Operation organization method for reverse berthing process of along-shore side loading and unloading full-automatic wharf
By optimizing the operational organization strategy of the fully automated container terminal, efficient and safe loading and unloading of reverse berthing has been achieved, solving the problem of equipment operation template adaptation and improving the terminal's production capacity and competitiveness.
Patent Information
- Application Number
- CN202511137504.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-14
- Publication Date
- 2025-12-02
AI Technical Summary
When fully automated container terminals berth in the opposite direction, the equipment operation templates are difficult to adapt quickly, which leads to obstruction of loading and unloading operations, traffic flow conflicts, increased costs, and safety hazards.
By employing four organizational strategies—site planning, single-vessel planning, scheduling operations, and safety management—the work process is optimized to achieve reverse adjustment of container doors, reuse of equipment paths, and isolation of time and space, thereby avoiding redundant operations and system modifications.
It improves the production efficiency and flexibility of automated terminals in reverse berthing scenarios, ensures operational safety, and reduces operating costs and retrofitting investment.
Smart Images
Figure CN121044355A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of intelligent equipment technology for container terminals, specifically relating to an operational organization method for a reverse berthing process at a fully automated quayside loading and unloading terminal. Background Technology
[0002] In recent years, with the booming development of global trade and the continuous penetration of intelligent technologies, container terminals, as key nodes in international trade, are accelerating their transformation towards full-area, full-process automation and intelligence. Fully automated container terminals, through the introduction of unmanned equipment, intelligent scheduling systems, and other technologies, have significantly improved operational efficiency and safety, and have become a core trend in port construction and upgrading.
[0003] In the daily operation of a fully automated container terminal, ship berthing and subsequent loading and unloading operations are the core links, and their efficiency and safety directly determine the overall operational efficiency of the terminal. The selection of the berthing direction of a ship requires comprehensive consideration of multiple factors: First, natural conditions, such as wind direction and water current, will affect the berthing stability of the ship; second, operational convenience, the ship's own maneuverability and the layout of the terminal berths will limit the choice of berthing side; third, port facility adaptability, the layout of facilities such as quay cranes and storage yards must match the berthing direction of the ship; and fourth, safety regulations, which must comply with international shipping and port operation safety standards.
[0004] However, different berthing directions (especially reverse berthing) pose significant challenges to the operational organization of fully automated terminals. Compared to traditional terminals, fully automated terminals rely heavily on pre-set plans, with equipment operating paths designed using templates. While this ensures high efficiency in routine operations, it also limits their production flexibility. Specifically, reverse berthing presents significant differences compared to forward berthing in terms of the ship's container door orientation requirements, the path planning of horizontal transport equipment (such as unmanned electric trucks and horizontal transport robots), and traffic flow organization. On the one hand, if the container door orientation cannot match the requirements of reverse berthing, it can obstruct the loading process. On the other hand, the operating map templates of automated equipment are difficult to quickly adapt to reverse paths, easily causing traffic flow conflicts and affecting operational efficiency and safety. Furthermore, adapting existing solutions to reverse berthing through system changes and equipment modifications would significantly increase costs and potentially introduce new operational redundancies.
[0005] Therefore, how to achieve efficient and safe loading and unloading of ships berthing in the reverse direction without increasing investment in system changes and equipment upgrades or generating redundant operations has become a key problem that fully automated container terminals urgently need to solve, and it is also the technical pain point that this invention aims to overcome. Summary of the Invention
[0006] The purpose of this invention is to provide an operational organization method for a fully automated quay loading and unloading terminal with reverse berthing process along the shore, so as to solve the problems existing in the prior art.
[0007] To achieve the above objectives, this invention provides the following technical solution: a method for organizing the reverse berthing process of a fully automated quayside loading and unloading terminal, including site planning organization strategies, single-vessel planning organization strategies, scheduling operation organization strategies, and safety control organization strategies. All of these production organization strategies are planned, controlled, and updated through a terminal task management system and a terminal vehicle fleet management system. Starting from the source of production planning, the method breaks down the operational links affecting production in terms of container doors, proposing targeted solutions for each, thereby achieving smooth production operations without additional system changes, additional equipment modifications, or redundant operational coefficients.
[0008] Furthermore, the site planning and organization strategy specifically includes the following steps: S11. Screen customers who arrive at the port and, based on the different locations of container loading, divide them into terminal loading customers (accounting for more than 80% of the port's container volume), large-scale loading customers, and sporadic loading customers. S12. For customers loading at the yard, communicate in advance through the dock and yard communication channels. All vehicles arriving at the port should be loaded with containers in the reverse door manner when loading containers at the external yard, that is, the container door should face the front of the vehicle. This method of directly reversing the container door at the port arrival stage facilitates the ART (Automatic Transport Authority) to directly receive containers in the yard with the reverse door, and finally implement the reverse loading operation mode on shore. S13. For large-scale production and loading customers, establish contact with customers through agent communication channels and guide customers to load goods out of the factory by reversing the container door loading method. This ensures that the container door is directly reversed at the port, which facilitates the ART of loading onto the ship to directly realize the reverse container door yard collection and finally implement the onshore reverse loading operation mode. S14. For customers with sporadic production and loading, two flexible handling methods are adopted during the port collection process: guiding the container door and then dropping the container or using a rotating spreader to drop the container. S15. Because the port is a reverse-door type, it ensures that the containers are also unloaded in the reverse-door manner. Therefore, during ART loading operations, the rail-mounted crane can directly grab containers with reverse-door orientation and place them on the ART. The ART can then use the normal port-side loading path to reach the shore and perform the loading operation. The orientation of the container doors on the ship will meet the requirements for starboard-side containers on ships. Furthermore, the single-ship planning and organization strategy specifically includes the following steps: S21. In the micro-operation sequence arrangement stage, a reverse loading plan is implemented compared to the traditional operation sequence to achieve loading from the outermost to the innermost part of the ship. Furthermore, the scheduling operation organization strategy specifically includes the following steps: S31. First, unloading operations will be carried out by unmanned electric container trucks; S32. The route of travel is in the opposite direction of normal operation, forming a figure-eight shape in the opposite direction; S33. The ship will go ashore from the north side to the quay crane for unloading operations, and then travel from south to north into the storage yard. S34. After the container is placed in the yard, re-enter the PB area of the island lock to the north side of the vessel to disembark and continue the unloading operation. S35. Loading operations are completed by horizontal transport robots. Since the container is in reverse door mode when it is being collected in the yard, it can be carried out normally by following the normal operation path to get it ashore. S36, the unmanned electric container trucks were transformed into a large circle around the dock to carry out the remaining unloading operations. Furthermore, the security management organization strategy specifically includes the following steps: S41. Unloading and loading operations are separated in terms of time to eliminate the traffic risks that may be caused by traffic flow conflicts caused by traffic flowing in opposite directions. S42. For safety reasons, a restricted zone is established between island locks where there are island lock cables and electrical boxes, prohibiting unmanned electric jig trucks from passing between island locks. S43. In terms of loading and unloading conversion, the conversion between loading and unloading operations also involves the conversion of unmanned electric container trucks and horizontal transport robot vehicles, which also involves operational safety and isolation issues. S44. While the unmanned electric container trucks are unloading the ship, forklifts and other mobile machinery begin to place isolation stacks and other facilities to restore the lanes that isolate the unmanned electric container trucks and horizontal transport robots.
[0009] Compared with existing methods, the beneficial effects of the present invention are as follows: This invention provides a complete solution for reverse berthing scenarios at fully automated quayside loading and unloading terminals by implementing four major organizational strategies: site planning, single-vessel planning, scheduling operations, and safety management. Site planning guides different port customers to reverse container door adjustments; single-vessel planning optimizes the work sequence through reverse loading; scheduling operations improve process efficiency through equipment path planning and work sequence arrangement; and safety management reduces risks through spatiotemporal isolation. Without additional system changes or equipment modifications, reverse berthing operations can be carried out smoothly, significantly improving the production capacity of automated terminals to handle complex berthing scenarios.
[0010] This solution effectively overcomes the limitations of automated terminal equipment operation map templates, enabling direct container door reversal and equipment path reuse during the port arrival process, thus avoiding redundant operations and additional costs. Simultaneously, time and space safety isolation measures eliminate potential traffic flow conflicts, ensuring operational safety and stability. Overall, the solution optimizes reverse berthing operations across the entire process, significantly improving the operational efficiency and flexibility of automated terminals and enhancing their overall operational competitiveness. Attached Figure Description
[0011] Figure 1 This is an overall flowchart of the site planning and organization strategy proposed in an embodiment of the present invention; Figure 2 This is an overall flowchart of the single-ship planning organization strategy proposed in an embodiment of the present invention; Figure 3 This is an overall flowchart of the scheduling operation organization strategy proposed in this embodiment of the invention; Figure 4 This is an overall flowchart of the security management and control organization strategy proposed in this embodiment of the invention; Figure 5 This invention provides a schematic diagram of a work site traffic route layout plan for an embodiment of the invention. Figure 6 This is a schematic diagram of the work site safety control area proposed in an embodiment of the present invention. Detailed Implementation
[0012] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.
[0013] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, 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, and therefore should not be construed as a limitation on this invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
[0014] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," "fixed connection," and "fixed connection" 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 an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0015] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings and preferred embodiments.
[0016] like Figure 1 As shown, a method for organizing the reverse berthing process of a fully automated quayside loading and unloading terminal is presented. This method includes site planning strategies, single-vessel planning strategies, scheduling operation strategies, and safety control strategies. All of these production organization strategies are planned, controlled, and updated through the terminal task management system and the terminal vehicle fleet management system. Starting from the source of production planning, the method breaks down the operational links that affect production in terms of container doors, and proposes targeted solutions for each, achieving smooth production operation without additional system changes, additional equipment modifications, or redundant operational coefficients.
[0017] In a preferred embodiment, such as Figure 1 As shown, a specific implementation method for a site planning and organization strategy includes the following steps: S11. Screen customers who arrive at the port and, based on the different locations of container loading, divide them into terminal loading customers (accounting for more than 80% of the port's container volume), large-scale loading customers, and sporadic loading customers. S12. For customers loading at the yard, communicate in advance through the dock and yard communication channels. All vehicles arriving at the port should be loaded with containers in the reverse door manner when loading containers at the external yard, that is, the container door should face the front of the vehicle. This method of directly reversing the container door at the port arrival stage facilitates the ART (Automatic Transport Authority) to directly receive containers in the yard with the reverse door, and finally implement the reverse loading operation mode on shore. S13. For large-scale production and loading customers, establish contact with customers through agent communication channels and guide customers to load goods out of the factory by reversing the container door loading method. This ensures that the container door is directly reversed at the port, which facilitates the ART of loading onto the ship to directly realize the reverse container door yard collection and finally implement the onshore reverse loading operation mode. S14. For customers with sporadic production and loading, two flexible handling methods are adopted during the port collection process: guiding the container door and then dropping the container or using a rotating spreader to drop the container. S15. Because the port is a reverse-door type, it ensures that the containers are also unloaded in the reverse-door manner. Therefore, during ART loading operations, the rail-mounted gantry can directly grab containers with reverse-door orientation and place them on the ART. The ART can then use the normal port-side loading path to reach the shore and perform the loading operation. The orientation of the container doors on the ship will meet the requirements for starboard-side vessels.
[0018] By employing site planning and organization strategies, the orientation of container doors at the port can be adjusted to meet the reverse berthing and loading requirements without altering the operation mode of the horizontal transport robot's map template.
[0019] In a preferred embodiment, such as Figure 2 As shown, a specific implementation method for a single-ship planning and organization strategy is proposed, which includes the following steps: S21. During the macro-operation sequence arrangement phase, load control is performed by berthing in the forward direction. S22. In the micro-operation sequence arrangement stage, a reverse loading plan is implemented compared to the traditional operation sequence to achieve loading from the outermost to the innermost part of the ship. By implementing a single-ship planning strategy, a refined loading and unloading plan for ship operations can be achieved, thereby ensuring the orderly operation of subsequent dispatch instructions and meeting the preparation requirements for the normal production operation execution phase.
[0020] In a preferred embodiment, such as Figure 3 As shown, a specific implementation method for the overall process of scheduling operation organization strategy is proposed, which includes the following steps: S31. First, unloading operations will be carried out by unmanned electric container trucks; S32. The route of travel is in the opposite direction of normal operation, forming a figure-eight shape in the opposite direction; S33. The ship will go ashore from the north side to the quay crane for unloading operations, and then travel from south to north into the storage yard. S34. After the container is placed in the yard, re-enter the PB area of the island lock to the north side of the vessel to disembark and continue the unloading operation. S35. Loading operations are completed by horizontal transport robots. Since the container is in reverse door mode when it is being collected in the yard, it can be carried out normally by following the normal operation path to get it ashore. S36, the unmanned electric container trucks were transformed into a large circle around the dock to carry out the remaining unloading operations. By implementing scheduling and organization strategies, the loading and unloading of ships can be carried out, thereby meeting the requirements of dock operations after ships berth.
[0021] In a preferred embodiment, such as Figure 4 As shown, a specific implementation method for the overall process of security management and control organizational strategy is proposed, including the following steps: S41. Unloading and loading operations are separated in terms of time to eliminate the traffic risks that may be caused by traffic flow conflicts caused by traffic flowing in opposite directions. S42. For safety reasons, a restricted zone is established between island locks where there are island lock cables and electrical boxes, prohibiting unmanned electric jig trucks from passing between island locks. S43. In terms of loading and unloading conversion, the conversion between loading and unloading operations also involves the conversion of unmanned electric container trucks and horizontal transport robot vehicles, which also involves operational safety and isolation issues. S44. While the unmanned electric container trucks are unloading the ship, forklifts and other mobile machinery begin to place isolation stacks and other facilities to restore the lanes that isolate the unmanned electric container trucks and horizontal transport robots.
[0022] By implementing safety management and control strategies, we can prevent safety risks that may cause conflicts during operations, and achieve effective safety assurance for overall operations through scientific temporal and spatial isolation of dock traffic and the working environment.
[0023] In a preferred embodiment, such as Figure 5 As shown, a site traffic route layout plan is proposed, including the unmanned electric container truck's landing and berthing routes and the horizontal transport robot's landing and berthing routes. This plan fully considers the characteristics of the horizontal transport equipment and the differences in operational tasks, meeting production requirements without incurring additional costs and ensuring smooth port traffic flow.
[0024] In a preferred embodiment, such as Figure 6 As shown, a schematic diagram of the safety control area at the work site is presented, including the unloading path of the unmanned electric container truck and the electronic isolation zone of the island lock-up restricted area. The delineation of the electronic isolation zone will effectively reduce the potential damage to equipment and facilities caused by the unmanned electric container truck passing through the island lock-up restricted area during operation, and ensure the continuity and safety of production operations.
[0025] This invention requires no additional changes to the existing terminal system or modification of automated equipment (such as horizontal transport robots or unmanned electric trucks). It achieves highly efficient reverse berthing operations simply by optimizing the operational organization process. From the reverse-swing design of container doors during port entry to the reuse of routes during loading, redundant operations caused by adapting to reverse berthing are avoided throughout the entire process, significantly reducing terminal operating costs and modification investment.
[0026] The site planning and organization strategy guides different customers to reverse the orientation of the container doors at the port, ensuring that the doors of the containers are aligned to meet the reverse berthing requirements. This allows the horizontal transport robot to directly reuse the normal port-side berthing path when loading the ship, reducing the path adjustment time. The reverse loading design of the single-ship plan (loading from the outer to the inner edge) and the "unloading first, loading later" sequence arrangement in the scheduling operation, combined with the reverse "8" path of the unmanned electric truck and the normal path reuse of the horizontal transport robot, greatly improves the continuity and efficiency of single-ship loading and unloading. The automated terminal can flexibly switch production organization schemes to suit different berthing scenarios (forward / reverse), effectively responding to changes in berthing direction caused by factors such as wind direction and water flow, thus enhancing the production adaptability of the automated terminal.
[0027] The safety management and control strategy, through time isolation (unloading and loading operations are carried out in shifts), spatial isolation (establishing no-entry zones on the island and restoring equipment lane isolation), and safety isolation measures during loading and unloading transitions, fundamentally eliminates traffic flow conflicts between equipment traveling in opposite directions, avoids safety hazards caused by unmanned electric trucks passing through the cable and electrical box areas of the island, and ensures the safety and stability of automated equipment operation.
[0028] This invention refines the entire process of reverse berthing operations, achieving efficient collaboration across the entire chain from port arrival and yard management to loading and unloading ships. This effectively enhances the production capabilities of automated terminals in complex berthing scenarios, thereby improving the overall operational efficiency and market competitiveness of the terminals.
[0029] It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this invention, and these improvements and modifications should also be considered within the scope of protection of this invention.
Claims
1. A method for organizing the operation of a fully automated quayside loading and unloading terminal with reverse berthing process, characterized in that: This includes site planning organization strategies, single vessel planning organization strategies, dispatching operation organization strategies, and safety control organization strategies. All of these organization strategies utilize the terminal task management system and the terminal vehicle fleet management system for planning, equipment control, and information updates.
2. The operational organization method for the reverse berthing process of the fully automated quayside loading and unloading terminal according to claim 1, characterized in that: The site planning and organization strategy specifically includes the following steps: S11. Screen customers who arrive at the port and classify them into port loading customers, large-scale production loading customers, and small-scale production loading customers according to the different locations of container loading at the port. S12. For customers loading at the yard, communicate in advance through the dock and yard communication channels. All vehicles arriving at the port should be loaded with containers in the reverse direction when loading containers at the external yard, that is, the container door should face the front of the vehicle. S13. For large-scale production and loading customers, establish contact with customers through agent communication channels and guide customers to load goods out of the factory by reversing the container door loading method. This ensures that the container door is directly reversed at the port, which facilitates the ART of loading onto the ship to directly realize the reverse container door yard collection and finally implement the onshore reverse loading operation mode. S14. For customers with sporadic production and loading, two flexible handling methods are adopted during the port collection process: guiding the container door and then dropping the container or using a rotating spreader to drop the container. S15. During ART loading operations, boxes with reverse doors can be directly picked up by the rail bridge and placed on the ART. The ART can then use the normal port-side loading path to travel to the shore to perform the loading operation.
3. The operational organization method for the reverse berthing process of the fully automated quayside loading and unloading terminal according to claim 1, characterized in that: The single-ship planning and organization strategy includes the following steps: S21. In the micro-operation sequence arrangement stage, a reverse loading plan is implemented compared to the traditional operation sequence to achieve loading from the outermost to the innermost part of the ship.
4. The operational organization method for the reverse berthing process of the fully automated quayside loading and unloading terminal according to claim 1, characterized in that: The scheduling operation organization strategy includes the following steps: S31. First, unloading operations will be carried out by unmanned electric container trucks; S32. The route of travel is in the opposite direction of normal operation, forming a figure-eight shape in the opposite direction; S33. The ship will go ashore from the north side to the quay crane for unloading operations, and then travel from south to north into the storage yard. S34. After the container is placed in the yard, re-enter the PB area of the island lock to the north side of the vessel to disembark and continue the unloading operation. S35. Loading operations are completed by horizontal transport robots. Since the container is in reverse door mode when it is being collected in the yard, it can be carried out normally by following the normal operation path to get it ashore. S36, the unmanned electric container truck was transformed into a large circle around the dock to carry out the remaining unloading operations.
5. The operational organization method for the reverse berthing process of the fully automated quayside loading and unloading terminal according to claim 4, characterized in that: The security management organization strategy includes the following steps: S41. Unloading and loading operations should be separated by time to prevent traffic risks that may be caused by traffic flow conflicts caused by opposite directions. S42. Where there are lock cables and electrical boxes between lock islands, a restricted zone shall be established to prohibit unmanned electric jugger trucks from passing between lock islands; S43. In terms of loading and unloading conversion, the conversion between loading and unloading operations also involves the conversion of unmanned electric container trucks and horizontal transport robot vehicles, which also involves operational safety and isolation issues. S44. While the unmanned electric trucks are unloading the ship, forklifts and other mobile machinery begin to place isolation stacking facilities to restore the lanes that isolate the unmanned electric trucks and horizontal transport robots.