Automatic transport system for container terminal, and unloading method and loading method

Abstract

An automatic transport system for a container terminal, and an unloading method and a loading method. In the transport system, a terminal has a sea side area (100), a land side area (200) and a yard area (300), wherein the yard area (300) is divided into two parts: an unloading yard area and a loading yard area, the unloading yard area being provided with several first transport channels (203), and the loading yard area being provided with several second transport channels (204); the yard area (300) is provided with several first gantry cranes (206) stretching across the first transport channels (203), and several second gantry cranes (207) stretching across the second transport channels (204); and the yard area (300) is provided with several horizontal container transport vehicles (201), and a running trajectory of the horizontal container transport vehicles (201) is annular. The present invention can improve the operation efficiency of the terminal, reduce the construction and maintenance costs, and improve the safety of the terminal.

Description

Automated transport system, unloading method and loading method for container terminals Technical Field

[0001] The present invention relates to an automated transport system, a ship unloading method and a ship loading method for a container terminal, and belongs to the technical field of terminal automation. Background Art

[0002] An automated port is one that implements automated control and monitoring of port operations, eliminating the need for human intervention. This allows for automated cargo loading and unloading, warehousing management, and monitoring and control, effectively improving loading and unloading efficiency and safety. Unmanned and intelligent operations have become a trend in major ports worldwide.

[0003] Currently, newly built terminal yards mostly use automated container handling systems (ASCs) or automated container trucks (ARMGs) for long-distance operations, resulting in very high investment costs and low energy efficiency. Backhaul operations require the coordinated operation of internal and external container trucks, resulting in low overall efficiency. Furthermore, terminal dispatching and control are complex, unsafe, and costly. Many ports worldwide still utilize the non-automated RTG terminal model, yet automation has become an inevitable trend in terminal operations. Although ASC and ARMG solutions dominate automated terminals globally, their high costs place many terminals, especially existing non-automated RTG terminals, under immense pressure.

[0004] For non-automated RTG terminals, the cost of converting them to ASC or ARMG terminals is also very high. First, there is the issue of how to dispose of the existing RTG equipment. Second, converting to an ASC terminal requires extensive infrastructure construction, which will cause terminal downtime and result in huge economic losses.

[0005] Therefore, a major challenge facing the global terminal industry is how to build new automated terminals or efficiently and cost-effectively transform existing non-automated RTG terminals into automated terminals while maintaining intelligence, safety, efficiency, and cost-effectiveness. Against this backdrop, our invention aims to provide a practical solution to help terminals achieve automated operations and lay a solid foundation for the development of automated terminals.

[0006] However, in highly automated container terminals, the yard equipment is very complex, difficult to maintain, and the investment cost for transformation is high, making it difficult for many small and medium-sized terminals that do not have the capacity for large-scale investment to achieve high automation.

[0007] The Chinese and English equivalents of several terms that may be used in this application are as follows:

[0008] ARMG (Automatic Rail-Mounted Gantry Crane), automatic rail crane or automatic rail gantry crane;

[0009] ARTG (Automatic Rubber-Tyred Gantry Crane), automatic tire crane or automatic tire gantry crane;

[0010] STS (Sea to Shore Crane), container shore crane;

[0011] Fixed RMG (Fixed Rail-mounted Gantry Crane), fixed rail crane;

[0012] ASC (Automatic Stack Crane), automated yard crane;

[0013] RTG (Rubber-tyred Gantry Crane), tire crane;

[0014] AGV (Automatic Guided Vehicle), automated guided transport vehicle;

[0015] ASC (Automatic Shuttle Carrier), automatic straddle carrier;

[0016] Truck, container transport truck, referred to as "container truck". Summary of the Invention

[0017] The technical problem to be solved by the present invention is to provide an automated container terminal transportation system that can improve the operating efficiency of the terminal, reduce the construction and maintenance costs of the terminal, and improve the safety of the terminal, as well as an unloading method and a loading method based on the system.

[0018] In order to solve the above technical problems, the present invention proposes, on the one hand, an automated transportation system for a container terminal, wherein the terminal comprises a seaside area, a landside area, and a yard area, wherein the yard area is divided into a ship unloading yard area and a ship loading yard area, wherein the ship unloading yard area is provided with a plurality of first transportation channels, and the ship loading yard area is provided with a plurality of second transportation channels, wherein both the first transportation channels and the second transportation channels are arranged perpendicular to the shoreline direction of the terminal;

[0019] A first transport area is provided at one end of the storage yard area close to the seaside area, and a second transport area is provided at one end of the storage yard area close to the landside area;

[0020] The yard area is provided with a plurality of first gantry cranes spanning the first transport channel, and a plurality of second gantry cranes spanning the second transport channel;

[0021] The yard area is provided with a number of horizontal container transport vehicles, and the running track of the horizontal container transport vehicles is circular, from the first transport area along the first transport channel, the second transport area, the second transport channel and then back to the first transport area;

[0022] The seaside area is provided with a container shore crane for loading and unloading ships, and the first transport area is provided with a first temporary stacking area used in conjunction with the container shore crane;

[0023] The landside area is provided with a third gantry crane for loading and unloading container trucks, and the second transport area is provided with a second temporary stacking area used in conjunction with the third gantry crane.

[0024] On the other hand, the present invention also proposes a ship unloading method based on the above-mentioned container terminal automated transportation system, comprising the following steps:

[0025] The container shore crane unloads the containers on the ship to the first temporary storage area in the first transport area;

[0026] Multiple container transport vehicles work together to transport containers from the first temporary storage area to the first transport channel in sequence; the empty container transport vehicles go along the first transport channel, the second transport area, and then return to the first transport area to wait for the next round of operations;

[0027] The first gantry crane stacks the containers located in the first transport channel to the ship unloading yard area.

[0028] In another aspect, the present invention further proposes a ship loading method based on the above-mentioned container terminal automated transportation system, comprising the following steps:

[0029] The second gantry crane transports the container designated in the loading yard area to the second transport channel;

[0030] Multiple container horizontal transport vehicles work together to move from the first transport area along the first transport channel, the second transport area, and then into the second transport channel, horizontally transporting the containers on the second transport channel to the first temporary stacking area in the first transport area, waiting for the next round of operations;

[0031] The container shore crane loads the containers in the first temporary stacking area onto the ship.

[0032] This invention provides an automated terminal solution designed to improve efficiency. Container loading and unloading between ships and the storage yard in the seaside area is accomplished solely by using container quay cranes (STSs). Container loading and unloading between trucks and the storage yard in the landside area is accomplished solely by using a third-party gantry crane, without trucks entering the storage yard. Consequently, this invention further enhances safety by physically isolating the seaside, storage yard, and landside areas through fencing. The STSs and third-party gantry cranes are located outside the storage yard, while the equipment within the storage yard operates autonomously within the area. In this invention, the entire operation can be performed in an unmanned environment, eliminating the possibility of personal injury. This is crucial for improving overall terminal safety, as it eliminates significant manual labor and avoids potential safety incidents.

[0033] In addition to improving operational safety, the present invention also brings the following beneficial effects:

[0034] 1) By physically dividing the container yard into an unloading yard and a loading yard, this invention not only eliminates the risks caused by the cross-operation of equipment, but also reduces operational complexity. It also ensures that horizontal container transport vehicles can adopt a one-way circular trajectory, thereby improving operational efficiency and further enhancing operational safety.

[0035] 2) Since the horizontal movement speed of the gantry crane in the prior art is relatively slow, the present invention handles the horizontal transportation and vertical transportation of containers separately, and the horizontal transportation of containers in the yard area is handed over to the container horizontal transport vehicle that is more suitable and specialized for this task. The first gantry crane and the second gantry crane only focus on vertical stacking work, which can fully utilize the advantages of the gantry crane and no longer carry out horizontal transportation of containers, reducing the driving distance and the number of movements, greatly reducing the degree of equipment wear and energy consumption, improving the overall operating efficiency, extending the service life, reducing the frequency of equipment replacement, and reducing costs in both energy utilization and equipment maintenance.

[0036] 3) In the present invention, the first and second gantry cranes no longer require some automation functions. For example, since container trucks no longer enter the storage yard, there is no need to prevent the container trucks from being lifted. There is also no need for each gantry crane to be equipped with a spreader rotation function, thereby reducing costs in equipment procurement and operation and maintenance.

[0037] 4) The container transporter in this invention utilizes a circular trajectory, forming a circular, one-way logistics route. This allows for efficient and rapid delivery even when handling large numbers of containers. Whether unloading or loading, the empty container transporter can quickly return to its starting point according to the designated logistics route, facilitating the next work cycle. This significantly improves equipment utilization and work efficiency.

[0038] 5) This invention is not only applicable to the construction of new automated terminals, but can also be used to automate existing RTGs. The modification process becomes very simple and convenient. Specifically, the original RTG terminal's truck lanes only need to be modified to accommodate container stacking, and the central portion of the yard area needs to be converted into the first and second transport lanes for container horizontal transport vehicles. Container horizontal transport vehicles operating in these new lanes can better cooperate with gantry cranes to perform precise and efficient lifting operations. Compared to purchasing a brand new automated RTG, the workload and cost of upgrading existing equipment are relatively low. Furthermore, since the main equipment already exists, the upgrade can be completed with only the necessary modifications and adjustments, saving a significant amount of procurement and transportation costs.

[0039] Furthermore, the greatest advantage of using this invention to automate existing terminals is that the renovation can be done gradually, without requiring a complete shutdown. Both the unloading and loading areas can be updated and renovated one at a time. This ensures normal business operations while gradually improving equipment and operational efficiency during the renovation process, allowing for real-time benefits. This avoids the operational pressures associated with a complete shutdown and ensures consistent daily operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The present invention will be further described below with reference to the accompanying drawings.

[0041] FIG1 is a schematic structural diagram of a first embodiment of the present invention.

[0042] FIG2 is a schematic diagram of a second embodiment of the present invention.

[0043] FIG3 is a schematic diagram of a third embodiment of the present invention.

[0044] Figure numerals: 100, sea side area; 101, ship; 102, container shore crane; 200, land side area; 201, container horizontal transport vehicle; 202, first transport area; 203, first transport channel; 204, second transport channel; 205, fence; 206, first gantry crane; 207, second gantry crane; 208, second transport area; 209, second temporary stacking area; 300, yard area; 301, third gantry crane; 302, container truck. DETAILED DESCRIPTION

[0045] First of all, it should be noted that: for the container horizontal transport vehicle 201, container truck 302, first gantry crane 206 and second gantry crane 207 in Figures 1 to 3, the black blocks filled in the middle indicate that they are in the working state of carrying containers, and the hollow blocks in the middle indicate that they are in the empty state. Example 1

[0046] This embodiment relates to an automated transportation system for a container terminal. As shown in Figure 1, the terminal comprises a seaside area 100, a landside area 200, and a container yard area 300. Seaside area 100 is equipped with a shore-to-shore container crane 102 (also called a quay crane, or STS for short), which is responsible for loading and unloading ships. When a ship 101 arrives, the STS unloads containers from the ship 101 or loads them onto it.

[0047] To improve operational efficiency, the storage yard area 300 is divided into a ship unloading yard area and a ship loading yard area. This separates the ship unloading yard area from the ship loading yard area. The ship unloading yard area is used exclusively for unloading ships and loading container trucks 302, while the ship loading yard area is used exclusively for loading and unloading container trucks 302. The storage yard area 300 in Figure 1 has six yards: two in the center for loading, and four on either side for unloading. This means the loading area has two yards and the unloading area has four. Of course, the number of unloading and loading yards can be adjusted based on actual conditions.

[0048] The unloading yard area is provided with a plurality of first transport passages 203, and the loading yard area is provided with a plurality of second transport passages 204. Both the first transport passages 203 and the second transport passages 204 are arranged perpendicular to the shoreline of the wharf. A first transport area 202 is provided at the end of the yard area 300 near the seaside area 100, and a second transport area 208 is provided at the end of the yard area 300 near the landside area 200.

[0049] The yard area 300 is provided with a plurality of first gantry cranes 206 spanning the first transport channel 203, and a plurality of second gantry cranes 207 spanning the second transport channel 204. In this embodiment, the first gantry crane 206 and the second gantry crane 207 are mainly used for vertical stacking, so a rail crane can be selected, but as the optimal solution, this embodiment uses a rubber-tyred crane (RTG). A rubber-tyred crane (RTG) can move across areas for transfer work, so it can help improve the efficiency of stacking containers or loading and unloading ships. A rubber-tyred crane (RTG) has excellent maneuverability and can be freely transferred compared to an ASC or ARMG. When a rubber-tyred crane (RTG) breaks down and needs maintenance, it can move to the maintenance area on its own without interfering with the normal operation of the yard, ensuring that the yard operation can proceed smoothly.

[0050] The yard area 300 is provided with a number of horizontal container transport vehicles 201 , and the running trajectory of the horizontal container transport vehicles 201 is circular, from the first transport area 202 along the first transport channel 203 , the second transport area 208 , the second transport channel 204 and then back to the first transport area 202 .

[0051] The container horizontal transport vehicle 201 can use an automated guided vehicle (AGV). However, when the automated guided vehicle (AGV) is in use, when it enters the first transport channel 203 or the second transport channel 204, the containers placed on the first transport channel 203 or the second transport channel 204 will hinder its movement. It is necessary to wait for the rubber-tyred crane (RTG) to process the containers before proceeding to the next step. However, the advantage of the highly maneuverable automated guided vehicle (AGV) can balance this effect.

[0052] In this embodiment, the container horizontal transport vehicle 201 can be a rail-type horizontal transport vehicle. In this embodiment, a tire-type straddle carrier is preferably used, as the tire-type straddle carrier is more flexible to use. The tire-type straddle carrier mainly carries out horizontal transportation of containers. Its lifting height can be controlled within a relatively low range. The container can be quickly transported horizontally by simply lifting it to a certain height. Moreover, the containers placed on the first transport channel 203 and the second transport channel 204 will not affect the passability of the empty tire-type straddle carrier, thereby improving the guarantee for the efficient operation of the one-way circular running track of the tire-type straddle carrier. If a problem occurs with the tire-type straddle carrier and it cannot be transferred on its own, it can be lifted and moved to the maintenance area by a tire-type crane RTG. This design avoids the impact of a single equipment problem on the entire yard operation. Since multiple tire-type cranes RTGs and straddle carriers work together, when a problem occurs with a tire-type crane RTG or a tire-type straddle carrier, other equipment can continue to operate, keeping the yard operation unaffected.

[0053] In this embodiment, rubber-tired straddle carriers (RTCs) carrying containers can directly traverse the stacking area 300, transporting containers from the seaside area 100 to the stacking area 300 for unloading, or transporting containers from the stacking area 300 to the third gantry crane 301 in the landside area 200 for loading onto a container truck 302, or transporting containers from a container truck 302 in the landside area 200 to the stacking area 300 for stacking, or transporting containers from the stacking area 300 to the shore crane 102 (STS) for loading onto a ship. The rubber-tired straddle carrier (RTG) works with the horizontal container transporter 201 to stack containers at designated locations in the stacking area 300. The RTG is responsible for stacking containers. Depending on the workload at each stacking area, RTGs from other stacking areas can be dispatched to coordinate with busy stacking areas, improving ship loading and unloading efficiency. The second transport area 208 can serve as a transfer channel for the tire crane RTG, and can dispatch RTGs from different yards to be transferred to a particularly busy yard to improve work efficiency. For example, it is particularly important when loading or unloading a ship. When the tire crane RTG passes through the transfer channel, it can be transferred sideways by simply rotating the truck 90°.

[0054] The seaside area 100 is equipped with a container quay crane 102 for loading and unloading ships, and the first transport area 202 is equipped with a first temporary storage area (not shown) for use with the container quay crane 102. Furthermore, the first transport area 202 includes an area (not shown) for parking container horizontal transport vehicles 201, which serves as a starting point for the container horizontal transport vehicles 201 and also as a temporary parking spot after the container horizontal transport vehicles 201 complete their work.

[0055] The landside area 200 is equipped with a third gantry crane 301 for loading and unloading container trucks 302. The second transport area 208 is equipped with a second temporary storage area 209 for use with the third gantry crane 301. In this embodiment, the third gantry crane 301 does not need to be mobile; a relatively low-cost fixed crane is preferably employed, thereby significantly reducing costs. The container quay crane 102 is conventional technology and will not be described in detail.

[0056] In order to improve safety, preferably, in this embodiment, as shown in Figure 1, fences 205 are provided around the yard area 300 to prevent unauthorized personnel from entering the yard area 300, reduce accidents and potential accident risks, and thus achieve physical isolation from both the seaside area 100 and the landside area 200. Except for the landside container truck 302 channel and the third gantry crane 301, the other areas of the entire terminal are physically isolated from the terminal by the fence 205, which greatly improves the safety of the container terminal. Example 2

[0057] This embodiment relates to a method for unloading a ship using the automated container terminal transportation system of the first embodiment, as shown in FIG2 , including the following steps:

[0058] The container shore crane 102 (STS) unloads the containers on the ship 101 to the first temporary storage area of ​​the first transport area 202;

[0059] Multiple container transporters 201 work together to transport containers from the first temporary storage area to the first transport channel 203. The empty container transporters return to the first transport area 202 along the first transport channel 203, the second transport area 208, and the second transport channel 204 to prepare for the next round of unloading operations.

[0060] The first gantry crane 206 stacks the containers located in the first transport channel 203 to the ship unloading yard area;

[0061] After unloading is completed, the container horizontal transport vehicle 201 returns to the designated position of the first transport area 202 .

[0062] Similar to the first embodiment, in this embodiment, the horizontal container transport vehicle 201 is preferably a straddle carrier, and the first gantry crane 206 and the second gantry crane 207 are preferably tire-mounted cranes (RTGs). To improve efficiency, the second gantry crane 207 operating in the loading yard area can be transferred via the second transport area 208 to the unloading yard area to serve as the first gantry crane 206 and perform container stacking. Figure 2 is a schematic diagram of the three yards on the left side of Figure 1 (including one yard in the loading yard area and two yards in the unloading yard area) during unloading. Compared to Figure 1, during unloading, one tire-mounted crane (RTG) is added to the first yard on the left, two tire-mounted cranes (RTGs) are added to the second yard on the left, and two tire-mounted cranes (RTGs) are removed from the third yard on the left. The transferred tire-mounted cranes (RTGs) work in conjunction with the straddle carriers to quickly stack containers.

[0063] In this embodiment, as shown in Figure 2, multiple straddle carriers form a circular, one-way, horizontal transport route, enabling rapid unloading. Simultaneously, the first gantry crane performs vertical stacking in the unloading yard, improving yard efficiency. This unloading operation significantly improves container unloading efficiency, while also enhancing terminal equipment utilization and overall operational efficiency. Example 3

[0064] This embodiment relates to a ship loading method using the container terminal automated transportation system of the first embodiment, as shown in FIG3 , including the following steps:

[0065] The second gantry crane 207 transports the container designated by the loading yard area to the second transport channel 204;

[0066] Multiple container horizontal transporters 201 work together to move from the first transport area 202 along the first transport channel 203 and the second transport area 208 into the second transport channel 204, horizontally transporting the containers on the second transport channel 204 to the first temporary storage area of ​​the first transport area 202. The empty container horizontal transporters 201 are ready for the next round of operations.

[0067] The container shore crane 102 loads the containers in the first temporary storage area onto the ship 101;

[0068] After loading is completed, the container horizontal transport vehicle 201 returns to the designated location of the first transport area 202 .

[0069] Similar to the first embodiment, in this embodiment, the horizontal container transport vehicle 201 is preferably a straddle carrier, and the first gantry crane 206 and the second gantry crane 207 are preferably tire-tired cranes (RTGs). To improve efficiency, the first gantry crane 206 operating in the unloading yard can be relocated to the loading yard. Specifically, the first gantry crane 206 is transferred from the unloading yard via the second transport area 208 to the loading yard, where it functions as the second gantry crane 207, transporting containers from the loading yard to the second transport channel 204.

[0070] Figure 3 is a schematic diagram of the three yards in Figure 1 (including two yards in the loading yard area and one yard in the unloading yard area) during loading. It can be seen that multiple straddle carriers form a circular, one-way horizontal transportation logistics route, which can quickly complete the loading task. At the same time, the second gantry crane performs vertical lifting of concentrated containers in the loading yard area. In other words, the containers are moved through two steps: horizontal transportation and vertical lifting. The efficient coordination of these two steps improves loading efficiency, as well as the utilization rate of terminal equipment and overall operational benefits.

Claims

1. An automated transport system for a container terminal, wherein the terminal comprises a seaside area, a landside area, and a yard area, and is characterized by: The yard area is divided into a ship unloading yard area and a ship loading yard area. The ship unloading yard area is provided with a plurality of first transport channels, and the ship loading yard area is provided with a plurality of second transport channels. The first transport channels and the second transport channels are both arranged perpendicular to the shoreline direction of the wharf; A first transport area is provided at one end of the storage yard area close to the seaside area, and a second transport area is provided at one end of the storage yard area close to the landside area; The yard area is provided with a plurality of first gantry cranes spanning the first transport channel, and a plurality of second gantry cranes spanning the second transport channel; The yard area is provided with a number of horizontal container transport vehicles, and the running track of the horizontal container transport vehicles is circular, from the first transport area along the first transport channel, the second transport area, the second transport channel and then back to the first transport area; The seaside area is provided with a container shore crane for loading and unloading ships, and the first transport area is provided with a first temporary stacking area used in conjunction with the container shore crane; The landside area is provided with a third gantry crane for loading and unloading container trucks, and the second transport area is provided with a second temporary stacking area used in conjunction with the third gantry crane.

2. The automated container terminal transportation system according to claim 1, wherein: The yard area is surrounded by fences to achieve physical isolation from both the seaside area and the landside area.

3. The automated container terminal transportation system according to claim 1 or 2, wherein: The third gantry crane is a fixed crane.

4. The automated container terminal transportation system according to claim 1 or 2, wherein: The first gantry crane and the second gantry crane are both tire cranes.

5. The automated container terminal transportation system according to claim 1 or 2, wherein: The horizontal container transport vehicle is a straddle carrier or an AGV.

6. A ship unloading method based on the transport system according to claim 1 or 2, comprising the following steps: The container shore crane unloads the containers on the ship to the first temporary storage area in the first transport area; Multiple container transport vehicles work together to transport containers from the first temporary storage area to designated locations in the first transport corridor. The empty container transport vehicles travel along the first transport corridor, the second transport area, and then return to the first transport area to prepare for the next round of operations. The first gantry crane stacks the containers located in the first transport channel to the ship unloading yard area.

7. The ship unloading method according to claim 6, wherein: The first gantry crane and the second gantry crane are both tire cranes. The second gantry crane is transferred from the loading yard area to the unloading yard area via the second transportation area to perform work.

8. A method for loading a ship based on the transportation system according to claim 1 or 2, comprising the following steps: The second gantry crane transports the container designated in the loading yard area to the second transport channel; Multiple container horizontal transporters work together to move from the first transport area along the first transport channel, the second transport area, and then into the second transport channel, horizontally transporting the containers on the second transport channel to the first temporary storage area in the first transport area. The empty container horizontal transporters then wait for the next round of operations. The container shore crane loads the containers in the first temporary stacking area onto the ship.

9. The method for loading a ship according to claim 8, wherein: The first gantry crane and the second gantry crane are both tire cranes. The first gantry crane is transferred from the unloading yard area to the loading yard area via the second transportation area to perform work.

10. The ship loading method according to claim 8, wherein: After loading is completed, the container horizontal transport vehicle returns to the first transport area.

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