CONTAINER TERMINAL

Description

[0001] The present invention relates to a container terminal according to the preamble of patent claim 1.

[0002] In recent decades, the transport of goods in containers has become extremely important both internationally and nationally. Containers are transported both on land by rail or truck, and on inland and ocean-going vessels by ship. A major advantage of using containers for goods transport is that a container can be loaded with the goods to be transported at the point of origin and unloaded again at the destination. Standardized means of transport can be used during transport, regardless of the type of goods being transported in the container.

[0003] Accordingly, large container terminals have been built in both deep-sea and inland ports, allowing for the corresponding handling of goods using containers.

[0004] A container terminal, for example, is described in WO 98 / 35892 A1. In this container terminal, the containers are transported by truck to a transfer station and from there transferred to an internal container transport system of the high-bay warehouse. This represents a considerable effort for loading and unloading the containers.

[0005] GB 1 333 745 A describes a container terminal for goods stored on pallets. EP 0 518 081 A1 shows a container terminal for roll-shaped goods. Both container terminals use rail-based container transport vehicles.

[0006] The object of the invention is to improve the effectiveness of storing containers in the high-bay warehouse and retrieving containers from the high-bay warehouse compared to the aforementioned prior art.

[0007] For this purpose, the invention provides a container terminal according to patent claim 1.

[0008] A basic idea of the invention is therefore to design the container terminal in such a way that a container to be stored in the high-bay warehouse can be picked up by a container transport vehicle from the container storage area and transported to the shelf compartment in the high-bay warehouse intended for this container. When retrieving a container from a shelf compartment in the high-bay warehouse, the invention also enables a container transport vehicle to transport the container from the shelf compartment of the high-bay warehouse to the container storage area and deposit it there. The invention has the advantage that reloading of the container is no longer necessary during this storage and retrieval process, thereby significantly improving the efficiency of the container terminal's operation compared to the prior art.In other words, the containers can be transported by the container transport vehicle from the container storage area to the shelf compartment during storage, and from the shelf compartment to the container storage area during retrieval, without the need for intermediate transfer of the container between different transport systems. Accordingly, the invention provides for the container transport vehicles to be able to travel from the container storage area to the shelf compartment and vice versa.

[0009] Container terminals according to the invention are used for handling containers. They could also be referred to as container handling facilities or container transshipment facilities. They can be used for container handling in both inland and deep-sea ports, as well as inland, regardless of whether the containers are transported to or from the container terminal by ship, rail, or truck.

[0010] In container terminals according to the invention, a large number of container transport vehicles are used. In this context, a large number is to be understood in the sense of "several." The smallest number would therefore be two container transport vehicles. In practice, however, considerably more container transport vehicles will be used in a container terminal according to the invention.

[0011] The container parking area is an area outside the high-bay warehouse that offers enough space to park containers, preferably a large number of containers, while still allowing enough room for container transport vehicles to drive to various parking locations to drop off or pick up containers. The container parking area is usually a level, open area that is ideally located in the immediate vicinity of the high-bay warehouse. The container parking area is often a type of forecourt in front of the high-bay warehouse. In port facilities, this can be located, for example, in an area between the high-bay warehouse and a shipping dock with the corresponding container loading cranes. In container terminals with a rail connection according to the invention, the container parking area can be located, for example, between the railway track and the high-bay warehouse.Of course, container terminals according to the invention can also comprise several high-bay warehouses and several spatially separated container storage areas.

[0012] The high-bay warehouse of the container terminals according to the invention can be designed either as an outwardly open, scaffold-like structure or as a building with exterior walls and / or a roof. It can be constructed of steel, reinforced concrete, post or slab systems, or even composite materials.

[0013] The use of high-bay warehouses in container terminals according to the invention allows for good use of space. High-bay warehouses also have the advantage that each container has its own shelf compartment, into which a container can be stored or from which it can be retrieved without the need to restack containers or the like. This is a significant advantage of using high-bay warehouses compared to simply stacking containers on top of each other, as is also common in the state of the art. Within the high-bay warehouse, each storage level has at least one driveway accessible to container transport vehicles, which leads to the shelf compartments on that storage level. Preferably, a storage level has several driveways, preferably arranged parallel to one another, next to and between which the shelf compartments of the respective storage level are arranged.The driveways could also be referred to as roadways. Each of these represents a path along which a container vehicle can travel. The driveways on the storage levels can be designed as self-contained, road-like areas. However, in the interest of material savings, it is also possible to design the driveways as minimalist as possible, so that, for example, they are only wide enough to accommodate the wheels of the transport vehicles.

[0014] Another significant advantage of container terminals according to the invention is that they are highly scalable depending on the quantity of containers to be handled per unit of time. The number and size of the high-bay warehouse(s) of a container terminal, the number of rack compartments per high-bay warehouse, and the number of container transport vehicles allow the size and capacity of container terminals according to the invention to be adapted almost arbitrarily to the expected quantity of containers to be handled.

[0015] A further advantage of container terminals according to the invention is that, if the number of containers to be handled per unit of time changes, their capacity can also be adjusted relatively easily, e.g., by adding additional container transport vehicles or removing existing container transport vehicles from the system, or by adjusting the size and number of high-bay warehouses or rack compartments accordingly. If the requirements of a container terminal according to the invention change, it can therefore be easily expanded or downsized later.

[0016] Containers are containers in which goods can be stored and transported. The container terminals according to the invention use so-called ISO containers in accordance with ISO Standard 668, which are now the standard for both national and international cargo handling. These ISO containers are often also referred to as shipping containers. Common sizes are 20-foot, 30-foot, 40-foot, and 45-foot containers. The container terminals according to the invention are particularly well suited for these.

[0017] An access and exit device of a container terminal according to the invention is a device that allows a container transport vehicle, with or without a container, to move from a route on a storage level of the high-bay warehouse to the container storage area, or vice versa. The access and / or exit device can be, for example, a ramp that can be used by the container transport vehicles. Alternatively, an access and exit device can also be designed as an elevator for the container transport vehicles. Advantageously, a container terminal according to the invention has several such access and exit devices that can be used simultaneously. This also increases the redundancy in the overall system to ensure very high overall system availability.

[0018] Advantageous variants of the invention provide that at least some of the shelf compartments in the respective storage level are arranged one behind the other in a row along the travel path of this storage level. The shelf compartments in the respective storage level are preferably located laterally next to the respective travel path. Particularly preferably, shelf compartments are arranged on both sides of a respective travel path in the respective storage level. It is also preferably provided that at least one of the storage levels has two travel paths and that a drivable platform is arranged between these travel paths and the access and exit device for the container transport vehicles to drive from the access and exit device to the travel paths of this storage level and / or for the container transport vehicles to drive from the travel paths of this storage level to the access and exit device.The travel routes are advantageously spaced apart from one another and arranged parallel to one another on the respective storage level.

[0019] In addition to the container terminal itself, the invention also relates to a method for operating a container terminal according to the invention. It is provided that the respective container is picked up by the container transport vehicle from the container parking area for storage in one of the rack compartments and driven by the container transport vehicle via the access and exit device and the respective travel path of the respective storage level to next to the rack compartment and then stored in the rack compartment and / or that the respective container is picked up by the container transport vehicle from the respective rack compartment for removal from one of the rack compartments and driven by the container transport vehicle via the respective travel path of the respective storage level and the access and exit device to the container parking area and unloaded there by the container transport vehicle. The container is advantageously parked by the container transport vehicle on the container parking area.In this context, it is particularly preferred that the respective container is loaded onto the container transport vehicle and unloaded from the container transport vehicle by means of a loading and unloading device of the container transport vehicle.

[0020] Container transport vehicles for transporting ISO containers have wheels and a steering system for driving straight ahead and cornering on a surface. These container transport vehicles are therefore not rail-bound or similar vehicles. Rather, they can drive straight ahead, backward, and forward, as well as cornering. They are therefore freely steerable. This allows them to drive to any location on the container parking area to pick up, unload, or deposit a container. This free navigation of the container transport vehicles also has the advantage that when parking the containers on the container parking area, neither the container transport vehicles nor other container handling equipment, such as loading cranes or the like, need to observe any positioning specifications.Instead, the containers can be placed and picked up anywhere underground. This also speeds up the overall system.

[0021] The container transport vehicle runs on its wheels and is freely steerable via the steering system. The wheels are usually arranged at least in pairs on wheel axles. A single wheel axle of the container transport vehicle can be steered via the steering system. However, it is equally conceivable to design several or all of the wheels and / or wheel axles of the container transport vehicle as steerable.

[0022] As already explained above, the container transport vehicles are intended to be capable of loading and unloading containers themselves, i.e., without external aids, both in the container storage area and in the high-bay warehouse. In this sense, it is advantageously provided that the container transport vehicles each have a loading and unloading device for loading at least one container onto the container transport vehicle and for unloading at least one container from the container transport vehicle.

[0023] It is preferably provided that the container transport vehicle has a first vehicle part with a first part of the wheels and a second vehicle part with a second part of the wheels and a cross member, wherein the vehicle parts are preferably connected to one another exclusively by means of the cross member and a container receiving space for receiving at least one container is formed below the cross member and between the vehicle parts. Particularly preferably, with reference to a direction of straight travel of the container transport vehicle, it is provided that the first vehicle part is arranged in front of the container receiving space and the second vehicle part is arranged behind the container receiving space. The container receiving space is advantageously open on at least one side, preferably on both sides, for loading and unloading the at least one container. The terms "towards the side" or "laterally" are always to be understood in relation to the direction of straight travel of the container transport vehicle.

[0024] It is particularly preferred that the loading and unloading device of the container transport vehicle is designed, with respect to the direction of straight travel, for loading at least one container located laterally next to the container vehicle into the container receiving space and for unloading the container from the container receiving space onto a side adjacent to the container transport vehicle. In other words, it is advantageously provided that the container transport vehicles each have a direction of straight travel, and the loading and unloading device of the respective container transport vehicle is designed, with respect to the direction of straight travel, for loading at least one container located laterally next to the container transport vehicle onto the container transport vehicle and for unloading the at least one container from the container transport vehicle onto a side adjacent to the container transport vehicle.It is particularly preferred that the loading and unloading device allows loading of a container from both sides of the container transport vehicle and correspondingly unloading of the container on both sides of the container transport vehicle.

[0025] In order to support the forces occurring during loading and unloading, it is advantageous for the container transport vehicle to have at least one extendable and retractable side support for laterally supporting the container transport vehicle, relative to the direction of straight-ahead travel. These can be various types of side supports. They can be designed so that the container transport vehicle can support itself on a surface. Such side supports are primarily used when a container is being loaded onto or unloaded from the container transport vehicle on the container storage area of the container terminal. For the process of storing and retrieving containers in or from the rack compartments of the high-bay warehouse, the container transport vehicle can also have such side supports with which it can support itself laterally on corresponding support surfaces in the high-bay warehouse.Particularly preferably, the container transport vehicle has both types of side supports.

[0026] To make the individual storage levels in the high-bay warehouse as flat as possible, it is advantageous for the container transport vehicles to be built not much higher than the containers to be transported. To this end, it is advantageous for the vertical distance between the lower edge of the crossbeam and a level surface on which the container transport vehicle rests with its wheels to be a maximum of 3.30 m, preferably a maximum of 2.90 m. This is also a key difference between preferred container transport vehicle designs and so-called straddle carriers known from the prior art, which are built significantly higher to allow multiple containers to be stacked on top of one another on a storage area.

[0027] The container transport vehicle is advantageously designed to be longitudinally extended. Thus, preferably in all operating states of the container transport vehicle, it has a length that is greater than the width and height of the container transport vehicle.

[0028] As already explained at the beginning, it is common practice today for ISO containers to be handled in the same container terminal. To ensure this, the invention can, in principle, utilize container transport vehicles of different lengths. The container loading space of a container transport vehicle can have a fixed length adapted to a specific container length. In this sense, the container terminal would then comprise container transport vehicles of different lengths in order to be able to load and unload containers of different lengths into and from the high-bay warehouse.

[0029] In order to be able to transport, store, and retrieve containers of different lengths with a single container transport vehicle, the container transport vehicle is preferably designed to be length-adjustable. It is therefore advantageously provided that the crossbeam is designed to be length-adjustable in a longitudinal direction of the crossbeam to adapt the length of the container receiving space to containers of different lengths. In these variants, it is therefore intended that the length of the container receiving space can be adapted to the length of the container to be transported by changing the length of the crossbeam and thus also the distance between the vehicle parts. The crossbeam is advantageously designed to be telescopic for this purpose.

[0030] For the sake of completeness, it should be noted at this point that the container receiving space and / or the loading and unloading device of the container transport vehicles can each be designed for loading a single container into the container receiving space. However, it is also conceivable to load more than one, for example, two, containers simultaneously into the container receiving space of a single container transport vehicle if the length of the container receiving space and the loading and unloading device of the container transport vehicle are designed accordingly. Particularly preferably, the two or more containers are then stored in the container receiving space one behind the other, as seen in the direction of straight travel of the container transport vehicle.

[0031] In principle, it is conceivable that the container transport vehicles are driven and steered by people, similar to conventional trucks. However, particularly preferred embodiments of the invention provide for a higher degree of automation. In this context, it is particularly preferred that the container transport vehicles be self-propelled.

[0032] Self-driving transport vehicles are already known in the state of the art, so that with regard to the self-driving properties of container transport vehicles, one can draw on technologies that are already known in the state of the art. These could include internal navigation systems in container terminals, but also GPS systems and the like. It would also be conceivable, for example, to install RFID technology in the high-bay warehouse and in the container storage area to help the container transport vehicles navigate. In this case, one can draw on all the developments that are already known in the state of the art for self-driving vehicles. For example, it is quite common these days to use self-driving vehicles in company-internal warehouse systems.

[0033] Container transport vehicles of container terminals according to the invention can be powered by both internal combustion engines and electric motors. These can be battery-operated electric motors, but also, for example, those powered by hydrogen and fuel cells. Energy supply via induction loops or the like is also conceivable. Charging stations can also be provided at various locations within the container terminal, where the batteries of the container transport vehicles can be recharged. For internal combustion engines, all known fuel types are conceivable, such as diesel and gasoline, or even gas, such as natural gas or hydrogen.

[0034] In preferred variants, both driving and loading and unloading of containers on the container transport vehicles are fully automated. The container transport vehicles can be designed to be wirelessly remotely controlled from a vehicle control center. Data and information processing can be centrally handled in the vehicle control center, and the container transport vehicles can be controlled exclusively remotely. However, it is equally conceivable that at least part of the control and regulation power is shifted to the individual container transport vehicles. In these variants in particular, it is advantageously provided that the container transport vehicles can communicate with each other wirelessly. A type of swarm intelligence of the container transport vehicles can be established in order to holistically solve the overall task of loading and unloading the various containers.

[0035] With regard to the variant of self-propelled container transport vehicles, it should be noted that these can be designed in such a way that the first and second vehicle sections are structurally identical. In such container transport vehicles, it may therefore be the case that, unlike, for example, a container transport vehicle with a driver's cab, the front and rear are no longer distinguishable from one another. However, this does not change the fact that there is a direction of straight travel for the container transport vehicle and an arrangement of the vehicle sections in front of and behind the container receiving space.

[0036] Returning to the loading and unloading device, preferred variants of the invention provide that the loading and unloading device of the container transport vehicle has at least two container support elements which can be extended and retracted laterally, preferably laterally on both sides, and raised and lowered in the vertical direction, with respect to the direction of straight travel, wherein the container support elements each have at least one gripping element, preferably at least two gripping elements, for fastening the container support elements to the container, preferably to corner fittings of the container, and the container fastened by means of the gripping elements can be lifted from the ground by means of the container support elements for loading onto the container transport vehicle and can be moved laterally into the container receiving space and can be extended laterally from the container receiving space for unloading from the container transport vehicle and lowered onto the ground or, in other words, can be placed down.The subsurface can be either the floor or ground surface of the container storage area or the floor of a shelf compartment.

[0037] In order to be able to achieve the smallest possible turning radii with the container transport vehicle, a special design provides that the wheels, preferably all of them, of the container transport vehicle can be rotated by at least 90° around a respective vertical axis by means of the steering relative to the direction of straight-ahead travel. This can be used for two things. Firstly, the container transport vehicle can be driven in very small and narrow areas, e.g. on correspondingly small platforms between the driveways and the access and exit device of the container terminal. Secondly, this special type of steerability of the container transport vehicle can also be used for the loading and unloading process of a container.The ability to steer by at least 90° relative to the direction of straight-ahead travel also allows the container transport vehicle to first drive alongside the container to be loaded during the loading process and then, with the wheels rotated by 90° relative to the direction of straight-ahead travel, drive over the container still standing on the ground in order to then pick it up accordingly. The same applies to the unloading process. In such embodiments, it is advantageously provided that the loading and unloading device of the container transport vehicle has at least two container support elements that can be raised and lowered in the vertical direction, wherein the container support elements each have at least one gripping element, preferably at least two gripping elements, for fastening the container support element to the container, preferably to corner fittings of the container.

[0038] Further features and details of preferred embodiments of the invention are explained below by way of example with reference to the description of the figures. They show: Fig. 1 to 4 schematic representations of various embodiments of container terminals according to the invention; Fig. 5 an enlarged sectional view in the area of a travel path of a storage level; Fig. 6 the area Z Fig. 5 enlarged; Fig. 7 to 34 various representations of a first embodiment of a container transport vehicle for container terminals according to the invention; Fig. 35 to 37 Representations of modifications of this first embodiment of the container transport vehicle; Fig. 38 to 47 Representations of a further version of a container transport vehicle for a container terminal according to the invention and Fig. 48 a modification of the embodiment according to the Fig. 38 to 47 .

[0039] The Fig. 1The first variant of a container terminal 1 according to the invention shown comprises a high-bay warehouse 3 and a container storage area 4 arranged outside the high-bay warehouse 3. This container storage area 4 can, for example, be adjacent to a berth for a container ship or the track system of a container loading station. The cranes with which the containers 2 can be unloaded from a ship, railway carriage, or even trucks and placed on the container storage area 4 are not shown here. However, all such technologies known per se in the prior art can be used in this regard.

[0040] Containers 2 can be so-called ISO containers of various lengths, e.g. 20-foot, 30-foot, 40-foot and 45-foot containers according to ISO standard 668.

[0041] The high-bay warehouse 3 has several, here in this embodiment 4 four, storage levels 6 arranged one above the other. In each storage level 6 there are a plurality of shelf compartments 7 for accommodating at least one of the containers 2. In each storage level 6, driveways 8 are arranged between the shelf compartments 7, which can be used by the container transport vehicles 5. On these driveways 8, the container transport vehicles 5 can drive up to the respective shelf compartment 7 in order to store a container 2 there or to remove a container from this shelf compartment 7. The driveways 8 in the high-bay warehouse 3 are connected to the container storage area 4 via access and exit devices 9, which can be used by the container transport vehicles 5. In the first embodiment according to Fig. 1The access and exit devices 9 are elevators 11. The container transport vehicles can drive into these elevators 11 from the container storage area 4. The respective elevator 11 then transports the respective container transport vehicle 5 to the travel path 8 of the storage level 6, which the container transport vehicle 5 must then travel along in order to reach the respective shelf compartment 7. The return route from the shelf compartment 7 to the container storage area 4 then takes place in the opposite direction, also via one of the elevators 11. As also shown here, in the interests of the most efficient and redundant operation possible, it is sensible for the high-bay warehouse 3 and its travel paths 8 to be accessible via several access and exit devices 9, i.e. elevators 11 in the first embodiment.This allows a relatively large number of container transport vehicles 5 to be lifted relatively quickly to the respective tracks 8 or lowered from there back to the level of the container parking area 4. Furthermore, the container terminal 1 remains operational even if one of the elevators 11 fails.

[0042] As already explained at the beginning, the size of the high-bay warehouse or the number of shelf compartments 7 and the number of container transport vehicles 5 used in this container terminal 1 can be adapted relatively freely to the quantity of containers 2 to be stored and retrieved per unit of time. A large number of container transport vehicles 5 can simultaneously pick up containers 2 either from the container storage area 4, load them and transport them to the respectively provided shelf compartment 7 and store them there, or transport them in the opposite direction. In principle, it is conceivable to design the container transport vehicles 5, for example with driver's cabs, so that they are driven or controlled by people. However, as already explained at the beginning, preferred variants of the invention provide for the container transport vehicles 5 to be self-propelled.The storage and retrieval process is then advantageously controlled, at least in part, by a vehicle control center 17, which is symbolically represented here as a simple radio mast. The various ways in which the storage and retrieval process of the containers 2 can be automated or fully automated using the container transport vehicles 5 have already been discussed above.

[0043] While the variant according to Fig. 1 It is a high-bay warehouse 3 that is open to the outside and constructed like a scaffold, Fig. 2 A variant in which the high-bay warehouse 3 has an outer shell 37 consisting of outer walls and a roof. This is intended to illustrate that the high-bay warehouse 3 can, of course, also be designed as a type of building. Mixed forms, e.g., with only outer walls or only a roof, are also conceivable.

[0044] Fig. 3shows a variant of a container terminal 1 according to the invention, in which a platform 12 is formed between the access and exit device 9, each designed as an elevator 11, and the travel paths 8, which can be driven over by the container transport vehicles 5. In this embodiment, according to Fig. 3 In each storage level 6, two platforms 12 are formed, which adjoin the end faces of the travel routes 8 of the respective storage level 6. These platforms 12 serve to enable the container transport vehicles 5 to travel from the respective access and exit device 9 to all travel routes 8 of the respective storage level 6 and vice versa. In order to make the platforms 12 as small and space-saving as possible, it can be provided that, as shown further below with reference to the Figs. 36 and 37As will be explained later, the wheels 18 of the respective container transport vehicle 5 can be rotated by at least 90° about the respective vertical axis 36 by means of the steering 16 with respect to the direction of straight-ahead travel 14.

[0045] Fig. 4 shows a variant in which the access and exit devices 9 are not designed as elevators 11 but as ramps 10. Via these ramps 10 and the adjoining platforms 12, the container transport vehicles 5 can travel to the respective travel path 8 of the respective storage level 6 and in the opposite direction from the respective travel path 8 to the container storage area 4, as shown in Fig. 4 is also shown. In this embodiment, all storage levels 6 and their access routes 8 are accessible via the ramps 10.

[0046] In all versions of the Fig. 1 to 4The shelf compartments 7 in the respective storage levels 6 are arranged in rows one behind the other along the respective travel routes 8. The shelf compartments 7 are located laterally next to the respective travel route 8. It is particularly advantageous, as shown here, if there are shelf compartments 7 on both sides of the respective travel route 8 for storing and retrieving the containers 2.

[0047] Fig. 5 shows an enlarged vertical section through the high-bay warehouse 3 in the area of a driveway 8 in a storage level 6. Shown is a container transport vehicle 5, which is currently standing on the driveway 8, so that it can either store a container 2 in the empty shelf compartment 7 located to its right or remove the container 2 already stored in the shelf compartment 7 located to its left and transport it back to the container storage area 4. As in Fig. 5As shown, the track 8 can be very minimalistic. Ultimately, it only needs to provide sufficient support for the wheels 18 of the container transport vehicle 5. Of course, self-contained, road-like tracks 8 are also possible. Fig. 5 the container transport vehicle 5 is shown partially sectioned in the area of the side supports 32. Fig. 6 shows the area Z from Fig. 5 enlarged. There it can be clearly seen that preferred embodiments of the container transport vehicles 5 have retractable and extendable side supports 32, with which they can support themselves when loading and unloading the containers 2 from the side on the high-bay warehouse 3. In the Figs. 5 and 6In the illustrations of the various container transport vehicles 5 explained below, these side supports 32 are each implemented as support rams that can be retracted into and extended from the container transport vehicle 5. Of course, it would also be conceivable to provide corresponding side supports not in the container transport vehicle 5, but alternatively in the high-bay warehouse 3 at the corresponding locations.

[0048] The following is based on the Fig. 7 to 34 a first embodiment of a container transport vehicle 5 is described, which can be used in container terminals 1 according to the invention. Figs. 7 and 8show a side view of the schematically illustrated container transport vehicle 5. The container transport vehicle 5 has wheels 18 and a steering system 16. With these wheels 18 and the steering system 16, it can travel on a surface 38 both straight ahead and around curves. It is thus freely steerable and not rail-bound or the like. The direction of straight-ahead travel 14 is shown in the Figs. 7, 8 , 11, 13 , 15, 19 and 21drawn in. The container transport vehicle 5 has a first vehicle part 19 with a first part of the wheels 18 and a second vehicle part 20 with a second part of the wheels 18. The first vehicle part 19 and the vehicle part 20 are connected to one another by means of a cross member 21. The container receiving space 22 is located below the cross member 21 and between the vehicle parts 19 and 20. In this first embodiment, the container transport vehicle 5 is configured to receive a single container 2. However, other embodiments are also described further below in which a single container transport vehicle 5 can receive more than one container 2 simultaneously.

[0049] To accommodate the container 2, the container transport vehicle 5 has a loading and unloading device 13. This enables the container transport vehicle 5 to load and unload a container 2 independently and without further assistance. Relative to the direction of straight travel 14, the first vehicle part 19 is arranged in front of the container receiving space 22 and the second vehicle part 20 is arranged behind it. The container receiving space 22 is open on both sides 15 for loading and unloading the at least one container 2 in this exemplary embodiment, as well as in other preferred variants.

[0050] The container transport vehicle 5 is preferably designed to be elongated, as also shown here. This means that its length 28 is greater than its width 29 and its height 30. The height 30 is measured in the vertical direction 23 from the lower edge of the wheels 18 to the maximum vertical extent of the container transport vehicle 5.

[0051] In contrast to straddle carriers known per se from the prior art, the container transport vehicle 5, as implemented here, is advantageously constructed as flat as possible so that the storage levels 6 of the high-bay warehouse 3 do not have to be unnecessarily high. The distance 24, measured in the vertical direction 23, of the lower edge 25 of the cross member 21 from the level surface 38 on which the container transport vehicle 5 stands with its wheels 18 is, as already explained above, advantageously a maximum of 3.30 m, preferably a maximum of 2.90 m.

[0052] In principle, it is conceivable that the container transport vehicles 5 are designed with a fixed length 28 and thus also with a fixed length 26 of the container receiving space 22. In this case, they are generally only suitable for accommodating one container type of a certain length. In such cases, if containers 2 of different lengths are to be stored in and retrieved from the high-bay warehouse 3, it can be provided that the container terminal 1 comprises a fleet of container transport vehicles 5 of different lengths.

[0053] Preferably, however, as also realized in the embodiment shown here, it is provided that the container transport vehicles 5 are adaptable to container types of different lengths, so that a single container transport vehicle 5 can pick up, transport and also deposit containers 2 of different lengths. For this purpose, preferred variants of the container transport vehicles 5, as well as those in the Fig. 7 to 34 The variant shown provides that the cross member 21 is designed to be adjustable in length in the longitudinal direction 27 of the cross member 21 in order to adapt the length 26 of the container receiving space 22 to containers 2 of different lengths. The cross member 21 can be designed as a type of telescope for this purpose, so that the distance between the vehicle parts 19 and 20 and thus the length 26 of the container receiving space 22 can be adapted to different container types or lengths. In the first embodiment, the Figs. 7 and 8 in this sense, the same container transport vehicle 5, whereby the length of the cross member 21 and thus also the length 26 of the container receiving space 22 was adapted to the respective length of the container 2. An example of how such a telescopically designed cross member 21 can be designed is shown further below with reference to the Fig. 30 to 34explained. Of course, there are also other embodiments in which such a cross member 21 can be designed to be telescopic for adjusting the length of the container transport vehicle 5.

[0054] It has already been explained above that the container transport vehicles 5 are preferably self-propelled, but this is not mandatory. This also applies to all embodiments shown here.

[0055] Preferably, as in this first embodiment of a container transport vehicle 5, the loading and unloading device 13 of the vehicle is designed such that, with respect to the direction of straight travel 14, it is designed to load at least one container 2 located laterally next to the container transport vehicle 5 into the container receiving space 22 and correspondingly also to unload the at least one container 2 from the container receiving space 22 onto one side 15. Particularly preferably, it is provided that the loading and unloading device 13 is designed such that it allows loading and unloading of the containers 2 from and onto both sides 15 next to the container transport vehicle 5. This is exemplified in the Figs. 9 and 10 shown. Fig. 9 shows how a container 2 can be loaded onto or unloaded from a side 15 of the container transport vehicle 5. Fig. 10shows the same process to the other side 15.

[0056] So that the container transport vehicle 5 can be supported laterally during loading and unloading on the container parking area 4, it preferably has side supports 31 for supporting the vehicle on the respective ground 38. These can be extended before the loading or unloading process and retracted again after the loading and unloading process is completed, as is known, for example, from trucks.

[0057] The loading and unloading device 13 of the container transport vehicle 5 of the first embodiment shown here comprises two container carrying elements 33 that can be retracted and extended laterally, in this embodiment on both sides, relative to the direction of straight travel 14, and raised and lowered in the vertical direction 23. These could also be referred to as telescopic arms. Such telescopic arms, which can pick up and also lift loads, are known per se in the prior art. Fig. 24 to 29 However, the structure and function of the container support elements 33 used here are explained further on as examples.

[0058] In this embodiment, each of the container support elements 33 has two gripping elements 34 with which a container 2 can be attached to the respective container support element 33. In the embodiment shown here, the gripping elements 34 are attached to the container 2 using the corner fittings 35 provided in this type of container 2. Since the containers 2 are so-called ISO containers, known twistlocks can be used as gripping elements 34. These fit into the corner fittings 35 of the known ISO containers. The function of the twistlocks is known per se, so the gripping elements 34, which are implemented here in this embodiment, need not be explained further.

[0059] Based on the Fig. 11 to 22The process of loading a container transport vehicle 5 with a container 2, in other words the process of loading a container 2 onto a container transport vehicle 5, will now be explained by way of example. The container 2 can be located either on the container storage area 4 or in a shelf compartment 7. This makes no difference for the loading or the corresponding unloading process. Figs. 11, 13 , 15, 19 and 21 show different sections of the charging process, each in a top view. Figs. 12, 14 , 16, 17, 18, 20 and 22 show schematic vertical sections through container 2 and container transport vehicle 5.

[0060] First, the container transport vehicle 5 drives, as shown in the Figs. 11 and 12shown, next to the container 2 placed on a base 38, so that it is arranged on one side 15 next to the container receiving space 22 of the container transport vehicle 5. Subsequently, on this side 15, as shown in the Figs. 13 and 14 shown, the side supports 31 are extended and supported on the base 38. Then the container support elements 33 are extended to this side 15 so that they are arranged with the gripping elements 34 above the container 2 and its corner fittings 35. This is shown in the Figs. 15 and 16 shown. The container support elements 33 are then lowered so far that the gripping elements 34 can be positively secured in the corner fittings 35. This is shown schematically in Fig. 17 shown. If the gripping elements 34 are locked accordingly, the container 2 is lifted from the ground 38 on the container support elements 33, as shown Fig. 18By retracting the container support elements 33, the container 2 is then moved into the container receiving space 22, see Figs. 19 and 20 . At the end, the supports 31 are retracted so that the loading process can then be carried out as in Figs. 21 and 22 shown, is completed and the container transport vehicle 5 can drive the loaded container 2 either to a shelf compartment 7 in the high-bay warehouse 3 or from this shelf compartment 7 back to the container storage area 4. There, the unloading process then takes place in the opposite order to the described loading process, i.e. starting from the Figs. 21 and 22 towards the Figs. 11 and 12 . Fig. 23 shows again a top view like Fig. 15 . Here it should only be illustrated once again that in preferred container transport vehicles 5 it is provided that the containers 2 can be loaded and unloaded from both sides 15 of the container transport vehicle 5.

[0061] Based on the Fig. 24 to 29 The following will now explain by way of example how the container support elements 33 of the container transport vehicle 5 according to the first embodiment can be designed. As already stated, however, this is only an example. In principle, a wide variety of technologies are known in the prior art for how such telescopic container support elements 33 could be designed. The drives for raising and lowering the container support elements in the vertical direction 23 are not shown separately. They can be implemented in conventional designs.

[0062] The Figs. 24 and 25show firstly that the respective container support element 33 is extendable in both directions in order to pick up or place containers 2 from both sides 15 next to the container transport vehicle 5. The respective container support element 33 has an outer part 39, a middle part 40 and an inner part 41, which are telescopically mounted one inside the other. The middle part 40 has guide rails 42 for this purpose. The outwardly projecting, clearly visible guide rails 42 are, as can be seen particularly in the partially sectioned view according to Fig. 26 can be seen, guided between guide rollers 43 rotatably mounted on the outer part 39. The inwardly projecting guide rails 42 of the middle part 40, which actually only Fig. 26 can be seen in the partially broken-away illustrations, are guided accordingly between guide rollers 43, which are rotatably attached to the inner part 41.

[0063] The type of drive implemented here for moving the middle part 40 and the inner part 41 into and out of the outer part 39 is described below using the Fig. 27 to 29 explained. Fig. 27 shows a vertical section transverse to the longitudinal extension through the container support element 33. Fig. 28 shows the orthogonal longitudinal section along the section line AA. Fig. 29 shows the longitudinal section parallel to AA along the section line BB from Fig. 27 The drive implemented here as an example comprises the chain drive or chain drive motor 44, which drives the two gears 51 rotatably fixed to the outer part 39 via a drive chain 45. These gears 51 engage with a rack 46 fixed to the middle part 40. By rotating the gears 51 using the chain drive 44, the middle part 40 can be moved in and out of the outer part 39.

[0064] As in Fig. 29As can be seen, two gears 52 are rotatably attached to the central part 40, which in turn are positively coupled to one another by means of a transmission chain 48. By displacing the central part 40 relative to the outer part 39, at least one of the gears 52 is always rotated via the engagement with the rack 50 fixed to the outer part 39. This rotational movement is also positively transmitted to the other gear 52 via the transmission chain 48. At least one of the two gears 52 is in turn engaged with the rack 47, which is formed on the inner part 41. As a result, a relative displacement of the central part 40 relative to the outer part 39 inevitably also leads to a relative displacement of the inner part 41 relative to the central part 40 and thus also relative to the outer part 39. This has the consequence that the inner part 41 is always extended or retracted relative to the middle part 40 synchronously with the retraction or extension movement of the middle part 40 from the outer part 39.In the . Figs. 28 and 29 In addition, the rotary drives 49 can be seen, by means of which the gripping elements 34, designed here as twistlocks, can be rotated about their vertical axis in order to be able to lock and unlock the gripping elements 34 in the corner fittings 35 of the container 2.

[0065] Based on the Fig. 30 to 34 It will now be explained how the cross member 21 of the container transport vehicle 5 can be designed to be telescopic, in order to adapt the length 28 of the container transport vehicle 5 or the length 26 of the container receiving space 22 to the respective container length. This, too, is only an example of how this can be implemented. Other known telescopes can also be used here as the cross member 21, if appropriately adapted.

[0066] In the present example, the cross member 21 has a central part 53 and two extensions 54 and 55 mounted therein for displacement in the longitudinal direction 27. Each of the extensions 54 and 55 can be inserted into and extended from the central part 53. At the ends of the extensions 54 and 55 facing away from the central part 53, the cross member 21 is fastened to the first vehicle part 19 and the second vehicle part 20, respectively. This is shown in the Fig. 30 to 34 however, not shown.

[0067] Fig. 30 shows a perspective view of the traverse 21 in the extended state. Fig. 31 shows a corresponding top view. Fig. 32 shows the section CC, Fig. 33 the section DD through the traverse 21. The section lines for this are shown in Fig. 31 marked. Fig. 34 shows a top view of the cross member 21, in which the extensions 54 and 55 are almost completely inserted into the central part 53.

[0068] On the central part 53, two toothed belts 58 and 59 are guided over deflection rollers 60 and 61. The toothed belt 58 runs over the rollers 60, which are rotatable but fixed in position on the central part 53. The other toothed belt 59 runs over the deflection rollers 61, which are also rotatable but fixed in position on the central part 53. One of the deflection rollers 60 is driven by the drive motor 62. One of the deflection rollers 61 is driven by the drive motor 63. As can be seen particularly well in Fig. 32 As can be seen, a transmission rod 56 is fixed to the toothed belt 58 at one end. The other end of the transmission rod 56 is connected to the extension 54. By rotating the deflection pulleys 60 by means of the drive motor 62, the toothed belt 58 runs over the deflection pulleys 60. The transmission rod 56 and thus also the extension 54 attached to it are forced to move, resulting in an extension and retraction movement of the extension 54 relative to the central part 53.

[0069] The transmission rod 57 is fixed at one end to the other extension 55, and the other end is attached to the toothed belt 59. By rotating the deflection rollers 61 by means of the drive motor 63, the extension 55 is moved along in a similar manner as the toothed belt 59 unwinds. By actuating the drive motors 62 and 63 accordingly, the extensions 54 and 55 are thus retracted into the central part 53 and extended from it again.

[0070] Fig. 35 shows a variant of a container transport vehicle 5, based on the previously described embodiment according to the Fig. 7 to 34 The main difference is that in the variant according to Fig. 35 the loading and unloading device 13 and the container receiving space 22 of the container transport vehicle 5 are designed so that the container transport vehicle 5, as in Fig. 35shown, can also accommodate and transport two containers 2 simultaneously. For this purpose, additional container support elements 33 are arranged on the central part 53 of the cross member 21, which can otherwise be designed like the container support elements 33 already described and here also arranged on the outer edges of the container receiving space 22. This allows, as in Fig. 35 shown, to simultaneously accommodate two containers 35, arranged one behind the other in their longitudinal direction, in the container receiving space 22. Here, too, the length of the cross member 21 can be adjusted accordingly to the length of the containers.

[0071] In addition, it can also be provided that the container support elements 33 on the central part 53 of the cross member 21 can be raised so high that, contrary to the illustrations shown, a single, continuous container 2 can also be accommodated in the container receiving space 22 without colliding with the central container support elements 33 on the central part 53 of the cross member 21. Otherwise, the following applies to this embodiment according to Fig. 35 what was explained above regarding the first embodiment of the container transport vehicle 5.

[0072] The Figs. 36 and 37 show a further variant of a container transport vehicle 5, which basically like the first embodiment according to the Fig. 7 to 34 In contrast to this first embodiment, the wheels 18 of the container transport vehicle 5 in this variant are designed according to the Figs. 36 and 37but rotatable by means of the steering 16 by at least 90° about the respective vertical axis 36 relative to the direction of straight-ahead travel 14. In preferred embodiments, this applies to all wheels 18 of the container transport vehicle 5 and allows the container transport vehicle 5 to also travel in a direction orthogonal to the direction of straight-ahead travel 14.

[0073] This steerability by at least 90° allows the process of loading and unloading the container 2 to be changed compared to the previously described embodiments of the container transport vehicle 5. This type of steering 16 makes it possible for the container transport vehicle 5 to Figs. 36 and 37first drives next to the container 2 parked on a base 38 and then turns the wheels 18 in a direction orthogonal to the direction of straight-ahead travel 14 and thus drives over the container 2 so that the container is then arranged in the container receiving space 22. In these variants of container transport vehicles 5, the container support elements 33 do not necessarily have to be telescopic. It is sufficient if they can be raised and lowered in the vertical direction 23. In the lowered state, the gripping elements 34 can then be locked in the corner fittings 35 of the container 2 and the container can then be raised in the container receiving space 22 so that the container transport vehicle 5 can then transport the container 2 to the container storage area 4 or to one of the shelf compartments 7 as required.The unloading process then takes place in particular on the container parking area 4 in that the container 2 is first placed on the base 38 by lowering the container support elements 33 and then, after unlocking the gripping elements 34 and subsequently lifting the container support elements 33, the container transport vehicle 5 moves sideways away from the container 2 standing on the base 38.

[0074] This loading and unloading process with the variant according to Figs. 36 and 37can basically be practiced both on the container storage area 4 and in the rack compartments 7 of the high-bay warehouse 3. For this purpose, the rack compartments 7 only need to have corresponding additional travel paths aligned orthogonally to the respective travel path 8 and a corresponding amount of space for the vehicle parts 19 and 20. If this is to be avoided in the design of the high-bay warehouse 3, the container support elements 33 can also be designed to be telescopic, as in the first embodiment of the container transport vehicle 5 according to the Fig. 7 to 34 , so that the unloading of a container 2 into a shelf compartment 7 and also the removal of a container 2 from the shelf compartment 7 in the high-bay warehouse 3 can take place as in the first embodiment.

[0075] In the Fig. 38 to 47A further embodiment of a container transport vehicle 5 is now shown. Here, too, the cross member 21 is advantageously designed to be length-adjustable in order to be able to adapt to different container lengths. Unlike in the previous embodiments, in variants such as those shown in the Fig. 38 to 47are shown, but it is provided that the loading and unloading device 13 of the container transport vehicle 5 forms a frame-shaped structure with the cross member 21, which can be extended towards the side 15 in order to load or unload a container 2. Specifically, in such embodiments it is advantageously provided that the container support elements 33 are connected to one another by means of the cross member 21 and each have an upper part 64 and a lower part 65, with rollers 66 driven by a roller drive 67 being arranged on the lower part 65. Preferably, the frame-shaped structure consisting of the two container support elements 33 and the cross member 21 can then be moved in and out on the rollers 66 towards the side 15 by means of the roller drive 67 for loading and unloading the container 2. Each container support element 33 is advantageously mounted, as also realized here, displaceably on one of the vehicle parts 19 or 20 by means of a horizontal sliding guide 70.Guide bushings 69 are arranged on the sliding guide 70, which are mounted on columns 68 of the upper part 64 of the respective container support element 33 so as to be displaceable in the vertical direction 23. The columns 68 are fixedly anchored in the upper part 64. The upper part 64 and the lower part 65 are telescopically mounted one inside the other in the vertical direction 23. A drive (not shown here, but advantageously arranged within the upper part 64 and the lower part 65) ensures that the respective upper part 64 and the respective lower part 65 of a container support element 33 are displaceable relative to one another in the vertical direction 23. This drive (not shown here) for the vertical adjustment of the upper part 64 and the lower part 65 can be designed as known per se in the prior art. It can be hydraulic or pneumatic cylinders, spindle drives, or other suitable linear drives.

[0076] In addition, pin receptacles 72 are provided on the upper parts 64, with which the upper parts 64 of the respective container support elements 33 can be hooked into corresponding pins 71 on the respective vehicle part 19 or 20.

[0077] The length adjustability or telescoping of the cross member 21 as well as the functioning and design of the gripping elements 34 can be realized as in the previously described designs.

[0078] Based on the Fig. 41 to 47 The process of loading a container 2 onto this container transport vehicle 5 according to the Fig. 39 to 47explained. The unloading process takes place in the correspondingly reversed order, without this needing to be explicitly explained. In this exemplary embodiment, corresponding loading and unloading of containers 2 is possible both at the container storage area 4 and at the shelf compartments 7 in the high-bay warehouse 3. For the shelf compartments 7, additional travel paths for the rollers 66 must then be provided in the direction orthogonal to the respective travel path 8.

[0079] In Fig. 41 Firstly, it is shown how the container transport vehicle 5 has driven next to the container 2 in such a way that the container 2 is arranged laterally next to the container receiving space 22 of the container transport vehicle 5. As in Fig. 41As can be seen, the rollers 66 of the lower parts 65 of the container support elements 33 are still raised above the ground 38. In this state, the container support elements 33 hang with their pin receptacles 42 on the pins 41 and thus on the vehicle parts 19 and 20.

[0080] During the charging process, the Fig. 42 First, the lower part 65 is lowered and then, as soon as the rollers 66 are on the base 38, the upper part 64 is raised in the vertical direction 23 until the pins 71 are moved out of the pin receptacles 72. Subsequently, the container support elements 33 including the cross member 21 can be moved as shown in Fig. 43 shown, by means of the roller drives 67 and the rollers 66, so that the container 2 is then arranged between the container support elements 33 and the cross member 21. Subsequently, as in Fig. 44shown, then the upper part 64 is lowered so far that the gripping elements 34 of the container support elements 33 can be retracted into the respective upper corner fittings 35 of the container 2 and locked there in a form-fitting manner. During this lowering of the upper part 64, the columns 68 are displaced correspondingly far in the guide bushings 69 in the vertical direction 23. After the gripping elements 34 have been locked, the upper parts 64, together with the cross member 21 and the container 2 now locked to the gripping elements 34, are raised in the vertical direction 23, so that the container 2 is lifted off the ground 38, as shown in Fig. 45This is done by means of the drives, which enable a relative displacement between the upper part 64 and the lower part 65 in the vertical direction 23. Now, the frame-shaped structure consisting of the container support elements 33 and the cross member 21 together with the container 2 hanging thereon is retracted by means of the rollers 66 and the roller drive 67 into the container receiving space 22 between the first and the second vehicle part 19 and 20 until the pin receptacle 72 again lies over the pin 71 of the vehicle parts 19 and 20, see Fig. 46. The upper part 64 is then lowered in the vertical direction 23 until the pin receptacles 72 come to rest on the pins 71. Subsequently, the lower parts 65 are raised until the rollers 66 are lifted off the base 38. The frame-shaped structure consisting of the container support elements 33 and the cross member 21 now hangs, together with the container 2, on the vehicle parts 19 and 20, as shown in Fig. 47 is shown. Once this state is reached, the loading process is complete and the container transport vehicle 5 can transport the container 2 to the desired location on the container storage area 4 or to the desired shelf compartment 7 in the high-bay warehouse 3. The unloading process that now follows takes place, as already explained, in the reverse order to the loading process, without this needing further explanation.

[0081] Fig. 48shows another modification of a container transport vehicle 5, based on the variant according to the Fig. 39 to 47 The main difference here is that the container transport vehicle 5 is Fig. 48is in turn designed to simultaneously receive and transport not just one container 2 but two containers 2 arranged one behind the other in the longitudinal direction into the container receiving space 22. For this purpose, additional container support elements 33 with corresponding gripping elements 34 are provided on the central part 53 of the cross member 21. These additional container support elements 33 can be rigidly arranged on the central part 53 of the cross member 21. Preferred embodiments, however, provide that these additional support elements 33 are designed to be movable in the vertical direction 23 relative to the central part 53 of the cross member 21. This makes it possible to move the container support elements 33 upwards so far that a single container 2 can be arranged in the container receiving space 22, fastened to the outer container support elements 33.

[0082] For container transport vehicles 5, as described in the Fig. 38 to 48shown, the side supports 31 and 32 can also be omitted. legend to the reference numbers: 1 container terminal 26 length 2 container 27 Longitudinal direction 3 High-bay warehouse 4 Container storage area 28 length 5 Container transport vehicle 29 Width 30 Height 6 storage floor 31 Side support 7 shelf compartment 32 Side support 8 Driveway 33 Container support element 9 Access and exit device 34 gripping element 35 Corner fitting 10 ramp 36 vertical axis 11 Elevator 37 Outer shell 12 platform 38 Underground 13 Loading and unloading device 39 outer part 40 Middle part 14 Direction of straight-ahead driving 41 inner part 42 guide rail 15 Page 43 leadership role 16 steering 44 Chain drive 17 Vehicle control center 45 drive chain 18 wheel 46 rack 19 first vehicle part 47 rack 20 second vehicle part 48 Transmission chain 21 traverse 49 rotary drive 22 Container accommodation space 50 rack 23 vertical direction 51 gear 24 Distance 52 gear 25 bottom edge 53 Central part 54 abstract 55 abstract 56 transmission rod 57 transmission rod 58 Timing belt 59 Timing belt 60 pulley 61 pulley 62 drive motor 63 drive motor 64 Top 65 lower part 66 role 67 Roller drive 68 column 69 guide bushing 70 Sliding guide 71 cones 72 tenon holder

Claims

1. A container terminal (1) for handling containers (2), wherein the container terminal (1) has at least one high-bay store (3) and at least one container storage face (4) which is arranged outside the high-bay store (3) and a large number of container transport vehicles (5) for transporting the containers (2), wherein the high-bay store (3) has a plurality of storage levels (6) which are arranged one above the other and has in each storage level (6) a plurality of shelf compartments (7) for receiving at least one of the containers (2), wherein each storage level (6) has between the shelf compartments (7) at least one travel path (8) which can be travelled by the container transport vehicles (5) and the container terminal (1) has at least one approach and departure apparatus (9) which connects the container storage face (4) to the travel paths (8) in the storage levels (6) and which can be travelled by the container transport vehicles (5), characterised in that the container terminal (1) is a container terminal (1) for handling ISO containers (2) and the container transport vehicles (5) in each case have wheels and a steering system for travelling straight-ahead and for travelling on bends on underlying ground so that the container transport vehicles (5) can be driven to any location on the container storage face (4) in order to collect or deposit ISO containers (2) at that location, wherein the container transport vehicles (5) are capable of loading and unloading ISO containers (2) themselves, without remote assistance both on the container storage face (4) and in the high-bay store (3).

2. The container terminal (1) according to claim 1, characterised in that the approach and departure apparatus (9) is a ramp (10) which can be travelled by the container transport vehicles (5) and / or in that the approach and departure apparatus (9) is a lift (11) for the container transport vehicles (5).

3. The container terminal (1) according to claim 1 or 2, characterised in that at least some of the shelf compartments (7) in the respective storage level (6) are arranged along the travel path (8) of this storage level (6) in a row one behind the other and / or in that in the respective storage level (6) the shelf compartments (7) are arranged laterally beside the travel path (8), preferably at both sides of the travel path (8), of this storage level (6).

4. The container terminal (1) according to any one of claims 1 to 3, characterised in that at least one of the storage levels (6) has two travel paths (8) which are preferably arranged spaced apart from each other and which extend parallel with each other and between these travel paths (8) and the approach and departure apparatus (9) an accessible platform (12) for the approach of the container transport vehicles (5) by the approach and departure apparatus (9) to the travel paths (8) of this storage level (6) and / or for the approach of the container transport vehicles (5) from the travel paths (8) of this storage level (6) to the approach and departure apparatus (9) is arranged.

5. The container terminal (1) according to any one of claims 1 to 4, characterised in that the container transport vehicles (5) in each case have a loading and unloading apparatus (13) for loading at least one container (2) on the container transport vehicle (5) and for unloading the at least one container (2) from the container transport vehicle (5).

6. The container terminal (1) according to claim 5, characterised in that the container transport vehicles (5) in each case have a direction of straight-ahead travel (14) and the loading and unloading apparatus (13) of the respective container transport vehicle (5) with respect to the direction of straight-ahead travel (14) for loading at least one container (2) which is located laterally beside the container transport vehicle (5) on the container transport vehicle (5) and for unloading the at least one container (2) from the container transport vehicle (5) at one side (15) is formed beside the container transport vehicle (5).

7. The container terminal (1) according to any one of claims 1 to 6, characterised in that the container transport vehicles (5) are constructed to be self-driving and / or the container terminal (1) has a central vehicle control station (17) from which the container transport vehicles (5) can be remotely controlled wirelessly.

8. A method for operating a container terminal (1) according to any one of claims 1 to 7, characterised in that the respective container (2) is collected for storage in one of the shelf compartments (7) from the container transport vehicle (5) on the container storage face (4) and moved with the container transport vehicle (5) via the approach and departure apparatus (9) and the respective travel path (8) of the respective storage level (6) to a position beside the shelf compartment (7) and then stored in the shelf compartment (7) and / or in that the respective container (2) for unloading from one of the shelf compartments (7) is collected by the container transport vehicle (5) on the respective shelf compartment (7) and moved with the container transport vehicle (5) over the respective travel path (8) of the respective storage level (6) and the approach and departure apparatus (9) to the container storage face (4) and is unloaded there from the container transport vehicle (5).

9. The method according to claim 8, characterised in that the respective container (2) is loaded onto the container transport vehicle (5) and unloaded from the container transport vehicle (5) by means of a or the loading and unloading apparatus (13) of the container transport vehicle (5).