Single-trolley shore crane and guided vehicle automatic operation interaction system and control method thereof

Abstract

The application provides a single-car quay crane and guided vehicle automatic operation interaction system, which comprises a quay crane CPS laser guiding unit, an IGV management system and a quay management system. The quay crane CPS laser guiding unit comprises four laser radars installed on the quay crane, a computing unit and a communication unit. A multi-lane under the quay crane center comprises a plurality of IGV priority driving lanes and a plurality of IGV auxiliary driving lanes. The fourth laser radar is installed on the front side of the left contact beam of the quay crane and is close to the sea side of the wharf. The third laser radar is installed on the rear side of the left contact beam of the quay crane and is close to the land side of the wharf. The second laser radar is installed on the front side of the right contact beam of the quay crane and is close to the sea side of the wharf. The first laser radar is installed on the rear side of the right contact beam of the quay crane and is close to the land side of the wharf. The application further provides a control method applied to the above system, which comprises steps S1-S6. The application can accurately detect the IGV vehicles on the multi-lane under the quay crane through the four 3D laser scanners, so as to realize efficient collaborative operation of the quay crane and the IGV vehicle group.

Description

Technical Field

[0001] This invention relates to the field of detection and control technology for transportation equipment under port quay cranes, specifically to an automated operation interaction system and control method for a single trolley quay crane and a guide vehicle. Background Technology

[0002] In traditional manual port terminals, container trucks (hereinafter referred to as "trucks") interact with quay cranes primarily through manual guidance and positioning. This model presents significant safety hazards and is characterized by high labor costs and low operational efficiency. Traditional port truck guidance technologies involve first using absolute encoders and incremental encoders to position the trolley mechanism, thereby positioning the quay crane, and then employing electromagnetic induction guidance to position the intelligent guided vehicle (IGV). To achieve intelligent interaction between trucks within the quay crane operating area, various truck guidance systems, such as vision, laser, and RFID, have been used. However, traditional port truck guidance technologies rely on cranes to acquire truck positions and then guide drivers to adjust their positions via displays, which is unsuitable for automated interaction between quay cranes and IGVs. This traditional port truck guidance technology (CPS) can only guide manned trucks. In automated terminals, this traditional port truck guidance technology alone cannot meet the operational requirements for efficient interaction between automated quay cranes and unmanned intelligent guided vehicles (IGVs).

[0003] Furthermore, Chinese invention patent application CN 111268566 A discloses a laser-based automatic container loading system and method for container trucks in a lane. The system includes a controller and a 3D laser scanner, an industrial computer, and an LED display screen, all connected to the controller. The industrial computer and the 3D laser scanner are connected, and the controller is connected to the trolley PLC control system. The 3D laser scanner scans the center cross-sectional profile of the container truck to obtain center cross-sectional profile data pairs. The controller calculates the truck's alignment guidance information and sends it to the LED display screen, facilitating rapid and accurate alignment of the truck. High-precision 3D positioning information of the truck is obtained through high-precision contour scanning by the 3D laser scanner and calculation by the industrial computer, and sent to the trolley PLC control system. This facilitates adjustments to the posture and position of the trolley and the spreader, ensuring the spreader can safely and accurately automatically grab the container. This prior art solution uses only one laser for scanning, and the scanning is a single-laser real-time scan, displayed to the driver. It cannot control vehicle alignment, and the single-laser scanning cannot perform positioning coordinate verification and correction; it only provides scanning conversion formulas and preliminary control logic. Summary of the Invention

[0004] In view of this, it is necessary to propose an automated operation interaction system and control method for a single-trolley quay crane and a guided vehicle to overcome some shortcomings in the background technology and solve the following problems:

[0005] How to accurately detect IGV vehicles in multiple lanes under the quay crane by using two 3D laser scanners on the left connecting beam and two 3D laser scanners on the right connecting beam, so as to achieve efficient collaborative operation between the quay crane and the IGV vehicle group.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This invention proposes an automated operation interaction system for a single-trolley quay crane and a guided vehicle, applied to an automated container terminal including multiple IGVs. This automated operation interaction system includes a quay crane CPS laser guidance unit, an IGV management system, and a quay crane management system. The quay crane CPS laser guidance unit is used for three-dimensional coverage detection of multiple lanes and provides precise distance and direction guidance for the operating vehicles. The IGV management system is used for positioning and control management of multiple IGVs within the automated container terminal. The quay crane management system is used for control and management of several quay cranes within the automated container terminal. The quay crane CPS laser guidance unit includes multiple lidar units, a computing unit, and a communication unit. The computing unit communicates with the lidar units and the communication unit. The multiple lanes under the center of the quay crane include several IGV priority lanes and several IGV auxiliary lanes. The lidar units... There are four lidar units: the fourth lidar is installed on the front side of the left connecting beam of the quay crane and near the sea side of the pier; the third lidar is installed on the rear side of the left connecting beam of the quay crane and near the land side of the pier; the second lidar is installed on the front side of the right connecting beam of the quay crane and near the sea side of the pier; and the first lidar is installed on the rear side of the right connecting beam of the quay crane and near the land side of the pier. The fourth lidar and the second lidar are combined to form a first dynamic and static scanning combination for priority scanning, and the first lidar and the third lidar are combined to form a second dynamic and static scanning combination for auxiliary scanning. The first dynamic and static scanning combination is used to perform dynamic and static scanning on the IGV priority driving lanes in the multi-lane system under the center of the quay crane. The second dynamic and static scanning combination is used to supplement the dynamic and static scanning on each IGV priority driving lane in the multi-lane system under the center of the quay crane, and also to perform dynamic and static scanning on each IGV auxiliary driving lane in the multi-lane system under the center of the quay crane.

[0008] Furthermore, the multi-lane system under the quay crane center has six lanes, numbered sequentially from the sea side closest to the pier as lane 1, lane 2, lane 3, lane 4, lane 5, and lane 6; the three lanes closest to the sea side of the pier are IGV priority lanes; the three lanes closest to the land side of the pier are IGV auxiliary lanes; and lane 1 is the IGV highest priority lane.

[0009] Furthermore, the automated operation interaction system also includes a central controller, an IGV management system comprising multiple IGV unit controllers and IGV management units, and a quay crane management system comprising multiple quay crane unit controllers and quay crane management units. The central controller is equipped with an automatic control system (ACCS) for individual IGVs. The IGV management units are fleet management systems (VMS) and quay crane management units are quay crane management systems (QCMS). The IGV unit controllers are used to control the operation of a single IGV. The quay crane unit controllers are used to control the operation of a single quay crane.

[0010] This invention proposes a control method for an automated operation interaction system between a single-trolley quay crane and a guided vehicle, as described above. This control method includes the following steps executed in sequence:

[0011] Step S100: When the quay crane needs to perform container loading and unloading tasks, select an idle IGV and control the IGV to go to the locked lane of the multi-lane below the center of the quay crane through a quay crane center lane driving mode, and control the trolley mechanism of the quay crane to automatically drive to the locked lane; the quay crane center lane driving mode is that the IGV gives priority to traveling in the idle lane closest to the sea side of the terminal, and at least one lane is reserved on the side of the IGV facing the land side of the terminal for the IGV to return;

[0012] Step S200: At least one dynamic and static scanning combination scans the corresponding locked lane under the center of the quay bridge;

[0013] Step S300: Control the designated IGV to travel through the corresponding locked lane, and identify the position deviation of the corresponding IGV in the Y direction of the quay crane trolley movement and the parallelism between the IGV and the lane by combining dynamic and static scanning of the corresponding locked lane.

[0014] In step S400, based on the position deviation and parallelism obtained in step S300, the trolley mechanism and spreader of the quay crane are controlled to reach the designated target position, and then the spreader is controlled to complete the automatic operation at the designated tilt angle.

[0015] In step S500, after the quay crane has finished loading and unloading the boxes on the IGV vehicle, the IGV leaves the corresponding locked lane and unlocks the locked lane.

[0016] This invention further proposes a control method for the automated operation interaction system of a single-trolley quay crane and a guide vehicle as described above. This control method includes the following steps executed in sequence:

[0017] Step S1: When the quay crane needs to perform container loading and unloading tasks, select an idle IGV and control the IGV to go to the locked lane of the multi-lane below the center of the quay crane through the quay crane center lane driving mode, and control the trolley mechanism of the quay crane to automatically drive to the locked lane; the quay crane center lane driving mode is that the IGV gives priority to traveling in the idle lane closest to the sea side of the dock, and at least one lane is reserved on the side of the IGV facing the land side of the dock for the IGV to return;

[0018] Step S2: At least one dynamic and static scanning combination scans the corresponding locked lane under the center of the quay bridge;

[0019] Step S3: Control the designated IGV to travel through the corresponding locked lane. Identify the positional deviation of the corresponding IGV in the Y direction of the quay crane trolley and the parallelism between the IGV and the lane by the dynamic and static scanning combination of the corresponding locked lane. The first dynamic and static scanning combination and the second dynamic and static scanning combination first scan the first lane with IGVs traveling closest to the sea side of the dock.

[0020] Step S4: Based on the position deviation and parallelism obtained in step S3, control the trolley mechanism and spreader of the quay crane to reach the designated target position, and then control the spreader to complete the automatic operation at the designated tilt angle;

[0021] In step S5, after the quay crane has finished loading and unloading the boxes on the IGV vehicle, the IGV leaves the corresponding locked lane and unlocks the locked lane.

[0022] Furthermore, in step S3, when an IGV enters the third lane, the first dynamic and static scanning combination and the second dynamic and static scanning combination scan the third lane where the IGV is traveling. Between the first lane and the third lane is a second lane used to return the IGV.

[0023] Furthermore, in step S3, when IGVs enter both the first and third lanes, when an IGV enters the fifth lane, the second dynamic and static scanning combination scans the fifth lane with the IGV after completing the scanning of the first and third lanes. Between the third and fifth lanes is a fourth lane used for the IGV to return.

[0024] Furthermore, in step S3, when IGVs enter both the first and third lanes, when an IGV enters the sixth lane, the second dynamic and static scanning combination scans the fifth lane where the IGV is traveling after completing the scanning of the first and third lanes. The lanes between the third and sixth lanes are the fourth and fifth lanes used for the IGV to return.

[0025] Furthermore, in step S3, when there are no locked lanes for entering the IGV in lanes four, five, and six, the second dynamic and static scanning combination does not scan lanes four, five, and six.

[0026] Further, in step S3, when the IGV laterally enters the locked lane from left to right, at least one lidar installed on the left connecting beam of the quay crane executes a first dynamic scanning mode; during the execution of the first dynamic scanning mode, when the fourth lidar executes a dynamic scanning mode, the second lidar executes a static scanning mode; during the execution of the first dynamic scanning mode, when the third lidar executes a dynamic scanning mode, the first lidar executes a static scanning mode; during the execution of the first dynamic scanning mode, when the fourth and third lidars execute dynamic scanning modes, the second and first lidars execute static scanning modes.

[0027] In step S3, when the IGV moves laterally into the locked lane from right to left, at least one lidar installed on the right connecting beam of the quay bridge executes the second dynamic scanning mode; during the execution of the second dynamic scanning mode, when the second lidar executes the dynamic scanning mode, the fourth lidar executes the static scanning mode; during the execution of the second dynamic scanning mode, when the first lidar executes the dynamic scanning mode, the third lidar executes the static scanning mode; during the execution of the second dynamic scanning mode, when the second lidar and the first lidar execute the dynamic scanning mode, the fourth lidar and the third lidar execute the static scanning mode.

[0028] The beneficial effects of this invention are as follows:

[0029] This invention enables precise detection of IGV vehicles operating in multiple lanes under the quay crane using two 3D laser scanners on the left and right connecting beams of the quay crane, thereby achieving efficient collaborative operation between the quay crane and the IGV fleet. This invention improves the positioning accuracy of IGV vehicles under the quay crane, meets the positioning efficiency requirements for multi-lane switching in automated terminals, and achieves precise positioning of IGVs under the quay crane by optimizing terminal efficiency positioning logic, dynamic and static positioning methods, and remote transmission methods. Furthermore, it achieves precise positioning of IGV movement through a fusion of laser positioning and inertial positioning, and enables IGVs to transport containers to the quay crane's operating area, thus providing interactive functionality for the quay crane to perform fully automated container handling and release operations with the IGVs. Attached Figure Description

[0030] The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the invention and, together with the description, serve to explain the principles of the invention. These drawings are for illustrative purposes only and are not intended to limit the scope of the invention.

[0031] Figure 1 This is a three-dimensional schematic diagram of the installation structure of an automated operation interaction system for a single-trolley quay crane and a guide vehicle according to the present invention.

[0032] Figure 2 This is a top-view schematic diagram of the installation positions of the first, second, third, and fourth lidars involved in the present invention.

[0033] Figure 3 This is a flowchart of a control method for an automated operation interaction system of a single-trolley quay crane and a guide vehicle according to Embodiment 2 of the present invention.

[0034] Figure 4 This is a flowchart illustrating the control method of an automated operation interaction system for a single-trolley quay crane and a guide vehicle according to Embodiment 4 of the present invention.

[0035] Explanation of reference numerals in the attached figures:

[0036] First lidar – L1; Second lidar – L2; Third lidar – L3; Fourth lidar – L4; Quay crane – 5; IGV – 6; Communication unit – 7; First lane – 11; Second lane – 12; Third lane – 13; Fourth lane – 14; Fifth lane – 15; Sixth lane – 16. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be further described clearly and completely below in conjunction with the embodiments of this invention. It should be noted that the described embodiments are merely some embodiments of this invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0038] The terms “first,” “second,” “third,” and “fourth” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, the use of “first,” “second,” “third,” and “fourth” to designate a feature may explicitly or implicitly include one or more of that feature.

[0039] The following is a detailed description of embodiments of the invention depicted in the accompanying drawings. The embodiments are detailed in order to clearly convey the invention. However, the amount of detail provided is not intended to limit the contemplative variations of the embodiments; rather, it is intended to cover all modifications, equivalents, and substitutions falling within the spirit and scope of the invention as defined by the appended claims.

[0040] In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the invention. It will be apparent to those skilled in the art that embodiments of the invention may be practiced without some of these specific details.

[0041] Embodiments of the present invention include various steps, which will be described below. These steps may be performed by hardware components or may be contained in machine-executable instructions that can be used by a general-purpose or special-purpose processor programmed with those instructions to perform these steps. Alternatively, the steps may be performed by a combination of hardware, software, and firmware and / or by a human operator.

[0042] The various methods described herein can be practiced by combining one or more machine-readable storage media containing code according to the invention with suitable standard computer hardware to execute the code contained therein. Apparatus for implementing the various embodiments of the invention may include one or more computers (or one or more processors within a single computer) and a storage system containing or having network access to computer programs encoded according to the various methods described herein, and the method steps of the invention may be performed by modules, routines, subroutines, or sub-parts of a computer program product.

[0043] If the specification states that a component or feature "may", "can", "may" include or have the feature, then it is not necessary to include that particular component or feature or have that feature.

[0044] As used in this specification and the following claims, the words “a,” “an,” and “the” have the meaning of plural reference unless the context clearly indicates otherwise. Furthermore, as used in the description herein, unless the context clearly indicates otherwise, “in” has the meaning of both “in…” and “on…”.

[0045] Exemplary embodiments will now be described more fully below with reference to the accompanying drawings, which illustrate exemplary embodiments. These exemplary embodiments are provided for illustrative purposes only and to make the invention thorough and complete, and to fully convey the scope of the invention to those skilled in the art. However, the disclosed invention can be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Various modifications will be apparent to those skilled in the art. The general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the invention. Furthermore, all statements regarding embodiments of the invention and specific examples thereof described herein are intended to cover their structural and functional equivalents. Additionally, these equivalents are intended to include currently known equivalents as well as those developed in the future (i.e., any element developed that performs the same function, regardless of its structure). Moreover, the terminology and wording used are for the purpose of describing exemplary embodiments and should not be considered limiting. Therefore, the invention is to be endowed with the broadest scope, including various substitutions, modifications, and equivalents consistent with the disclosed principles and features. For clarity, details of technical materials known in the art related to this invention have not been described in detail so as not to unnecessarily obscure the invention.

[0046] Therefore, for example, those skilled in the art will understand that schematic diagrams, schematics, illustrations, etc., represent conceptual views or processes embodying the systems and methods of the present invention. The functionality of the various elements shown in the figures can be provided using dedicated hardware and hardware capable of executing the relevant software. Similarly, any switches shown in the figures are merely conceptual. Their functionality can be performed through the operation of program logic, through dedicated logic, through interaction between program control and dedicated logic, or even manually; specific techniques may be chosen by the entity implementing the invention. Those skilled in the art should further understand that the exemplary hardware, software, processes, methods, and / or operating systems described herein are for illustrative purposes and are therefore not intended to be limited to any particular named element.

[0047] Embodiments of the present invention may provide a computer program product that may include a machine-readable storage medium on which instructions are tangibly implemented, which may be used to program a computer (or other electronic device) to perform processing. The terms "machine-readable storage medium" or "computer-readable storage medium" include, but are not limited to, fixed (hardware) drives, magnetic tape, floppy disks, optical discs, optical disc read-only memory (CD-ROM) and magneto-optical discs, semiconductor memories such as ROMs, PROMs, random access memories (RAM), programmable read-only memories (PROMs), erasable PROMs (EPROMs), electrically erasable PROMs (EEPROMs), flash memory, magnetic or optical cards, or other types of media / machine-readable media suitable for storing electronic instructions (e.g., computer programming code, such as software or firmware). Machine-readable media may include non-transitory media in which data can be stored and does not include carrier waves and / or transient electronic signals propagated via wireless or wired connections. Examples of non-transitory media may include, but are not limited to, magnetic disks or magnetic tapes, optical storage media such as compact discs (CDs) or digital universal discs (DVDs), flash memory, memory, or memory devices. Computer program products may include code and / or machine-executable instructions, which may represent any combination of procedures, functions, subroutines, programs, routines, subroutines, modules, software packages, classes, or instructions, data structures, or program statements. Code segments may be coupled to other code segments or hardware circuitry by passing and / or receiving information, data, variables, parameters, or memory contents. Information, variables, parameters, data, etc., may be passed, forwarded, or transmitted by any suitable means, including memory sharing, message passing, token passing, network transmission, etc.

[0048] Furthermore, embodiments can be implemented using hardware, software, firmware, middleware, microcode, hardware description languages, or any combination thereof. When implemented in software, firmware, middleware, or microcode, program code or code segments (e.g., a computer program product) that perform the necessary tasks can be stored on a machine-readable medium. The processor can then perform the necessary tasks.

[0049] The systems depicted in the figures can be provided in various configurations. In some embodiments, the system can be configured as a distributed system, wherein one or more components of the system are distributed across one or more networks of a cloud computing system.

[0050] Each of the appended claims defines a separate invention, which, for infringement purposes, is considered to include the various elements or limited equivalents specified in the claims. Depending on the context, all references to "invention" below may refer only to certain specific embodiments in some cases. In other cases, it should be recognized that references to "invention" will refer to one or more, but not necessarily all, the subject matter described in the claims.

[0051] Unless otherwise stated herein or the context clearly contradicts it, all methods described herein may be performed in any suitable order. The use of any and all examples or exemplary language (e.g., “such as”) provided with respect to certain embodiments herein is intended only to better illustrate the invention and not to limit the scope of the claimed invention. No language in the specification should be construed as indicating any unclaimed element essential to the implementation of the invention.

[0052] The various terms used herein are as follows. Where no term is defined below as used in the claims, the broadest definition should be given, and those skilled in the art have provided the term as reflected in printed publications and granted patents at the time of filing.

[0053] Example 1

[0054] like Figure 1 , Figure 2 As shown:

[0055] This embodiment proposes an automated operation interaction system for a single-trolley quay crane and a guided vehicle, applied to an automated container terminal including multiple IGV6s. This automated operation interaction system includes a quay crane CPS laser guidance unit, an IGV management system, and a quay crane management system. The quay crane CPS laser guidance unit is used for three-dimensional coverage detection of multiple lanes and provides precise distance and direction guidance for the operating vehicles. The IGV management system is used for positioning control and management of multiple IGV6s within the automated container terminal. The quay crane management system is used for control and management of several quay cranes 5 within the automated container terminal. The quay crane CPS laser guidance unit includes multiple lidars, a computing unit, and a communication unit 7. The lidars are installed on the quay crane 5, and the computing unit communicates with the lidars and the communication unit 7 respectively. The multiple lanes under the center of the quay crane 5 include several IGV priority driving lanes and several IGV auxiliary driving lanes. The number of lidars is four, with the fourth lidar L4 installed on the left connecting beam of the quay crane 5 (e.g., Figure 1 The third lidar L3 is installed on the front side of the left connecting beam of the quay crane 5 (as shown in the X-direction left beam) and near the sea side of the dock. Figure 1 The second lidar L2 is installed on the right connecting beam of the quay crane 5 (as shown in the X-direction left beam) on the rear side and near the land side of the dock. Figure 1 The first lidar L1 is installed on the front side of the right connecting beam of the quay crane 5 (as shown in the X-direction right beam) and near the sea side of the dock. Figure 1The rear part of the X-direction right beam shown is close to the land side of the dock; the combination of the fourth lidar L4 and the second lidar L2 is the first dynamic and static scanning combination for priority scanning, and the combination of the first lidar L1 and the third lidar L3 is the second dynamic and static scanning combination for auxiliary scanning; the first dynamic and static scanning combination is used to perform dynamic and static scanning on the IGV priority driving lane in the multi-lane under the center of the quay crane 5; the second dynamic and static scanning combination is used to supplement the dynamic and static scanning on each IGV priority driving lane in the multi-lane under the center of the quay crane 5, and also to perform dynamic and static scanning on each IGV auxiliary driving lane in the multi-lane under the center of the quay crane 5.

[0056] Optimized, the number of lanes under the center of the quay crane 5 is six, starting from the sea side closest to the pier: lane 11, lane 12, lane 13, lane 14, lane 15, and lane 16. The three lanes closest to the sea side of the pier are IGV priority lanes (i.e., lane 11, lane 12, and lane 13); the three lanes closest to the land side of the pier are IGV auxiliary lanes (i.e., lane 14, lane 15, and lane 16); and lane 11 is the IGV highest priority lane.

[0057] Ideally, the automated operation interaction system also includes a central controller, an IGV management system comprising multiple IGV unit controllers and IGV management units, and a quay crane management system comprising multiple quay crane unit controllers and quay crane management units. The central controller is equipped with an automatic control system (ACCS) for individual IGVs. The IGV management units are fleet management systems (VMS) and quay crane management units are quay crane management systems (QCMS). The IGV unit controllers are used to control the operation of a single IGV6 unit, and the quay crane unit controllers are used to control the operation of a single quay crane (5 unit).

[0058] Ideally, communication unit 7 is a UWB transmitting module; each IGV6 is equipped with a UWB receiving antenna and a UWB receiving module; the UWB transmitting module communicates with each UWB receiving module; and the IGV unit controller communicates with the UWB receiving module.

[0059] In a further optimized manner, the automated operation interaction system also includes a trolley positioning device, an IGV vision inspection unit, an IGV laser positioning unit, and an IGV satellite inertial navigation positioning unit; the trolley positioning device is used to locate the position of the trolley on the quay crane; the IGV vision inspection unit, the IGV laser positioning unit, and the IGV satellite inertial navigation positioning unit are installed on the IGV; the IGV management system communicates with the IGV vision inspection unit, the IGV laser positioning unit, and the IGV satellite inertial navigation positioning unit respectively; and the quay crane management system communicates with the trolley positioning device.

[0060] Specifically, the IGV6 travels to the quay crane 5 where the operation needs to be performed. Under the quay crane 5, the IGV6 performs initial physical positioning by using four LiDAR sensors to acquire its position. The use of four LiDAR sensors improves the positioning accuracy of the IGV intelligent guided vehicle under the quay crane 5, achieving the positioning efficiency requirements for multi-lane switching under the automated terminal quay crane and optimizing the terminal's efficiency positioning logic. The quay crane's CPS laser guidance unit sends the distance value from the IGV6 to the target location to the IGV6. The IGV6 receives the distance value from the target operation location sent by the quay crane's CPS laser guidance unit and... Based on this value, the IGV6 is controlled to continue moving or stop. The quay crane's CPS laser guidance unit continuously sends the distance value between the IGV6 and the target position to the IGV6. The IGV6 is controlled to move or stop based on this distance value until it stops at the target position under the quay crane 5. This realizes the automated guidance of the IGV6 by the quay crane's CPS laser guidance unit. After the IGV6 stops at the working position, the quay crane 5 grabs or places the container on the IGV6. The spreader (or container) of the quay crane 5 leaves the IGV6, and the IGV6 drives away from the working quay crane 5, completing the interaction between the quay crane 5 and the IGV6.

[0061] Further optimized, the computing unit is an industrial control computer, and the quay crane CPS laser guidance unit also includes a router; each lidar can acquire the location information of IGV6 entering the interaction area under the quay crane from different directions through 3D scanning; preferably, each laser can cover all lanes.

[0062] Example 2

[0063] like Figure 1 , Figure 3 As shown:

[0064] This embodiment proposes a control method for an automated operation interaction system of a single-trolley quay crane and a guided vehicle, which applies any of the technical solutions in Embodiment 1. The control method includes the following steps executed in sequence:

[0065] Step S100: When the quay crane 5 needs to perform container loading and unloading tasks, the quay crane management system sends a command to the IGV management system. The IGV management system automatically selects an idle IGV6 and controls the IGV6 to travel to the locked lane of the multi-lane quay crane 5 via a quay crane 5 center lane driving mode. It also controls the trolley mechanism of the quay crane 5 to automatically drive to the locked lane. The quay crane 5 center lane driving mode prioritizes the IGV6 traveling in the idle lane closest to the sea side of the quay, and at least one lane is reserved on the side of the IGV6 facing the road side of the quay for its return trip. Then, step S200 is executed. Specifically, the quay crane center lane driving mode prioritizes the IGV traveling in the idle lane closest to the sea side of the quay, and the IGV faces the land side of the quay (i.e., as shown in the image). Figure 1At least one lane should be reserved on the side of the Y-shaped rearward direction (as shown) for the return trip of the IGV;

[0066] Step S200: At least one dynamic and static scanning combination scans the locked lane corresponding to the center of the quay bridge 5; then step S300 is executed.

[0067] Step S300: Control the designated IGV6 to travel through the corresponding locked lane. Identify the positional deviation of the corresponding IGV6 in the Y direction of movement of the quay crane 5 trolley and the parallelism between the IGV6 and the lane by combining dynamic and static scanning of the corresponding locked lane. Then execute step S400. Specifically, the locked lane is the lane assigned by the quay crane center when the terminal receives the container receiving instruction. Other IGVs cannot reach the locked lane. The locked lane cannot be passed until the task IGV reaches the lane and completes the task.

[0068] In step S400, based on the position deviation and parallelism obtained in step S300, the trolley mechanism and spreader of the quay crane 5 are controlled to reach the designated target position, and then the spreader is controlled to complete the automatic operation at the designated tilt angle; then step S500 is executed.

[0069] In step S500, after the boxes on the IGV6 vehicle are loaded and unloaded by the quay crane 5, the IGV6 leaves the corresponding locked lane and unlocks the locked lane.

[0070] Further optimized, in step S400, the deviation of the IGV in the Y direction of the quay crane trolley and the parallelism between the IGV and the lane are determined. The quay crane CPS laser guidance unit transmits the deviation of the quay crane trolley in the Y direction and the parallelism between the IGV and the lane to the quay crane management system. The quay crane management system includes a stand-alone automatic control system ACCS, which controls the stand-alone quay crane trolley.

[0071] Specifically, if the current lane cannot scan an IGV, the guidance task is completed, i.e., SN=0, where Sn is the number of IGVs that need to be scanned in the current lane.

[0072] Further optimized, before step S100, the control method further includes: step S1001, where the two lidars of the first dynamic-static scanning combination perform mutual dynamic-static calibration, and the two lidars of the second dynamic-static scanning combination also perform mutual dynamic-static calibration; that is, the lidar performing dynamic detection in the first dynamic-static scanning combination is compared and analyzed with the other lidar performing static detection in the first dynamic-static scanning combination, and then the dynamic-static calibration of the two lidars in the first dynamic-static scanning combination is achieved by comparing relevant standard values ​​or standard ranges; the lidar performing dynamic detection in the second dynamic-static scanning combination is compared and analyzed with the other lidar performing static detection in the second dynamic-static scanning combination, and then the dynamic-static calibration of the two lidars in the second dynamic-static scanning combination is achieved by comparing relevant standard values ​​or standard ranges; then step S100 is executed; thus, the IGV positioning correction function can be realized.

[0073] Example 3

[0074] like Figure 1 , Figure 2 , Figure 3 As shown:

[0075] This embodiment proposes an automated operation interaction system for a single-trolley quay crane and a guided vehicle, applied to an automated container terminal including multiple IGV6s. This automated operation interaction system includes a quay crane CPS laser guidance unit, an IGV management system, and a quay crane management system. The quay crane CPS laser guidance unit is used for three-dimensional coverage detection of multiple lanes and provides precise distance and direction guidance for the operating vehicles. The IGV management system is used for positioning and control management of multiple IGV6s within the automated container terminal. The quay crane management system is used for control and management of several quay cranes 5 within the automated container terminal. The quay crane CPS laser guidance unit includes multiple lidars, a computing unit, and a communication unit 7. The lidars are installed on the quay cranes 5, and the computing unit communicates with the lidars and the communication unit 7 respectively. The multiple lanes under the center of the quay cranes 5 include several IGV6 priority driving lanes and several IGV auxiliary driving lanes. The lidars... There are four lidar units: the fourth lidar L4 is installed on the front side of the left connecting beam of the quay crane 5, near the sea side of the pier; the third lidar L3 is installed on the rear side of the left connecting beam of the quay crane 5, near the land side of the pier; the second lidar L2 is installed on the front side of the right connecting beam of the quay crane 5, near the sea side of the pier; and the first lidar L1 is installed on the rear side of the right connecting beam of the quay crane 5, near the land side of the pier. The fourth lidar L4 and the second lidar L2 are combined to form a first dynamic and static scanning combination for priority scanning, and the first lidar L1 and the third lidar L3 are combined to form a second dynamic and static scanning combination for auxiliary scanning. The first dynamic and static scanning combination is used to perform dynamic and static scanning on the IGV priority driving lanes in the multi-lane system under the center of the quay crane 5; the second dynamic and static scanning combination is used to supplement the dynamic and static scanning on each IGV priority driving lane in the multi-lane system under the center of the quay crane 5, and also to perform dynamic and static scanning on each IGV auxiliary driving lane in the multi-lane system under the center of the quay crane 5.

[0076] The number of lanes under the center of the quay crane 5 is six, starting from the sea side closest to the dock: lane 11, lane 22, lane 33, lane 44, lane 515, and lane 616. The three lanes closest to the sea side of the dock are IGV priority lanes, and the three lanes closest to the land side of the dock are IGV auxiliary lanes. Lane 11 is the IGV highest priority lane.

[0077] Specifically, each lane is operated by an IGV6. The IGV6 can enter from any of the six lanes from left to right or from right to left, and finally automatically park in the corresponding lane to operate.

[0078] This embodiment further proposes a control method for the automated operation interaction system between the single trolley quay crane 5 and the guide vehicle applied in this embodiment. The control method includes the following steps executed in sequence:

[0079] Step S1: When the quay crane 5 needs to perform container loading and unloading tasks, select an idle IGV6, control the IGV6 to go to the locked lane of the multi-lane below the center of the quay crane 5 through the center lane driving mode, and control the trolley mechanism of the quay crane 5 to automatically drive to the locked lane; the center lane driving mode of the quay crane 5 is that the IGV6 takes priority to travel in the idle lane closest to the sea side of the dock, and at least one lane is reserved on the side of the IGV6 facing the road side of the dock for the IGV6 to return;

[0080] Step S2: At least one dynamic and static scanning combination scans the locked lane corresponding to the center of the quay bridge 5;

[0081] Step S3: Control the designated IGV6 to travel through the corresponding locked lane. Identify the positional deviation of the corresponding IGV6 in the Y direction of the quay crane 5 and the parallelism between the IGV6 and the lane by the dynamic and static scanning combination of the corresponding locked lane. The first dynamic and static scanning combination and the second dynamic and static scanning combination first scan the first lane 11, which is closest to the sea side of the dock and has IGV6 traveling through it.

[0082] Step S4: Based on the position deviation and parallelism obtained in step S3, control the trolley mechanism and spreader of the quay crane 5 to reach the designated target position, and then control the spreader to complete the automatic operation at the designated tilt angle.

[0083] In step S5, after the boxes on the IGV6 vehicle are loaded and unloaded by the quay crane 5, the IGV6 leaves the corresponding locked lane and unlocks the locked lane.

[0084] Optimally, in step S3, when an IGV6 enters the third lane 13, the first dynamic and static scanning combination and the second dynamic and static scanning combination scan the third lane 13 where the IGV6 is traveling. Between the first lane 11 and the third lane 13 is a second lane 12 for the IGV6 to return.

[0085] In step S3, when IGV6 vehicles enter both the first lane 11 and the third lane 13, when IGV6 vehicles enter the fifth lane 15, the second dynamic and static scanning combination scans the fifth lane 15 with IGV6 vehicles after completing the scanning of the first lane 11 and the third lane 13. Between the third lane 13 and the fifth lane 15 is a fourth lane 14 for the IGV6 vehicle to return.

[0086] In step S3, when IGV6 vehicles enter both the first lane 11 and the third lane 13, when an IGV6 vehicle enters the sixth lane 16, the second dynamic and static scanning combination scans the fifth lane 15, where the IGV6 vehicle is traveling, after completing the scanning of the first lane 11 and the third lane 13. The lanes between the third lane 13 and the sixth lane 16 are the fourth lane 14 and the fifth lane 15, which are used for the IGV6 vehicle to return.

[0087] Optimally, in step S3, when none of the fourth lane 14, fifth lane 15, and sixth lane 16 are locked lanes used to enter the IGV6, the second dynamic and static scanning combination does not scan the fourth lane 14, fifth lane 15, and sixth lane 16.

[0088] Optimally, in step S3, when the IGV6 laterally enters the locked lane from left to right, at least one lidar installed on the left connecting beam of the quay crane 5 executes a first dynamic scanning mode; during the execution of the first dynamic scanning mode, when the fourth lidar L4 executes the dynamic scanning mode, the second lidar L2 executes the static scanning mode; during the execution of the first dynamic scanning mode, when the third lidar L3 executes the dynamic scanning mode, the first lidar L1 executes the static scanning mode; during the execution of the first dynamic scanning mode, when the fourth lidar L4 and the third lidar L3 execute the dynamic scanning mode, the second lidar L2 and the first lidar L1 execute the static scanning mode.

[0089] In step S3, when the IGV6 laterally enters the locked lane from right to left, at least one lidar installed on the right connecting beam of the quay bridge 5 executes the second dynamic scanning mode; during the execution of the second dynamic scanning mode, when the second lidar L2 executes the dynamic scanning mode, the fourth lidar L4 executes the static scanning mode; during the execution of the second dynamic scanning mode, when the first lidar L1 executes the dynamic scanning mode, the third lidar L3 executes the static scanning mode; during the execution of the second dynamic scanning mode, when the second lidar L2 and the first lidar L1 execute the dynamic scanning mode, the fourth lidar L4 and the third lidar L3 execute the static scanning mode.

[0090] Example 4

[0091] Example 4 is a further optimized design of any one of the technical solutions in Example 3;

[0092] like Figures 1-4 As shown:

[0093] This embodiment further proposes a control method for the automated operation interaction system between the single-trolley quay crane 5 and the guide vehicle, which executes the following control logic and algorithm:

[0094] In step S1, when the quay crane 5 needs to perform container loading and unloading tasks, the quay crane management system QCMS sends a message to the IGV management system (specifically the fleet management system VMS) to automatically select an idle IGV6 and lock one lane under the quay crane 5, controlling the IGV6 to enter the center of the quay crane 5 from right to left or from left to right.

[0095] In step S1, the QCMS (Quality Control System) of the quay crane sends a landside container grabbing command to the ACCS (Automatic Control System for Single Units). The ACCS then controls the quay crane 5 trolley to automatically drive to the locked lane.

[0096] In step S2, the four lasers above the quay crane 5 execute the lane scanning optimization process and rules, as follows:

[0097] like Figure 2 As shown, the four lasers are divided into upper right, upper left, lower right, and lower left lasers, and named L2, L4, L1, and L3 lasers respectively. The upper left laser L4 and the upper right laser L2 are located above the second lane 12, and the lower right laser L1 and the lower left laser L3 are located above the fifth lane 15.

[0098] Given that there are 6 lanes located under the center of quay crane 5, the number of vehicles waiting for loading and unloading tasks in lanes 1-6 are S1, S2, S3, S4, S5, and S6 respectively. Since the maximum number of vehicles waiting in a lane under quay crane 5 is 1, therefore:

[0099]

[0100] Given that there are 6 lanes under the quay crane 5, the lanes are divided into traffic lanes and operation lanes. The lane corresponding to IGV6 and quay crane 5 is the operation lane, and the lane for IGV6 to pass through is the traffic lane. Any operation lane must be adjacent to at least one traffic lane for operation to be carried out. Lanes 1-6 can be freely switched between traffic and operation lanes. The following equations can be obtained to determine the relationship between the number of IGVs in each lane:

[0101]

[0102] This refers to the number of IGV6 vehicles in lanes one through six. This refers to the number of IGV6 vehicles in lanes one through three. The number of IGV6 vehicles in lanes four through six;

[0103] At this point, the first to third lanes and the fourth to sixth lanes are judged separately. It is known that L1 and L3 lasers are responsible for scanning one identical lane at a time, and L2 and L4 are responsible for scanning one identical lane at a time. Each laser can cover and scan all lanes.

[0104] The scanning time of one laser is T. To ensure the operational efficiency of the quay crane 5, it is defined that the four lasers will prioritize the IGV6 guidance on the seaward side, that is, prioritize the IGV6 guidance of the lanes with fewer lanes, and then guide the lanes with more lanes.

[0105] To ensure the positioning accuracy of the laser, the laser selects the nearest lane for scanning as much as possible. When a vehicle enters from the right and exits from the left, the laser prioritizes the rightmost lane in the current lane for dynamic scanning. When a vehicle enters from the left and exits from the right, the laser prioritizes the leftmost lane in dynamic scanning.

[0106] Based on the above principles, the logic for laser scanning and lane selection is as follows:

[0107] Logic 1.0: When L2 and L4 start scanning at the same time, for the current scanning lane, when entering from the right and exiting from the left, L2 performs dynamic scanning and L4 performs static scanning; when entering from the left and exiting from the right, L4 performs dynamic scanning and L2 performs static scanning.

[0108] Logic 2.0: When L1 and L3 start scanning at the same time, for the current scanning lane, when entering from the right and exiting from the left, L1 performs dynamic scanning and L3 performs static scanning; when entering from the left and exiting from the right, L3 performs dynamic scanning and L1 performs static scanning.

[0109] Logic 3.0: When the number of IGVs in the corresponding lane At that time, when the number of IGVs in the corresponding lane At this time, L4, L2, L1 and L3 scan the vehicles in the first to third lanes simultaneously. The total scanning time is T.

[0110] For example, the number of IGVs in the corresponding lane Then L3 and L1 will scan the fourth to sixth lanes once more, with a total scanning time of 2T; otherwise, the scanning will stop, with a total time of T.

[0111] When the corresponding lane IGV number At this time, L4 and L2 scan vehicles in the first to third lanes, while L3 and L1 remain stationary. The total scanning time is T.

[0112] For example, the number of IGVs in the corresponding lane Then L3 and L1 will scan the first to third lanes once more, with a total scanning time of 2T; otherwise, the scanning will stop, with a total time of T.

[0113] When in manual control mode and the corresponding lane IGV number At this time, L3 and L1 scan vehicles in lanes four to six, while L4 and L2 remain stationary. The total scanning time is T.

[0114] Logic 4.0: When the number of IGVs in the corresponding lane At that time, L1, L3 and L2, L4 remain stationary. At this time, L4 and L2 scan vehicles in the first to third lanes, while L1 and L3 scan vehicles in the fourth to sixth lanes. The total scanning time is T.

[0115] This invention is based on an automated terminal and provides a software system for selecting lanes on the automated terminal. In the automated terminal, the lane selection logic for IGV6 is as follows: six lanes can be switched at will, and the lanes are divided into traffic lanes and operation lanes. It also provides lane scanning priority calculation and control logic to improve the actual operation efficiency of the quay crane and IGV6, save scanning time, and provides dynamic and static scanning of IGV6 with left-in-right-out or right-in-left-out, which improves the scanning accuracy.

[0116] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A single-trolley quay crane and guided vehicle automated operation interaction system applied to an automated container terminal comprising a plurality of IGVs, the automated operation interaction system comprising a quay crane CPS laser guidance unit, an IGV management system and a quay management system, the quay crane CPS laser guidance unit being used for three-dimensional coverage detection of a plurality of lanes and providing accurate distance and direction guidance for operation vehicles, the IGV management system being used for positioning control management of the plurality of IGVs in the automated container terminal, and the quay management system being used for control management of a plurality of quay cranes in the automated container terminal; the quay crane CPS laser guidance unit comprising a plurality of laser radars, a computing unit and a communication unit, the computing unit being in communication connection with the laser radars and the communication unit respectively; a plurality of lanes under the quay center comprising a plurality of IGV priority travel lanes and a plurality of IGV auxiliary travel lanes, characterized in that, The number of the laser radars is four, the fourth laser radar is installed on the front side of the left contact beam of the shore-based bridge and close to the sea side of the wharf, the third laser radar is installed on the rear side of the left contact beam of the shore-based bridge and close to the land side of the wharf, the second laser radar is installed on the front side of the right contact beam of the shore-based bridge and close to the sea side of the wharf, and the first laser radar is installed on the rear side of the right contact beam of the shore-based bridge and close to the land side of the wharf; the fourth laser radar and the second laser radar are combined as a first dynamic and static scanning combination for priority scanning, and the first laser radar and the third laser radar are combined as a second dynamic and static scanning combination for auxiliary scanning; the first dynamic and static scanning combination is used for dynamic and static scanning of the IGV priority driving lane in the multi-lane under the center of the shore-based bridge; the second dynamic and static scanning combination is used for dynamic and static scanning of each IGV priority driving lane under the center of the shore-based bridge, and is also used for dynamic and static scanning of each IGV auxiliary driving lane under the center of the shore-based bridge.

2. The single trolley yard crane automated interaction system with a guided vehicle of claim 1, wherein, The number of the lanes under the center of the shore-based bridge is six, and the lanes are sequentially the first lane, the second lane, the third lane, the fourth lane, the fifth lane and the sixth lane from the sea side of the wharf; the three lanes close to the sea side of the wharf are IGV priority driving lanes; the three lanes close to the land side of the wharf are IGV auxiliary driving lanes; and the first lane is an IGV most priority driving lane.

3. The single trolley yard crane automated interaction system with a guided vehicle of claim 2, wherein, The automatic operation interaction system further comprises a general controller, an IGV management system comprising a plurality of IGV single-machine controllers and an IGV management unit, and a shore-based bridge management system comprising a plurality of shore-based bridge single-machine controllers and a shore-based bridge management unit; the general controller is provided with an automatic single-machine control system ACCS; the IGV management unit is a vehicle fleet management system VMS; the shore-based bridge management unit is a shore-based bridge management system QCMS; and the IGV single-machine controller is used for controlling a single IGV operation, and the shore-based bridge single-machine controller is used for controlling a single shore-based bridge operation.

4. A control method for the automatic interaction system of a single-trolley shore crane and a guided vehicle according to any one of claims 1-3, characterized in that, The control method comprises the following steps executed in sequence: Step S100, when the shore-based bridge needs to perform a container loading and unloading task, an idle IGV is selected, the IGV is controlled to go to a locked lane of a multi-lane under the center of the shore-based bridge through an IGV priority driving mode, and a trolley mechanism of a single shore-based bridge is controlled to automatically open above the locked lane; the IGV priority driving mode is that the IGV priority drives on an idle lane closest to the sea side of the wharf and at least one lane beside the IGV is reserved for the return of the IGV; Step S200, at least one dynamic and static scanning combination scans the corresponding locked lane under the center of the shore-based bridge; Step S300, a specified IGV is controlled to drive through the corresponding locked lane, and a position deviation of the corresponding IGV in a shore-based bridge trolley movement direction Y and parallelism of the IGV and the lane are identified through a dynamic and static scanning combination of the corresponding locked lane; Step S400, according to the position deviation and the parallelism obtained in step S300, the trolley mechanism and a spreader of the shore-based bridge are controlled to reach a specified target position, and then the spreader is controlled to complete automatic operation at a specified tilt angle; Step S500, after the shore-based bridge spreader completes loading and unloading of containers on the IGV vehicle, the IGV leaves the corresponding locked lane and unlocks the locked lane.

5. The control method applied to the single-trolley shore crane and guided vehicle automated operation interaction system of claim 2, characterized in that, The control method comprises the following sequentially executed steps: Step s1, when the quayside container crane needs to perform a container loading and unloading task, an idle IGV is selected, the IGV is controlled to go to a locked lane of a multi-lane under a quayside crane center by a quayside crane center under-lane driving mode, and a trolley mechanism of the quayside container crane is controlled to automatically open above the locked lane; the quayside crane center under-lane driving mode is that the IGV preferentially drives on an idle lane closest to a sea side of the wharf, and at least one lane beside the IGV towards a land side of the wharf is reserved for return of the IGV; Step S2, at least one dynamic and static scanning combination scans the corresponding locked lane under the quayside crane center; Step S3, the specified IGV is controlled to drive through the corresponding locked lane, and the dynamic and static scanning combination of the corresponding locked lane is used to identify a position deviation of the corresponding IGV in a trolley movement direction Y of the quayside container crane and parallelism of the IGV and the lane; the first dynamic and static scanning combination and the second dynamic and static scanning combination first scan a first lane closest to the sea side of the wharf where the IGV drives; Step S4, according to the position deviation and the parallelism obtained in step S3, the trolley mechanism of the quayside container crane and the spreader are controlled to reach a specified target position, and then the spreader is controlled to complete automatic operation at a specified tilt angle; Step S5, after the IGV vehicle is controlled to leave the corresponding locked lane and the corresponding locked lane is unlocked by the spreader of the quayside container crane when the container loading and unloading on the IGV vehicle is completed.

6. The control method for the single-trolley shore crane and guided vehicle automated operation interaction system of claim 5, wherein, In step S3, when the third lane has the IGV driving in, the first dynamic and static scanning combination and the second dynamic and static scanning combination scan the third lane where the IGV drives again, and the second lane for return of the IGV is between the first lane and the third lane.

7. The control method for the single-trolley shore crane and guided vehicle automated operation interaction system of claim 6, wherein, In step S3, under the condition that the first lane and the third lane have the IGV driving in, when the fifth lane has the IGV driving in, the second dynamic and static scanning combination scans the fifth lane where the IGV drives again after scanning the first lane and the third lane, and the fourth lane for return of the IGV is between the third lane and the fifth lane.

8. The control method for the single-trolley shore crane and guided vehicle automated operation interaction system of claim 6, wherein, In step S3, under the condition that the first lane and the third lane have the IGV driving in, when the sixth lane has the IGV driving in, the second dynamic and static scanning combination scans the fifth lane where the IGV drives again after scanning the first lane and the third lane, and the fourth lane and the fifth lane for return of the IGV are between the third lane and the sixth lane.

9. The control method for the single-trolley shore crane and guided vehicle automated operation interaction system of claim 5, wherein, In step S3, when the fourth lane, the fifth lane and the sixth lane do not have the locked lane for the IGV driving in, the second dynamic and static scanning combination does not scan the fourth lane, the fifth lane and the sixth lane.

10. The control method for the single-trolley shore crane and guided vehicle automated interaction system of any one of claims 5-9, wherein, In step S3, when the IGV walks into the locked lane from left to right laterally, at least one laser radar installed on the left contact beam of the shore bridge executes the first dynamic scanning mode; in the process of executing the first dynamic scanning mode, when the fourth laser radar executes the dynamic scanning mode, the second laser radar executes the static scanning mode; in the process of executing the first dynamic scanning mode, when the third laser radar executes the dynamic scanning mode, the first laser radar executes the static scanning mode; in the process of executing the first dynamic scanning mode, when the fourth laser radar and the third laser radar execute the dynamic scanning mode, the second laser radar and the first laser radar execute the static scanning mode; In step S3, when the IGV walks into the locked lane from right to left laterally, at least one laser radar installed on the right contact beam of the shore bridge executes the second dynamic scanning mode; in the process of executing the second dynamic scanning mode, when the second laser radar executes the dynamic scanning mode, the fourth laser radar executes the static scanning mode; in the process of executing the second dynamic scanning mode, when the first laser radar executes the dynamic scanning mode, the third laser radar executes the static scanning mode; in the process of executing the second dynamic scanning mode, when the second laser radar and the first laser radar execute the dynamic scanning mode, the fourth laser radar and the third laser radar execute the static scanning mode.

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