JP5969095B2 - Container terminal and its control method - Google Patents

Description

  The present invention relates to a container terminal and a control method that reduce the movement efficiency of a yard crane straddling a storage lane to increase cargo handling efficiency and suppress energy consumption.

  The container terminal is a facility for loading or unloading containers to / from a ship, and loading and unloading containers with an external chassis for land transportation. It is also a facility that temporarily stores containers that have been loaded or unloaded.

  At present, with the rapid development of container transportation systems on international routes, automation and labor saving of cargo handling and storage operations in container terminals are desired. In other words, it is important to transport containers between the ship and the container terminal, to automate and improve the efficiency at the container storage part of the container terminal, and to reduce the cost.

  Therefore, the storage lane is extended in a direction substantially orthogonal to the quay and equipped with an automatic guided vehicle that switches back between the storage lanes. A gate is provided on the opposite side of the quay side to provide an external chassis and transfer crane (yard crane). ) And a container terminal provided with an area for cargo handling (see, for example, Patent Document 1). In this container terminal, since the foreign chassis has no manned foreign chassis entering the storage area, the storage area ratio is increased and the container terminal can be automated.

  However, especially when the container stored in the storage lane is carried out to the foreign chassis and from the foreign chassis and stored in the storage lane, the transfer crane (yard crane) moves on the storage lane while holding the container. There is a problem that cargo handling efficiency deteriorates. This is because the transfer speed of the transfer crane (yard crane) is as low as about 18 km / h.

  In addition, in the container terminal described in Patent Document 1, in order to efficiently place the container on the storage lane so that it can be loaded into the ship and carried out to the foreign chassis, the transfer distance of the transfer crane (yard crane) is also used. You have to make more. When installing a storage lane that extends in the direction perpendicular to the quay crane traveling direction, that is, in the sea-land direction, the container loaded from the foreign chassis and loaded into the ship is placed on the sea side of the storage lane and unloaded from the ship. If the container to be transported to the foreign chassis is placed on the land side of the storage lane, cargo handling efficiency will increase. In the container terminal described in Patent Document 1, the efficiency decreases because the transfer crane (yard crane) picks up the container and travels in the storage lane particularly when the container terminal is carried out and carried into the foreign chassis.

  Furthermore, the method in which a transfer crane (yard crane) hangs and transports a container is inferior in cargo handling efficiency, which causes a problem that wasteful energy is consumed.

On the other hand, in a container terminal that includes a yard crane that moves in the longitudinal direction of the storage lane and separates and stores the container to be carried out and the container that has been carried in, as shown in FIG. And a container terminal provided with a large yard crane 112 straddling the yard crane 111. Since this container terminal can pass the yard crane 111 and the yard crane 112 without colliding, the container k can be efficiently arranged in the storage lane 110. However, since it is necessary to move the yard cranes 111 and 112 for a long distance, it takes much time. In addition, there is a problem that the manufacturing cost and the maintenance cost of the large yard crane 112 increase.

Patent No. 4418195

  The present invention has been made in view of the above problems, and its purpose is to shorten the moving distance of the yard crane and to carry the container loaded from the foreign chassis and loaded into the ship and unloaded from the ship. It is to provide a container terminal capable of improving the efficiency of cargo handling by efficiently arranging containers to be transported to a chassis in a storage lane and a control method therefor. In addition, it is to provide a container terminal that can reduce energy consumption and a control method thereof.

A container terminal according to the present invention for solving the above problem is a container terminal comprising a storage lane for storing containers, and at least two yard cranes that can reciprocate in the longitudinal direction of the storage lane across the storage lane. The reciprocating carriage for transporting the container by reciprocating along the longitudinal direction of the adjacent area of the storage lane, and one end of the storage lane in the longitudinal direction on one side of the storage lane by the one yard crane. A first delivery area for delivering the container between the outside and the reciprocating carriage, and the outside of the other end portion in the longitudinal direction of the storage lane, and the outside of the storage lane and the reciprocating carriage by the other yard crane. And a second delivery area for delivering the container to the container.

  According to this configuration, the circular transport carriage or the foreign chassis and the reciprocating carriage deliver the container via one yard crane outside the end of the storage lane, and the reciprocating carriage can carry the container to the other yard crane. it can. By using the reciprocating carriage for transporting containers in the storage lane area, the moving distance (traveling distance) of the yard crane can be shortened, and the time required for cargo handling work can be shortened. Moreover, energy consumption can be suppressed by shortening the moving distance (traveling distance) of the yard crane and transporting the container with a reciprocating carriage that is lighter and consumes less energy.

Round trip bogie can move to the first transfer area and the second transfer region, without yard crane little moved, from circulating transport vehicle or foreign chassis to the shuttle vehicle, or circulating transport vehicle or foreign from shuttle vehicle Containers can be passed to the chassis. Therefore, the moving distance of the yard crane can be further suppressed.

By providing the first delivery area where one yard crane handles the circular conveyor cart, the travel distance of the circular conveyor cart is reduced, and at the same time, the number of the circular conveyor carts is reduced and the cost is lower than that of the circular conveyor cart. Cost can be reduced by using a reciprocating carriage. Moreover, safety is increased by providing the second delivery area for handling the foreign chassis.

Round trip carriage need only reciprocate in the longitudinal direction of the storage lane, it is possible to suppress the manufacturing cost than circulating transport vehicle. Further, by forming the reciprocating path with rails, the control of the reciprocating carriage can be simplified. Therefore, it is possible to further reduce the cost for the reciprocating carriage.

The storage lane is formed in a state in which the storage lane has a longitudinal direction in the sea-land direction, and the storage lane is a storage area for storing containers that are loaded from the foreign chassis and then transported to the ship, and the foreign chassis after being loaded from the ship. A container area for storing containers to be stored in the storage lane, the container area being formed on the sea side of the storage lane, and the container area being formed on the land side of the storage lane. .

In order to achieve the above object, the container terminal control method of the present invention is a container terminal control method comprising a storage lane storing containers and at least two yard cranes straddling the storage lanes. When the container is loaded into the storage lane from the outside, one of the yard cranes is stopped outside the longitudinal end of the storage lane, and the yard crane is loaded from the outside of the storage lane. The container is then transferred to a reciprocating carriage, and the reciprocating carriage that has received the container transports the container toward the other yard crane that is waiting at a predetermined position in the storage lane. A yard crane receives the container from the reciprocating carriage and then stores it in the storage lane. It is characterized in.

  According to this method, the transport distance of the container by the yard crane whose movement speed is slower than that of the reciprocating carriage can be shortened, and the shortened container can be transported by the reciprocating carriage having a movement speed faster than that of the yard crane. Therefore, the cargo handling efficiency of the container terminal can be increased. In addition, when comparing the energy consumed by the yard crane and the reciprocating carriage, the reciprocating carriage consumes less energy. Therefore, energy consumption can be suppressed by transporting the container with a round-trip cart instead of the yard crane.

When unloading a container from the storage lane to the outside of the storage lane, one of the yard cranes stopped at a predetermined position in the storage lane moves the container stored in the storage lane to a reciprocating carriage and receives the container. The reciprocating carriage transports the container toward the other yard crane stopped outside the longitudinal end of the storage lane, and the other yard crane receives the container from the reciprocating carriage and then receives it outside the storage lane. It can be configured to pass.

When the storage lane is formed in a state having a longitudinal direction in the sea-land direction, and the container to be carried out to the ship after being carried in from the foreign chassis is placed on the sea side when being placed in the storage lane, after being carried in from the ship When the container carried out to the foreign chassis is stored in the storage lane, it can be arranged on the land side.

The movement distance Ya Dokuren on which as much as possible reduced, can be the most efficient arrangement the arrangement of the storage lane container.

  According to the present invention, even when a container is placed in a storage lane at an efficient position for carrying out and carrying in, the moving distance of the yard crane can be shortened, and the container is received from the storage lane to the quay crane and the foreign chassis. Since the moving distance of the yard crane can be shortened also when handing over, the cargo handling efficiency of the container terminal can be increased. In addition, it is possible to reduce the energy consumption of the container terminal by increasing the cargo handling efficiency of the container terminal and reducing the power consumption by reducing the container transportation by the yard crane.

It is the top view which showed the container terminal of 1st Embodiment which concerns on this invention. It is an arrow view shown by II-II of FIG. It is an arrow line view shown by III-III of FIG. It is the figure which expanded the sea side delivery area | region (1st delivery area | region) 44 of FIG. FIG. 5 is an arrow view indicated by VV in FIG. 2. FIG. 6 is a view taken in the direction of arrow VI-VI in FIG. 2. FIG. 2 is an arrow view showing an operation of loading and unloading containers from a ship in II-II in FIG. 1. FIG. 2 is an arrow view showing an operation of carrying a container from an external chassis in II-II of FIG. 1. FIG. 2 is an arrow view showing an operation of loading a container on a ship in II-II of FIG. 1. FIG. 2 is an arrow view showing an operation of carrying out a container to an external chassis in II-II in FIG. 1. It is the enlarged view which showed a part of container terminal of 2nd Embodiment which concerns on this invention. It is the figure which showed the container terminal of 3rd Embodiment which concerns on this invention. It is the figure which showed the container terminal of 4th Embodiment which concerns on this invention. It is the front view which showed a part of conventional container terminal.

  Hereinafter, a container terminal 10 and a control method for the container terminal 10 according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the container terminal 10 according to the first embodiment of the present invention includes a ship 11 that comes in contact with the quay 1, three quay cranes 12 that unload a container k against the ship 11, The storage lane 20 has a longitudinal direction in the sea-land direction or a direction orthogonal to the traveling direction of the quay crane 12 (the transverse direction of the quay crane 12), and the container k is disposed at a predetermined position. Here, as an example, six storage lanes having a longitudinal direction in the transverse direction of the quay crane 12 are used, but depending on the container terminal 10, a storage lane having a longitudinal direction in the traveling direction of the quay crane 12 may be used. It can be the number of lanes. Furthermore, any number of quay cranes 12 may be installed for one ship 11, and the ship 11 is not limited to one. The container terminal 10 includes a quay apron area 41 on the most sea side, a storage area 42 in which the storage lane 20 is installed, and a gate yard 43.

  In the quay apron region 41, the quay crane 12 and the travel path 34 of the orbiting transport carriage 31 are provided. The quay crane 12 loads and unloads the container k with respect to one ship 11 by hoisting and lowering the suspension and reciprocating the trolley in the transverse direction (sea and land direction). The container k is an ISO standard container having a width of 8 feet, a height of 8 feet, a length of 20 feet or 40 feet, but may be a container of other standards.

  The orbiting transport cart 31 is formed of an unmanned transport cart (hereinafter referred to as AGV) that travels on a travel path 34 that passes through each quay crane 12 and circulates in the quay apron region 41 in an annular shape. The circular transport carriage 31 is not limited to AGV but may be manned, but AGV is suitable in terms of efficiency. The travel path 34 is formed by embedding a magnetic tape or the like, and the traveling carriage 31 detects the magnetic tape with a sensor so that the travel direction is selected without departing from the travel path 34 or by branching or crossing. Even in this case, the traveling direction can be controlled. Further, the circular transport carriage 31 is formed so as to be capable of switchback traveling.

The circular transport carriage 31 only circulates around the quay apron region 41 in an annular shape, so that the travel distance is shortened to each stage compared to the conventional case, and failure or the like is unlikely to occur, and maintenance costs can be suppressed. The circular transport carriage 31 is not particularly limited to the above configuration, and may be anything that can transport the container k.

  A plurality of storage lanes 20, a first yard crane 13 (hereinafter referred to as a sea-side yard crane 13) provided near the sea side that can reciprocate in the longitudinal direction, A second yard crane 14 (hereinafter referred to as a land-side yard crane 14) provided on the side, a reciprocating carriage 32 capable of reciprocating in the longitudinal direction of the storage lane 20 in an area adjacent to each storage lane 20, and a reciprocating path 35 thereof And provide.

  The gate yard 43 is provided with a control system for controlling at least the unmanned circulatory carriage 31 and the reciprocating carriage 32, and instructed to the manned quay crane 12, the sea yard crane 13, the land yard crane 14 and the foreign chassis 33. Management building 15 and gate 16 serving as an entrance to the outside. Reference numeral 33 denotes an external chassis 33.

  As shown in FIG. 2, the storage lane 20 includes a first end 21 (hereinafter referred to as a sea-side end 21) and a second end 22 (hereinafter referred to as a land-side end 22). A first delivery area 44 (hereinafter referred to as a sea-side delivery area 44) is provided in an area in contact with the sea-side end portion 21 of the quay apron area 41, and a storage container for storing the storage area 42 mainly containing containers from the sea side. An area 45 and a carry-out container area 46 for storing containers mainly carried out from the land side are provided, and a second delivery area 47 (hereinafter referred to as a land-side delivery area 47) is provided in an area in contact with the land-side end 22 of the gate yard 43. Is provided).

  The sea-side delivery area 44 is an area in which the circular transport carriage 31 and the reciprocating carriage 32 deliver the container k via the sea-side yard crane 13. The land-side delivery area 47 is an area where the carriage 32 and the foreign chassis 33 deliver the container k via the land-side yard crane 14.

  Conventionally, the orbiting transport cart 31 travels adjacent to the storage lane 20 up to the designated yard cranes 13 and 14 of the storage lane 20 specified from the storage lane 20. Therefore, when the container k is transported to the vicinity of the land side end portion 22 of the storage lane 20, the traveling distance of the circular transport carriage 31 is long, and since it returns to each quay crane 12 after reciprocating the storage lane 20, It took time. In order to eliminate the decrease in cargo handling efficiency due to the time required, the number of the circular transport carts 31 has been increased.

  By providing the sea-side delivery area 44, the orbiting carriage 31 can deliver the container k in the sea-side delivery area 44, immediately return to the travel path 34, and transport the container k from the quay crane 12 again. And loading and unloading of the container k of the ship 11 can be performed. Therefore, since the travel distance of the circular conveyance cart 31 can be reduced, the number of the circular conveyance carts 31 that are costly can be reduced and the cost for maintaining the same can also be reduced. In order to transport the container k between the yard cranes 13, 14, a round-trip carriage 32 must be provided, but the round-trip carriage 32 only needs to be able to reciprocate adjacent to the storage lane 20. The structure is simple and the cost can be reduced.

  In addition, the manned foreign chassis 33 is loaded by the land-side yard crane 14 in the land-side delivery area 47 provided outside the land-side end 22 of the storage lane 20, so the manned foreign chassis 33 enters the storage area 42. I will not let you. In particular, since the container k and the land-side yard crane 14 do not pass directly above the driver's seat where the driver is located, safety is improved.

The carry-in container area 45 is an area in which the container k into which the foreign chassis 33 is carried from the outside of the container terminal 10 and loaded into the ship 11 is arranged. In addition, the carry-out container area 46 is an area in which a container k that is unloaded from the ship 11 and is carried out by the foreign chassis 33 to the outside of the container terminal 10 is arranged. The cargo handling efficiency is further improved by roughly separating the storage lane 20 on the sea side into the carry-in container area 45 and the land side on the carry-out container area 46. However, this distinction is a rough distinction and is not limited to the above configuration. For example, containers can be stored without distinction in the case of a hub port that handles cargo from ship to ship.

  As shown in FIG. 3, the reciprocating path 35 of the reciprocating carriage 32 connects the sea-side delivery area 44 and the land-side delivery area 47 in the adjacent area of the storage lane 20. Although the reciprocating path 35 may be formed of a magnetic tape, the reciprocating carriage 32 may be formed in a rail shape because it only travels back and forth. The reciprocating carriage 32 is also formed of AGV as with the orbiting conveyance carriage 31, but the performance equivalent to that of the orbiting carriage 31 is not required. The reciprocating carriage 32 includes a wheel that can run on the rail and a motor that can control forward / reverse rotation or a mechanism that normally rotates the motor and controls the wheel forward / reversely. Compared with the carriage 31, the manufacturing cost is low.

  As shown in FIG. 4, the delivery path 36 of the circular transport carriage 31 provided in the sea-side delivery area 44 branches from the travel path 34 and extends to the sea-side end 21. The delivery path 36 includes a stop path 36a where the circular conveyance carriage 31 stops, an entry path 36b which allows the circular conveyance carriage 31 to enter the stop path 36a from the travel path 34, and a circular conveyance carriage 31 which switches from the stop path 36a. It consists of an escape path 36 c that allows the vehicle to travel back and escape to the travel path 34. As long as the circular transport carriage 31 is formed so as to be able to travel freely in the vertical and horizontal directions without performing switchback travel, the delivery path 36 may be formed only by the stop path 36 a extending to the travel path 34. The circular transport carriage 31 is controlled to stop on the stop path 36a so that the seaside yard crane 13 that delivers the container k does not move one by one.

  As shown in FIG. 5, the sea side yard crane 13 is provided so as to straddle the storage lane 20 and the travel route 34 of the reciprocating carriage 32. Further, in the sea-side delivery area 44, the sea-side yard crane 13 straddles a plurality of circular transport carriages 31 and the reciprocating carriage 32. The sea-side yard crane 13 includes a traversing trolley 13a, a lifting tool 13b, and a traveling device 13c for moving on the storage lane 20.

  By providing the delivery path 36 and the sea-side yard crane 13 as described above, the plurality of orbiting transport carts 31 can transport the container k to the sea-side delivery area 44 and transport them one by one in order. Rather than efficiently. Further, the circular transport carriage 31 and the reciprocating carriage 32 do not wait for each other's operation.

  As shown in FIG. 6, the configuration of the land-side yard crane 14 is the same as that of the sea-side yard crane 13. Since the foreign chassis 33 is manned, the safety fence 17 is provided so as not to enter the area where the land-side yard crane 14 and the reciprocating carriage 32 travel in consideration of safety. By providing the safety fence 17, the manned foreign chassis 33 does not enter the storage area 42, and an accident such as a collision with the land-side yard crane 14 or the reciprocating carriage 32 can be prevented. In addition, since the area where the container terminal 10 operates unattended and the area where the container terminal 10 operates unmanned are distinguished, automation can be further promoted in the area where the container terminal 10 operates unattended.

  In the container terminal 10 having the above-described configuration, at least the circulating carriage 31 and the reciprocating carriage 32 are controlled so as to operate automatically, and the control is performed by the computer of the management building 15 provided in the gate yard 41. Yes.

Next, the cargo handling operation of the container k performed at the container terminal 10 according to the first embodiment of this invention will be described. FIG. 7 shows the operation of loading and unloading the container k from the ship 11 to the storage lane 20 using the circular transport carriage 31, and FIG. 8 shows the operation of loading the container k from the foreign chassis 33 to the storage lane 20. FIG. 9 shows the operation of loading the container k into the ship 11 using the circular transport carriage 31, and FIG. 10 shows the operation of carrying out the container k from the storage lane 20 to the foreign chassis 33.

  The operation of loading and unloading the container k from the ship 11 to the storage lane 20 using the circular transport carriage 31 and the operation of loading the container k from the external chassis 33 to the storage lane 20 are different between the circular transport truck 31 and the external chassis 33. Therefore, the unloading operation shown in FIG. 7 will be described here.

  As shown in FIG. 7, the sea-side yard crane 13 moves to the sea-side delivery area 44 and stands by before the orbiting carriage 31 stops on the delivery path 36. Moreover, the sea side yard crane 13 moves the trolley 13a to the stop position of the orbiting conveyance carriage 31 so that the container k can be picked up at the position where the orbiting conveyance carriage 31 stops. Then, at the same time as the circular conveyance carriage 31 is stopped, the suspension tool 13b is lowered, the container k is grasped by the suspension tool 13b, and the container k is wound up. The orbiting carriage 31 that has passed the container k to the seaside yard crane 13 performs switchback traveling, returns to the traveling path 34, and recirculates to receive the container k from the quay crane 12.

  During the above operation or until the operation is completed, the round-trip carriage 32 returns to the seaside delivery area 44 and stops. The sea side yard crane 13 traverses the trolley 13a to a position directly above the reciprocating carriage 32, lowers the suspension 13b, and passes the container k to the reciprocating carriage 32. The reciprocating carriage 32 that has received the container k travels on the reciprocating path 35 and travels to the land-side yard crane 14 that is standing by at a designated position in the carry-out area 46 where the container k is disposed. The land-side yard crane 14 is waiting by moving the trolley 14a to a position where the reciprocating carriage 32 stops.

  The land-side yard crane 14 lowers the suspension tool 14b at the same time as the reciprocating carriage 32 stops, grips the container k, and lifts the container k. The round-trip cart 32 that has transferred the container k to the land-side yard crane 14 returns to the sea-side delivery area 44. The land-side yard crane 14 that has wound up the container k traverses the trolley 14 a and stops it at a specified position, lowers the hanger 14 b, and places the container k at a predetermined position in the storage lane 20. This completes the operation of loading and unloading the container k from the ship 11. This operation is performed for all the designated containers k of the ship 11.

  The operation of carrying the container k from the foreign chassis 33 to the storage lane 20 is to replace the circulating carriage 31 in the above operation with the foreign chassis 33, exchange the roles of the sea side yard crane 13 and the land side yard crane 14, and The operation is the same when the area for transfer to and from the round-trip carriage 32 is changed to the sea-side transfer area 44 and the land-side transfer area 47.

  By the above operation, the container k unloaded from the ship 11 can be arranged on the land side of the storage lane 20 so that it can be easily carried out to the foreign chassis 33, and each yard crane 13, 14 is operated during the operation. Since the movement of the vehicle can be reduced, cargo handling efficiency can be increased. On the contrary, the container k carried in from the foreign chassis 33 can be arranged near the sea side of the storage lane 20 so that it can be easily loaded on the ship 11.

  Further, the orbiting carriage 31 has a role of transporting the container k in the quay apron region, one of the sea side yard crane 13 and the land side yard crane 14 has a role of delivery of the container k, and the other has an arrangement of the container k. Role, reciprocating carriage 32 is used to transport container k between yard cranes, and external chassis 33 is used to carry out to the outside. Efficiency can be realized.

  Next, the operation of carrying the container k from the foreign chassis 33 to the storage lane 20 and the operation of loading the container k from the storage lane 20 to the ship 11 using the circular transport carriage 31 will be described. Since the role of the side yard crane 14 is reversed and the orbiting carriage 31 is replaced with the external chassis 33, the same method is used. Therefore, here, the container k arranged in the loading container area 45 of the storage lane 20 shown in FIG. Will be described.

  The sea side yard crane 13 is moved to the sea side delivery area 44 and made to stand by, and the land side yard crane 14 is moved from the land side of the carry-in container area 45 and made to stand by. The distance between the container k to be loaded on the ship 11 and the sea side yard crane 13 is calculated. If the distance is within a predetermined range, the sea side yard crane 13 moves to the carry-in container area 45 and grasps the container k. It is transported to the circular transport cart 31. If the distance exceeds a certain range, the land-side yard crane 14 delivers the container k to the reciprocating carriage 32, and the reciprocating carriage 32 conveys to the sea-side yard crane 13. The revolving carriage 31 that has received the container k switches back on the delivery route 36, returns to the traveling route 34, transports the container k to the quay crane 12, and the quay crane 12 loads the container k onto the ship 11. Thus, loading of the container k into the ship 11 is completed.

  The predetermined range is, for example, the middle container row 24c of the carry-in container area 45 of the storage lane 20 shown in FIG. In this case, when the container k in the container row 24a is carried in, the sea side yard crane 13 moves to the container row 24a, grabs the container k, returns to the sea side delivery area 44, and passes the container k to the circulating transport cart 31. . On the other hand, when the container k in the container row 24e of the storage lane 20 is carried in, the land side yard crane 14 moves to the container row 24e, passes the container k to the reciprocating carriage 32, and the reciprocating carriage 32 reaches the sea side yard crane 13. Transport container k. Then, the container k is delivered to the orbiting transport carriage 31 via the sea side yard crane 13. The predetermined range is not limited to the above. For example, the work time required when the reciprocating carriage 32 is used or not used may be calculated in advance, and the work time may be used as a basis.

  In this method, the container k arranged in the carry-out container area 46 of the storage lane 20 is carried out to the foreign chassis 33. As shown in FIG. If the role of the yard crane 14 is reversed and the orbiting carriage 31 is replaced with the foreign chassis 33, the same method is used.

  When the yard cranes 13 and 14 can finish the work in a shorter time by the above method, the transportation by the yard cranes 13 and 14 is selected, the distance of the container k is long, and the round trip is performed. When the carriage 32 can finish the work in a shorter time, it is possible to select transportation by the other yard crane 13 or 14 and the reciprocating carriage 32, so that the cargo can be efficiently handled. it can.

  Next, the container crane 10 of 2nd Embodiment which concerns on this invention is demonstrated. As shown in FIG. 11, a shared route 37 is provided instead of the delivery route 36 provided in the seaside delivery region 44 of the container terminal 10 having the above-described configuration and the round-trip route 35 on which the round-trip carriage 32 travels. The shared path 37 includes a round-trip path 37a extending between the sea-side delivery area 44 and the land-side delivery area 45, and an approach path 37b that allows the circular transport carriage 31 to enter the round-trip path 37a from the travel path 34. And an evacuation path 37c that allows the circular conveyance carriage 31 to switch back from the round-trip path 37a and to escape to the travel path 34. The round trip path 37a is formed so that the round trip carriage 32 can travel.

The circular transport carriage 31 carries the container k, and the sea side yard crane 13 winds up the container k. Thereafter, the revolving carriage 31 switches back and travels back to the travel path 34. At the same time, the reciprocating carriage 32 enters under the sea side yard crane 13 and passes the container k from the sea side yard crane 13 to the reciprocating carriage 32.

  According to the above-described operation, since the traveling path of the circular transport carriage 31 and the reciprocating carriage 32 is integrally formed, the sea side yard crane 13 delivers the container k only by the lifting and lowering operation of the lifting tool 13b. be able to. Therefore, it is not necessary to traverse the trolley 13a, thereby shortening the work time and reducing energy consumption as much as the trolley 13a is not traversed.

  In the third embodiment according to the present invention, as shown in FIG. 12, an intermediate yard crane 15 is provided in the storage lane 20 between the sea side yard crane 13 and the land side yard crane 14. For example, when unloading the container k from the ship 11, the land side yard crane 14 and the intermediate yard crane 15 are kept waiting in the carry-out container area 46 and the container k is closer to the position when the container k is placed at a predetermined position. Therefore, the cargo handling efficiency can be further increased.

  As a fourth embodiment according to the present invention, as shown in FIG. 13, another reciprocation path 39 is provided adjacent to the storage lane 20 and next to the reciprocation path 35 in the above configuration. The reciprocating carriage 38 is caused to travel. Since the container k can be transported by the two carriages 32 and 38, the cargo handling efficiency can be increased.

  The container terminal 10 of the present invention is not limited to the above configuration, and for example, another six storage lanes may be provided on the land side of the storage lane 20. In that case, the traveling path 34 of the circular transport carriage 31 is formed so as to go around the storage lane 20, and the container is transported to the sea-side delivery area of the land-side storage lane. Alternatively, a round-trip carriage that can reciprocate between the sea-side storage lane and the land-side storage lane is provided, and the round-trip carriage that receives the container in the sea-side delivery area of the sea-side storage lane transports the container to the land-side storage lane. May be.

  Further, the storage lane 20 may be formed to have a longitudinal direction in a direction substantially parallel to the quay. Even in that case, the storage lanes may be arranged so that the first delivery areas 44 or the second delivery areas 47 of the storage lanes 20 are aligned. Furthermore, the longitudinal direction of each storage lane 20 may face a plurality of directions.

  The control system for the container terminal 10 is performed by a personal computer or the like in the management building 15 and controls the entire container terminal 10. It controls the automatic operation of the circular transport carriage 31 and the reciprocating carriage 32, and also performs linked control of the respective operations. In addition, if the yard cranes 13 and 14 and the quay crane 12 are automated, the quay apron region 41 and the storage region 42 can be completely unmanned.

  The control system also manages each container k arranged in the storage lane 20. Each device can be instructed to stack containers k in the order of loading and unloading.

  The container terminal of the present invention reduces the movement of the yard crane as much as possible when handling the container, and instead transports the container with a reciprocating carriage, so that the handling efficiency can be improved and the consumption of energy can be suppressed. Therefore, it can be installed on a quay or the like and used as a base for marine transportation and land transportation.

DESCRIPTION OF SYMBOLS 1 Quay 32 Round-trip cart 10 Container terminal 33 Foreign chassis 11 Ship 34 Travel route 12 Quay crane 35 Round trip 13 Sea side yard crane 36 Delivery route 14 Land side yard crane 37 Shared route 15 Management building 41 Quay apron area 16 Gate 42 Storage area 17 Safety fence 43 Gate yard 20 Storage lane 44 Sea-side delivery area 21 Sea-side edge 45 Carry-in container area 22 Land-side edge 46 Unloading container area 31 Orbiting carriage 47 Land-side delivery area

Claims (5)

In container terminals comprising a storage lane for container storage containers, and at least two sets of yard cranes that can reciprocate in the longitudinal direction of the storage lane in the stomach straddle the storage lane,
A reciprocating carriage for reciprocating along the longitudinal direction of the adjacent area of the storage lane and carrying the container;
A first delivery area for delivering the container between the outside of the storage lane and the reciprocating carriage by one of the yard cranes on the outside of one end in the longitudinal direction of the storage lane;
A second delivery area for delivering the container between the outside of the storage lane and the reciprocating carriage by the other yard crane outside the other end in the longitudinal direction of the storage lane. Container terminal. The storage lane is formed in a state having a longitudinal direction in the sea-land direction,
A storage container area for storing the container to be transported to the ship after the storage lane is transported from the foreign chassis; and a transport container area to store the container to be transported to the foreign chassis after being transported from the ship. Have
The container terminal according to claim 1, wherein the carry-in container area is formed on the sea side of the storage lane and the carry-out container area is formed on the land side of the storage lane. In a container terminal control method comprising a storage lane for storing containers and at least two yard cranes straddling the storage lane,
When carrying the container into the storage lane from the outside of the storage lane,
One of the yard cranes is stopped outside the longitudinal end of the storage lane, the yard crane receives the container carried from the outside of the storage lane, and then passes it to a reciprocating carriage to receive the container. The reciprocating carriage transports the container toward the other yard crane waiting at a predetermined position of the storage lane, and the other yard crane receives the container from the reciprocating carriage and then stores it in the storage lane. A method for controlling a container terminal. When carrying out the container from the storage lane to the outside of the storage lane,
One of the yard cranes stopped at a predetermined position of the storage lane moves the container stored in the storage lane to the reciprocating carriage, and the reciprocating carriage that has received the container has a longitudinal direction of the storage lane. 4. The container is transported toward the other yard crane stopped outside the end of the container, and after the other yard crane receives the container from the reciprocating carriage, the container is delivered to the outside of the storage lane. The container terminal control method described in 1. Form the storage lane in a state having a longitudinal direction in the sea-land direction,
When container storage the container to be transported to a ship after being transported from the foreign chassis to the storage lane is disposed on the sea side,
Control method for a container terminal according to claim 3 or 4, arranged on the land side when container storage the container to be transported to the foreign chassis after being carried from the ship to the storage lane.

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