EP1337454B1 - Dispositif d'alignement d'un chassis - Google Patents

Dispositif d'alignement d'un chassis Download PDF

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Publication number
EP1337454B1
EP1337454B1 EP01981232A EP01981232A EP1337454B1 EP 1337454 B1 EP1337454 B1 EP 1337454B1 EP 01981232 A EP01981232 A EP 01981232A EP 01981232 A EP01981232 A EP 01981232A EP 1337454 B1 EP1337454 B1 EP 1337454B1
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EP
European Patent Office
Prior art keywords
truck
chassis
crane
truck chassis
signaling
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP01981232A
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German (de)
English (en)
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EP1337454A1 (fr
Inventor
Claes Heidenback
Christer Johansson
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ABB AB
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ABB AB
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Publication date
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Publication of EP1337454A1 publication Critical patent/EP1337454A1/fr
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Publication of EP1337454B1 publication Critical patent/EP1337454B1/fr
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Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • B66C13/46—Position indicators for suspended loads or for crane elements

Definitions

  • This invention relates to a system and a method for positioning a container held by a crane.
  • the invention is a method and system for aligning a chassis of a truck or other vehicle for carrying containers such that a container may be landed on, or picked up from, the vehicle by a crane.
  • the technical demands of handling containers are great.
  • the tare weight of containers is usually consistent, but the gross weight varies considerably.
  • the width of shipping containers is standardised at 8ft, but the height varies between from 8 and 9.5 ft.
  • the most common standard lengths are 20 ft and 40 ft long.
  • the 40 ft container is very common today and even longer containers up to 53 ft long are also in use.
  • a container may be handled by a crane, a crane moving on rails, a self-propelled container handling apparatus, or a lift or winch of any type all of which are referred to herein as a crane.
  • Each crane has a lifting device usually incorporating a spreader of some kind that directly contacts a container, to grip it, lift it, lower it and release it.
  • the term spreader is used to denote a part of a lifting device that is in direct contact with a container.
  • Spreaders are normally designed to handle more than one size of container, typically 20-40ft or 20-40-45ft long containers. Cranes and other automatic container handling apparatuses and systems are used to speed up the process of loading and unloading containers transferred from one point to another.
  • the point of transfer of a container between a crane and a truck can be a source of delay.
  • a crane is positioned over one or more parallel loading/unloading lanes on which a truck or other vehicle, hereafter called a truck chassis, stands to receive a load from or unload a container to the crane.
  • the crane is usually arranged such that it has limited freedom to move the spreader in the direction parallel to the long axis of the loading/unloading lanes and it is important that the truck driver positions the truck chassis accurately under the crane. Inaccurate positioning of the truck chassis leads to delay in the process of transferring containers.
  • US 5,142,658 describes a container chassis positioning system.
  • the system uses a video camera to capture images of a truck chassis which are then compared by a computer to stored templates corresponding to known parts of known types of truck.
  • the images are processed as gray scale images and matched using methods of statistical probability to determine a close match.
  • a relative position of the truck and the container is determined and the exact stopping point is signaled to the driver of the truck.
  • the signaling is carried out by means of a number of lamps in a system that light up progressively to indicate as the truck has drives up to the correct position.
  • DE 6363360 A describes a system for measuring device for determining the position of a vehicle, suitable for transporting containers.
  • the crane hoist is equipped with at least two sensors and the vehicle is equipped with multiple reflectors.
  • the principle advantage provided by the invention is that it provides an accurate system to recognize a truck chassis quickly and easily, even in poor light or adverse weather conditions. This facilitates speed automatic handling of containers.
  • the invention may be used on standard vehicles without first mounting special signs or light reflective markers at particular points on the truck in order for automatic recognition to function properly. This also means that there the system according to the invention will continue to function in conditions where a sign or marker would become obscured, such as by rain or dirt.
  • the invention relies on a three-dimensional (3-D) laser camera to scan an object and measure a distance between a fixed point, or the camera, and the measured object. The scanned image depends on distance to physical objects, not on the color or color contrast of different objects. By this means the invention provides a fast and accurate system and method to measure distance to a truck chassis or container.
  • the invention also enables a correct position to be signaled to a truck driver so that he/she can position a truck chassis correctly for a loading position regardless of whether it is on the front, rear or middle of the truck chassis.
  • the invention enables speedy transfer of containers to and from a truck chassis regardless of a whether containers have the same or different lengths.
  • CAS has an overview of all lanes and can guide the truck drivers in the right order, depending the upcoming job.
  • the time to determine the chassis position may be or the order of is approximately 1 s in crane direction, and 2 s in trolley direction, which makes the positioning rather fast, compared to a manual adjustment. It consists only of one sensor and a truck driver guiding light bar.
  • CAS has an interface for both an automatic positioning system and a fully manual crane control, which makes it flexible enough to be used with new cranes or older existing cranes.
  • the 3-D laser technology is robust and reliable in all weather conditions.
  • the CAS 3-D laser system is class 1, which makes it safe for people working under the crane and in its surroundings.
  • the invention may be applied to existing installations as well as new installations.
  • automatic crane control systems that can accept positioning data from the CAS system, automated landing of containers is further aided.
  • FIG. 1 shows a ship to shore crane seen from behind.
  • a chassis alignment system (CAS) according to an embodiment of the invention is shown schematically mounted on the ship to shore crane.
  • the figure shows a trolley 2, two crane legs 4 and 5.
  • a CAS 6 is indicated mounted on the crane adjacent a service platform 7 and access ladder 8.
  • a container 9 is shown suspended under the crane trolley 2.
  • the chassis alignment system, CAS 6 has two main functions:
  • the CAS 6 is contained in a box placed at a fixed position outside the girder between landside and waterside legs. It measures the position of a truck chassis from a height of about 35 m with a 3-D laser scanner. It is looking for characteristic edges of typical targets.
  • the mounting height is necessary to enable the CAS to have a clear view of the chassis lanes below, between the crane legs. The height also enables CAS to supervise all parallel lanes at the same time. The exact location will of course vary from different crane types depending on the most suitable position. CAS has no requirement of additional sensors or other equipment to be mounted on the chassis, since it is based on laser technology. This also makes it weather independent.
  • Figure 6 shows a schematic view over a multi lane area.
  • the figure shows a view from above of six lanes L1-L6, a chassis with container coming from left 10, an empty chassis 11, an empty chassis coming from the right 12, with a rear beam 15.
  • Four trapezoid shapes including shapes 13, 14, illustrate possible scans by the CAS 6.
  • Scan 13 in the gantry drive direction scans to indicate the stop position of the chassis, a scan directed at the middle of the rear beam.
  • Scan 14 is a trolley scan to align trolley position to chassis 12.
  • the crane is shown positioned with waterside legs 16 and landside legs 17.
  • Indicator bars 3 are shown arranged on the landside legs.
  • Figure 7 shows an indicator bar 3.
  • the indicator bar 3 includes in this example 5 lights, green 3a, green 3b, yellow 3c, red 3d, yellow 3e.
  • CAS communicates with the truck driver via colored lamp signals 3a-3e of the indicator bar 3, similar to traffic lights.
  • the light bar indicates if he should stop or move forward, backward to reach the actual position for next container loading/unloading.
  • the crane operator must in turn tell CAS what type of job he is going to do and where on the chassis the actual target is located. For this he uses different switch settings on the cabin console.
  • CAS has also the possibility to interface with a control system supplied by ABB, called ELC, Electronic Load Control.
  • ELC Electronic Load Control
  • the 3-D laser scanner in CAS 6 is able to see the target from an angle of +/- 30 degrees in both gantry and trolley direction.
  • the position of the chassis with a loaded container 10 is measured at top of the container.
  • the gantry position is measured at the center of the rear beam 15 of the chassis and the trolley position is measured at the middle of the chassis on the two I-beams of the chassis construction.
  • the chassis types that are servicing the crane must be defined and loaded into CAS target database, (otherwise the vehicle will not be recognized properly).
  • the trolley platform and the spreader with its load can block the view of the chassis when the trolley is passing CAS and moving towards the target chassis lane.
  • the whole idea is of course that the positioning is done before the trolley arrives. Otherwise the bottleneck lies in other parts of the terminal logistics.
  • a chassis type selector switch is included in the crane cabin so that the operator may switch between different types of chassis. Another switch selector selects where on the chassis to put down the container. Three predefined positions, front, center and rear can be selected in the example shown.
  • Figure 8a shows a chassis selector switch 20, with three positions to choose from to select from among three different chassis types.
  • Figure 8b shows a load position selector switch 21. Three possible load positions are indicated in the example shown.
  • Chassis type selector 20 and the Position selector 21 are only needed at a put down of a container on a chassis.
  • CAS always measures at the top of the container, and then the view of the container does not depend of the type of chassis.
  • a 45-ft container can be handled with spreader in 40-ft mode.
  • CAS measures the length of the container and aligns the spreader towards the center of the container.
  • Figure 9a shows different loading positions for one or two containers loaded on a truck chassis. Following examples shows the different positions of the chassis for different job tasks of the crane.
  • the Spreader position 30 indicates position of the spreader of the crane at put down (or pick up). Measure point 31 indicates that it is the top of the container that is the measurement point for a pick up. Measure point at put down 15 is indicated with the same numeral as the rear beam 15 of a chassis as shown in Figure 6 as it is a different view of the same object.
  • a single 40ft load 32 is shown in a centre position, a twin load 33 is shown with two 20ft container loads in centre position.
  • a 20ft load rear position 34 and a 20 ft load front position 35 is shown.
  • Position selector (21 Figure 8a ) selects between front, centre and rear.
  • Figure 9b shows examples for load positions on a 45 ft chassis.
  • the figure shows a Spreader position 30, a pick up measure point 31, and a measure point at put down 15.
  • a 45ft centre load 36 and a 40 ft centre load 37 are shown.
  • a 40ft rear load rear position 38 and a 40 ft load front position 39 are shown.
  • CAS normally positions the 40 ft container to the same center position as the 45 ft container because the 40 ft spreader can hold a 45 ft or 40 ft container.
  • a 40-ft container can with the "position selector" 21 be placed at front, middle or rear.
  • the absolute position of the container position at the chassis of front, middle and rear can vary between container sizes (20, 40 and 45 ft) and vary between the three types of chassis.
  • the position of the measurement point at the rear of the chassis (15) will of course also vary between the three types of chassis.
  • the chassis alignment system CAS 6 gets the job orders from the Crane Control System.
  • the job order is given in different ways depending on manual or automatic operation ELC.
  • the order and the start of measurement is made from the normal operation of the crane, i.e. the operator of the crane does not normally have to push any buttons to start the measurement of the CAS.
  • CAS starts measuring and positioning the chassis for next order when the trolley is moving outwards over the waterside sillbeam to pick up or put down a container on the vessel. The measurement continues until the chassis is in position and it is normally complete before the trolley comes back from the ship.
  • Figure 10 shows schematically movements of a container between one or more chassises on land and a ship.
  • Figure 10 shows chassises 40, 41, 42, a ship 43 and containers 44, 46.
  • container 44 is moved in one movement from one chassis 40 to the ship 43.
  • a container 45 may be moved from one chassis 41 to another chassis 42 and then to the ship 43 as indicated in the figure.
  • the CAS 6 gets information of the destination of the next cycle, and whether it is a put down or pick up from the chassis lane. This information comes from the twistlock position of the spreader, and from one switch defining the pick up chassis lane and another switch defining the put down chassis lane. Two toggle switches define if the chassis arrives from the left or from the right. The selection of chassis lanes is normally made only once for every new ship. If desirable CAS can supervise all lanes and lock and guide the first vehicle that arrives.
  • an automatic Electronic Load Control (ELC) operation is used.
  • ELC Electronic Load Control
  • the automatic system knows the destination ahead of next cycle and gives this information to the CAS.
  • the CAS can decide whether to start measuring for a pick up or put down on chassis.
  • Operator push buttons and switches The operator selects with two switches in the operator's cabin the active chassis lanes for a container put down respective pick up. An additional toggle switch selects whether the chassis arrive from the left or right to the chassis lane. The selection of chassis lanes is normally made only once for every new ship.
  • the signaling function carried out the indicator bar 3 driven by 5 digital out signals from CAS 6 may be substituted by another signaling means or display means.
  • the same function may be carried out for example using displays, LCD displays, or pixel displays, computer monitors and the like.
  • the placement of the displays may be varied for effective communication to truck drivers, including positioning a display means or slave display means in a truck chassis cab.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Control And Safety Of Cranes (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Memory System Of A Hierarchy Structure (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Claims (19)

  1. Procédé d'alignement d'un châssis de camion avec une position requise par rapport à une grue, dans lequel le camion est balayé par un moyen formant capteur, et de signalement d'une position du camion à un conducteur du camion, caractérisé par les étapes consistant à :
    - positionner le moyen formant capteur (6) sur la grue de façon à ce qu'il soit capable de balayer au moins une voie parmi une pluralité de voies de chargement/déchargement,
    - balayer le camion avec un moyen formant capteur comme un scanneur laser quand il entre dans l'une des voies de chargement/déchargement, afin de détecter/identifier au moins un bord (15) du camion,
    - mesurer avec le scanneur la distance entre le bord identifié du camion et un point fixe sur la grue,
    - générer un signal qui permet à un conducteur de camion de mettre le camion dans une position requise dans la voie de chargement/déchargement pour recevoir ou décharger avec précision un conteneur.
  2. Procédé selon la revendication 1, caractérisé par l'étape supplémentaire consistant à balayer le camion, quand il entre dans l'une des voies de chargement/déchargement, afin d'identifier/détecter au moins un bord du camion dans la direction de la grue, c'est-à-dire l'extrémité arrière et/ou avant du camion, et un bord dans la direction du chariot, c'est-à-dire un côté du camion.
  3. Procédé selon la revendication 1, caractérisé par les étapes supplémentaires consistant à :
    - sélectionner un type de châssis de camion,
    - sélectionner une position de charge pour le type de châssis de camion,
    - signaler qu'un châssis de camion peut s'avancer pour se mettre dans ladite position requise pour recevoir une charge, par exemple au moyen d'une lumière verte (3a).
  4. Procédé selon la revendication 3, caractérisé par l'étape supplémentaire consistant à signaler quand une première cible sur le châssis de camion a été localisée, par exemple au moyen d'une lampe jaune clignotante (3c), en sommet d'ensemble.
  5. Procédé selon la revendication 4, caractérisé par l'étape supplémentaire consistant à signaler quand le châssis de camion se trouve à une première distance de ladite position requise, par exemple au moyen d'une lumière jaune fixe (3c), en sommet d'ensemble.
  6. Procédé selon la revendication 5, caractérisé par l'étape supplémentaire consistant à signaler quand le châssis de camion se trouve dans une position de fenêtre idéale par rapport à ladite position requise, par exemple au moyen d'une lumière rouge (3d).
  7. Procédé selon la revendication 6, caractérisé par l'étape supplémentaire consistant à signaler quand le châssis de camion a dépassé une position de fenêtre idéale par rapport à ladite position requise, par exemple au moyen d'une lumière jaune fixe, en bas d'ensemble (3e).
  8. Procédé selon la revendication 7, caractérisé par l'étape supplémentaire consistant à signaler quand le châssis de camion a largement dépassé une position de fenêtre idéale par rapport à ladite position requise, par exemple au moyen d'une lumière jaune clignotante, en bas d'ensemble (3e).
  9. Procédé selon la revendication 8, caractérisé par l'étape supplémentaire consistant à attendre un temps prédéterminé quand il est déterminé que ledit châssis de camion est dans ladite position requise.
  10. Procédé selon la revendication 9, caractérisé par l'étape supplémentaire consistant, après écoulement d'un temps prédéterminé, à signaler la position mesurée du châssis de camion dans la direction du chariot, dans la direction du portique, et la hauteur, à un système de commande de grue.
  11. Système pour aligner un châssis de camion avec une position requise par rapport à une grue, comprenant un moyen formant capteur pour identifier la position du camion, un ordinateur pour traiter les mesures faites par le moyen formant capteur et un ensemble de lampes de signalisation (3) pour diffuser des signaux destinés à un conducteur du camion, caractérisé en ce que :
    - le moyen formant capteur est un scanneur laser (6) placé sur la grue et couvrant au moins une voie parmi une pluralité de voies afin de détecter/identifier au moins un bord (15) du camion, et de mesurer en une seule mesure une distance séparant le camion d'un point fixe sur la grue, et
    - en ce que l'ordinateur est adapté pour calculer une position de camion basée sur la distance entre le bord identifié du camion et le point fixe sur la grue, et générer ainsi un signal qui permet à un conducteur de camion de mettre le camion dans une position requise dans la voie de chargement/déchargement pour recevoir ou décharger avec précision un conteneur.
  12. Système selon la revendication 11, caractérisé en ce qu'un moyen formant sélecteur de châssis de camion (20) comprend un moyen de sélection pour choisir un type parmi plusieurs types de châssis de camion prédéterminés parmi une pluralité de types de châssis de camion stockés dans le système de reconnaissance informatisé.
  13. Système selon la revendication 12, caractérisé en ce qu'un moyen formant sélecteur de position de charge (21) comprend un moyen de sélection pour choisir une position parmi plusieurs positions de charge prédéterminées disponibles sur différents types de châssis de camion à partir d'une pluralité de positions de charge connues stockées dans le système de reconnaissance informatisé.
  14. Système selon la revendication 11, caractérisé en ce que le moyen formant capteur est une caméra laser 3D.
  15. Système selon la revendication 11, caractérisé en ce que le moyen formant capteur comprend un laser de Classe A.
  16. Utilisation d'un système selon l'une quelconque des revendications 11 à 15 pour fournir un signal de mesure afin de charger un conteneur sur une position de charge présélectionnable comme une position de charge avant, médiane ou arrière d'un châssis de camion.
  17. Elément de programme d'ordinateur, comprenant un moyen de code informatique ou des parties de code logiciel pour permettre à un ordinateur ou à un processeur d'exécuter une instruction ou plusieurs instructions parmi une série d'instructions selon l'une quelconque des revendications 1 à 9.
  18. Programme informatique contenu au moins en partie dans un support lisible par ordinateur, comprenant un moyen de programme informatique pour faire exécuter par un ordinateur ou un processeur les étapes selon l'une quelconque des revendications 1 à 9.
  19. Signal pour aligner un châssis de camion avec une position requise par rapport à une grue incorporé dans un signal de commande comprenant de l'information sur une position du châssis de camion, fournie par un moyen formant capteur pour identifier la position du camion, ledit moyen formant capteur couvrant au moins une voie parmi une pluralité de voies afin de détecter/identifier au moins un bord (15) du camion, caractérisé en ce que la position est basée sur une seule mesure faite par ledit capteur d'une distance séparant au moins un bord du châssis de camion d'un point fixe sur la grue.
EP01981232A 2000-10-27 2001-10-26 Dispositif d'alignement d'un chassis Expired - Lifetime EP1337454B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US24340800P 2000-10-27 2000-10-27
US243408P 2000-10-27
PCT/SE2001/002375 WO2002034663A1 (fr) 2000-10-27 2001-10-26 Dispositif d'alignement d'un chassis

Publications (2)

Publication Number Publication Date
EP1337454A1 EP1337454A1 (fr) 2003-08-27
EP1337454B1 true EP1337454B1 (fr) 2009-04-15

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EP01981232A Expired - Lifetime EP1337454B1 (fr) 2000-10-27 2001-10-26 Dispositif d'alignement d'un chassis

Country Status (9)

Country Link
EP (1) EP1337454B1 (fr)
KR (4) KR20080075215A (fr)
CN (1) CN1247435C (fr)
AT (1) ATE428669T1 (fr)
AU (1) AU2002212889A1 (fr)
DE (1) DE60138410D1 (fr)
ES (1) ES2324283T3 (fr)
HK (1) HK1055286A1 (fr)
WO (1) WO2002034663A1 (fr)

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DE102009060513B4 (de) * 2009-12-23 2013-11-14 Siemens Aktiengesellschaft Verfahren zur Ausrichtung eines Zugfahrzeugs, Steuerungsprogramm und Zielführungssystem

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KR100822368B1 (ko) * 2006-12-20 2008-04-17 부산대학교 산학협력단 듀얼 컴파스를 이용한 스프레더 제어기 및 제어방법
DE202007016156U1 (de) * 2007-11-16 2008-03-20 Noell Mobile Systems Gmbh Portalhubstapler mit automatischer Lenkung
FI121402B (fi) 2009-04-15 2010-10-29 Konecranes Oyj Järjestelmä kontinkäsittelykoneen tunnistamiseen ja/tai sijainnin määrittämiseen
EP2327652B1 (fr) * 2009-11-30 2012-09-19 Siemens Aktiengesellschaft Procédé de détermination de la position et de l'orientation d'un objet tridimensionnel, programme de commande et système de détection du positionnement
PE20141746A1 (es) * 2011-04-13 2014-11-19 Tmeic Corp Sistema y metodo de alineacion de manipulador de contenedores
EP2573038A1 (fr) 2011-09-26 2013-03-27 Siemens Aktiengesellschaft Système de commande automatique pour un camion pour la charge et / ou déchargé
FI123746B (fi) 2011-11-22 2013-10-15 Cargotec Finland Oy Järjestelmä konttipaikan osoittamiseksi ja mittaamiseksi konteilla kuormattavassa ajoneuvossa ja/tai sen perävaunussa
SG11201505782SA (en) * 2013-01-29 2015-08-28 Kang Miyeon Tyre-type gantry crane and straddle carrier for receiving supply of power in contactless fashion
CN107572377B (zh) * 2017-11-10 2019-04-19 山东鲁新起重设备有限公司 起重机对准装置
EP3663250B1 (fr) * 2018-12-03 2021-10-06 CAMCO Technologies NV Système et procédé d'alignement d'un camion terminal par rapport à une grue
FI130196B (en) * 2019-10-04 2023-04-17 Cargotec Finland Oy GRIPPER POSITION CONTROL

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US5142658A (en) * 1991-10-18 1992-08-25 Daniel H. Wagner Associates, Inc. Container chassis positioning system
KR100378948B1 (ko) * 1995-05-27 2003-05-23 삼성중공업 주식회사 크레인의컨테이너자동착탈장치
KR100388887B1 (ko) * 1995-10-30 2003-09-06 삼성중공업 주식회사 컨테이너용트럭의위치제어방법및그장치
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009060513B4 (de) * 2009-12-23 2013-11-14 Siemens Aktiengesellschaft Verfahren zur Ausrichtung eines Zugfahrzeugs, Steuerungsprogramm und Zielführungssystem

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Publication number Publication date
CN1247435C (zh) 2006-03-29
ATE428669T1 (de) 2009-05-15
KR20120060901A (ko) 2012-06-12
KR101321167B1 (ko) 2013-10-23
ES2324283T3 (es) 2009-08-04
AU2002212889A1 (en) 2002-05-06
WO2002034663A1 (fr) 2002-05-02
EP1337454A1 (fr) 2003-08-27
KR20030060924A (ko) 2003-07-16
KR20090084943A (ko) 2009-08-05
CN1484610A (zh) 2004-03-24
DE60138410D1 (de) 2009-05-28
KR20080075215A (ko) 2008-08-14
HK1055286A1 (en) 2004-01-02

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