is operating; Before the container ship berths at the target berth, port operations are carried out based on the pre-allocated top-open container yard of the target berth, including: S31. After the landside truck reverses into the designated truck parking space in the landside container interaction area, the container loader grabs the container above the landside truck and places it on the rotating platform. The container loader then returns to the truck parking space. S32. After the rotating platform is rotated 90 degrees, the landside ASC moves to the top of the rotating platform to grab the container and moves it to the top of the buffer platform. After placing the container on the buffer platform, the landside ASC returns to the landside container interaction area. S33. The sea-side ASC moves to the top of the buffer platform, grabs the container from the buffer platform, and places the container in the designated location in the sea-side yard; Landside container truck port clearance operations include: S41. The landside ASC grabs the container from the designated location in the landside yard of the top-open container terminal at the target berth and moves the container to the rotating platform above the landside container interaction area. S42. After the landside ASC places the container on the rotating platform, it exits above the rotating platform; S43. After the rotating platform is rotated 90 degrees, the container loader moves above the rotating platform to grab the container, moves with the container above the landside truck, and places the container on the landside truck.

8. The direct unloading and loading container terminal operation method according to claim 7, characterized in that, The method further includes: When a container ship's berth changes from the target berth to another designated berth, and the original top-open container yard plan for the target berth cannot be changed, the quay cranes, R-AGVs, and top-open container yards corresponding to the other designated berths where the container ship is berthed will be updated to provide equipment resources for container ship loading and unloading operations; and, In step S15 of the unloading operation, after the sea-side ASC retrieves the container from the R-AGV in the sea-side ASC interaction area, the operation of moving the container to the buffer platform is updated to moving the container to the land-side shuttle passage, placing the container on the shuttle R-AGV in the land-side shuttle passage, and then returning to the sea-side ASC interaction area; the shuttle R-AGV moves the container to the top-open container yard of the original target berth; Step S16 is updated as follows: The landside ASC of the original target berth top-open container yard runs to the top of the landside shuttle passage, interacts with the shuttle R-AGV to grab the container, and then returns to the landside yard to place the container in the designated position of the original landside yard. During the loading operation, step S201 is added before step S21: the ASC on the sea side of the top-open container yard of the original target berth grabs the container and places the container on the shuttle R-AGV in the sea side shuttle passage. S202: The shuttle R-AGV moves with the container to the top-opening container yard corresponding to the changed berth; S203: The seaside ASC of the top-opening container yard corresponding to the changed berth will move to the top of its seaside shuttle passage and interact with the shuttle R-AGV to grab containers.

9. The direct unloading and loading container terminal operation method according to claim 7, characterized in that, The method also includes unloading empty containers using dual lifting devices and unloading loaded containers using a single lifting device in both directions; wherein... The double-spreader unloading of empty containers involves configuring one quay crane landside boom double-spreader trolley corresponding to two elevated outer transverse track lines. Four R-AGVs (numbered 1, 2, 3, and 4) and four seaside ASCs (numbered 1, 2, 3, and 4) are divided into two groups for alternating operations, including: R-AGVs 1 and 2 operate to the two elevated outer transverse track lines below the landside gantry. The double spreader trolley of the quay crane's seaside gantry grabs the first layer of empty containers in the two designated columns and moves them to the quay crane's unlocking and transfer platform. After unlocking, the double spreader trolley of the quay crane's landside gantry grabs the containers and transports them to R-AGVs 1 and 2 on the two elevated outer transverse track lines. The two R-AGVs carrying containers enter the seaside ASC interaction area of ​​sub-yards 1 and 2 according to the L-shaped route. The seaside ASCs 1 and 2 grab the containers and transport them to the buffer platform. The landside ASC then transports the containers on the buffer platform to the designated container positions. Simultaneously with the above operations, the double spreader trolley of the quay crane's sea-side boom returns to the two designated rows of containers above the container ship, and the double spreader trolley of the quay crane's land-side boom returns to the unlocking and transfer platform. R-AGVs No. 3 and No. 4 run from the ASC interaction area on the sea side of sub-yards No. 3 and No. 4 along an L-shaped route to the two high-level outer transverse track lines below the land-side boom of the quay crane. This cycle is repeated until all empty containers in the designated bay are unloaded. As mentioned above, when carrying out side-by-side operations, the operation method for the other quay crane is the same as the above operation method, corresponding to the two low-position outer transverse track lines; The single-spreader bidirectional unloading and loading / unloading operation of heavy containers involves two quay cranes operating side-by-side. One quay crane corresponds to the first high-level outer transverse track and the first low-level outer transverse track, while the other quay crane corresponds to the second high-level outer transverse track and the second low-level outer transverse track. The high-level track is the unloading line, and the low-level track is the loading line. This includes: After unloading empty containers, changing spreader to single spreader, and removing hatch covers, the quay crane's sea-side trolley unloads the container. First, it unloads the first row of containers. When the third-to-last container remains in that row, the corresponding sea-side ASC (Automatic Container Storage System) grabs the container on the first high-position outer transverse track and moves it to the buffer platform to lower it. Upon returning to the sea-side operation, it grabs a container in the sea-side yard and moves it to the sea-side work area, placing it on the R-AGV (Remotely Accessible Vehicle) at the lower position of the sea-side ASC interaction area. The R-AGV carries the container along an L-shaped route to the first low-position outer transverse track below the quay crane's land-side trolley. At this point, the quay crane's land-side trolley, carrying the container from the unlocking transfer platform, moves to above the first high-position outer transverse track. After placing the container on the R-AGV, the quay crane's land-side trolley moves to above the container carried by the R-AGV on the first low-position outer transverse track. The quay crane's land-side trolley grabs the container and moves it to the first designated position on the quay crane's unlocking transfer platform. After lowering the container, the quay crane's land-side trolley... After the trolley moves to the second designated container position on the unlocking transfer platform and grabs the container, it moves to the R-AGV on the first high-position outer transverse track and drops the container. Then, the quay crane's landside trolley moves to the container on the first low-position outer transverse track R-AGV, grabs the container, and moves it to the first designated position on the unlocking transfer platform. Coordinating with the above actions, the quay crane's seaside trolley, after unloading the last container of the first row to the second designated position on the quay crane's unlocking and locking transfer platform, moves to the first designated position on the unlocking and locking transfer platform, grabs the container to be loaded onto the ship, and transports it to the first row of the container ship. Then, the quay crane's seaside trolley moves to the second row, grabs the unloaded container, transports it to the second designated position on the unlocking and locking transfer platform, and then moves to the first designated position on the unlocking and locking transfer platform again to grab the container to be loaded onto the ship. This cycle repeats until the loading and unloading operation at that bay is completed. The quay crane then moves to the next bay and performs the above operations.

10. The direct unloading and loading container terminal operation method according to claim 7, characterized in that, The method further includes: In port loading and unloading operations, when a landside truck delivers containers to the port and picks up containers for unloading, and the unloading container is not in the top-open container yard corresponding to the loading port, step S41 is updated as follows: the landside ASC of the top-open container yard where the unloading container is located grabs the container, moves the container to the landside shuttle passage, and places the container on the shuttle R-AGV; the shuttle R-AGV carries the container to the top-open container yard corresponding to the loading port; the landside ASC of the top-open container yard corresponding to the loading port moves to the top of the landside shuttle passage and interacts with the shuttle R-AGV to grab the container, and moves the container to its landside container interaction area.

Images