Alignment system and alignment method

Abstract

This invention provides a positioning system and method that can improve cargo handling efficiency by reducing the time required to complete the positioning of two cargo handling devices. [Solution] The system includes a setting step in which a target position p1 is set based on the location where the cargo 3 is to be handed over; a first movement step in which two cargo handling devices 2a and 2b move toward the target position p1; a first stopping step in which the first cargo handling device 2a stops within a preset tolerance range p1' relative to the target position p1; and a second stopping step in which the second cargo handling device 2b stops within a preset tolerance range p1' relative to the target position p1.

Description

Technical Field

[0001] The present invention relates to an alignment system and an alignment method for aligning two cargo handling devices. Specifically, the present invention relates to an alignment system and an alignment method that can shorten the time until the alignment of two cargo handling devices is completed and improve the cargo handling efficiency.

Background Art

[0002] Various alignment methods for aligning a gantry crane and a chassis have been proposed (see, for example, Patent Document 1). The alignment method described in Patent Document 1 has a configuration in which a target position is set directly below the gantry crane based on the gantry crane that has completed its movement, and the chassis aligns itself with this target position. At this time, the chassis aligned itself with the target position based on instructions from an operator's voice.

[0003] In the alignment method described in Patent Document 1, it was essential that the gantry crane arrived near the container to be handled first. When the chassis arrived near the container first, the target position based on the gantry crane could not be determined. The position of the chassis had to be adjusted after the arrival of the gantry crane. Since it took time until the alignment of both the gantry crane and the chassis was completed, it was difficult to improve the cargo handling efficiency.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] This invention was made in view of the above problems, and its purpose is to provide a positioning system and positioning method that can improve cargo handling efficiency by shortening the time required to complete the positioning of two cargo handling devices. [Means for solving the problem]

[0006] A positioning system for achieving the above objective is a positioning system for aligning two cargo handling machines that transfer cargo, and is equipped with a control mechanism, wherein the control mechanism includes a setting unit that sets a target position based on the location where the cargo is transferred, and an instruction unit that instructs the two cargo handling machines to use the target position set by the setting unit, and the setting unit is configured to set an allowable range centered on the target position.

[0007] A positioning method for achieving the above objective is a method for positioning two cargo handling machines that transfer cargo, characterized by comprising: a setting step in which a target position is set with respect to the place where the cargo is transferred; a first movement step in which the two cargo handling machines move toward the target position; a first stopping step in which the first cargo handling machine stops within a preset tolerance range with respect to the target position; and a second stopping step in which the second cargo handling machine stops within a preset tolerance range with respect to the target position. [Effects of the Invention]

[0008] According to the present invention, since the positioning of two cargo handling devices can be performed based on a target position, the positioning of the other cargo handling device can be completed without waiting for the arrival of the other. Furthermore, since an tolerance range is set, the positioning of each cargo handling device can be completed in a relatively short time. This is advantageous for improving cargo handling efficiency by shortening the time required to complete the positioning of two cargo handling devices. [Brief explanation of the drawing]

[0009] [Figure 1]This is an explanatory diagram illustrating a gantry crane that utilizes an alignment system. [Figure 2] This is an explanatory diagram illustrating the internal configuration of the alignment system. [Figure 3] This is an explanatory diagram illustrating the control flow of an alignment system. [Figure 4] Figure 1 is an explanatory diagram illustrating a gantry crane in a plan view. [Figure 5] This is an explanatory diagram illustrating the target location. [Figure 6] This is an explanatory diagram illustrating the corrected target position. [Figure 7] This is an explanatory diagram illustrating a modified example of Figure 3. [Figure 8] This is an explanatory diagram illustrating the acceptable range. [Figure 9] This is an explanatory diagram illustrating a chassis in a plan view. [Figure 10] This is an explanatory diagram illustrating a modified example of Figure 1. [Figure 11] This is an explanatory diagram illustrating a modified example of Figure 7. [Modes for carrying out the invention]

[0010] The alignment system and alignment method will be described below based on the embodiment shown in the figure. In the figure, the direction of travel of the crane is indicated by arrow y, the traverse direction perpendicular to this travel direction y is indicated by arrow x, and the vertical direction is indicated by arrow z.

[0011] As illustrated in Figure 1, the alignment system 1 is used to align two pieces of cargo handling equipment 2, such as a gantry crane 2a and a chassis 2b. The alignment system 1 is configured to align two pieces of cargo handling equipment 2 that handle the transfer of cargo 3. Cargo 3 consists of, for example, containers for maritime transport or flexible container bags for holding bulk cargo. Cargo handling equipment 2 consists of, for example, a gantry crane 2a, a quay crane, a manned chassis, an unmanned chassis, an AGV (Automatic Guided Vehicle), a straddle carrier, a reach stacker, a forklift, etc. Cargo handling equipment 2 is configured to allow the position of cargo 3 to be moved by the operation of the equipment. The two pieces of cargo handling equipment 2 to be aligned consist of, for example, a gantry crane 2a and a chassis 2b. The two pieces of cargo handling equipment 2 consist of cargo handling equipment 2 that directly handle the transfer of cargo 3, such as a straddle carrier and a chassis 2b, a reach stacker and a chassis 2b, or a forklift and a chassis 2b.

[0012] As illustrated in Figure 2, the alignment system 1 includes a control mechanism 4. The control mechanism 4 includes a setting unit 5 that sets a target position p1 based on the location where the cargo 3 is handed over, and an instruction unit 6 that instructs the two cargo handling devices 2a and 2b to use the target position p1 set by the setting unit 5. The setting unit 5 also has a configuration that sets an allowable range p1' centered on the target position p1.

[0013] The control mechanism 4 is composed of, for example, a well-known PC or PLC (Programmable Logic Controller). A container terminal or the like where cargo handling equipment 2 such as a gantry crane 2a performs cargo handling may have a management system that manages the cargo handling operations of multiple cargo handling equipment 2. The alignment system 1 is installed, for example, near this management system. The alignment system 1 may also be incorporated into a PC or the like that makes up the management system.

[0014] The target position p1 is composed of coordinate information based on a non-moving object such as a building in a container terminal, for example. The coordinate information is composed of, for example, two-dimensional coordinates (x1, y1). The coordinate information may be composed of three-dimensional coordinates (x1, y1, z1). The allowable range p1' is a certain range having an area or volume, which is set around the target position p1 as the center. The target position p1 and the allowable range p1' may be composed of, for example, a frame line or a stop line displayed on the running surface of a container terminal or the like, or a support column indicating the stop position of the cargo handling equipment 2. The operator can stop the cargo handling equipment 2 by referring to this frame line or the like.

[0015] Next, a method of alignment by the alignment system 1 will be described. As illustrated in FIG. 3, the alignment system 1 acquires, for example, the position coordinates and the like of the cargo 3 (container) to be handled from a management system (hereinafter sometimes referred to as a preparation step S10). In the preparation step S10, it is not limited to a configuration for acquiring the position coordinates of the cargo 3, and any configuration in which the alignment system 1 can grasp the position and the like of the cargo 3 to be handled may be used.

[0016] In the alignment system 1, based on the position of this cargo 3, a target position p1 is set based on the place where the transfer of the cargo is to be performed (hereinafter sometimes referred to as a setting step S20). Specifically, the setting unit 5 sets the target position p1.

[0017] As illustrated in FIG. 4, when two cargo handling devices 2a and 2b transfer the cargo, the position where the cargo 3 should be is set as the target position p1. In FIG. 4, for the sake of explanation, the cargo 3 (container) to be handled is shaded.

[0018] As illustrated in FIG. 4, when the container as the cargo 3 is transferred from the gantry crane 2a to the chassis 2b, for example, the center position in the plan view of this container is set as the target position p1. At this time, the target position p1 is composed of two-dimensional coordinates. The target position p1 is not limited to the above, and one of the four corners of the container in the plan view may be set as the target position p1.

[0019] As illustrated in Figure 5, the target position p1 may be composed of three-dimensional coordinates. When the container is handed over, for example, the center of the bottom surface of the container may be set as the target position p1. The target position p1 is not limited to the above. One of the four corners of the bottom surface of the container may be set as the target position p1. Alternatively, the center of the container, which is formed in a roughly rectangular parallelepiped shape, may be set as the target position p1. The target position p1 can be set appropriately depending on the shape of the cargo 3 and the state in which the two cargo handling machines 2a and 2b are performing the handover.

[0020] The setting unit 5 sets the tolerance range p1' with the coordinates of the target position p1 as the center. In the embodiment illustrated in Figure 4, the tolerance range p1' is composed of a rectangle centered on the target position p1. In Figure 4, the tolerance range p1' is shown with a dashed line for illustrative purposes. The tolerance range p1' is not limited to a rectangle; it may also be formed by a circle or a polygon. Furthermore, if the target position p1 is composed of three-dimensional coordinates, the tolerance range p1' may be composed of a solid such as a cube, cuboid, or sphere.

[0021] The set target position p1 is transmitted to the two cargo handling devices 2a and 2b via the instruction unit 6. Subsequently, the two cargo handling devices 2a and 2b move toward the target position p1 (this may be referred to as the first movement step S30). Then, the first cargo handling device 2 stops within a preset tolerance range p1' relative to the target position p1 (this may be referred to as the first stopping step S40).

[0022] Let's explain using the example where the first cargo handling equipment 2 consists of a gantry crane 2a. As illustrated in Figure 4, in the first movement step S30, the gantry crane 2a moves towards a position where the center position D1 of the lifting device 7 that grips the load 3 coincides with the target position p1. First, the gantry crane 2a aims to make the center position D1 of the lifting device 7 coincide with the target position p1 in the travel direction y by the movement of the gantry crane 2a. After that, the gantry crane 2a aims to make the center position D1 of the lifting device 7 coincide with the target position p1 in the traverse direction x by the traverse movement of the trolley 8. If the target position p1 is a two-dimensional coordinate system, the gantry crane 2a will aim to make the center position D1 of the lifting device 7 coincide with the target position p1 in both the travel direction y and the traverse direction x. If the target position p1 is a three-dimensional coordinate system, the gantry crane 2a aims to make the center position D1 of the lifting device 7 coincide with the target position p1 by lowering the lifting device 7. The first movement step S30 can be said to include the traverse movement of the trolley 8 and the vertical movement of the lifting device 7, in addition to the travel of the gantry crane 2a.

[0023] First, the gantry crane 2a travels towards a position where the center position D1 of the lifting device 7 aligns with the target position p1 in the travel direction y, and then stops (first stop step S40). At this time, the stopping position of the gantry crane 2a in the travel direction y should be within the allowable range p1' in the travel direction y. If the center position D1 in the travel direction y is outside the allowable range p1', the gantry crane 2a travels again to adjust its position.

[0024] When the gantry crane 2a receives the container, which is cargo 3, from the chassis 2b and places the container at the position indicated by the shaded area in Figure 4, the first movement step S30 and the first stopping step S40 are performed as described above. When the gantry crane 2a transfers the container to the chassis 2b, the container at the position indicated by the shaded area in Figure 4 is grasped in advance, and then the first movement step S30 and the first stopping step S40 are performed.

[0025] Similarly to the above, the second cargo handling device 2b stops within the preset tolerance range p1' relative to the target position p1 (hereinafter sometimes referred to as the second stopping step S50).

[0026] Let's explain using the example where the second cargo handling equipment 2 is composed of a chassis 2b. In the first movement step S30, the chassis 2b moves towards a position where the center position D2 of the loading platform on which the cargo 3 is placed aligns with the target position p1. The chassis 2b travels in the direction of travel y towards the target position p1, while aligning the center position D1 with the target position p1 in the direction of travel x, and then stops (second stopping step S50). At this time, the stopping position of the chassis 2b in the direction of travel y and the direction of travel x should be within the allowable range p1' in the direction of travel y and the direction of travel x. In other words, the center position D2 of the chassis 2b should be within the allowable range p1'. If the center position D2 is outside the allowable range p1', the chassis 2b travels again to align itself.

[0027] After the first stop step S40 and the second stop step S50, the cargo 3, which is the container, is loaded onto the chassis 2b by, for example, lowering the lifting device 7 of the gantry crane 2a (hereinafter sometimes referred to as the transfer step S60). The cargo 3 is transferred from the gantry crane 2a to the chassis 2b.

[0028] If a container, which is cargo 3, is already loaded onto the chassis 2b, the lifting device 7 of the gantry crane 2a is lowered, causing the lifting device 7 to land on the container and connect to it. Then, the lifting device 7 is raised, transferring the container from the chassis 2b to the gantry crane 2a (transfer step S60).

[0029] By repeating the above steps, the transfer of cargo 3 between the cargo handling equipment 2 is performed. For example, when unloading a container from a container ship at a container terminal, the alignment method is performed between the quay crane that lifted the container from the container ship and the chassis. Cargo 3 is transferred between the quay crane and the chassis. Subsequently, the alignment method is performed between this chassis and the gantry crane, and cargo 3 is transferred.

[0030] With this configuration, the alignment of the two cargo handling devices 2a and 2b is performed independently with respect to the target position p1. Therefore, one cargo handling device 2 can align without waiting for the other to arrive. This reduces the time required to complete the alignment of the two cargo handling devices 2. This is advantageous for improving the cargo handling efficiency of the cargo handling devices 2.

[0031] Regardless of the order in which the two cargo handling devices 2 arrive at the target position p1, the cargo handling device 2 that arrives first can perform alignment and complete the operation. Specifically, even if the chassis 2b approaches the target position p1 before the gantry crane 2a, the chassis 2b can perform alignment and complete the operation. The chassis 2b does not need to wait for the arrival of the gantry crane 2a.

[0032] With this configuration, an acceptable range p1' is pre-set for the target position p1, allowing the alignment of the cargo handling equipment 2 to be completed in a relatively short time. This is advantageous for improving cargo handling efficiency with the cargo handling equipment 2.

[0033] As illustrated in Figure 2, the alignment system 1 may include an acquisition mechanism 9 for acquiring the stopping position p2 of the cargo handling equipment 2. The acquisition mechanism 9 consists of, for example, GNSS (Global Navigation Satellite System) antennas installed on each piece of cargo handling equipment 2. The acquisition mechanism 9 may also consist of sensors, such as magnetic sensors, embedded in the ground of the container terminal. The stopping position p2 consists of coordinate information such as two-dimensional coordinates (x2, y2) or three-dimensional coordinates (x2, y2, z2).

[0034] In this embodiment, the control mechanism 4 has a comparison unit 10 that compares the target position p1 with the stopping position p2. The control mechanism 4 may also have a communication unit 11, and may be configured to acquire the stopping position p2 from the acquisition mechanism 9 via this communication unit 11. The comparison unit 10 may also be configured to compare the allowable range p1' of the target position p1 with the stopping position p2.

[0035] As illustrated by the dashed line in Figure 3, after the first stopping step S40, the comparison unit 10 compares the stopping position p2 where the first cargo handling equipment (e.g., gantry crane 2a) has stopped with the target position p1 (hereinafter sometimes referred to as the comparison step S70).

[0036] Specifically, as illustrated in Figure 6, for example, after the gantry crane 2a moves toward the target position p1 and stops, the stopping position p2 is acquired by the acquisition mechanism 9. The center position D1 of the stopped gantry crane 2a is acquired by the acquisition mechanism 9 as the stopping position p2. The comparison unit 10 compares this stopping position p2 with the target position p1. The control mechanism 4 can determine whether the target position p1 and the stopping position p2 match or not. The comparison unit 10 can be configured to determine that the target position p1 and the stopping position p2 match if the stopping position p2 is included inside the allowable range p1', and to determine that the target position p1 and the stopping position p2 do not match if the stopping position p2 is outside the allowable range p1'. If the result in the comparison unit 10 matches, the handover step S60 is executed, and if they do not match, the first movement step S30 is executed again.

[0037] With this configuration, the alignment system 1 can determine whether the cargo handling equipment 2 is stopped within the allowable range p1' based on the stopping position p2. When the stopping position p2 is within the allowable range p1', the alignment system 1 may be configured to instruct the cargo handling equipment 2 to complete the alignment via the instruction unit 6. Also, when the stopping position p2 is outside the allowable range p1', the alignment system 1 may be configured to instruct the cargo handling equipment 2 to perform alignment again via the instruction unit 6. In this case, the cargo handling equipment 2 repeats the first movement step S30 and the first stopping step S40 (or second stopping step S50) until the stopping position p2 coincides with the target position p1.

[0038] As illustrated in Figure 2, the control mechanism 4 includes an acquisition mechanism 9 that acquires the stopping position p2 when the first cargo handling equipment 2 stops, and the control mechanism 4 may also have a correction unit 12 that corrects the target position p1 of the second cargo handling equipment 2 based on the stopping position p2 of the first cargo handling equipment 2. In this embodiment, the first cargo handling equipment 2 is the cargo handling equipment 2 that arrives first at the target position p1, and the second cargo handling equipment 2 is the cargo handling equipment 2 that arrives second at the target position p1.

[0039] Specifically, as illustrated in Figure 6, the correction unit 12 sets the stopping position p2 of the first cargo handling equipment 2 as the corrected target position p3 of the second cargo handling equipment 2. In this case, the correction unit 12 may also have a configuration that sets a corrected allowable range p3' based on the corrected target position p3.

[0040] In this embodiment, the instruction unit 6 instructs the second cargo handling equipment 2 to use the target position p3 corrected by the correction unit 12. The target position p1 of the second cargo handling equipment 2 is replaced with the corrected target position p3. If the correction unit 12 has a configuration that sets an allowable range p3', the instruction unit 6 instructs the second cargo handling equipment 2 to use the allowable range p3'.

[0041] As illustrated in Figure 7, the alignment system 1 corrects the target position p1 of the second cargo handling equipment 2, which will arrive later, based on the stopping position p2 of the first cargo handling equipment 2, after the first stopping step S40 in which the first cargo handling equipment 2 arrives first (hereinafter sometimes referred to as the correction step S80). After that, the second cargo handling equipment 2 moves toward the corrected target position p3 (sometimes referred to as the second movement step S90). After the second cargo handling equipment 2 aligns with the corrected target position p3, it stops (second stopping step S50). After the second stopping step S50, the transfer step S60 is executed.

[0042] In this configuration, the two cargo handling devices 2 first align themselves with the target position p1. After the first cargo handling device 2 (the first cargo handling device 2) has completed its alignment with the target position p1, the second cargo handling device 2 (the second cargo handling device 2) aligns itself with the stopping position p2 of the first cargo handling device 2. This is advantageous for improving the accuracy of the alignment of the two cargo handling devices 2. Furthermore, because the accuracy of the alignment of the two cargo handling devices 2 can be improved, it becomes possible to realize automated operation of the cargo handling devices 2.

[0043] This configuration allows for a wider tolerance range p3' for the corrected target position p3, as illustrated in Figure 6. In other words, the tolerance range p3' for the corrected target position p3 is wider than the tolerance range p1' for the target position p1. This is advantageous for reducing the time required to align the second cargo handling device 2 and improving cargo handling efficiency.

[0044] As illustrated in Figure 8, let's consider an example where the allowable error in the lateral direction x between the position of the container (the cargo 3) gripped by the lifting device 7 and the position of the chassis 2b is ±50 mm. This allowable error indicates the range within which the container can be correctly placed on the chassis 2b and connected to it.

[0045] When both the lifting device 7 and the chassis 2b are aligned with the target position p1, both the lifting device 7 and the chassis 2b must stop within ±25 mm of the target position p1. As shown in the upper right of Figure 8, the allowable range p1' of the target position p1 is set to a range of ±25 mm from the target position p1. If both the center position D1 of the lifting device 7 and the center position D2 of the chassis 2b are within the allowable range p1', the lateral displacement x between the center positions D1 and D2 will be at most 50 mm. This makes it possible to place the container from the lifting device 7 onto the chassis 2b.

[0046] On the other hand, if the lifting device 7 aligns with the target position p1 and stops at the stopping position p2, and the chassis 2b aligns with the corrected target position p3, then the allowable range p3' of the corrected target position p3 for the chassis 2b can be set to be larger. As shown in the lower right of Figure 8, for example, if the lifting device 7 stops at a position (stopping position p2) that is shifted 25 mm to the right in the lateral direction x from the target position p1, then the container can be placed if the chassis 2b stops within a range of 50 mm to the left and right in the lateral direction x centered on this stopping position p2. In other words, the allowable range p3' can be set to ±50 mm from the corrected target position p3, with the stopping position p2 as the center. Since the allowable range p3' when stopping the center position D2 of the chassis 2b is widened, the alignment of the chassis 2b can be completed in a short time. This improves the accuracy of the alignment of the two cargo handling devices 2 and also improves cargo handling efficiency. The improved accuracy of the alignment makes it easier to realize automated operation of the cargo handling equipment 2.

[0047] The above describes alignment in the traverse direction x, but the same applies to alignment in the travel direction y. A configuration that includes a correction step S80 to correct the target position p1 allows for a wider allowable range p3' when stopping the subsequent loading / unloading equipment 2.

[0048] As illustrated in the upper part of Figure 9, the target position p1 may be configured to include coordinate information and orientation information of the cargo handling equipment 2. The orientation information includes, for example, the inclination θ of a straight line indicating the front of the cargo handling equipment 2 with respect to a reference line 13 that serves as a reference in a plan view. In this case, the orientation information can also be said to consist of the inclination θ of the cargo handling equipment 2 with respect to the reference line 13. The reference line 13 is, for example, a straight line parallel to the travel direction y. The orientation information may also consist of a direction indicating the front of the cargo handling equipment 2. The orientation information in the target position p1 and the allowable range p1' may consist of, for example, a direction line displayed on the travel surface of a container terminal, etc., that is parallel to the reference line 13, or a horizontal columnar member indicating the direction of extension of the reference line 13. The operator can adjust the orientation of the cargo handling equipment 2 and stop it by referring to this direction line, etc.

[0049] In this embodiment, the target position p1 also has coordinate information and orientation information. The orientation information of the target position p1 is set, for example, as a straight line extending in a predetermined direction from the coordinate information of the target position p1. The tolerance range p1' may also be configured to have coordinate information and orientation information. The orientation information of the tolerance range p1' is set, for example, as the range in which the straight line extending in a predetermined direction from the coordinate information of the target position p1 tilts about the vertical direction z as the central axis. In Figure 9, for illustrative purposes, the orientation information of the tolerance range p1' is shown as a dashed sector. The orientation information in the tolerance range p1' is set as an angle, for example, ±1°. The orientation information in the tolerance range p1' may also be configured to be set as a range of direction.

[0050] In this embodiment, the acquisition mechanism 9 has a configuration that acquires attitude information in addition to coordinate information such as two-dimensional coordinates. Specifically, the acquisition mechanism 9 is composed of, for example, two GNSS antennas installed on the cargo handling equipment 2. By installing two GNSS antennas, the acquisition mechanism 9 can acquire the inclination of the cargo handling equipment 2 with respect to the reference line 13. The acquisition mechanism 9 may also be composed of an orientation sensor installed on the cargo handling equipment 2. The orientation sensor is composed of, for example, a compass or a geomagnetic sensor. The acquisition mechanism 9 may also be configured to acquire coordinate information and attitude information by combining one GNSS antenna and an orientation sensor.

[0051] In this embodiment, when the setting unit 5 sets the target position p1, it sets attitude information in addition to coordinate information. The setting unit 5 may also have a configuration that sets an acceptable range p1' for attitude information in addition to an acceptable range p1' for coordinate information.

[0052] The cargo handling equipment 2, such as chassis 2b, moves with the aim of achieving a state where its center position D2 is within the allowable range p1' and its tilt θ is within the allowable range p1' (first movement step S30). In the case of a configuration that includes a correction step S80, the corrected target position p3 may include attitude information in addition to coordinate information. The later-arriving cargo handling equipment 2 can be positioned in a state where its coordinate information and attitude information match the stopping position p2 of the earlier-arriving cargo handling equipment 2.

[0053] This configuration allows for efficient handling of cargo 3, even for containers or other cargo that require the orientation of cargo 3 to be aligned with the orientation of the cargo handling equipment 2 during transfer. If the target position p1, etc., includes orientation information, the alignment of the two cargo handling equipment 2 is performed including the orientation information, thereby improving the accuracy of the alignment.

[0054] As illustrated in the lower part of Figure 9, when the second stopping step S50 is completed, there are cases where the cargo 3 cannot be received from the gantry crane 2a, even though, for example, the center position D2 of the chassis 2b coincides with the target position p1. This is because the chassis 2b is tilted significantly relative to the expected orientation. If the orientations of the two cargo handling devices 2 do not match, it may not be possible to transfer cargo 3 such as a container. If the target position p1, etc., includes orientation information, the above problems can be resolved.

[0055] If the two cargo handling devices 2 consist of, for example, a gantry crane 2a that travels on rails and an AGV that travels on rails, the target position p1 may consist only of coordinate information and not attitude information. This is because, in the case of cargo handling devices 2 that travel on rails and whose attitude is unlikely to change, the transfer of cargo 3 can be performed accurately using only coordinate information. If the cargo 3 is, for example, a flexible container bag and is not easily affected by the attitude of the cargo handling device 2 during transfer, the target position p1 may consist only of coordinate information. This is because the transfer of cargo 3 is possible regardless of the attitude of the cargo handling device 2.

[0056] The configuration of the target position p1 is not limited to the above. The target position p1 may consist, for example, of the lane number of the storage lane in the container terminal and the bay number indicating the position of container 3 in the travel direction y. In this case, the lane number and bay number are pre-associated with coordinate information (two-dimensional or three-dimensional coordinates) acquired by the GNSS antenna. The cargo handling equipment 2 can align the stopping position p2 by comparing the coordinates associated with the target position p1 and the set lane number and bay number with the coordinate information acquired by the GNSS antenna.

[0057] The cargo handling equipment 2 may have a configuration that combines wide-area alignment and narrow-area alignment to align with the target position p1. In this case, the cargo handling equipment 2 first performs wide-area alignment based on the lane number and bay number. That is, the cargo handling equipment 2 moves to a position corresponding to the lane number and bay number set as the target position p1. After wide-area alignment is completed, the cargo handling equipment 2 performs narrow-area alignment based on the frame lines or stop lines displayed on the travel surface, etc. Sensors installed on the cargo handling equipment 2 detect the frame lines, etc. corresponding to the target position p1, and the cargo handling equipment 2 acquires the amount of deviation in position and orientation relative to the target position p1. Based on this amount of deviation, the cargo handling equipment 2 performs alignment with the target position p1. In this case, the acquisition mechanism 9 includes sensors that detect the frame lines, etc.

[0058] As a method for positioning in a narrow area, a configuration utilizing magnetic rods pre-embedded in the travel surface or the like may be used. The cargo handling equipment 2 detects the magnetic rod at a position corresponding to the target position p1 using a sensor and acquires the amount of deviation in position and orientation relative to the target position p1. Based on this amount of deviation, the cargo handling equipment 2 performs positioning relative to the target position p1. In this case, the acquisition mechanism 9 includes a sensor for detecting the magnetic rod.

[0059] As a method for positioning in a narrow area, if the cargo handling equipment 2 is composed of a chassis 2b and a gantry crane 2a has arrived near the target position p1, a configuration utilizing a laser measuring instrument installed on the gantry crane 2a may be used. The gantry crane 2a only needs to have arrived near the target position p1; it does not need to have arrived at and stopped at the target position p1. The laser measuring instrument has a configuration that irradiates the chassis 2b with laser light to measure the position and orientation of the chassis 2b. The chassis 2b acquires the amount of deviation in position and orientation relative to the target position p1 from the laser measuring instrument. Based on this amount of deviation, the chassis 2b performs positioning relative to the target position p1. A camera may be used instead of a laser measuring instrument. The camera has a configuration that photographs the chassis 2b to measure the position and orientation of the chassis 2b. In this case, the acquisition mechanism 9 installed on the chassis 2b has a configuration that acquires the amount of deviation from the laser measuring instrument or camera installed on the gantry crane 2a.

[0060] As a method for positioning in a narrow area, the configuration may be such that the position and orientation of the cargo handling equipment 2 are acquired using ultrasonic positioning or UWB (ultra-wideband wireless communication). Alternatively, the configuration may be such that the cargo handling equipment 2 acquires the amount of deviation in position and orientation relative to the target position p1 using IC tags, two-dimensional barcodes, infrared beacons, or radio beacons installed on the running surface, etc.

[0061] If the target position p1 only has coordinate information, the acquisition mechanism 9 only needs to have a configuration that acquires at least the position of the cargo handling equipment 2. In other words, a configuration in which the acquisition mechanism 9 acquires attitude information is not a mandatory configuration requirement. As a method for positioning in a narrow area, a configuration that combines several of the above methods may also be used. In this case, the information acquired by the acquisition mechanism 9 will be changed according to the combined method.

[0062] As illustrated in Figure 2, the setting unit 5 has a configuration for setting a standby position p4 with respect to the target position p1, and a configuration for setting an allowable range p4' centered on the standby position p4, and the instruction unit 6 may have a configuration for instructing one of the cargo handling devices 2 to set the standby position p4.

[0063] The standby position p4 is set at a position shifted by one container width in the lateral direction x from the target position p1, as illustrated in Figure 10. The cargo handling equipment 2 that is directed to the standby position p4 is, for example, a gantry crane 2a.

[0064] As illustrated in Figure 11, in this embodiment, the setting step S20 has a configuration that sets a target position p1 as well as a standby position p4 relative to the target position p1. The first stop step S40 has a configuration in which the first cargo handling equipment 2 stops within a preset allowable range p4' relative to the standby position p4. Alternatively, for example, after the lifting device 7 of the gantry crane 2a stops at the standby position p4 in the first stop step S40 and the chassis 2b stops in the second stop step S50, the first cargo handling equipment 2 (lifting device 7 of the gantry crane 2a) may move from the standby position p4 to the target position p1 (hereinafter sometimes referred to as the third move step S100).

[0065] Specifically, for example, if the first cargo handling equipment 2 is composed of a gantry crane 2a, the lifting device 7 starts moving toward the standby position p4 set in the setting step S20 (first movement step S30). The lifting device 7 stops upon arriving at the standby position p4 (first stop step S40). On the other hand, the second cargo handling equipment 2, composed of a chassis 2b, moves toward the target position p1 (first movement step S30) and stops at the target position p1 (second stop step S50). In the first movement step S30, the two cargo handling equipment 2 move toward their respective target positions p1 or standby position p4.

[0066] After the second stopping step S50 is performed, in which the chassis 2b stops at the target position p1, the gantry crane 2a moves the lifting device 7 from the waiting position p4 to the target position p1 (third movement step S100). After the first stopping step S40, in which the lifting device 7 arrives at the target position p1 and stops, the transfer step S60 is performed.

[0067] This configuration improves safety during cargo handling operations. If the lifting device 7, which is suspending the cargo 3 (container), arrives first and stops at the target position p1, the manned chassis 2b arriving later will pass beneath the container. In contrast, if the lifting device 7, which is suspending the container, stops at the waiting position p4, the manned chassis 2b arriving later will not pass beneath the container. This is advantageous in improving the safety of the driver of the manned chassis 2b.

[0068] If chassis 2b arrives at target position p1 first, gantry crane 2a becomes the second cargo handling equipment 2. It is desirable that the lifting equipment 7 of gantry crane 2a, which arrives later, be configured to move to target position p1, abandoning its standby position p4 (first movement step S30). This is because there is no risk of chassis 2b passing underneath the container.

[0069] The standby position p4 may be set in the setting unit 5 when the lifting device 7 is gripping the container, which is the cargo 3. Alternatively, the standby position p4 may not be set or the standby position p4 may not be transmitted from the instruction unit 6 to the gantry crane 2a when the lifting device 7 is not gripping the container. This is because the chassis 2b can safely pass below the lifting device 7 when it is not gripping the container.

[0070] If the cargo handling equipment that receives the container from the gantry crane 2a consists of an unmanned chassis 2b or AGV, the standby position p4 may not be used. This is because even if the container falls from the lifting device 7, there will be no danger to workers or others.

[0071] If the cargo handling equipment 2 consists of a straddle carrier that grips a container and moves in the direction of travel y, the waiting position p4 may be set at a position shifted by one container length in the direction of travel y from the target position p1. The straddle carrier approaches the chassis 2b from the rear (third movement step S100) so that the container does not pass over the driver's seat of the chassis 2b. Alternatively, if the chassis 2b arrives first, the waiting position p4 may be set to a position forward of the target position p1 in the direction of travel y. In the third movement step S100, the chassis 2b moves in reverse to be below the container gripped by the straddle carrier. This avoids the driver's seat of the chassis 2b passing below the container.

[0072] The standby position p4 is set at a location away from the target position p1, allowing the subsequent loading / unloading equipment 2 to move safely. It can also be said that the standby position p4 is set at a location away from the path by which the subsequent loading / unloading equipment 2 moves to the target position p1. The distance from the target position p1 to the standby position p4 is not limited to the length of one container. It is desirable to set the standby position p4 at a location that ensures the safety of the subsequent loading / unloading equipment 2 and is as close to the target position p1 as possible. This is because it improves both safety and efficiency in loading / unloading operations.

[0073] As illustrated by the dashed line in Figure 11, the correction step S80 may be executed after the second stopping step S50. Alternatively, the correction step S80 may be executed before the third movement step S100. In the correction step S80, the target position p1 of the lifting device 7 is corrected based on the stopping position p2 of the chassis 2b. With this configuration, by executing the correction step S80 while utilizing the standby position p4, safety can be improved while increasing the accuracy of the alignment of the two cargo handling devices 2 and reducing the time required for alignment. [Explanation of symbols]

[0074] 1. Alignment System 2. Cargo handling equipment 2a Gantry crane 2b Chassis 3. Luggage 4. Control mechanism 5. Settings Section 6 Instruction section 7 Hanging equipment 8 Trolley 9 Acquisition mechanism 10 Comparison Section 11 Communications Department 12 Correction section 13. Reference Line x transverse direction z Vertical direction p1 target position p1' Tolerance p2 Stop position p3 (corrected) target position p3' (corrected) tolerance p4 Standby position p4' tolerance S10 Preparation Steps S20 Setup Steps S30 First Movement Step S40 First stop step S50 Second stop step S60 Handover Step S70 Comparison Steps S80 Correction Step S90 Second Movement Step S100 Third Movement Step D1 (Center position of the first cargo handling equipment) D2 (Center position of the second cargo handling equipment)

Claims

1. In a positioning system for aligning two cargo handling machines used for transferring cargo, It is equipped with a control mechanism, the control mechanism comprising a setting unit that sets a target position based on the location where the cargo is to be delivered, and an instruction unit that instructs the two cargo handling devices to use the target position set by the setting unit. The alignment system is characterized in that the setting unit has a configuration that sets an allowable range centered on the target position.

2. The aforementioned cargo handling equipment is equipped with an acquisition mechanism that acquires the stopping position when the equipment stops, The alignment system according to claim 1, wherein the control mechanism has a comparison unit for comparing the target position and the stop position.

3. The first cargo handling device is equipped with an acquisition mechanism that acquires the stopping position when the device stops, The control mechanism includes a correction unit that corrects the target position of the second cargo handling device based on the stop position of the first cargo handling device, The alignment system according to claim 1, wherein the instruction unit is configured to instruct the second cargo handling equipment to the target position corrected by the correction unit.

4. The alignment system according to any one of claims 1 to 3, wherein the target position has coordinate information and orientation information of the cargo handling equipment.

5. The setting unit has a configuration for setting a standby position based on the target position and a configuration for setting an acceptable range centered on the standby position. The alignment system according to any one of claims 1 to 3, wherein the instruction unit is configured to instruct one of the cargo handling devices to the standby position.

6. In a method for aligning two cargo handling machines used for transferring cargo, A setting step in which a target position is set based on the location where the aforementioned goods are to be handed over, A first movement step in which the two aforementioned cargo handling devices move toward the target position, A first stopping step in which the first cargo handling equipment stops within a preset tolerance range relative to the target position, A positioning method characterized by comprising a second stopping step in which the second cargo handling device stops within a preset tolerance range relative to the target position.

7. The alignment method according to claim 6, further comprising a comparison step of comparing the stopping position of the first cargo handling equipment with the target position after the first stopping step.

8. After the first stopping step, a correction step is performed to correct the target position of the second cargo handling equipment based on the stopping position of the first cargo handling equipment. The alignment method according to claim 6, further comprising a second movement step in which the second cargo handling device moves toward the corrected target position.

9. The alignment method according to any one of claims 6 to 8, wherein the target position has coordinate information and orientation information of the cargo handling equipment.

10. The setting step has a configuration for setting a standby position based on the target position, The alignment method according to any one of claims 6 to 8, wherein the first stopping step is configured such that the first cargo handling equipment stops within a preset tolerance range relative to the standby position.

11. After the second stop step is performed, The alignment method according to claim 10, further comprising a third movement step in which the first cargo handling device moves from the standby position to the target position.

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