Traffic layout structure and traffic organization method of container terminal storage yard

Abstract

The invention provides a traffic layout structure and a traffic organization method of a container terminal storage yard, and relates to the technical field of container terminal operation, the traffic layout structure comprises a storage yard area, a plurality of sub-storage yards are distributed in the storage yard area in a matrix shape, and the length extension direction of each sub-storage yard is parallel to a coastline; a plurality of IGV transverse lane areas and a plurality of manned container truck transverse lane areas are arranged in the storage yard area, the IGV transverse lane areas and the manned container truck transverse lane areas extend in the length extending direction of the sub storage yards, and the IGV transverse lane areas and the manned container truck transverse lane areas are arranged in the storage yard area in a staggered mode and arranged on the two sides of the sub storage yards in the length direction respectively. The independent transverse lane areas are arranged for the IGVs and the manned container trucks respectively, staggered arrangement is achieved, the traffic interference and vehicle mixed flow conditions between the IGVs and the manned container trucks are effectively avoided, and the transportation efficiency of the storage yard of the container terminal is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of container terminal operation, and in particular to a traffic layout structure and a traffic organization method for a container terminal yard. Background Art

[0002] The container yard is a unified gathering place before the containers are cleared and loaded onto the ship. It is used for loading and unloading, transshipment, storage and handover of full containers (containers with goods) or empty containers (empty containers), and plays a very important role in container transportation. For large container terminals, due to the large number of containers that need to be stored, in order to facilitate access and management, the container yard needs to be divided into multiple independent sub-yards, and at least one rail crane is arranged in each sub-yard for stacking, picking up and storing containers in the sub-yard. When laying out the yard area, the existing container terminals are usually laid out in a direction parallel to the coastline, that is, the length extension direction of each sub-yard is parallel to the coastline, and there are off-site transportation vehicles responsible for picking up and storing containers and on-site transfer vehicles responsible for loading and unloading ships in the yard area, which are used to pick up or store containers from the yard.

[0003] In recent years, the proportion of container transportation in ports has increased year by year. With the continuous development of the intelligence of ports, various emerging technologies have begun to be applied to container terminal yards, such as IGV and intelligent ART. At present, the application of IGV (Intelligent Guided Vehicle) in container terminals is in the small-scale trial stage. Compared with traditional transportation processes, it has effectively improved the operating efficiency of the transportation system. However, container terminals use IGV for transportation operations within the port area, and manned container trucks (referred to as "manned container trucks") are still used for port collection and distribution operations, which makes it easy for manned container trucks to interfere with intelligent IGV traffic and mix vehicles at the terminal, affecting the operating efficiency of the transportation system. Summary of the invention

[0004] The problem solved by the present invention is: how to effectively separate the traffic flow lines of automatic guided vehicles (IGVs) and manned container trucks (manned container trucks) in the container terminal yard to reduce traffic interference and vehicle mixing, thereby improving the operating efficiency and safety of the transportation system.

[0005] In order to solve the above problems, the present invention provides a traffic layout structure and traffic organization method for a container terminal yard.

[0006] In the first aspect, the present invention provides a traffic layout structure of a container terminal yard, comprising: a yard area, wherein a plurality of sub-yards are distributed in a matrix shape in the yard area, and the length extension direction of each of the sub-yards is parallel to the coastline; a plurality of IGV transverse lane areas and a plurality of manned container truck transverse lane areas are arranged in the yard area, and the IGV transverse lane areas and the manned container truck transverse lane areas both extend along the length extension direction of the sub-yards; the IGV transverse lane areas and the manned container truck transverse lane areas are staggered in the yard area and are respectively arranged on both sides of the sub-yards along the length direction; the IGV transverse lane areas are used for IGV travel, and the manned container truck transverse lane areas are used for manned container truck travel.

[0007] Optionally, the manned container truck transverse lane area is provided on the side of the yard area close to the land side, and the manned container truck transverse lane area and the IGV transverse lane area are provided in parallel on the side of the yard area close to the sea side, wherein the manned container truck transverse lane area is located on the side of the IGV transverse lane area away from the sea side.

[0008] Optionally, a plurality of longitudinal lane areas are provided in the yard area, the longitudinal lane areas are located on both sides of the width direction of the sub-yard, and the longitudinal lane areas extend along the width direction of the sub-yard, and the longitudinal lane areas include a plurality of IGV longitudinal lane areas and a plurality of manned truck longitudinal lane areas.

[0009] Optionally, the plurality of IGV longitudinal lane areas are located in the middle of the longitudinal lane area, and the manned truck longitudinal lane areas are located on both sides of the plurality of IGV longitudinal lane areas.

[0010] Optionally, the manned container truck longitudinal lane area includes a container entry area lane and a container exit area lane. The container entry area lane is used for manned container trucks to enter the yard area, and the container exit area lane is used for manned container trucks to exit the yard area. The container entry area lane and the container exit area lane are respectively located on both sides of the plurality of IGV longitudinal lane areas.

[0011] Optionally, barriers are provided at the intersections of the container entry area lane, the container exit area lane and the IGV transverse lane area, and the barriers are used to allow IGVs in the IGV transverse lane area to pass first.

[0012] Optionally, a centralized container loading and unloading area is provided in the yard area close to the land side, and the centralized container loading and unloading area is used for manned container trucks to store or retrieve containers.

[0013] Optionally, an empty container area is provided in the yard area close to the land side, and the empty container area is used for the IGV to store the imported empty containers unloaded from the ship.

[0014] Optionally, an entrance and an exit are respectively provided at both ends of the yard area close to the land side, and a buffer zone is provided on one side of the entrance, and the buffer zone is used for temporarily parking manned container trucks that are about to enter the yard area.

[0015] The beneficial effect of the traffic layout structure of the container terminal yard of the present invention is that: in the yard area, an IGV transverse lane area and a manned truck transverse lane area are set, and both lane areas extend in a direction parallel to the coastline and run through the entire yard area. Both IGVs and manned trucks can freely travel in the yard area along the corresponding lane area without crossing the other's driving area. The IGV transverse lane area and the manned truck transverse lane area are staggered in the yard area and are arranged on both sides of the sub-yard along the length direction, ensuring that the IGV and manned trucks will not interfere with each other during driving, and realizing effective separation of traffic.

[0016] The traffic layout structure of the container terminal yard of the present invention effectively avoids traffic interference and vehicle mixing between the IGV and the manned container truck by setting up independent transverse lane areas for the IGV and the manned container truck respectively and realizing staggered arrangement. It can not only improve the automation operation efficiency of the IGV, but also reduce the time wasted by the manned container truck due to waiting or avoiding the IGV, thereby improving the transportation efficiency of the entire container terminal yard. In addition, the driving areas of the IGV and the manned container truck are separated to reduce the risk of traffic accidents between the two. The IGV is an automatic driving vehicle, and its driving path and speed are preset. When mixed with the manned container truck, it is easy to cause safety accidents such as collisions. The layout structure of the present invention effectively avoids the occurrence of this situation and enhances the safety of the container terminal yard. Since the driving areas of the IGV and the manned container truck are clearly separated, the management personnel of the terminal yard can more conveniently manage and maintain the two. For example, different traffic rules, driving speeds and scheduling strategies can be formulated for the IGV and the manned container truck respectively to ensure the smooth operation of the entire transportation system.

[0017] In a second aspect, the present invention provides a traffic organization method for a traffic layout structure of a container terminal yard, which is applicable to the traffic layout structure of the container terminal yard, and includes: a. When the longitudinal lane area of ​​manned trucks intersects with the transverse lane area of ​​IGVs, the IGVs on the transverse lane area are given priority to pass through the gate; b. When it is detected that the traffic volume in the yard area reaches the first threshold, the gates near the land side in the yard area are adjusted to give priority to allowing people-carrying vehicles to pass; at the same time, the gates near the sea side in the yard area are adjusted to give priority to allowing IGVs to pass, so as to ease the traffic pressure; c. When it is detected that the traffic volume in the yard area reaches the second threshold, and the traffic volume set by the second threshold is greater than the traffic volume set by the first threshold, the manned container trucks that are about to enter the yard area are guided to park in the centralized container loading and unloading area, and the IGV is responsible for the extraction and storage of containers in the centralized container loading and unloading area to reduce the traffic burden in the yard area; d. When it is detected that the traffic volume in the yard area reaches the third threshold, and the traffic volume set by the third threshold is greater than the traffic volume set by the second threshold, the empty container area is activated, and the IGV stores the imported empty containers in the empty container area and extracts the empty containers from the empty container area. At the same time, manned container trucks are allowed to extract and store empty containers in the empty container area to further disperse the traffic flow in the yard area; e. When it is detected that the traffic volume in the yard area reaches the fourth threshold, the traffic volume set by the fourth threshold is greater than the traffic volume set by the third threshold. In order to avoid congestion on external roads, manned container trucks that are about to enter the yard area will be guided to the buffer zone for temporary parking, and will be allowed to enter after the traffic volume in the yard area is lower than the fourth threshold.

[0018] The traffic organization method of the traffic layout structure of the container terminal yard of the present invention can significantly improve the operating efficiency of the yard area and reduce the waiting time and handling cost of containers by giving priority to guaranteeing the right of way of IGVs and utilizing the centralized container loading and unloading area and the empty container area; by flexibly adjusting the gates and activating the buffer zone, it can effectively alleviate the traffic pressure in the yard area, reduce traffic congestion and waiting time, and improve traffic fluency. The traffic organization method of the present invention realizes the optimal allocation and efficient utilization of resources by rationally utilizing various functional areas of the yard area, such as the centralized container loading and unloading area, the empty container area, and the buffer zone. By improving operating efficiency and alleviating traffic pressure, the turnover time of containers can be shortened and customer satisfaction can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 It is a structural schematic diagram of a storage yard area according to an embodiment of the present invention; Figure 3 It is a schematic structural diagram of a longitudinal lane area according to an embodiment of the present invention; Figure 4 The structure block diagram of the yard area of ​​one embodiment of the present invention.

[0020] Description of reference numerals: 1. Yard area; 11. Sub-yard; 12. IGV transverse lane area; 13. Manned truck transverse lane area; 14. Longitudinal lane area; 141. IGV longitudinal lane area; 142. Manned truck longitudinal lane area; 1421. Container loading area lane; 1422. Container unloading area lane; 15. Gate; 16. Centralized container loading and unloading area; 17. Empty container area; 18. Import; 181. Buffer zone; 19. Export; 2. Approach bridge; 3. Loading and unloading platform. DETAILED DESCRIPTION

[0021] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be interpreted as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not intended to limit the scope of protection of the present invention.

[0022] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0023] It should be noted that the modifications of "one" and "plurality" mentioned in the present invention are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0024] like Figure 1 As shown, in the related art, affected by factors such as terrain and coastline, the yard area 1 of the terminal is connected to the front loading and unloading platform 3 through the approach bridge 2. The front loading and unloading platform 3 is the main area for docked ships to carry out loading and unloading operations. The approach bridge 2 connects the loading and unloading platform 3 and the rear yard area 1 to provide a traffic channel. In the operation of this approach bridge yard, IGVs mainly travel back and forth between the loading and unloading platform 3 and the yard area 1 through the approach bridge 2 to carry out port operations, and manned container trucks carry out port collection and distribution operations. During the operation process, due to the traffic interference between IGVs and manned container trucks and the mixed flow of vehicles, the operating efficiency of the terminal yard transportation system is affected.

[0025] In view of the problems existing in the above-mentioned related technologies, this embodiment provides a traffic layout structure and traffic organization method for a container terminal yard.

[0026] like Figure 1 , Figure 2 As shown, a traffic layout structure of a container terminal yard provided by an embodiment of the present invention includes: a yard area 1, in which a plurality of sub-yards 11 are distributed in a matrix shape, and the length extension direction of each sub-yard 11 is parallel to the coastline. A plurality of IGV transverse lane areas 12 and a plurality of manned truck transverse lane areas 13 are provided in the yard area 1, and the IGV transverse lane areas 12 and the manned truck transverse lane areas 13 both extend along the length of the sub-yard 11. The IGV transverse lane areas 12 and the manned truck transverse lane areas 13 are staggered in the yard area 1 and are respectively arranged on both sides of the sub-yard 11 along the length direction. The IGV transverse lane areas 12 are used for IGV travel, and the manned truck transverse lane areas 13 are used for manned container truck travel.

[0027] Specifically, the yard area 1 is a unified gathering place for containers before customs clearance and loading on board, and is used for loading, unloading, transshipment, storage and handover of containers. A plurality of sub-yards 11 are arranged in the yard area 1, and the plurality of sub-yards 11 are distributed in a matrix shape, and the length extension direction of each sub-yard 11 is parallel to the coastline. IGV is an automatic guided vehicle that can automatically travel on a preset track or path to complete the tasks of picking up and storing containers. The IGV transverse lane area 12 extends in a direction parallel to the coastline, and runs through the entire yard area 1 along the length extension direction of the sub-yard 11, and is specifically used for IGV travel. Manned container trucks are traditional container transport tools that require a driver to operate. The manned container truck transverse lane area 13 also extends in a direction parallel to the coastline, and runs through the entire yard area 1, and is specifically used for manned container trucks to travel. The IGV transverse lane area 12 and the manned container truck transverse lane area 13 both extend along the length extension direction of the sub-yard 11 and pass through the yard area 1, so that the IGV and the manned container truck can travel more smoothly in the yard area 1 without frequent turns or detours. The vehicles can visit each sub-yard 11 more flexibly without crossing other areas. The IGV transverse lane area 12 and the manned truck transverse lane area 13 are arranged alternately in the yard area 1 and are respectively arranged on both sides of the sub-yard 11 along the length direction, that is, the two are alternately arranged along the width direction of the sub-yard 11, and an IGV transverse lane area 12 or a manned truck transverse lane area 13 is provided between each two adjacent sub-yards 11. In this way, on the one hand, there are respectively one adjacent IGV transverse lane area 12 and one adjacent manned truck transverse lane area 13 on both sides of each sub-yard 11, and the IGV and the manned truck can respectively follow one of the corresponding lanes to reach the set position of the corresponding sub-yard 11 along the length direction to facilitate loading and unloading of containers. On the other hand, it can ensure that the IGV and the manned truck can travel independently in their respective lane areas, avoiding traffic interference caused by mixed traffic.

[0028] In this embodiment, by setting up a special IGV transverse lane area 12 and a manned container truck transverse lane area 13, and staggeredly arranging them on both sides of the sub-yard 11, the mixing of manned container trucks and IGV traffic is effectively avoided, traffic interference is reduced, and the operation efficiency of the transportation system is improved. Different types of vehicles are separated and driven in different lane areas, which reduces the risk of collision between vehicles and enhances the safety of the transportation system. The clear division and functional division of lane areas make the management of the transportation system simpler and clearer, and also facilitates the maintenance and maintenance of the lane areas. And with the continuous development of the intelligence of ports, the application of intelligent equipment such as IGV in container terminal yards will become more and more extensive. The traffic layout structure of the present invention provides strong support for the widespread application of intelligent equipment such as IGV, and adapts to the development trend of port intelligence.

[0029] Alternatively, if Figure 2 As shown, a manned truck transverse lane area 13 is provided on the land side of the yard area 1; a manned truck transverse lane area 13 and an IGV transverse lane area 12 are arranged in parallel on the sea side of the yard area 1, and the manned truck transverse lane area 13 is located on the side of the IGV transverse lane area 12 away from the sea side.

[0030] Specifically, a manned truck transverse lane area 13 is provided on the side of the yard area 1 close to the land side. Manned trucks entering the yard area 1 from the land side will mainly use this lane area to extract and store containers. Its layout facilitates the connection of manned trucks with the transportation network outside the yard, thereby improving transportation efficiency. A manned truck transverse lane area 13 relatively far from the sea side and an IGV transverse lane area 12 relatively close to the sea side are arranged in parallel on the side of the yard area 1 close to the sea side. Such a layout takes into account the bidirectional nature of container transportation, that is, there are both transportation operations between the outside of the yard and the yard area 1, and transportation operations between the ship and the yard through the approach bridge 2. The manned truck transverse lane area 13 relatively far from the sea side is mainly used for manned trucks to deliver containers to the yard or take containers out of the yard; while the IGV transverse lane area 12 relatively close to the sea side is mainly used for IGVs to transport containers from ships to the yard through the approach bridge 2, or from the yard to the designated loading location through the approach bridge 2. This parallel setting ensures that two different types of vehicles can travel independently and orderly in their respective lane areas, avoiding traffic interference and safety hazards.

[0031] In this optional embodiment, a manned truck transverse lane area 13 is provided on the side of the yard area 1 close to the land side, which is convenient for manned trucks to enter the yard from the land side to extract or store containers. On the side close to the sea side, a manned truck transverse lane area 13 and an IGV transverse lane area 12 are arranged in parallel, which not only meets the needs of manned trucks for container collection and distribution from the sea side, but also ensures that IGV vehicles can carry out container transfer operations for loading or unloading ships through the approach bridge 2 on the sea side. By refining the layout of the lane area, it is ensured that manned trucks and IGVs can travel efficiently and orderly in their respective lane areas, reducing traffic congestion and waiting time, thereby improving the transportation efficiency of the entire container terminal yard.

[0032] Alternatively, if Figure 3 As shown, a plurality of longitudinal lane areas 14 are provided in the yard area 1. The longitudinal lane areas 14 are located on both sides of the width direction of the sub-yard 11, and the longitudinal lane areas 14 extend along the width direction of the sub-yard 11. The longitudinal lane areas 14 include a plurality of IGV longitudinal lane areas 141 and a plurality of manned truck longitudinal lane areas 142.

[0033] Specifically, the longitudinal lane area 14 is located on both sides of the sub-yard 11 perpendicular to the coastline, and the longitudinal lane area 14 is arranged in a direction perpendicular to the coastline, ensuring that containers can be efficiently transported from the coastline (i.e., the ship berthing area) to every corner of the yard through the approach bridge 2, or transported from the yard to the ship through the approach bridge 2. The longitudinal lane area 14 extends in a direction perpendicular to the coastline and runs through the yard area 1, ensuring that IGVs and manned trucks can travel smoothly in the yard without detouring or waiting, thereby improving transportation efficiency. The longitudinal lane area 14 includes several IGV longitudinal lane areas 141 and several manned truck longitudinal lane areas 142. This division is based on the different requirements of different types of vehicles for parameters such as lane width, driving speed, and turning radius. IGVs usually have a smaller body and a higher degree of automation, so they can travel efficiently on narrower lanes; while manned trucks require wider lanes to ensure the comfort and safety of drivers.

[0034] In this optional embodiment, by introducing the longitudinal lane area 14 and subdividing the lane into the IGV longitudinal lane area 141 and the manned container truck longitudinal lane area 142, it can ensure that different types of vehicles can travel independently and efficiently on their respective lanes, reduce waiting and conflicts between vehicles, and improve the overall transportation efficiency in the yard. The longitudinal lane area 14 can optimize the traffic flow in the yard, so that containers can be transported from the coastline to the yard through the approach bridge 2 more quickly and accurately, or vice versa, which helps to reduce transportation time and improve customer satisfaction. Separating IGV and manned container trucks on different lanes can reduce potential conflicts and collision risks between them. At the same time, since manned container trucks mainly travel in the outer or edge areas of the yard, while IGVs can perform efficient automated operations in the inner area of ​​the yard, such a layout also helps to reduce the risk of cross-operation between personnel and intelligent devices. With the continuous improvement of the degree of port automation, the application of intelligent devices such as IGV in container terminal yards will become more and more extensive. This embodiment provides strong support for future intelligent development by setting up a special lane area for IGV and providing convenient channels for manned container trucks.

[0035] Alternatively, if Figure 3 As shown, a plurality of IGV longitudinal lane areas 141 are located in the middle of the longitudinal lane area 14 , and manned truck longitudinal lane areas 142 are located on both sides of the plurality of IGV longitudinal lane areas 141 .

[0036] Specifically, the IGV longitudinal lane area 141 includes a plurality of IGV longitudinal lanes, one end of which is connected to the approach bridge 2, and the total width of each IGV longitudinal lane is consistent with the width of the approach bridge 2, so as to facilitate the driving of the IGV between the approach bridge 2 and the IGV longitudinal lanes. Moreover, the manned truck longitudinal lane area 142 is arranged on both sides of the plurality of IGV longitudinal lane areas 141, so as to ensure that manned trucks can smoothly drive on their respective lanes when entering or leaving the yard without affecting the normal operation of the IGV, avoiding the crossing of routes of manned trucks entering and leaving the yard area 1, and improving the traffic efficiency.

[0037] In this optional embodiment, the IGV longitudinal lane area 141 is set in the middle and the manned truck longitudinal lane area 142 is set on both sides, so that the IGV lane is smoothly connected with the entrance and exit of the approach bridge 2, and the traffic efficiency is high. The IGV has a small turning radius and does not need to set a turning buffer zone for vehicle identification like an external truck, so the IGV longitudinal lane area 141 is set in the middle, so that the entire longitudinal road width is small, and the space utilization rate of the yard area 1 is improved.

[0038] Alternatively, if Figure 3 As shown, the manned container truck longitudinal lane area 142 includes a container entry area lane 1421 and a container exit area lane 1422. The container entry area lane 1421 is used for manned container trucks to enter the yard area 1, and the container exit area lane 1422 is used for manned container trucks to exit the yard area 1. The container entry area lane 1421 and the container exit area lane 1422 are respectively located on both sides of the plurality of IGV longitudinal lane areas 141.

[0039] Specifically, when manned trucks are loaded with containers and are ready to enter the yard area 1 for storage, they will travel along the entry lane 1421 until they reach the designated storage location; when manned trucks need to extract containers from the yard area 1 and transport them to other places, they will travel along the exit lane 1422 until they leave the yard area 1, which helps reduce traffic congestion and improves the traffic efficiency of the yard area 1. The entry lane 1421 and the exit lane 1422 are located on both sides of several IGV longitudinal lane areas 141, respectively, to ensure that IGVs can perform efficient automated operations inside the yard, while manned trucks can travel smoothly on their respective lanes without interfering with each other. At the same time, since manned trucks mainly travel in the edge areas of the yard, it helps to reduce the risk of cross-operation between personnel and smart devices.

[0040] In this optional embodiment, by subdividing the manned truck longitudinal lane area 142 into a container entry lane 1421 and a container exit lane 1422, and locating them on both sides of the IGV longitudinal lane area 141, it can ensure that different types of vehicles can travel independently and orderly on their respective lanes, which helps to reduce waiting and conflicts between vehicles and improve the overall transportation efficiency in the yard. At the same time, since the manned trucks mainly travel in the edge area of ​​the yard and keep a certain distance from the IGV longitudinal lane area 141, it helps to reduce the risk of cross-operation between personnel and smart devices, thereby improving the safety of the entire yard. By rationally planning the lane layout, the space resources in the yard can be fully utilized. The setting of the container entry lane 1421 and the container exit lane 1422 enables the manned trucks to efficiently complete the container entry and exit operations without affecting the normal operation of the IGV, which helps to improve the overall utilization rate and operation efficiency of the yard.

[0041] Alternatively, if Figure 3 As shown, barriers 15 are provided at the intersections of the container entry lane 1421 and the container exit lane 1422 with the IGV transverse lane area 12 , and the barriers 15 are used to allow IGVs in the IGV transverse lane area 12 to pass first.

[0042] Specifically, when the IGV in the IGV transverse lane area 12 is about to enter the intersection where the entry area lane 1421 and the exit area lane 1422 are located, the system will trigger the control mechanism of the gate 15. At this time, the gate 15 will rise (or the signal light will turn green) to allow the IGV to pass. At the same time, the system will temporarily prohibit or restrict the manned container trucks on the entry area lane 1421 and the exit area lane 1422 from entering the intersection to ensure the safe passage of the IGV. The gate 15 can adopt different types of control devices such as lifting rod type, signal light type or virtual signal. The specific choice depends on the actual situation and traffic demand of the yard. Regardless of the type, the gate 15 should have the characteristics of fast response, stability and reliability to ensure the accuracy and timeliness of traffic control. In order to ensure the smooth operation of the entire traffic system, a corresponding traffic coordination and monitoring system is also required. The system can monitor the operating status of IGVs and manned container trucks in real time, predict potential traffic conflicts, and adjust the control strategy of gate 15 according to actual needs. For example, gate 15 near the land side of yard area 1 is adjusted to give priority to manned container trucks; gate 15 near the sea side of yard area 1 is adjusted to give priority to IGVs. At the same time, the system can also provide traffic data analysis and reporting functions to provide decision support for yard managers.

[0043] In this optional embodiment, by setting up a gate 15 and giving the IGV priority right of way, the waiting time of the IGV at the intersection can be significantly reduced, thereby improving its overall traffic efficiency, which is of great significance to improving the level of automated operations in the yard and shortening the container handling cycle. The setting of the gate 15 helps to regulate traffic order and reduce the risk of conflicts and collisions between vehicles. Especially in a yard environment where manned container trucks and IGVs work together, the introduction of the gate 15 can significantly reduce the incidence of traffic accidents and ensure the safety of personnel and equipment. By improving the traffic efficiency and safety of IGVs, the utilization of resources in the yard can be further optimized. For example, reducing the waiting time of the IGV means that the container handling task can be completed faster, thereby freeing up more yard space for other operations.

[0044] Alternatively, if Figure 4 As shown, a centralized container loading and unloading area 16 is provided on the side close to the land side of the yard area 1. The centralized container loading and unloading area 16 is used for manned container trucks to store or retrieve containers.

[0045] Specifically, the centralized container loading and unloading area 16 is set on the side close to the land side in the yard area 1 to facilitate the entry and exit of manned container trucks. Its scale should be reasonably planned according to the overall layout of the yard, operational requirements and future development plans to ensure that it can meet the needs of container storage and retrieval. The main function of the centralized container loading and unloading area 16 is to be used for manned container trucks to store or retrieve containers. When the traffic volume in the yard area 1 is large, when manned container trucks arrive at the yard area 1 loaded with containers, they can go directly to the centralized container loading and unloading area 16 for storage; similarly, when manned container trucks need to retrieve containers from the yard area 1, they can also perform retrieval operations in this area. By setting up the centralized container loading and unloading area 16, the operation process of manned container trucks can be simplified, and their driving distance and waiting time in the yard can be reduced. At the same time, this area can be equipped with corresponding loading and unloading equipment and personnel to improve the loading and unloading efficiency of containers.

[0046] In this optional embodiment, the setting of the centralized container loading and unloading area 16 enables manned container trucks to complete container storage or retrieval operations more quickly and conveniently, which helps to shorten the turnover time of containers in the terminal yard, improve the overall operating efficiency of the terminal yard, and alleviate traffic pressure in the yard area 1.

[0047] Alternatively, if Figure 4 As shown, an empty container area 17 is provided on the land side of the yard area 1, and the empty container area 17 is used by the IGV to store the imported empty containers unloaded from the ship.

[0048] Specifically, the empty container area 17 is set on the side close to the land side in the yard area 1 to facilitate the entry and exit of IGVs and the storage of empty containers. Its scale should be reasonably planned according to the overall operation needs of the terminal yard, the number of empty containers and future development plans to ensure that the storage needs of empty containers can be met. The main function of the empty container area 17 is to store imported empty containers unloaded from ships. When the traffic volume in the yard area 1 is large, after the IGVs complete the task of unloading empty containers from the ships, they can transport these empty containers to the empty container area 17 for neat stacking for subsequent use, simplifying the operation process of the IGVs and reducing their driving distance and waiting time in the yard.

[0049] In this optional embodiment, the establishment of the empty container area 17 enables the imported empty containers unloaded from the ship to be stored and processed quickly and effectively, which helps to shorten the turnover time of the empty containers in the yard area 1, optimize the operation process of the IGV, and improve the overall operation efficiency of the yard area 1.

[0050] Alternatively, if Figure 4 As shown, an entrance 18 and an exit 19 are respectively provided at both ends of the yard area 1 close to the land side, and a buffer zone 181 is provided on one side of the entrance 18. The buffer zone 181 is used to temporarily park manned container trucks that are about to enter the yard area 1.

[0051] Specifically, an entrance 18 and an exit 19 are respectively provided at both ends of the yard area 1 near the land side, so as to facilitate manned trucks to enter and exit the yard area 1 from the land side. The entrance 18 is used for manned trucks to carry containers into the yard, while the exit 19 is used for manned trucks to extract containers from the yard and leave. The buffer zone 181 set on one side of the entrance 18 has the main function of temporarily parking manned trucks ready to enter the yard area 1, which helps to relieve the traffic pressure at the entrance 18 and avoid manned trucks from being stuck or waiting in line at the entrance 18, thereby improving the traffic flow and operation efficiency of the yard area 1. When manned trucks are ready to enter the yard area 1, when the traffic volume in the yard area 1 is large, in order to avoid congestion on the external roads, manned trucks can be temporarily parked in the buffer zone 181 and wait for the operation scheduling and arrangement inside the yard. Once there is an idle position or operation demand inside the yard, the manned truck will drive out of the buffer zone 181 and enter the yard area 1 to perform the corresponding operation, which helps to achieve orderly entry and exit and efficient operation of manned trucks.

[0052] In this optional embodiment, by setting the entrance 18, the exit 19 and the buffer zone 181, the traffic flow in the yard area 1 can be optimized, and the congestion and waiting time of manned trucks at the entrance 18 can be reduced, thereby improving the traffic flow and operation efficiency of the yard area 1. The setting of the buffer zone 181 enables manned trucks to temporarily park and wait before entering the yard area 1, thereby avoiding the time and resources wasted by waiting for operation scheduling, helping to optimize the operation efficiency of the yard area 1 and improve the turnover speed of containers. The setting of the buffer zone 181 also helps to improve the safety of the yard area 1. By orderly guiding manned trucks to enter the buffer zone 181 for temporary parking and waiting, the risk of safety accidents caused by traffic chaos can be reduced.

[0053] A traffic organization method for a traffic layout structure of a container terminal yard provided by an embodiment of the present invention is applicable to the traffic layout structure of the container terminal yard, and includes: a. When the longitudinal lane area 142 of the container truck intersects with the transverse lane area 12 of the IGV, the IGV on the transverse lane area 12 is given priority to pass through the gate 15; b. When it is detected that the traffic volume in the yard area 1 reaches the first threshold, the gate 15 near the land side of the yard area 1 is adjusted to give priority to allowing people to pass through; and / or, the gate 15 near the sea side of the yard area 1 is adjusted to give priority to allowing IGVs to pass to relieve traffic pressure; c. When it is detected that the traffic volume in the yard area 1 reaches the second threshold, the traffic volume set by the second threshold is greater than the traffic volume set by the first threshold, and the manned trucks ready to enter the yard area 1 are guided to park in the centralized container pickup area 16, and the IGV is responsible for the extraction and storage of containers in the centralized container pickup area 16 to reduce the traffic burden in the yard area 1; d. When it is detected that the traffic volume in the yard area 1 reaches the third threshold value, and the traffic volume set by the third threshold value is greater than the traffic volume set by the second threshold value, the empty container area 17 is activated, and the IGV stores the imported empty containers in the empty container area 17 and extracts the empty containers from the empty container area 17. At the same time, manned container trucks are allowed to extract and store empty containers in the empty container area 17 to further disperse the traffic volume in the yard area 1; e. When it is detected that the traffic volume in the yard area 1 reaches the fourth threshold, and the traffic volume set by the fourth threshold is greater than the traffic volume set by the third threshold, the manned container trucks preparing to enter the yard area 1 are guided to the buffer zone 181 for temporary parking, and are allowed to enter after the traffic volume in the yard area 1 is lower than the fourth threshold.

[0054] Specifically, when the traffic volume in the yard area 1 is not very large, that is, less than the first threshold, when the longitudinal lane area 142 of the manned truck intersects with the transverse lane area 12 of the IGV, the gate 15 is used to give priority to the right of passage of the IGV in the transverse lane. This step is intended to ensure the efficient operation of the IGV, reduce its waiting time, and improve the operating efficiency of the yard area 1. This is because the IGV usually undertakes the task of automated and efficient container handling, and its traffic efficiency directly affects the overall operating efficiency of the yard.

[0055] When the traffic volume in the yard area 1 is large and it is detected that the traffic volume in the yard area 1 reaches the first threshold, the gates 15 on the several rows of IGV transverse lane areas 12 near the land side in the yard area 1 are adjusted to give priority to manned container trucks. It is also possible to give priority to IGVs by adjusting the gates 15 on the several rows of IGV transverse lane areas 12 near the sea side in the yard area 1 as needed. It is also possible to implement the above two measures simultaneously as needed. This step aims to balance the needs of different traffic flows, and by strengthening the rapid passage of manned container trucks on the land side, or strengthening the rapid passage of IGVs on the sea side, to ease traffic pressure, avoid congestion, and ensure the smooth operation of the yard area 1.

[0056] When the traffic volume in the yard area 1 continues to increase until it is detected that the traffic volume in the yard area 1 reaches the second threshold, the traffic volume set by the second threshold is greater than the traffic volume set by the first threshold, and the manned container trucks that are about to enter the yard area 1 are guided to park their containers in the centralized container pickup area 16, and the IGV is responsible for picking up and storing containers in this area. This step is intended to reduce the driving distance and time of manned container trucks in the yard area 1, thereby reducing the traffic burden and improving work efficiency.

[0057] When the traffic volume reaches a higher level and it is detected that the traffic volume in the yard area 1 reaches the third threshold, the traffic volume set by the third threshold is greater than the traffic volume set by the second threshold, and the empty container area 17 is activated, and the IGV is responsible for storing the imported empty containers in the empty container area 17 and extracting the empty containers from the empty container area 17. At the same time, manned container trucks are allowed to extract and store empty containers in the empty container area 17. This step is intended to further disperse the traffic flow in the yard area 1, improve operating efficiency, and optimize resource allocation.

[0058] When the traffic volume approaches the limit and the traffic volume in the yard area 1 reaches the fourth threshold, the traffic volume set by the fourth threshold is greater than the traffic volume set by the third threshold. In order to avoid congestion on the external roads, the trucks with people ready to enter the yard area 1 are guided to the buffer zone 181 for temporary parking. After the traffic conditions in the yard area 1 are improved, that is, the traffic volume in the yard area 1 is lower than the fourth threshold, these trucks are allowed to enter the yard. This measure is intended to protect the smooth flow of external roads, avoid traffic paralysis, and ensure the smooth operation of the yard area 1.

[0059] The vehicle flow detection module in the yard area 1 is used to monitor the vehicle flow in the yard area 1 in real time, and the settings of the first threshold, the second threshold, the third threshold, and the fourth threshold are dynamically adjusted according to changes in the vehicle flow to optimize the traffic management effect.

[0060] In this optional embodiment, by giving priority to the right of way of IGVs and utilizing the centralized container loading and unloading area 16 and the empty container area 17, the operating efficiency of the yard area 1 can be significantly improved, and the waiting time and handling costs of containers can be reduced. By flexibly adjusting the gate 15 and activating the buffer zone 181, the traffic pressure in the yard area 1 can be effectively alleviated, traffic congestion and waiting time can be reduced, and traffic fluency can be improved. The traffic organization method of this embodiment realizes the optimal allocation and efficient utilization of resources by rationally utilizing various functional areas of the yard area 1, such as the centralized container loading and unloading area 16, the empty container area 17 and the buffer zone 181. By improving operating efficiency and alleviating traffic pressure, the turnover time of containers can be shortened and customer satisfaction can be improved.

[0061] Although the present invention is disclosed as above, the protection scope of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A traffic layout structure of a container terminal yard, comprising: A yard area (1), wherein a plurality of sub-yards (11) are arranged in a matrix shape in the yard area (1), and the length extension direction of each of the sub-yards (11) is parallel to the coastline. The method is characterized in that a plurality of IGV transverse lane areas (12) and a plurality of manned truck transverse lane areas (13) are arranged in the yard area (1), and the IGV transverse lane areas (12) and the manned truck transverse lane areas (13) both extend along the length extension direction of the sub-yards (11). The IGV transverse lane areas (12) and the manned truck transverse lane areas (13) are arranged alternately and are respectively arranged on both sides of the sub-yards (11) along the length direction. The IGV transverse lane areas (12) are used for IGV travel, and the manned truck transverse lane areas (13) are used for manned container truck travel.

2. The traffic layout structure of the container terminal yard according to claim 1 is characterized in that: The side of the yard area (1) close to the land side is provided with the manned truck transverse lane area (13), and the side of the yard area (1) close to the sea side is provided with the manned truck transverse lane area (13) and the IGV transverse lane area (12) arranged in parallel, and the manned truck transverse lane area (13) is located on the side of the IGV transverse lane area (12) away from the sea side.

3. The traffic layout structure of the container terminal yard according to claim 2 is characterized in that: A plurality of longitudinal lane areas (14) are provided in the stacking yard area (1), the longitudinal lane areas (14) are located on both sides of the width direction of the sub-stacking yard (11), and the longitudinal lane areas (14) extend along the width direction of the sub-stacking yard (11), and the longitudinal lane areas (14) include a plurality of IGV longitudinal lane areas (141) and a plurality of manned truck longitudinal lane areas (142).

4. The traffic layout structure of the container terminal yard according to claim 3 is characterized in that: The plurality of IGV longitudinal lane areas (141) are located in the middle of the longitudinal lane area (14), and the manned truck longitudinal lane areas (142) are located on both sides of the plurality of IGV longitudinal lane areas (141).

5. The traffic layout structure of the container terminal yard according to claim 4, characterized in that: The manned container truck longitudinal lane area (142) comprises a container entry area lane (1421) and a container exit area lane (1422); the container entry area lane (1421) is used for manned container trucks entering the yard area (1), and the container exit area lane (1422) is used for manned container trucks leaving the yard area (1); the container entry area lane (1421) and the container exit area lane (1422) are respectively located on both sides of the plurality of IGV longitudinal lane areas (141).

6. The traffic layout structure of the container terminal yard according to claim 5, characterized in that: A barrier gate (15) is provided at the intersection of the container entry area lane (1421) and the container exit area lane (1422) with the IGV transverse lane area (12), and the barrier gate (15) is used to allow IGVs in the IGV transverse lane area (12) to pass first.

7. The traffic layout structure of the container terminal yard according to claim 6, characterized in that: A centralized container loading and unloading area (16) is provided on the land side of the storage yard area (1), and the centralized container loading and unloading area (16) is used for manned container trucks to store or retrieve containers.

8. The traffic layout structure of the container terminal yard according to claim 7, characterized in that: An empty container area (17) is provided on the land side of the yard area (1), and the empty container area (17) is used by the IGV to store imported empty containers unloaded from ships.

9. The traffic layout structure of the container terminal yard according to claim 8, characterized in that: An entrance (18) and an exit (19) are respectively provided at both ends of the land side of the storage yard area (1), and a buffer zone (181) is provided on one side of the entrance (18). The buffer zone (181) is used to temporarily park manned container trucks that are about to enter the storage yard area (1).

10. A traffic organization method for a traffic layout structure of a container terminal yard, applicable to the traffic layout structure of a container terminal yard as claimed in claim 9, characterized in that: include: a. When the traffic volume in the yard area (1) is less than or equal to the first threshold, when the longitudinal lane area (142) of the container trucks and the transverse lane area (12) of the IGVs intersect, the IGVs on the transverse lane area (12) are given priority to pass through the gate (15); b. When the traffic volume in the yard area (1) reaches a first threshold, the gate (15) near the land side of the yard area (1) is adjusted to give priority to allowing the passage of manned trucks; and / or, the gate (15) near the sea side of the yard area (1) is adjusted to give priority to allowing the passage of IGVs, so as to ease the traffic pressure; c. When the traffic volume in the yard area (1) reaches a second threshold value, and the traffic volume set by the second threshold value is greater than the traffic volume set by the first threshold value, the manned container trucks that are about to enter the yard area (1) are guided to park their containers in the centralized container loading and unloading area (16), and the IGVs are responsible for picking up and storing containers in the centralized container loading and unloading area (16), so as to reduce the traffic burden in the yard area (1); d. When the traffic volume in the yard area (1) reaches the third threshold value, and the traffic volume set by the third threshold value is greater than the traffic volume set by the second threshold value, the IGV will store the imported empty containers in the empty container area (17) and extract the empty containers from the empty container area (17), while manned container trucks are allowed to extract and store empty containers in the empty container area (17); e. When the traffic volume in the yard area (1) reaches the fourth threshold value, and the traffic volume set by the fourth threshold value is greater than the traffic volume set by the third threshold value, the manned container trucks that are about to enter the yard area (1) are guided to the buffer zone (181) for temporary parking, and are allowed to enter after the traffic volume in the yard area (1) is lower than the fourth threshold value.

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