JP2016064876A - Container Terminal - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a container terminal capable of solving congestion of unmanned carriers for container, on a crane yard, and achieving high speed travel of the unmanned carriers for container on a container yard.SOLUTION: A container terminal comprises: a first unmanned carrier path 22 on which an unmanned carrier 18 for container can travel between a crane yard 13 and a first container area 20; and a second unmanned carrier path 23 on which the unmanned carrier 18 for container can travel between the crane yard 13 and a second container area 21. The crane yard 13 comprises: a travel lane on which the unmanned carrier 18 for container travels; a transfer lane 35 on which loading of a container C to the unmanned carrier 18 for container is performed by a container crane 14; and crane yard side lane transmission areas 40 which allow lane transmission between the transfer lane 35 and the travel lane, and at least one of the first unmanned carrier path 22 and the second unmanned carrier path 23 has the travel lane.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a container terminal including a crane yard and a container yard.

  As a conventional container terminal, for example, a container terminal system disclosed in Patent Document 1 is known. The container terminal system disclosed in Patent Document 1 includes a container yard and a crane yard. A container for transportation has a substantially rectangular parallelepiped shape, and is stacked and stored in a container yard. A plurality of transfer cranes for loading and unloading containers are provided in the container yard. On the sea side of the container terminal, a crane yard is provided adjacent to the container yard, and a plurality of container cranes are provided in the crane yard to perform container handling on a berthed ship. A gate is provided on the side opposite to the crane yard. The gate has a manned chassis that is a manned transport vehicle such as a trailer that carries containers into or out of the container terminal from the container terminal.

  A travel route for manned transport vehicles on which a manned chassis travels is stretched in the container yard, between the container yard and each gate, and in the container yard and the crane yard. In addition, a travel route for the automatic guided vehicle on which AGV, which is an automatic guided vehicle, travels in the container yard and from the container yard to the crane yard. The AGV carries containers by automatic operation between the container yard and the crane yard. In the container yard, the unmanned transport vehicle travel route and the manned transport vehicle travel route intersect each other to form an intersection. A plurality of intersections are formed in the container yard, and an intersection vehicle entry guide means having a traffic light is provided at the intersections to prevent the manned chassis and AGV from entering the intersections at the same time.

  By the way, in the container terminal system disclosed by patent document 1, the driving path for unmanned conveyance vehicles is formed in 3 articles in the crane yard. The introduction section from the container yard closest to the crane yard to the crane yard and the lead-out section from the crane yard to the container yard closest to the crane yard in the unmanned transport vehicle travel route are formed in one line. For this reason, when the AGV heads from the container yard to the crane yard, it must pass through the introduction section. In addition, when AGV heads from the crane yard to the container yard, it must pass through the derivation section.

JP 2000-44063 A

  However, since the container terminal system disclosed in Patent Document 1 has one introduction section and one derivation section, there is a problem that the AGV is congested in the introduction section and the derivation section even if the AGV can move at high speed. is there. The congestion of AGV in the introduction section and the outflow section makes it impossible to utilize the mobility of AGV and hinders efficient cargo handling in the container yard. In order to eliminate the congestion of AGV in the introduction section and the derivation section, it is only necessary to increase the number of unmanned transport vehicle travel routes (double track). This causes the problem of increasing the number of intersections in the vehicle travel route. The increase in intersections in the unmanned transport vehicle travel route complicates AGV control in the intersections, and increases the chances of deceleration and temporary stop for avoiding interference between AGVs in the intersections. That is, the traveling speed of the AGV in the container yard is lowered, and efficient container transportation is hindered. As a result, the cargo handling capacity of the container terminal is lowered.

  The present invention has been made in view of the above problems, and an object of the present invention is to eliminate the congestion of the automatic guided vehicle for containers in the crane yard and to enable the automatic guided vehicle for containers to travel at high speed in the container yard. To provide container terminals.

  In order to solve the above-described problems, the present invention provides a crane yard in which a container is loaded and unloaded with respect to a ship that touches the quay, a container crane that is provided in the crane yard and handles the container, and a container. A container yard having a plurality of container accumulation blocks that are temporarily stored, and the container yard includes a first container area located on the crane yard side, and the container yard more than the first container area. A second container area located away from the crane yard, and the containerless automatic guided vehicle can circulate in one direction between the crane yard and the first container area. A route, and an outer periphery of the first automatic guided vehicle route, the crane yard and the second container A second automatic guided vehicle path that allows the automatic guided vehicle to circulate in one direction with respect to the rear, and a traveling lane in which the automatic guided vehicle for the container travels in the crane yard A transfer lane that handles the container with respect to the container automatic guided vehicle by the container crane, and a crane yard side lane transfer area that enables lane transfer between the transfer lane and the traveling lane, And at least one of the first automatic guided vehicle route and the second automatic guided vehicle route has the travel lane.

In the present invention, the container automated guided vehicle traveling in the first container area and the container automated guided vehicle traveling in the second container area enter the crane yard without interfering with each other in the container yard. In the crane yard, the automatic guided vehicle for a container travels in the traveling lane, and then moves to the transfer lane in the crane yard side lane transition region. In the transfer lane, the container is transferred between the vessel and the stopped automatic guided vehicle for containers by a container crane. The container automated guided vehicle that has completed the transfer of the container in the transfer lane moves from the transfer lane to the traveling lane, and the container automated guided vehicle that has moved to the traveling lane is the first automatic guided vehicle route or the second automatic guided vehicle. Drive along the car route toward the container yard.
According to the present invention, the lane shift of the automatic guided vehicle can be performed between the traveling lane and the transfer lane in the crane yard side lane transition region, and the first automatic guided vehicle route and the second automatic guided vehicle route are provided. Therefore, it is possible to avoid the congestion of the automatic guided vehicle for containers in the container yard. In addition, since there is no transfer of the container automatic guided vehicle between the first automatic guided vehicle route and the second automatic guided vehicle route on the container yard side, the container automatic guided vehicle can be driven at high speed in the container yard. is there.

In the container terminal, one of the first automatic guided vehicle route and the second automatic guided vehicle route has the travel lane, and the first automatic guided vehicle route and the second automatic guided vehicle route The other may be configured to have the transfer lane.
In this case, it is not necessary to provide a transfer lane separately from the traveling lane, and the number of lanes of the automatic guided vehicle for containers can be suppressed in the crane yard.

Further, in the container terminal, the container yard can be shifted between the first automatic guided vehicle route and the second automatic guided vehicle route. It is good also as a structure provided with the path | route transfer part to perform.
In this case, since it is possible to shift the metering route between the first automatic guided vehicle route and the second automatic guided vehicle route on the container yard side, the container yard for the first automatic guided vehicle route and the second automatic guided vehicle route is used. It is possible to eliminate the congestion of automated guided vehicles.

In the container terminal, the traveling lane is juxtaposed with the transfer lane, the low-speed lane in which the containerless automatic guided vehicle travels at a low speed, and the low-speed lane are juxtaposed, and the automatic guided vehicle for container A high-speed lane capable of high-speed traveling, and the crane yard-side lane transition region can be configured such that the container automatic guided vehicle can be shifted between the high-speed lane and the low-speed lane. Good.
In this case, the traveling lanes increase in the crane yard, the containerless guided vehicle can travel at high speed in the high speed lane, and the containerless guided vehicle can travel at low speed in the low speed lane so as to easily shift to the transfer lane. For this reason, the traffic jam of the automatic guided vehicle for containers in a container yard can be avoided further.

  According to the present invention, there is provided a container terminal that eliminates the traffic jam of a container automated guided vehicle in a crane yard and enables the container automated guided vehicle to travel at high speed.

It is a top view which shows the outline | summary of the container terminal which concerns on 1st Embodiment. It is a top view which shows the principal part of the container yard which concerns on 1st Embodiment. (A) is a top view which shows the state which the automatic guided vehicle for containers reached the skew starting position of the 1st driving | running lane. (B) is a top view which shows the state which the automatic guided vehicle for containers reached the transfer position of the transfer lane. (C) is a top view which shows the state which the automatic guided vehicle for containers reached the skew end position of the 1st driving lane. (A) is a principal part top view which shows the state in which the automatic guided vehicle for containers reached the skew starting position of the 2nd driving lane. (B) is a principal part top view which shows the state which the automatic guided vehicle for containers reached the transfer position of the transfer lane. (C) is a principal part top view which shows the state which the automatic guided vehicle for containers reached the skew end position of the 2nd driving lane. (A) is a principal part top view which shows the example through which the automatic guided vehicle for containers passes a 1st driving | running | working lane, a transfer position, and a 2nd driving | running lane. (B) is a principal part top view which shows the example which the automatic guided vehicle for containers passes through a 2nd driving | running lane, a transfer position, and a 1st driving | running lane. (C) is a principal part top view which shows the state in which another automatic guided vehicle for containers waits in a standby position besides the container automatic handling vehicle performs a cargo handling at the transfer position. It is a top view which shows the principal part of the container terminal which concerns on 2nd Embodiment. It is a top view which shows the outline | summary of the container terminal which concerns on 3rd Embodiment. It is a top view which shows the principal part of the container terminal which concerns on 3rd Embodiment.

(First embodiment)
Hereinafter, the container terminal according to the first embodiment will be described with reference to the drawings.
As shown in FIG. 1, the container terminal 10 has a quay 12 on which a container ship 11 as a ship can berth. The container ship 11 has a hull capable of loading a large number of ISO standard containers (hereinafter referred to as “containers”) C, and can berth in a state where the berth side and the quay 12 face each other. The container terminal 10 includes a crane yard 13 that is an area for mainly transferring the container C to and from the container ship 11 in a berthing state. In the crane yard 13, a plurality of (three) container cranes 14 are arranged along the quay 12. The container crane 14 mainly transfers the container C between the container ship 11 and the crane yard 13. The container crane 14 can reciprocate parallel to the quay 12.

  The container terminal 10 includes a container yard 15 adjacent to the crane yard 13 as an area for temporarily storing the container C. In the container yard 15, a plurality of container accumulation blocks 16 that are partitioned into rectangles are arranged in a direction perpendicular to the quay 12. The longitudinal direction of the container stacking block 16 is parallel to the quay 12. Each container accumulation block 16 includes a block crane 17 that handles the container C, and the block crane 17 reciprocates in the longitudinal direction of the container accumulation block 16.

  In the present embodiment, the container yard 15 includes a first container area 20 on the crane yard 13 side and a second container area 21 located farther from the crane yard 13 than the first container area 20. In each of the first container area 20 and the second container area 21, four container accumulation blocks 16 are set.

  The container terminal 10 includes a first automatic guided vehicle path 22 and a second automatic guided vehicle path 23. The first automatic guided vehicle path 22 is a path for circulating the container automatic guided vehicle 18 in one direction between the first container area 20 and the crane yard 13. The second automatic guided vehicle path 23 is a path for circulating the container automatic guided vehicle 18 in one direction between the second container area 21 and the crane yard 13.

  The container automated guided vehicle 18 travels along the first automated guided vehicle path 22 and the second automated guided vehicle path 23 and transports the container C between the crane yard 13 and the container yard 15. The container automated guided vehicle 18 includes a plurality of wheels on the vehicle body, and the direction of the wheels can be changed for each wheel. According to the container automated guided vehicle 18, in addition to straight traveling and curve traveling, traveling (slope traveling and transverse traveling) in which the course is changed without changing the direction of the vehicle body is possible. The container automatic guided vehicle 18 is provided with a position detection sensor (not shown). The position detection sensor reads a marker (for example, an RFID tag) provided at an interval in the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23, thereby recognizing the current position of the automatic guided vehicle 18 for containers. The The container terminal 10 is provided with an automatic control device 19 that controls automatic traveling of the automatic guided vehicle 18 for containers. The automatic control device 19 wirelessly communicates with each container automatic guided vehicle 18 and issues a travel control command to each container automatic guided vehicle 18 according to the operation status of each container automatic guided vehicle 18. The automatic control device 19 of the present embodiment controls the automatic traveling of the container automated guided vehicle 18 and also controls the entire container terminal 10 excluding the container crane 14 by grasping the situation related to the cargo handling of the container C. .

  In the container yard 15, a trailer path Y along which the manned trailer T travels is set. Between the manned trailer T and the container accumulation block 16, the block crane 17 can handle the container C. The manned trailer T is a vehicle that is driven by a driver and towed or equipped with a chassis on which the container C can be mounted. The manned trailer T is a means for transporting the container C outside the container terminal 10. At the intersection of the trailer path Y of the manned trailer T and the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 in the container yard 15, a breaker (not shown) that restricts the passage of the manned trailer T is provided. Is provided. The breaker is controlled by the automatic control device 19, and when the container automatic guided vehicle 18 approaches the intersection, the breaker is operated to restrict the entry of the manned trailer T to the intersection.

The first automatic guided vehicle route 22 will be described.
The first automated guided vehicle path 22 includes a collection-side lane 24, an introduction lane 25, a first traveling lane 26, and a lead-out lane 27. The accumulation side lane 24 is provided for each container accumulation block 16 in the first container area 20, and is provided along the longitudinal direction of the container accumulation block 16. The container C is unloaded via the block crane 17 between the container automated guided vehicle 18 traveling on the accumulation side lane 24 and the container accumulation block 16. One of the accumulation side lanes 24 (right side in FIG. 1) is an entrance side, and the other (left side in FIG. 1) of the accumulation side lanes 24 is an exit side.

  The introduction lane 25 is a lane that is connected to the exit side of the accumulation-side lane 24, is provided in a direction orthogonal to the quay 12, and faces the crane yard 13. Of the container accumulation blocks 16 in the first container area 20, the accumulation side lanes 24 of the three container accumulation blocks 16 except the accumulation side lane 24 of the container accumulation block 16 farthest from the quay 12 merge with the introduction lane 25. For this reason, in the 1st automatic guided vehicle path | route 22, the three junction P1 where the introduction lane 25 and the exit side of the accumulation | storage side lane 24 merge is formed.

  The first traveling lane 26 is connected to the outlet side of the introduction lane 25 and is provided in parallel with the quay 12. In the present embodiment, since the container ship 11 brings the port side dock side into contact with the quay 12, the container automatic guided vehicle 18 travels from the stern side toward the bow side in the first travel lane 26. The first traveling lane 26 is a lane for traveling the container automated guided vehicle 18, and the container automated guided vehicle 18 traveling in the first traveling lane 26 does not normally stop even when decelerated.

  The lead-out lane 27 is connected to the exit side of the first traveling lane 26, is provided in a direction orthogonal to the quay 12, and heads from the crane yard 13 to the first container area 20. The lead-out lane 27 is connected to the entrance side of the accumulation side lane 24. Of the container accumulation blocks 16 in the first container area 20, the accumulation side lanes 24 of the three container accumulation blocks 16 except for the accumulation side lane 24 of the container accumulation block 16 farthest from the quay 12 are branched from the lead-out lane 27. Yes. For this reason, in the first automatic guided vehicle path 22, three branch points Q1 branching from the lead-out lane 27 to the entrance side of the accumulation side lane 24 are formed.

  In the present embodiment, the container automated guided vehicle 18 travels on the accumulation side lane 24 of each container accumulation block 16 in the first container area 20 in the first automated guided vehicle path 22, joins the introduction lane 25, and the crane. Drive toward yard 13. A section from the junction P1 closest to the crane yard 13 in the introduction lane 25 to the first traveling lane 26 is a section that is surely passed when the containerless automatic guided vehicle 18 heads for the crane yard 13. The automatic guided vehicle for container 18 travels from the introduction lane 25 to the first travel lane 26 in the crane yard 13. After traveling on the first traveling lane 26, the vehicle travels on the derivation lane 27 and travels toward the first container area 20. Therefore, in FIG. 1, the automatic guided vehicle for containers 18 circulates in the first automatic guided vehicle path 22 in a counterclockwise direction. Note that the section from the first travel lane 26 to the branch point Q1 closest to the quay 12 in the derivation lane 27 is a section through which the automatic guided vehicle for containers 18 always passes when heading to the first container area 20.

Next, the second automatic guided vehicle route 23 will be described.
The second automatic guided vehicle path 23 is provided on the outer periphery of the first automatic guided vehicle path 22 and includes an accumulation side lane 28, an introduction lane 29, a second traveling lane 30, and a derivation lane 31. The accumulation side lane 28 is provided for each container accumulation block 16 in the second container area 21, and is provided along the longitudinal direction of the container accumulation block 16. The container C is unloaded via the block crane 17 between the container automated guided vehicle 18 traveling on the accumulation side lane 28 and the container accumulation block 16. One of the accumulation side lanes 28 (right side in FIG. 1) is an entrance side, and the other of the accumulation side lanes 28 (left side in FIG. 1) is an exit side.

  The introduction lane 29 is connected to the exit side of the accumulation side lane 28, is provided in a direction orthogonal to the quay 12, passes through the first container area 20, and heads toward the crane yard 13. The introduction lane 29 is provided at a position farther from the container accumulation block 16 than the introduction lane 25 of the first automatic guided vehicle path 22. Of the container accumulation blocks 16 in the second container area 21, the accumulation side lanes 28 of the three container accumulation blocks 16 except the accumulation side lane 28 of the container accumulation block 16 farthest from the quay 12 merge with the introduction lane 29. For this reason, in the 2nd automatic guided vehicle path | route 23, the three junction P2 where the introduction lane 29 and the exit side of the accumulation | storage side lane 28 merge is formed.

  The second traveling lane 30 is connected to the exit side of the introduction lane 29 and is provided in parallel with the quay 12. The second traveling lane 30 is provided at a position closer to the quay 12 than the first traveling lane 26. In the present embodiment, the automatic guided vehicle for container 18 travels from the stern side toward the bow side in the second travel lane 30. The second traveling lane 30 is a lane for traveling the container automated guided vehicle 18, and the container automated guided vehicle 18 traveling in the second traveling lane 30 does not normally stop even when decelerated.

  The derivation lane 31 is connected to the exit side of the second traveling lane 30, is provided in a direction orthogonal to the quay 12, passes from the crane yard 13 to the second container area 21 through the first container area 20. It is. The derivation lane 31 is connected to the entrance side of the accumulation side lane 28. Of the container accumulation blocks 16 in the second container area 21, the accumulation side lanes 28 of the three container accumulation blocks 16 other than the accumulation side lane 28 of the container accumulation block 16 farthest from the quay 12 are branched from the lead-out lane 31. Yes. For this reason, in the second automatic guided vehicle path 23, three branch points Q2 branching from the lead-out lane 31 to the entrance side of the accumulation side lane 28 are formed.

  In the present embodiment, the container automated guided vehicle 18 travels on the accumulation lane 28 of each container accumulation block 16 in the second container area 21 in the second automated guided vehicle path 23 and merges into the introduction lane 29. Drive toward yard 13. A section from the junction P2 closest to the crane yard 13 in the introduction lane 29 to the second traveling lane 30 is a section that is surely passed when the containerless automatic guided vehicle 18 heads for the crane yard 13. Then, the container automatic guided vehicle 18 travels from the introduction lane 29 toward the second travel lane 30 in the crane yard 13, travels on the second travel lane 30, travels on the lead-out lane 31, and then travels on the first container area 20. And travel toward the second container area 21. Therefore, in FIG. 1, the container automatic guided vehicle 18 circulates in the second automatic guided vehicle path 23 in a counterclockwise direction. Note that the section from the second traveling lane 30 to the branch point Q2 closest to the quay 12 in the derivation lane 31 is a section through which the automatic guided vehicle for a container 18 always passes when heading to the second container area 21.

  By the way, the container terminal 10 of this embodiment is provided with a transfer lane 35 for loading and unloading the container C between the container ship 11 and the automatic guided vehicle 18 for the container in the crane yard 13. The transfer lane 35 of the present embodiment is provided between the first travel lane 26 and the second travel lane 30 in the crane yard 13, and is parallel to the first travel lane 26 and the second travel lane 30. It is.

  As shown in FIG. 2, on the introduction lanes 25 and 29 side of the transfer lane 35, a first branch lane 36 branched from the introduction lane 25 and joined to the transfer lane 35, and a branch branched from the introduction lane 29 and transferred. A second branch lane 37 that merges with the loading lane 35 is formed. The introduction lane 25 and the first branch lane 36 form a first branch point R1, the introduction lane 25 and the second branch lane 37 form a second branch point R2, and the first branch lane 36 and the second branch lane 37 are A junction S with the transfer lane 35 is formed.

  On the derivation lanes 27, 31 side of the transfer lane 35, a first merging lane 38 branched from the transfer lane 35 and merged with the derivation lane 27, and a first divergence from the transfer lane 35 and merged with the derivation lane 31. Two merge lanes 39 are formed. The first merge lane 38 and the second merge lane 39 form a branch point V with the transfer lane 35. The first merging lane 38 and the derivation lane 27 form a first merging point W1, and the second merging lane 39 and the derivation lane 31 form a second merging point W2.

  In the transfer lane 35, a transfer position F is set corresponding to the position where the container crane 14 handles the cargo. The transfer position F is a position at which the container automated guided vehicle 18 stops for container handling between the container ship 11 and the container automated guided vehicle 18. In the present embodiment, three transfer positions F are set in the transfer lane 35 corresponding to the three container cranes 14. If the container crane 14 moves, the transfer position F is changed as the container crane 14 moves.

In the present embodiment, the container automated guided vehicle 18 that travels in the first travel lane 26 and the second travel lane 30 performs lane shift by running obliquely and stops at the transfer position F.
For this reason, the first traveling lane 26 is set with a skew starting position G1 at which the containerless guided vehicle 18 starts traveling obliquely. The skew start position G1 is located upstream of the transfer position F in the traveling direction of the containerless automated guided vehicle 18 in the first traveling lane 26.
Similarly to the skew start position G1 of the first travel lane 26, the second travel lane 30 is set with a skew start position G2 at which the container automated guided vehicle 18 starts the skew travel.

In the present embodiment, the container automated guided vehicle 18 that has finished loading the container C at the transfer position F starts to run obliquely from the transfer position F and moves to the first travel lane 26 or the second travel lane 30. The lane shift is performed and the vehicle moves to the first traveling lane 26 or the second traveling lane 30.
For this reason, the first traveling lane 26 is set with a skew end position H1 at which the container automated guided vehicle 18 that has finished loading the container C at the transfer position F returns to the first traveling lane 26 again. . The skew end position H1 is located downstream of the transfer position F in the traveling direction of the containerless automatic guided vehicle 18 in the first traveling lane 26. Similarly to the skew end position H1 of the first travel lane 26, the second travel lane 30 has a skew end position H2 at which the automatic guided vehicle for container 18 finishes the skew travel from the transfer position F. Is set.

  In the present embodiment, the crane yard 13 includes a transfer lane 35 in which the container crane 14 loads and unloads the container C to the container automated guided vehicle 18, and the transfer lane 35 and the first travel lane 26 or the second travel lane 30. A crane yard side lane transition region 40 that enables lane transition between the lane and the lane is arranged. Crane yard-side lane transition region 40 including a transfer position F set with reference to the position of the container crane 14 and skew start positions G1, G2 and skew end positions H1, H2 corresponding to the transfer position F. Is set. The crane yard side lane transition area 40 is an area where the container automated guided vehicle 18 decelerates due to skew and stops due to transfer. In FIGS. 1 and 2, only the crane yard side lane transition region 40 corresponding to the central container crane 14 is shown for convenience of explanation, but the corresponding crane yard side lane transition region 40 also corresponds to the other container cranes 14. Is set.

  Next, the cargo handling of the container C in the container terminal 10 of this embodiment is demonstrated. Here, the case where the container C of the container ship 11 is unloaded at the crane yard 13 and temporarily stored in the container yard 15 will be described. When loading and unloading the container C from the container ship 11 that touches the quay 12, the automatic control device 19 instructs each container unmanned transport vehicle 18 to point the empty container unmanned transport vehicle 18 to the crane yard 13. Put out.

  The empty container guided vehicle 18 in the first automated guided vehicle path 22 travels at high speed on the introduction lane 25 toward the crane yard 13, and the crane yard 13 travels on the first traveling lane 26 at high speed. The empty containerless automatic guided vehicle 18 decelerates when it reaches the crane yard side lane transition region 40 where the containerless automatic guided vehicle 18 does not exist at the transfer position F. When another container automated guided vehicle 18 exists at the transfer position F, the first traveling lane reaches another crane yard side lane transition area 40 where the container automated guided vehicle 18 does not exist at the transfer position F. Drive 26. As shown in FIG. 3 (a), the decelerating empty automatic guided vehicle for container 18 runs at a low speed from the skew start position G1 to the transfer position F and moves from the first travel lane 26 to the transfer lane 35. The lane shift to is performed and stopped at the transfer position F.

  As shown in FIG. 3B, the container crane 14 loads and unloads the container C taken out from the container ship 11 onto the container automatic guided vehicle 18 stopped at the transfer position F. As shown in FIG. 3 (c), the container automated guided vehicle 18 loaded with the container C is skewed by the low speed travel from the transfer position F to the skew end position H1, and then from the transfer lane 35 to the first travel lane. The lane shift to 26 is performed. The container automated guided vehicle 18 that has returned to the first traveling lane 26 and passed through the crane yard-side lane transition region 40 travels from the first traveling lane 26 through the lead-out lane 27 at a high speed toward the first container area 20.

  The container automated guided vehicle 18 loaded with the container C heading to the first container area 20 travels on the accumulation side lane 24 of the container accumulation block 16 serving as a storage destination based on a command from the automatic control device 19 and corresponds to the storage destination. Stop at the specified position. The block crane 17 grips the container C with respect to the stopped automatic guided vehicle 18 for the container, and loads the container C to the storage location of the container accumulation block 16. The empty container guided vehicle 18 travels from the accumulation side lane 24 toward the introduction lane 25 and travels again toward the crane yard 13.

  On the other hand, the empty containerless guided vehicle 18 in the second automatic guided vehicle path 23 travels at high speed on the introduction lane 29 toward the crane yard 13, and the crane yard 13 travels on the second traveling lane 30 at high speed. The empty containerless automatic guided vehicle 18 decelerates when it reaches the crane yard side lane transition region 40 where the containerless automatic guided vehicle 18 does not exist at the transfer position F. When another container automated guided vehicle 18 exists at the transfer position F, the second traveling lane reaches another crane yard side lane transition region 40 where the container automated guided vehicle 18 does not exist at the transfer position F. Drive 30. As shown in FIG. 4 (a), the decelerating empty containerless guided vehicle 18 deviates from the skew start position G2 to the transfer position F by low-speed travel and moves from the second travel lane 30 to the transfer lane 35. The lane shift to is performed and stopped at the transfer position F.

  As shown in FIG. 4B, the container crane 14 loads and unloads the container C taken out from the container ship 11 onto the container automatic guided vehicle 18 stopped at the transfer position F. As shown in FIG. 4 (c), the automatic guided vehicle for containers 18 loaded with the container C is skewed from the transfer position F to the skew end position H2 by low-speed travel and is transferred from the transfer lane 35 to the second travel lane. The lane shift to 30 is performed. The container automated guided vehicle 18 that has returned to the second traveling lane 30 and passed through the crane yard-side lane transition region 40 travels at a high speed from the second traveling lane 30 through the lead-out lane 31 and heads toward the second container area 21.

  The container automated guided vehicle 18 loaded with the container C heading for the second container area 20 travels on the accumulation side lane 28 of the container accumulation block 16 serving as a storage destination based on a command from the automatic control device 19 and corresponds to the storage destination. Stop at the specified position. The block crane 17 grips the container C with respect to the stopped automatic guided vehicle 18 for the container, and loads the container C to the storage location of the container accumulation block 16. The empty container guided vehicle 18 travels from the accumulation side lane 28 to the introduction lane 29 and travels again toward the crane yard 13.

  Thus, in this embodiment, the container automatic guided vehicle 18 traveling in the first container area 20 and the container automatic guided vehicle 18 traveling in the second container area 21 interfere with each other in the container yard 15. Without entering the crane yard 13 respectively. In the crane yard 13, the automatic guided vehicle for container 18 travels to the transfer position F of the transfer lane 35 in the crane yard side lane transition region 40 after traveling on the first travel lane 26 (or the second travel lane 30). . In the transfer lane 35, the container C 14 transfers the container C between the container ship 11 and the stopped automatic guided vehicle 18 for containers. The container automated guided vehicle 18 that has completed the transfer of the container C in the transfer lane 35 moves from the transfer lane 35 to the first travel lane 26 (or the second travel lane 30). Then, the container automated guided vehicle 18 that has shifted to the first travel lane 26 (or the second travel lane 30) travels toward the container yard 15 through the derivation lane 27 (or the derivation lane 31). In the first traveling lane 26 (or the second traveling lane 30), the containerless automatic guided vehicle 18 travels without stopping. Therefore, in the first traveling lane 26 (or the second traveling lane 30), the containerless automatic guided vehicle 18 is moved. No traffic jams occur.

  By the way, in this embodiment, the automatic guided vehicle for containers 18 that travels on the first automatic guided vehicle path 22 travels on the first automatic guided vehicle path 22 and travels on the second automatic guided vehicle path 23. In principle, the vehicle 18 travels on the second automatic guided vehicle route 22. However, this is not the case when there is a significant difference in congestion between the containerless automatic guided vehicle 18 in the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23. For example, as shown in FIG. 5 (a), the automatic control device 19 moves the empty container automatic guided vehicle 18 from the skew start position G1 to the transfer position F, and after the container C is mounted, The container automated guided vehicle 18 is shifted from the transfer position F to the skew end position H <b> 2 of the second travel lane 30. Conversely, as shown in FIG. 5 (b), the automatic control device 19 moves the empty container automatic guided vehicle 18 from the skew start position G2 to the transfer position F, and after the container C is mounted. The container automated guided vehicle 18 may be shifted from the transfer position F to the skew end position H1 of the first travel lane 26.

  In the present embodiment, the automatic guided vehicle for containers 18 can be transferred from the introduction lane 25 to the transfer lane 35 through the first branch lane 36, and from the introduction lane 29 to the transfer lane 35 through the second branch lane 37. Can be migrated. Therefore, as shown in FIG. 5C, in the crane yard side lane transition region 40 closest to the introduction lanes 25 and 29, the standby position I is set upstream of the transfer position F of the transfer lane 35. Also good. In this case, even if another container automated guided vehicle 18 exists at the transfer position F, if the container automated guided vehicle 18 stands by at the standby position I, the first traveling lane 26 and the second traveling lane 30 are The automatic guided vehicle for containers 18 can always travel. For this reason, there is no traffic jam in the containerless automatic guided vehicle 18 in the first traveling lane 26 and the second traveling lane 30. In addition, in the crane yard side lane transition area 40 closest to the lead-out lanes 27 and 31, the automatic guided vehicle for containers 18 is not shifted from the transfer position F to the first traveling lane 26 or the second traveling lane 30, The transfer lane 35 may be caused to travel and be directed to the derivation lanes 27 and 29 through the first merge lane 38 and the second merge lane 39. In this case, the possibility that there is a traffic jam in the first travel lane 26 or the second travel lane 30 is further reduced by the container automated guided vehicle 18 traveling in the transfer lane 35.

  As for the container C loading / unloading from the container terminal 10 to the container ship 11, the lane transfer in the crane yard side lane transfer area 40 of the container automated guided vehicle 18 is the same as the container C loading / unloading from the container ship 11 to the container terminal 10. Same as the case. In the container terminal 10 of the present embodiment, the container automatic guided vehicle between the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 is only in the crane yard 13 where the automatic guided vehicle 18 stops or decelerates. Eighteen lane transitions are performed. For this reason, in the container yard 15, there is no intersection of the 1st automatic guided vehicle path | route 22 and the 2nd automatic guided vehicle path | route 23, and the automatic guided vehicle 18 for containers does not need to decelerate and stop.

According to the container terminal 10 which concerns on this embodiment, there exist the following effects.
(1) In the crane yard side lane transition area 40, the lane transition of the container automatic guided vehicle 18 can be performed between the first travel lane 26 (or the second travel lane 30) and the transfer lane 35. In addition, since the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 are provided, the congestion of the automatic guided vehicle for containers 18 in the crane yard 13 can be avoided. Moreover, since there is no path shift of the container automatic guided vehicle 18 between the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 on the container yard 15 side, the container automatic guided vehicle 18 in the container yard 15 is not provided. High speed running is possible. As a result, the cargo handling time of the container C with respect to the container ship 11 can be shortened, and the cargo handling efficiency of the container terminal 10 can be improved.

(2) The empty automatic guided vehicle for container 18 moves from the skew start position G1 to the transfer position F, and after the container C is mounted, the automatic guided vehicle for container 18 is moved from the transfer position F to the second position. The lane can be shifted to the skew end position H2 of the traveling lane 30. Further, the empty automatic guided vehicle for container 18 shifts to the lane from the skew start position G2 to the transfer position F, and after the container C is mounted, the automatic guided vehicle for container 18 moves from the transfer position F to the first run. The lane can be shifted to the skew end position H1 of the lane 26. In other words, in the crane yard side lane transition region 40, the route of the automatic guided vehicle for containers 18 can be shifted between the first automated guided vehicle route 22 and the second automated guided vehicle route 23. As a result, for example, the difference in congestion of the automatic guided vehicle for containers 18 in the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 is eliminated, and the decrease in the cargo handling efficiency of the container terminal 10 due to the difference in congestion is prevented. be able to.

(3) The container automated guided vehicle 18 can move from the introduction lane 25 to the transfer lane 35 through the first branch lane 36, and can move from the introduction lane 29 to the transfer lane 35 through the second branch lane 37. . For this reason, in the crane yard side lane transition area 40 closest to the introduction lanes 25 and 29, the container automatic guided vehicle 18 is at the standby position I even if another container automatic guided vehicle 18 exists at the transfer position F. If the vehicle is on standby, the automatic guided vehicle 18 can always travel on the first traveling lane 26 and the second traveling lane 30. For this reason, there is no traffic jam in the containerless automatic guided vehicle 18 in the first traveling lane 26 and the second traveling lane 30. Further, in the crane yard side lane transition region 40 closest to the derivation lanes 27 and 31, the automatic guided vehicle for containers 18 is not shifted from the transfer position F to the first travel lane 26 or the second travel lane 30, The transfer lane 35 may be caused to travel and be directed to the derivation lanes 27 and 29 through the first merge lane 38 and the second merge lane 39. In this case, the container-driven automated guided vehicle 18 travels in the transfer lane 35, so that the possibility of traffic jam in the first travel lane 26 or the second travel lane 30 can be further reduced.

(Second Embodiment)
Next, a container terminal according to the second embodiment will be described. The container terminal of this embodiment is different from that of the first embodiment in that the traveling lane of the second automatic guided vehicle route also serves as a transfer lane. In the present embodiment, the description of the first embodiment is used for the configuration common to the first embodiment, and the reference numerals are used in common.

  As shown in FIG. 6, in the container terminal 50 of the present embodiment, the transfer position F is set in the second traveling lane 30 of the second automatic guided vehicle path 23. That is, the second traveling lane 30 functions as a transfer lane. In the first traveling lane 26 in the first automated guided vehicle path 22, a skew start position G1 and a skew end position H1 corresponding to the transfer position F are set. A crane yard side lane transition area 51 including a skew start position G1, a transfer position F, and a skew end position H1 is set. In FIG. 6, only one container crane 14 is shown, but a plurality (three) of container cranes 14 are installed as in the first embodiment.

  A first branch lane 52 that is branched from the introduction lane 25 and merges with the second travel lane 30 is formed on the introduction lane 25 side of the first travel lane 26. The introduction lane 25 and the first branch lane 52 form a first branch point R1, and the first branch lane 52 forms a junction S2 with the second travel lane 30. Further, a second branch lane 53 that is branched from the introduction lane 29 and merges with the first travel lane 26 is formed on the introduction lane 29 side of the second travel lane 30. The introduction lane 29 and the second branch lane 53 form a second branch point R <b> 2, and the second branch lane 53 forms a junction S <b> 1 with the first travel lane 26. A second merging lane 54 that is branched from the first traveling lane 26 and merges with the derivation lane 31 is formed on the derivation lane 27 side of the first traveling lane 26. The second merge lane 54 forms a branch point V <b> 1 with the first travel lane 26. The second merging lane 54 and the derivation lane 31 form a second merging point W2. A first merging lane 55 that is branched from the second traveling lane 30 and merges with the derivation lane 27 is formed on the derivation lane 31 side of the second traveling lane 30. The first merge lane 55 forms a branch point V <b> 2 with the second travel lane 30. The first merge lane 55 and the lead-out lane 27 form a first merge point W1.

  In the present embodiment, when the container automated guided vehicle 18 traveling in the first traveling lane 26 reaches the crane yard side lane transition region 51 and there is no other container automated guided vehicle 18 at the transfer position F, the container is guided obliquely. The skew from the start position G1 to the transfer position F is started. When another container automated guided vehicle 18 exists at the transfer position F, the first traveling lane reaches another crane yard side lane transition region 51 where the container automated guided vehicle 18 does not exist at the transfer position F. Drive 26. The lane shift from the first traveling lane 26 to the second traveling lane 30 of the automatic guided vehicle 18 is performed by the skew from the skew starting position G1 to the transfer position F. When the cargo handling of the container C at the transfer position F is completed, the skew from the transfer position F to the skew end position H1 is started. The container automated guided vehicle 18 that has completed the skew travels on the lead-out lane 27.

  On the other hand, if the automatic guided vehicle for containers 18 traveling in the second traveling lane 30 does not have another automatic guided vehicle for containers 18 at the transfer position F, the lane shift will not occur even if it reaches the crane yard side lane transition region 51. Without performing, it stops when the transfer position F is reached. When the cargo handling of the container C at the transfer position F is completed, the vehicle travels on the second travel lane 30 and travels on the lead-out lane 31. In addition, when another container automatic guided vehicle 18 exists in the transfer position F, it waits in the upstream of the transfer position F, and if the transfer position F becomes empty, it will move to the transfer position F and transfer. At position F, container C is unloaded. When the cargo handling of the container C is completed, the container automated guided vehicle 18 travels from the second travel lane 30 to the lead-out lane 31.

  In the present embodiment, the lane shift due to the skew from the skew start position G1 to the transfer position F and the lane shift due to the skew from the transfer position F to the skew end position H1 pass through the first traveling lane 26. This is a basic traveling of the automatic guided vehicle 18 for containers. In addition, when the container handling vehicle 18 traveling in the second traveling lane 30 is loaded at the transfer position F and continues to travel in the second traveling lane, the container traveling in the second traveling lane 30 is also used. This is a basic traveling of the automatic guided vehicle 18. In the present embodiment, as a case other than the basic traveling of the automatic guided vehicle for containers 18, for example, the lane shift from the skew starting position G <b> 1 of the first traveling lane 26 to the transfer position F is performed, and You may drive the 2nd driving | running | working lane 30 as it is after the container handling. Alternatively, the vehicle travels in the second traveling lane 30, and after loading / unloading the container at the transfer position F, the lane shift is performed by the skew from the transfer position F to the skew end position H <b> 1, and the first travel lane 26 is traveled. May be.

  Further, in the present embodiment, the container automated guided vehicle 18 can be directed from the introduction lane 29 to the first travel lane 26 through the second branch lane 53 branched from the introduction lane 29. When the second traveling lane 30 is stagnant by the container-less guided vehicle 18 waiting for handling, if the second branch lane 53 is caused to travel and the first traveling lane 26 is caused to travel, the first traveling lane 26 To another crane yard side lane transition region 51. Further, in the present embodiment, the container automated guided vehicle 18 can be directed from the introduction lane 25 to the second travel lane 30 through the first branch lane 52 branched from the introduction lane 25. For example, if there are few automatic guided vehicles 18 for containers going from the second automatic guided vehicle path 23 to the crane yard side, the first branch lane 52 and the second traveling lane 26 are allowed to travel. The transfer position F can be aimed by traveling on the travel lane 30.

  Further, in the present embodiment, the container automated guided vehicle 18 can be directed from the first traveling lane 26 to the lead-out lane 31 through the first traveling lane 26 and the second joining lane 54. Furthermore, it is possible to make the container automatic guided vehicle 18 travel from the second traveling lane 30 to the lead-out lane 27 through the first merging lane 55 from the second traveling lane 30. Depending on the situation of the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 on the container yard 15 side, either the derivation lane 27 or the derivation lane 31 is selected as the travel destination of the container automatic guided vehicle 18. The

  According to the container terminal 50 which concerns on this embodiment, there exists an effect equivalent to the effect (1) of 1st Embodiment. Moreover, since the 2nd driving | running lane 30 has a function as a transfer lane, the container terminal 50 which concerns on this embodiment can reduce the number of lanes in a crane yard compared with 1st Embodiment. . As a result, the area of the crane yard in the container terminal can be reduced. In addition, when the second traveling lane 30 is congested, the container automated guided vehicle 18 can travel from the introduction lane 29 to the first traveling lane 26 through the first branch lane 52. In addition, the container automated guided vehicle 18 that has finished handling the container C at the transfer position F can travel from the first travel lane 26 to the lead-out lane 31 through the second merge lane 54. As a result, there is no traffic jam in the container automatic guided vehicle 18 in the first travel lane.

(Third embodiment)
Next, a container terminal according to the third embodiment will be described. In the container terminal of the present embodiment, the first traveling lane and the second traveling lane are double-tracked, and the container yard is unmanned for container between the first automatic guided vehicle route and the second automatic guided vehicle route. The second embodiment is different from the first embodiment in that the transfer vehicle can move. In the present embodiment, the description of the first embodiment is used for the configuration common to the first embodiment, and the reference numerals are used in common.

  In the container terminal 60 of the present embodiment shown in FIG. 7, the automatic guided vehicle for containers 18 can make a path transition between the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 in the container yard 15. A route transition unit is provided. Specifically, as shown in FIG. 7, an introduction that enables a route transition from the accumulation-side lane 24 farthest from the quay 12 in the first automatic guided vehicle route 22 to the introduction lane 29 of the second automatic guided vehicle route 23. A side path transition lane 61 is provided. Further, a derivation-side route transition lane 62 is provided that enables a route transition from the derivation lane 31 of the second automatic guided vehicle route 23 to the accumulation-side lane 24 farthest from the quay 12 in the first automatic guided vehicle route 23. .

  In the present embodiment, the first traveling lane 63 and the second traveling lane 66 of the crane yard 13 are doubled. The double-tracking of the first traveling lane 63 and the second traveling lane 66 allows the containerized automated guided vehicle 18 to travel transversely so that it can sufficiently cope with the increase in the traveling time even if the automated guided vehicle 18 travels laterally. The purpose is to avoid traffic jams in the first traveling lane 63 and the second traveling lane 66 due to traveling. As shown in FIG. 7, the first traveling lane 63 is provided on the container yard 15 side of the transfer lane 35. The first traveling lane 63 is juxtaposed with the transfer lane 35, and the first low-speed lane 64 in which the container unmanned transport vehicle 18 travels at a low speed and the first low-speed lane 64 are juxtaposed with each other. And a first high-speed lane 65 capable of high-speed travel. The second traveling lane 66 is provided on the quay 12 side of the transfer lane 35. The second traveling lane 66 is juxtaposed with the transfer lane 35, and the second low-speed lane 67 and the second low-speed lane 67 are juxtaposed with the containerless automatic guided vehicle 18 so that the containerless automatic guided vehicle 18 And a second high-speed lane 68 capable of high-speed travel. The first high-speed lane 65 and the second high-speed lane 68 are set as high-speed lanes in which the traveling speed of the automatic guided vehicle for containers 18 is allowed to the maximum speed (25 km / h). The first low-speed lane 64 and the second low-speed lane 67 are set as lanes for low-speed travel (maximum 9 km / h) in which the travel speed of the containerless automatic guided vehicle 18 is limited. The first high-speed lane 65 and the second high-speed lane 68 are lanes for running the container automatic guided vehicle 18, and the container automatic guided vehicle 18 running on the first high-speed lane 65 and the second high-speed lane 68 is skewed. Even if the vehicle is decelerated for traveling, it does not travel or stop at low speeds.

  As shown in FIGS. 7 and 8, the crane yard 13 has a crane so as to straddle the first low speed lane 64, the first high speed lane 65, the transfer lane 35, the second low speed lane 67, and the second high speed lane 68. A yard side lane transition area 69 is provided. In the present embodiment, in the crane yard side lane transition region 69, the container automated guided vehicle 18 performs lane transition between the first low speed lane 64 and the first high speed lane 65 by running obliquely. Further, the container automated guided vehicle 18 performs lane transition between the first low-speed lane 64 and the transfer lane 35 by traverse traveling in the crane yard side lane transition region 69. Further, the automatic guided vehicle for container 18 performs lane transition between the second low-speed lane 67 and the second high-speed lane 68 by oblique running, and lane transition between the second low-speed lane 67 and the transfer lane 35. By traversing. Although the transition from the first low-speed lane 64 (or the second low-speed lane 67) to the transfer lane 35 can be performed by skew, only the transition in the traverse traveling which is the most characteristic feature in this embodiment will be described. Note that traveling during traversing travel is extremely slow (0.5 km / h) compared to low speed travel (9 km / h) of the first low speed lane 64 and the second low speed lane 67. Equivalent to.

  The transfer lane 35 in the crane yard side lane transfer area 69 is provided with a transfer position F and a standby position I. The first low-speed lane 64 is provided with a traverse start position J1 facing the standby position I and a traverse end position K1 facing the transfer position F. The traverse start position J1 is a position at which the automatic guided vehicle for containers 18 traveling in the first low-speed lane 64 starts lane shift by traversing toward the standby position I. The traversing end position K1 is a position where the containerless guided vehicle 18 for traversing from the transfer position F to the first low-speed lane 64 is terminated. The first high-speed lane 65 is provided with a skew start position G1 and a skew end position H1. The skew start position G1 is a position at which the container automated guided vehicle 18 that travels in the first high-speed lane 65 starts lane transition by traveling obliquely toward the traverse start position J1. The skew end position H1 is a position at which the containerless automated guided vehicle 18 from the traverse end position K1 toward the first high-speed lane 65 ends the skew travel.

  On the other hand, the second low-speed lane 67 is provided with a traverse start position J2 facing the standby position I and a traverse end position K2 facing the transfer position F. The traverse start position J2 is a position at which the automatic guided vehicle for containers 18 traveling in the second low-speed lane 67 starts lane shift by traversing toward the standby position I. The traverse end position K <b> 2 is a position at which the traverse traveling of the automatic guided vehicle for container 18 from the transfer position F toward the second low-speed lane 67 ends. The second high-speed lane 68 is provided with a skew start position G2 and a skew end position H2. The skew start position G2 is a position at which the automatic guided vehicle for containers 18 traveling in the second high-speed lane 68 starts lane shift by traveling obliquely toward the transverse start position J2. The skew end position H2 is a position at which the containerless automated guided vehicle 18 from the traverse end position K2 to the second high-speed lane 68 ends the skew travel.

  In this embodiment, the empty container guided vehicle 18 in the first automated guided vehicle path 22 travels at a high speed on the introduction lane 25 toward the crane yard 13, and the crane yard 13 travels on the first high speed lane 65 at a high speed. . The empty containerless automatic guided vehicle 18 decelerates when it reaches the crane yard side lane transition region 69 where the containerless automatic guided vehicle 18 does not exist at the traverse start position J1 of the first low-speed lane 64. When another container automated guided vehicle 18 exists at the traverse start position J1, the container automatic guided vehicle 18 is another crane yard side lane where the container automated guided vehicle 18 does not exist at the traverse start position J1. Travel through the first high speed lane 65 to the transition area 69. When another container automatic guided vehicle 18 does not exist at the traverse start position J1, the empty container automatic transport vehicle 18 is slanted from the skew start position G1 to the traverse start position J1 by low-speed traveling to the first high speed lane. A lane shift from 65 to the first low-speed lane 64 is performed. The container automated guided vehicle 18 that has reached the traverse start position J1 traverses toward the standby position I and moves from the first low-speed lane 64 to the transfer lane 35. When the container automatic guided vehicle 18 that has reached the standby position I moves to the transfer position F when there is no other container automatic guided vehicle 18 at the transfer position F, the container automatic guided vehicle 18 moves to the transfer position F. When the transport vehicle 18 exists, it waits at the standby position I.

  The container crane 14 loads and unloads the container C taken out from the container ship 11 onto the container automatic guided vehicle 18 stopped at the transfer position F. The container automated guided vehicle 18 loaded with the container C traverses from the transfer position F to the traverse end position K1, and moves from the transfer lane 35 to the first low-speed lane 64. The container automated guided vehicle 18 that has reached the transverse end position K1 travels obliquely from the transverse end position K1 toward the oblique end position H1, and makes a lane transition from the first low-speed lane 64 to the first high-speed lane 65. . The container automated guided vehicle 18 that has returned to the first high-speed lane 65 and passed through the crane yard-side lane transition area 40 travels at a high speed on the derivation lane 27 from the first high-speed lane 65, and is a temporary storage destination for the container C. Head to one container area 20.

  In addition, the empty container guided vehicle 18 passing through the second high-speed lane 68 performs the lane shift by the skew traveling from the skew starting position G2 to the transverse starting position J2, similarly to the first traveling lane 63 side. Further, the container automatic guided vehicle 18 performs lane shift by traversing from the traverse start position J2 to the standby position I, and moves to the transfer position F. Furthermore, the container automatic guided vehicle 18 performs a lane shift by a skew travel from the traverse end position K2 to the skew end position H2 after a lane shift by the traverse travel from the transfer position F to the traverse end position K2. From the second high speed lane 68, the vehicle travels at a high speed on the derivation lane 31 and heads for the second container area 21 where the container C is temporarily stored.

  In the present embodiment, by providing the introduction-side route transition lane 61, the container-less automated guided vehicle 18 transits the route from the first automated guided vehicle route 22 to the second automated guided vehicle route 23 in the container yard 15. it can. Further, by providing the derivation-side route transition lane 62, the containerless guided vehicle 18 can shift the route from the second automated guided vehicle route 22 to the first automated guided vehicle route 23 in the container yard 15.

  In the crane yard side lane transition area 69, even if the container automatic guided vehicle 18 reached by the lane transition from the first high-speed lane 65 to the transfer position F is shifted to the second high-speed lane 68, the lane shift is performed. Good. Alternatively, the container automatic guided vehicle 18 reached by the lane shift from the second high-speed lane 68 to the transfer position F may be shifted to the first high-speed lane 65. Further, in the crane yard side lane transition region 69, another standby position may be provided on the upstream side of the standby position I of the transfer lane 35. Further, depending on the situation of the crane yard side lane transition area 69, the container automated guided vehicle 18 may travel from the introduction lanes 25 and 29 toward the transfer lane 35. Furthermore, the container automated guided vehicle 18 may travel from the introduction lanes 25 and 29 toward the corresponding first low speed lane 64 and second low speed lane 67.

  The container terminal 60 of this embodiment has the same effect as the effect (1) of the first embodiment. In addition, since the first traveling lane 63 and the second traveling lane 66 are respectively double-tracked, the automatic guided vehicle for container 18 traveling in the first high-speed lane 65 and the second high-speed lane 68 is decelerated but stopped. Absent. For this reason, the congestion of the automatic guided vehicle 18 for containers in the crane yard 13 can be more reliably eliminated. Further, the container automatic guided vehicle 18 can be shifted between the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23 in the container yard 15. For this reason, even if there is a difference in the congestion of the automatic guided vehicle 18 for containers between the first automatic guided vehicle path 22 and the second automatic guided vehicle path 23, the unmanned container for containers on the container yard 15 side according to the congestion situation By changing the route of the transport vehicle 18, it is possible to eliminate the difference in congestion. This embodiment can further shorten the cargo handling time of the container C with respect to the container ship 11 and can further improve the cargo handling efficiency of the container terminal 10.

  The present invention is not limited to the above-described embodiment, and various modifications are possible within the scope of the gist of the invention. For example, the following modifications may be made.

○ In the above embodiment, the container loading / unloading when loading / unloading the container from / to the container ship has been mainly described. Similar effects can be obtained.
In the above embodiment, the container yard is divided into two container areas, a first container area and a second container area. However, three or more container areas may be divided. For example, when the container area is divided into three, a third automatic guided vehicle route is provided in addition to the first automatic guided vehicle route and the second automatic guided vehicle route. Three driving lanes may be provided. That is, an automated guided vehicle route corresponding to the number of container areas to be divided may be provided.
In the above embodiment, a single container terminal has been described. However, another container terminal having the same configuration as that of the embodiment may be provided next to the container terminal of the embodiment. In this case, the connection route of the automatic guided vehicle for containers from the container yard of the embodiment to the container yard of another container terminal, or the connection of the automatic guided vehicle for containers from the container yard of another container terminal to the container yard of the embodiment A route may be provided in the crane yard.
In the above embodiment, the branch lane and the merge lane are provided so as to connect the first automatic guided vehicle route and the second automated guided vehicle route in the crane yard. It is not a requirement. In the case of a container terminal that does not have a branch lane and a merge lane, the container automated guided vehicle 18 does not reach the transfer position without performing lane transfer in the lane transfer region on the crane yard side.
○ In the above embodiment, the container handling between the ship and the container yard has been described. However, the container terminal of the present invention performs container rearrangement (marshall shift) when the ship is absent. Is also possible. In this case, only the container yard block crane is used, and the crane yard container crane is not used. In the case of container rearrangement, the container automatic guided vehicle can be driven at a high speed in the traveling lane and the transfer lane in the crane yard. The restriction on the low-speed traveling of the automatic guided vehicle for containers is applied when the container is handled in the crane yard.
○ Marshall shift may be done while container handling with a ship. In particular, according to the present invention, the processing capacity of the container liquid is drastically improved, so that the simultaneous work of the marshall shift and the container cargo handling on the ship is further facilitated.
In the second embodiment described above, the second traveling lane also serves as the transfer lane, but this is not restrictive. For example, the first travel lane may also serve as the transfer lane, and the second travel lane may function as the travel lane.
In the third embodiment, one introduction side path transition lane 61 and one derivation side path transition lane 62 are provided as a path transition unit in the container yard. A plurality of 62 may be provided. However, as the number of route transition portions increases, the number of junctions and branch points between the first automatic guided vehicle route and the second automatic guided vehicle route in the container yard increase. It is preferable that the number of route transition portions is small.
○ In the above third embodiment, the transition from the low speed lane to the transfer lane and the transition from the transfer lane to the low speed lane have been described only for the transition by traversing. However, the present invention is not limited to this. It is. Specifically, for example, the vehicle may enter the transfer lane from the low-speed lane by running obliquely, and may move from the transfer lane to the low-speed lane by running horizontally. Alternatively, the vehicle may enter the transfer lane from the fast lane by traversing, and may move from the transfer lane to the low-speed lane by running obliquely. Furthermore, the transfer lane may be entered from the low speed lane by running obliquely, and may be transferred from the transfer lane to the low speed lane by running obliquely.

10, 50, 60 Container terminal 11 Container ship 13 Crane yard 14 Container crane 15 Container yard 16 Container accumulation block 17 Block crane 18 Automatic guided vehicle 20 First container area 21 Second container area 22 First automatic guided vehicle path 23 Second Automated guided vehicle route 24 Accumulation side lanes 25, 29 Introduction lanes 26, 63 First travel lanes 27, 31 Derivation lanes 28 Accumulation side lanes 30, 66 Second travel lane 31 Derivation lanes 35 Transfer lanes 40, 51, 69 Crane yard Side lane transition area 61 Introduction side path transition lane 62 Derivation side path transition lane 64 First low speed lane 65 First high speed lane 67 Second low speed lane 68 Second high speed lane C Container F Transfer position G1, G2 Skew start position H1 , H2 Skew end position I Standby position J1, 2 rampant start position K1, K2 rampant end position

Claims (4)

A crane yard where containers are loaded on ships berthing on the quay;
A container crane that is provided in the crane yard and handles the container;
In a container terminal comprising a container yard in which a plurality of container accumulation blocks for temporarily storing containers are partitioned,
The container yard is
A first container area located on the crane yard side;
A second container area located farther from the crane yard than the first container area,
A first automatic guided vehicle path that allows the container automatic guided vehicle to circulate in one direction between the crane yard and the first container area;
A second automatic guided vehicle path that is disposed on an outer periphery of the first automatic guided vehicle path and allows the automatic guided vehicle for circulation to circulate in one direction between the crane yard and the second container area; With
In the crane yard,
A traveling lane in which the automatic guided vehicle for containers travels;
A transfer lane for loading and unloading the container with respect to the container automatic guided vehicle by the container crane;
A crane yard side lane transition area enabling lane transition between the transfer lane and the traveling lane is arranged,
At least one of the first automatic guided vehicle route and the second automatic guided vehicle route has the traveling lane. One of the first automated guided vehicle route and the second automated guided vehicle route has the travel lane,
The container terminal according to claim 1, wherein the other of the first automatic guided vehicle route and the second automatic guided vehicle route has the transfer lane.   The container yard is provided with a path transition unit that enables a path transition of the automatic guided vehicle for containers between the first automated guided vehicle path and the second automated guided vehicle path. The container terminal according to claim 1. The travel lane is
A low-speed lane that is juxtaposed with the transfer lane, where the automatic guided vehicle for containers travels at a low speed,
A high-speed lane that is juxtaposed with the low-speed lane and capable of high-speed traveling of the automatic guided vehicle for containers,
The said crane yard side lane transition area | region enables the lane transition of the said automatic guided vehicle for containers between the said high speed lane and the said low speed lane. Container terminal.

Images