An automated container ship loading and unloading method and system

Abstract

The application discloses an automatic container loading and unloading ship operation method and system, and is characterized in that a movable lock station is configured for a wharf, after a ship is berthed, a wharf operation system allocates loading and unloading shore-based handling equipment for the ship, then a plurality of layout schemes are randomly generated in combination with the number of operation lanes under the shore-based handling equipment, one shore-based handling equipment is configured with one operation lane and one lock station, two adjacent lock stations are staggered, and the optimal layout scheme is found out from the randomly generated plurality of layout schemes under the condition that the number of times of slanting of AGV under each shore-based handling equipment does not exceed a set number of times, so that the technical effect that each container is instantaneously disassembled and assembled at the operation lane under the corresponding shore-based handling equipment during loading and unloading ship operation and AGV in and out of the operation lane is not congested is achieved, thereby the overall energy consumption of AGV operation of the wharf can be reduced and the loading and unloading ship operation efficiency is improved.

Description

Technical Field

[0001] This invention belongs to the field of container loading and unloading technology, specifically, it relates to an automated container loading and unloading method and system. Background Technology

[0002] Currently, container shipping requires reinforcement via twistlocks, turnlocks, and other securing devices. Simultaneously, the twistlocks or turnlocks on containers need to be installed and removed during loading and unloading at the terminal. Traditional terminal methods for installing and removing locks are mostly manual, leading to a series of safety risks. Many traditional container terminals, such as those with horizontal layouts, face difficulties in automation upgrades, and traditional quay cranes cannot effectively solve the problem of low operational efficiency due to the difficulty in installing and removing locks on containers.

[0003] Traditional quay crane loading and unloading involves setting up multiple horizontal transport vehicle lanes within the quay crane span. Each quay crane has a unique lane that generally remains unchanged throughout the entire loading and unloading operation. During unloading, the quay crane grabs containers with twist locks from the ship and places them on the horizontal transport equipment within the quay crane span. The horizontal transport equipment then transports the containers to a fixed locking station to remove the twist locks before transporting them to the container yard. During loading, the horizontal transport equipment pulls the containers from the yard and transports them to the locking station, where twist locks are installed. The containers are then transported to the working lanes within the quay crane span to interact with the quay cranes.

[0004] The lock stations in fixed locations are installed and removed manually or automatically by robots. The lock stations are usually located at a designated position in the roadway of the horizontal transport equipment on the rear rail of the gantry crane to prevent objects from falling from the height of the gantry crane and causing safety hazards. Invention Overview Technical issues

[0005] This method of setting up lock stations has the following problems: on the one hand, the centralized installation and removal of locks at fixed locations will cause congestion of horizontal transport equipment, leading to a decrease in terminal efficiency; on the other hand, it will also increase the number of horizontal transport equipment, leading to an increase in the overall energy consumption of the terminal. Technical solutions

[0006] The purpose of this invention is to provide an automated container loading and unloading operation method and system, which solves the technical problems of high difficulty in disassembling and assembling locks and low operation efficiency under the fully automated operation of traditional shore loading and unloading equipment.

[0007] The present invention is implemented using the following technical solutions:

[0008] An automated container loading and unloading operation method is proposed, including:

[0009] 1. Determine the relationship between the number of loading and unloading equipment U on the work shore and the number of work lanes V;

[0010] 2. When the number of loading and unloading equipment at the shore is less than the number of working lanes, the working lanes and lock stations shall be arranged for each loading and unloading equipment with one working lane corresponding to each equipment.

[0011] 3. When the number of loading and unloading equipment on the shore is greater than the number of working lanes: (1) Generate several locking station layout schemes within the span of the shore loading and unloading equipment, with the condition that the distance L between the i-th locking station and the i+V-th locking station satisfies L>(V-1)d; the layout scheme is to arrange working lanes and locking stations for each shore loading and unloading equipment; (2) Find a layout scheme from the several layout schemes generated in (1) that satisfies that the distance between adjacent locking stations in the vertical traffic flow direction is greater than or equal to the width of one working lane; (3) Find a layout scheme from the layout schemes found in (2) that satisfies that the number of lane changes of horizontal transport equipment under each shore loading and unloading equipment is less than or equal to the set number as the final layout scheme;

[0012] Where 1≤i≤U, and d is the width of the loading and unloading equipment on the shore.

[0013] In some embodiments of the present invention, the method further includes:

[0014] Monitor whether the number U of the loading and unloading equipment on the shore changes during the ship loading and unloading operation;

[0015] If changes occur, return to step 1 to redeploy the loading and unloading equipment lanes and lock stations on the shore.

[0016] In some embodiments of the present invention, the method further includes the step of generating traffic flow planning under the quay bridge based on the operating lanes and locking station structures arranged for the loading and unloading equipment at the quayside, including:

[0017] Obtain operational data within the current span of the quay crane;

[0018] Estimated time for the AGV to reach the quay crane via the shortest path and for the quay crane to complete the unloading operation.

[0019] Compare the time it takes for an AGV to reach the quay crane by traveling the shortest path with the time it takes for the quay crane to complete the unloading operation.

[0020] If the time taken to reach the quay crane via the shortest route exceeds the time required for the quay crane to complete the unloading operation, the shortest route will be used as the occupancy route for the quay crane's locking station, and the occupancy status of the work lanes within the quay crane span will be updated.

[0021] If the time to complete the unloading operation of the quay crane exceeds the time to reach the quay crane via the shortest route, the AGV with the smallest difference between the two will be assigned to the route with the fewest vehicles in its working lane, and the occupancy status of the working lane within the quay crane span will be updated.

[0022] Repeat the above steps until the loading and unloading operation is completed.

[0023] An automated container loading and unloading system suitable for quayside loading and unloading equipment is proposed, comprising:

[0024] The dock operating system is used to set up quayside loading and unloading equipment lanes and lock stations for ship loading and unloading operations based on the method described above.

[0025] The mobile locking station consists of two single-sided locking stations forming a whole, with an AGV driving passage in the middle. The single-sided locking station is used to disassemble and install container twist locks on the corresponding side of the container system. The single-sided locking station is equipped with several locking and unloading robots and handling robots. Each locking and unloading robot is equipped with a multi-layer automatic pull-out twist lock storage box. After the terminal operating system arranges the working lanes and locking station positions of the shore loading and unloading equipment for ship loading and unloading operations, it issues instructions to the mobile locking station. The mobile locking station then moves to the designated working lane under the shore loading and unloading equipment to carry out the locking and unloading operations.

[0026] In some embodiments of the present invention, in the system, each working lane is configured with an adjacent overtaking lane. After the AGV has completed the disassembly and assembly of the lock and the interaction with the quay loading and unloading equipment with the container, it travels diagonally to the overtaking lane and drives out of the working area under the quay loading and unloading equipment. Beneficial effects

[0027] Compared with the prior art, the advantages and positive effects of the present invention are as follows: The automated container loading and unloading operation method and system proposed in this invention, applicable to quayside loading and unloading equipment, configures movable locking stations for the terminal. After the ship berths, the terminal operating system assigns quayside loading and unloading equipment to the ship. Then, based on the number of working lanes under the quayside loading and unloading equipment, multiple layout schemes are randomly generated. The optimal layout scheme is selected from the multiple randomly generated layout schemes under the conditions that each quayside loading and unloading equipment is configured with one working lane and one locking station, adjacent two locking stations are staggered, and the number of times the AGV moves diagonally under each quayside loading and unloading equipment does not exceed a set number. This achieves the technical effect of real-time locking and unlocking of each container in the working lane under the corresponding quayside loading and unloading equipment during the loading and unloading operation, and the AGV entering and exiting the working lane without congestion. This reduces the overall energy consumption of AGV operations at the terminal and improves the efficiency of loading and unloading operations. Attached Figure Description

[0028] The accompanying drawings, as part of this invention, are provided to further illustrate the invention. The illustrative embodiments and descriptions are used to explain the invention but do not constitute an undue limitation thereof. Clearly, the drawings described below are merely some embodiments; those skilled in the art can obtain other drawings based on these drawings without creative effort.

[0029] Figure 1This is a schematic diagram of the steps of the automated container loading and unloading method proposed in this invention;

[0030] Figure 2 This invention provides an example of a deployment scheme for implementing an automated container loading and unloading method.

[0031] Figure 3 for Figure 2 The illustrated embodiment shows an updated deployment scheme after a change in the number of shore-side loading and unloading equipment.

[0032] Figure 4 This is yet another embodiment of a deployment scheme based on the automated container loading and unloading method provided in this invention;

[0033] Figure 5 for Figure 4 The illustrated embodiment shows an updated deployment scheme after a change in the number of shore-side loading and unloading equipment.

[0034] Figure 6 This is a schematic diagram of the structure of a movable locking station in the automated container loading and unloading system provided by the present invention.

[0035] Figure 7 for Figure 6 The diagram shows the structure of a single-sided locking station of a movable locking station.

[0036] Figure 8 This is a schematic diagram of the traffic flow planning steps under the quay crane in the automated container loading and unloading operation method provided in this invention.

[0037] Figure 9 This is a reference diagram showing the layout of the working lanes under the shore loading and unloading equipment in this invention, with a lock station.

[0038] It should be noted that these accompanying drawings and textual descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art by referring to specific embodiments. The best embodiment of the present invention

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0040] In the description of this invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or a connection indirectly through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] The purpose of this invention is to provide a technical solution that can improve the efficiency of lock removal and installation in shore loading and unloading equipment operations. Unlike the traditional method of setting up lock stations in fixed locations, this invention adopts a method of dynamically setting up lock stations according to different operating conditions, so as to achieve the technical effect of not congesting horizontal transport equipment and high efficiency of lock removal and installation.

[0043] In this invention, such as Figure 9 As shown, for each single-trolley quay loading and unloading equipment (hereinafter referred to as quay crane), a corresponding automatic locking and unlocking station is arranged within the span of the quay crane, with one locking station for each quay crane; multiple operating lanes and one heavy-duty lane are arranged within the span of the single-trolley quay crane. The quay crane grabs the container from the ship and places it on the horizontal transport equipment. After the horizontal transport equipment unlocks the locking station set up for the quay crane, it transports the container to the yard; or, the horizontal transport equipment transports the container from the yard to the locking station set up for the quay crane, locks it, and then interacts with the quay crane.

[0044] Specifically, first set the relevant parameters:

[0045] (1) The layout scheme of the single trolley bridge crane within the span of the locking station is F. a a = 1, 2, 3, ..., N;

[0046] (2) Number of operating cranes, U;

[0047] (3) Crane width d;

[0048] (4) Number of operating lanes, V;

[0049] (5) Width H of the work lane;

[0050] (6) The distance L between the i-th locking station and the (i+V)-th locking station;

[0051] (7) The distance H between adjacent locking stations in the direction perpendicular to the traffic flow i , i=1,2,3,……,U;

[0052] (8) The lane change number M under each single-trolley quay crane j , j=1,2,3,……,U, and M j ≤U / V, where U / V is the value obtained by rounding up the decimal of U / V.

[0053] As shown in Figure 1 , the automated container loading and unloading operation method suitable for single-trolley quay cranes provided in the embodiment of the present invention includes the following steps:

[0054] S11: Determine the magnitude relationship between the number U of shore operation loading and unloading equipment and the number V of operation lanes.

[0055] That is, determine the relationship between the number of quay cranes and the number of operation lanes. When the number of quay cranes is less than the number of operation lanes, that is, U<V, under the condition that each quay crane is equipped with one locking station, at least one lane not occupied by the locking stations can be vacated in the operation lanes. Therefore, it is only necessary to arrange the locking station corresponding to each quay crane on one operation lane, and the horizontal transport equipment executes departure or directly interacts with the quay crane after installing and removing the twist lock at the locking station on the operation lane where it is located.

[0056] When the number of quay cranes is greater than the number of operation lanes, that is, U>V, under the condition that one locking station is arranged for each quay crane, at least one operation lane will be provided with two or more locking stations, which leads to the phenomenon that the horizontal transport equipment travels by changing lanes, then proceed to the next step.

[0057] S12: Generate several locking station arrangement schemes within the span of the shore loading and unloading equipment under the condition that the spacing L between the i-th locking station and the (i+V)-th locking station satisfies L>(V-1)d.

[0058] That is, taking that the spacing between the locking station on the i-th operation lane and the locking station on the (i+V)-th operation lane is greater than the sum of the widths of (V-1) quay cranes as a condition, generate one or more arrangement schemes F a , these arrangement schemes F a are limited by L>(V-1)d, which satisfies that one locking station is arranged for one quay crane within the range of V quay cranes.

[0059] The arrangement scheme includes: determining the operation lane corresponding to the quay crane, and the position where the locking station is arranged on the determined operation lane.

[0060] S13: Find an arrangement scheme that satisfies that the distance between adjacent locking stations in the direction perpendicular to the traffic flow is greater than or equal to the width of one operation lane from the several arrangement schemes generated in S12.

[0061] From the several randomly generated arrangement schemes Fa In the middle, find the distance H that satisfies the perpendicular traffic flow direction between adjacent lock stations. i The layout scheme should be no wider than the width H of one working lane. That is, from the direction of traffic flow, adjacent lock stations should be staggered at least.

[0062] If we consider several randomly generated layout schemes F a If no layout scheme that meets the condition is found, then several layout schemes F will be randomly generated again. a .

[0063] S14: From the layout schemes selected in S13, choose the layout scheme that satisfies the requirement that the number of lane changes for the horizontal transport equipment under each shore loading and unloading equipment is less than or equal to the set number, and use it as the final layout scheme.

[0064] That is, the maximum number of lane changes allowed for horizontal transport equipment under each gantry crane is limited, for example, M. j ≤2.

[0065] The final deployment scheme satisfies the following: 1) Within a continuous range of V gantry cranes, one locking station is installed for each gantry crane; 2) Locking stations on adjacent working lanes are staggered; 3) Under each gantry crane, the number of lane changes for horizontal transport equipment does not exceed two.

[0066] Under the above-mentioned layout scheme, the horizontal transport equipment travels to the corresponding gantry crane's locking station via a route that changes lanes a maximum of two times under each gantry crane. After unlocking or locking at the locking station, it exits the locking station to interact with the gantry crane or exits the working area under the gantry crane via a route that changes lanes a maximum of two times under each gantry crane. Actual operation verification shows that the locking station layout method given above by the present invention can ensure timely unlocking and locking of containers and prevent congestion of horizontal transport equipment in the gantry crane's working area, thereby significantly improving the efficiency of terminal operations.

[0067] Secondly, placing the locking station within the span of the gantry crane allows for direct interaction between the gantry crane and the container, which is the most efficient method. In contrast, placing the locking station at a fixed position on the roadway of the horizontal transport equipment would cause lane congestion and mixed loading of containers from different ships.

[0068] On the other hand, the structure of the locking station within the span of the bridge crane can save land area at the dock compared to the unlocking method that requires a buffer waiting area.

[0069] In one specific embodiment, the bridge crane span is 35 meters, the width of a single-sided locking station is 1.4 meters, the length of the locking station is 15 meters, the width of the operating lane is 3.2 meters, the width of the abnormal operation lane is 8 meters, and the safety distance between the locking station and the bridge crane is 1.3 meters on both the sea side and the land side. Based on actual conditions, the maximum number of operating lanes is 5.

[0070] At the beginning of unloading, there are many loading and unloading cranes. Taking 10 cranes as an example, under the optimal layout scheme obtained through the above steps of this invention, the arrangement of the working lanes and corresponding locking stations for each crane is as follows: Figure 2 As shown, the traffic flow for the horizontal transport equipment is from the left and from the right. The arrangement of two adjacent lock stations should meet the length requirements for the horizontal transport equipment to travel diagonally to the adjacent work lane, and should maximize the length from the lock station of the first landside lane to the point where the horizontal transport equipment turns out of the bridge crane span, thereby increasing the smoothness of the horizontal transport equipment exiting the bridge crane span bend.

[0071] When abnormal twist locks cause loading and unloading difficulties, the abnormal container is grabbed and placed on the horizontal transport equipment in the abnormal operation channel for manual handling.

[0072] As unloading operations continue and the number of unloading gantry cranes decreases, the arrangement of the locking stations will be as follows: Figure 3 As shown, traffic flow on the horizontal transport equipment enters from the left and exits from the right.

[0073] In the second embodiment of the invention, in addition to the normally provided unlocking channels within the span of the gantry crane, a passing lane is also provided for each working lane. After the horizontal transport equipment completes the locking and unlocking at the locking station, it drives directly diagonally to the passing lane and exits the gantry crane span to proceed to the next step of the operation. The purpose of adding the passing lane is to reduce the number of diagonal movements of the horizontal transport equipment and to reduce the waiting time between equipment as it exits the gantry crane span. At the beginning of unloading, the number of gantry cranes is large, and the final layout scheme obtained according to the above steps is as follows: Figure 4 As shown, as the unloading operation continues, the number of unloading gantry cranes decreases. The layout scheme updated according to the above steps is as follows: Figure 5 As shown.

[0074] To achieve dynamic locking station adjustment, the operation method proposed in this invention relies on a movable locking station, the overall structure of which is as follows: Figure 6 As shown, the container is made up of two single-sided locking stations 1 as a whole, with a horizontal transport vehicle passage 2 set in the middle. The single-sided locking stations 1 are respectively installed and removed from the container locks on the corresponding sides of the container.

[0075] The locking station achieves self-propelled functionality through wheels, tracks, or other walking mechanisms. Positioning with the gantry crane, the locking station itself, and horizontal transport vehicles is achieved using magnetic nails, flag plates, magnetic rulers, and other positioning technologies.

[0076] The bottom of the lock station is equipped with a wireless charging module, and wireless charging devices are installed below ground level inside the bridge crane span to power the lock station's battery.

[0077] The structure of a single-sided locking station is as follows Figure 7As shown, three lock-disassembly and assembly robots 11 and one handling robot 12 are set at both ends and the middle of the single-sided lock station 1. Each set of lock-disassembly and assembly robots 11 is equipped with a multi-layer automatic pull-out twist lock storage box 13.

[0078] The lock-removing robot 11 is mounted on the ground and can move in the horizontal plane and rotate freely at multiple angles in space to achieve automatic disassembly and assembly of twist locks.

[0079] The handling robot 12 is installed on the top of the lock station. It can move freely in the horizontal plane and rotate in space to retrieve locks from the multi-layer automatic pull-out twist lock storage box or put dismantled locks into the multi-layer automatic pull-out twist lock storage box.

[0080] Each layer of the multi-layer automatic pull-out twist lock storage box 13 is designed with an automatic pull-out structure. It can pull out the drawer when the robot arm approaches by a sensor and close the drawer after sensing a change in the weight of the storage box.

[0081] The structure and automated operation of the aforementioned lock disassembly and assembly robot 11 and handling robot 12 can be achieved using existing technologies, and are not limited to the parts specified in this invention.

[0082] After the ship berths, according to the above steps of this invention, after obtaining the layout plan, each lock station moves to the working lane under the corresponding gantry crane to carry out lock installation and removal operations. As the loading and unloading operations proceed and the number of gantry cranes changes, a new lock station layout plan is obtained again according to the above steps. Each lock station readjusts its working lane and working position according to the new layout plan. Excess lock stations can withdraw to wait for the loading and unloading needs of other ships.

[0083] This invention also proposes a traffic flow planning method under quay bridges. After obtaining the station layout scheme through the above-described steps, a traffic flow planning strategy for the quay bridges is given based on the layout scheme, such as... Figure 8 As shown, it includes:

[0084] S81: Obtain operational data within the current span of the loading and unloading equipment on the shore.

[0085] The operational data includes: lane occupancy status, lock station operating status, AGV average speed v, current position (x1a, y1a) of all AGVs about to enter the quay crane, corresponding operational tasks, quay crane operating status of the task container, and the center position (x2q, y2q) of the lock station corresponding to the quay crane.

[0086] S82: Estimated time for the AGV to reach the shore loading and unloading equipment via the shortest path and for the shore loading and unloading equipment to complete the unloading operation.

[0087] Use ta1=(|x1a-x2q|+|y1a-y2q|) / v to estimate the time to travel along the shortest path and arrive under the quay crane, and use tq to denote the estimated completion time of the unloading operation of quay crane q.

[0088] S83: Compare the time for the AGV to travel along the shortest path and arrive under the shore handling equipment with the completion time of the unloading operation of the shore handling equipment.

[0089] When ta1>=tq, execute S84; when ta1<tq, execute S85.

[0090] S84: If the time to travel along the shortest path and arrive under the shore handling equipment exceeds the completion time of the unloading operation of the shore handling equipment, take the shortest path as the occupation path of the locking station under the quay crane, and update the occupation status of the operation lanes within the span of the shore handling equipment.

[0091] If ta1>=tq, it indicates that the AGV operation task is urgent, it is necessary to arrange the shortest path P1a for it, and at the same time, input P1a into the system as an occupation path.

[0092] S85: If the completion time of the unloading operation of the shore handling equipment exceeds the time to travel along the shortest path and arrive under the shore handling equipment, assign the path with the least number of vehicles on the operation lane where the AGV with the smallest difference between the two values is located, and update the occupation status of the operation lanes within the span of the shore handling equipment.

[0093] ta1<tq indicates that there is no AGV with an urgent operation task, then assign the path P2a with the least number of vehicles on the lane where the AGV with the smallest (tq-ta1) in the AGV pool is located, and at the same time, input P2a into the system as an occupation path.

[0094] Return to step S81 for execution until the loading and unloading operations are completed.

[0095] It should be noted that in the specific implementation process, the above-mentioned control part may be implemented by a hardware-form processor executing software-form computer-executable instructions stored in a memory, which will not be elaborated herein, and all programs corresponding to the actions executed by the above-mentioned control circuit may be stored in a computer-readable storage medium of the system in a software form, so that the processor can call and execute the operations corresponding to each of the above modules.

[0096] The computer-readable storage medium mentioned above may include volatile memory, such as random access memory; may also include non-volatile memory, such as read-only memory, flash memory, hard disk or solid-state drive; and may also include a combination of the foregoing types of memories.

[0097] The term "processor" as mentioned above can also refer to a collective of multiple processing elements. For example, a processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor, and it can also be a special-purpose processor.

[0098] It should be noted that the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. An automated method for loading and unloading containers from ships, characterized in that, include: Determine the relationship between the number of loading and unloading equipment U at the work shore and the number of work lanes V; When the number of loading and unloading equipment at the shore is less than the number of operating lanes, the operating lanes and lock stations are arranged for each loading and unloading equipment with one operating lane corresponding to each equipment. When the number of loading and unloading equipment on the shore is greater than the number of working lanes: (1) Generate several lock station layout schemes within the span of the shore loading and unloading equipment, with the condition that the distance L between the i-th lock station and the i+V-th lock station satisfies L>(V-1)d. The deployment plan involves arranging operating lanes and lock stations for each shore loading and unloading equipment. (2) From the several layout schemes generated in (1), find the layout scheme that satisfies that the distance between adjacent lock stations in the vertical traffic flow direction is greater than or equal to the width of one working lane; (3) From the layout schemes found in (2), find the layout scheme that satisfies that the number of lane changes of horizontal transport equipment under each shore loading and unloading equipment is less than or equal to the set number as the final layout scheme. Where 1≤i≤U, and d is the width of the loading and unloading equipment on the shore.

2. The automated container loading and unloading method according to claim 1, characterized in that, The method further includes: Monitor whether the number U of the loading and unloading equipment on the shore changes during the ship loading and unloading operation; If changes occur, return to step 1 to redeploy the loading and unloading equipment lanes and lock stations on the shore.

3. The automated container loading and unloading method according to claim 1, characterized in that, The method further includes a step of generating traffic flow planning under the quay bridge based on the operating lanes and locking station structures arranged for the loading and unloading equipment at the operating shoreline, including: Obtain operational data within the current span of the quay crane; Estimated time for the AGV to reach the quay crane via the shortest path and for the quay crane to complete the unloading operation. Compare the time it takes for an AGV to reach the quay crane by traveling the shortest path with the time it takes for the quay crane to complete the unloading operation. If the time taken to reach the quay crane via the shortest route exceeds the time required for the quay crane to complete the unloading operation, the shortest route will be used as the occupancy route for the quay crane's locking station, and the occupancy status of the work lanes within the quay crane span will be updated. If the time to complete the unloading operation of the quay crane exceeds the time to reach the quay crane via the shortest route, the AGV with the smallest difference between the two will be assigned to the route with the fewest vehicles in its working lane, and the occupancy status of the working lane within the quay crane span will be updated. Repeat the above steps until the loading and unloading operation is completed.

4. An automated container loading and unloading system suitable for quayside loading and unloading equipment, characterized in that, include: A dock operating system for setting up shore loading and unloading equipment lanes and lock stations for ship loading and unloading operations based on the method described in any one of claims 1-3; The mobile locking station consists of two single-sided locking stations forming a whole, with an AGV driving passage in the middle. The single-sided locking station is used to disassemble and install container twist locks on the corresponding side of the container system. The single-sided locking station is equipped with several locking and unloading robots and handling robots. Each locking and unloading robot is equipped with a multi-layer automatic pull-out twist lock storage box. After the terminal operating system arranges the working lanes and locking station positions of the shore loading and unloading equipment for ship loading and unloading operations, it issues instructions to the mobile locking station. The mobile locking station then moves to the designated working lane under the shore loading and unloading equipment to carry out the locking and unloading operations.

5. The automated container loading and unloading system for quayside loading and unloading equipment according to claim 4, characterized in that, In the system, each working lane is equipped with an adjacent overtaking lane. After the AGV completes the disassembly and assembly of the lock and interacts with the container with the shore loading and unloading equipment, it moves diagonally to the overtaking lane and drives out of the working area under the shore loading and unloading equipment.

Images