JP6275899B2 - Tire-type portal crane and control method thereof - Google Patents

Description

The present invention relates to a tire-type portal crane and a control method thereof, and more particularly to a tire-type portal crane that improves straight traveling performance and a control method thereof .

  The container terminal is a facility that loads or unloads containers from / to a ship that touches the quay and unloads and carries the containers in an external chassis for land transportation. It is also a facility for temporarily storing unloaded or carried containers.

  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 perpendicular to the quay and equipped with an automated guided vehicle that switches back between the storage lanes. A gate is provided on the opposite side of the quay, and the foreign chassis and the yard crane handle the cargo. There has been proposed a container terminal (see, for example, Patent Document 1) provided with a manned area for performing the above.

  In this container terminal, since a manned foreign chassis does not enter the storage area, the storage area ratio increases and the container terminal can be automated.

  In order to put this container terminal to practical use, it is necessary to automatically run on each storage lane with the yard crane hanging the container. In order to automatically drive a yard crane, it is essential to improve the straightness of the yard crane, and it is difficult to automate the container terminal unless this problem is solved.

  Therefore, in a container terminal that automates the handling operation of a yard crane, such as the container terminal described in Patent Document 1, as a yard crane that automatically travels across a storage lane, a wheel laid on a rail laid on a road surface A traveling RMG (Rail Mounted Gantry-crane) is used. RMG does not have any problem in the straightness of traveling and enables automated traveling.

  However, even in container terminals using RTG (Rubber Tired Gantry Crane) as a yard crane in an existing container terminal, it is necessary to introduce RMG in order to achieve automation. Cost.

  In addition, the container terminal described above has a large scale because it is necessary to extend the storage lanes in a direction substantially perpendicular to the quay and to provide a traveling path for the automatic guided vehicle between the storage lanes. It is difficult to apply to existing container terminals because it requires a lot of layout changes and addition of new equipment.

JP-A-2005-75537

The present invention has been made in view of the above problems, and an object of the present invention is to provide a tire-type portal crane capable of improving straight traveling performance and cargo handling efficiency and a control method thereof. is there.

The tire-type portal crane of the present invention that achieves the above object is a trolley, a lifting device that moves up and down via the trolley, and a direction orthogonal to the direction in which the storage lane for storing and storing containers in a predetermined position extends. An extending girder, a leg extending downward from each of both ends of the girder, and a traveling device having a rubber tire at each lower end of the leg, and extending in the extending direction. In the tire-type portal crane that travels across the storage lane, the tire-type crane includes an acquisition device that acquires a load equalization parameter including a weight of a container that is handled by the hanging tool, and a control unit that controls movement of the trolley. Based on the load equalization parameter acquired by the acquisition device, the load applied to each traveling device of the trolley in the girder is equalized by the control means. Characterized in that the construction of arranging the equalization position.

The control method for a tire-type portal crane according to the present invention that achieves the above object includes a trolley, a lifting device that moves up and down via the trolley, and a direction orthogonal to a direction in which a storage lane for storing and storing containers in a predetermined position extends. Tire-type portal comprising a girder that extends in a direction to extend, a leg that extends downward from each of both ends of the girder, and a traveling device that has a rubber tire at each lower end of the leg In the control method of causing the crane to travel across the storage lane in the extending direction, the acquisition device obtains a load equalization parameter including the weight of the container loaded by the hanging tool, and the acquired load equalization Based on the equalization parameter, the control means calculates an equalization position at which the load applied to each traveling device is equal when the trolley is arranged, and the calculated equalization position Characterized by positioning the trolley to.

According to the present invention, by placing the trolley at the equalizing position, it is possible to equalize the load applied to each traveling device. As a result, it is advantageous to adjust the left and right weight balance of the tire type portal crane to equalize the deformation amount of each tire provided in each traveling device, and improve the straightness of the tire type portal crane. Can do. Along with this, the cargo handling efficiency of the container terminal can be improved.

It is a top view which shows the container terminal which the tire type portal crane of embodiment which concerns on this invention drive | works . It is a side view which shows the tire type portal crane of FIG. It is a top view which shows the state which the tire type portal crane of FIG. 1 drive | works on a storage lane, and shows the 1st example of the example of arrangement | positioning of a 2nd driving | running information response device. It is a top view which shows the state which the tire type portal crane of FIG. 1 drive | works on a storage lane, and shows the 2nd example of the example of arrangement | positioning of a 2nd driving | running information response device. It is a top view which shows the state which the tire type portal crane of FIG. 1 drive | works on a storage lane, and shows the 3rd example of the example of arrangement | positioning of a 2nd driving | running | working information response apparatus. It is a top view which shows the container terminal which the tire type portal crane of embodiment which concerns on this invention drive | works . It is a top view which shows the container terminal which the tire type portal crane of embodiment which concerns on this invention drive | works .

Hereinafter, a tire-type portal crane according to an embodiment of the present invention will be described with reference to the drawings. 1 and FIG. 7, the head portion of the transport carriage is filled and the external chassis is expressed in white so that the difference can be easily understood. In addition, the containers being transported were distinguished by putting a cross. In addition, the transport cart is a manned transport cart in the first and third embodiments, while an unmanned transport cart is used in the second embodiment.

  Further, in the direction along the quay in FIG. 1, the direction in which the tire type portal crane travels is the x direction, and the sea-land direction orthogonal to the x direction is the y direction.

  In addition, in the following embodiment, the case where the storage lane is applied to a container terminal extending in the x direction will be described as an example. However, the present invention is not limited to this, and for example, the storage lane extends in the y direction. Needless to say, it can be applied to existing container terminals.

First, a tire type portal crane 10 according to a first embodiment of the present invention will be described with reference to FIGS. A container terminal 1 shown in FIG. 1 includes a container yard (storage area) 3 in which a plurality of storage lanes 2 for stacking and storing containers (conveyances) C in a predetermined position are arranged in the x direction. And a quay apron region 5 in which a quay crane 4 for loading and unloading the container C with respect to the ship S that has touched the quay is installed. Here, six storage lanes 2 in the x direction and four in the y direction are provided, but this number of lanes is merely an example.

  In addition, the container terminal 1 feeds a plurality of manned transport carts 6a and 6b (for example, transport carts carrying a 40-foot container C 6a and 20) that travel to the quay apron region 5 and travel to the container yard 3. 6b), foreign chassis 7a and 7b for carrying the container C from the container yard 3 to the outside and carrying the container C from the outside to the container yard 3, and these carrying carts RTG (Rubber Tired Gantry Crane) 10 that handles the container C with 6a and 6b and travels in the x direction across the storage lanes 2 by the tires in the x direction with the tires. doing.

  In addition, the container terminal 1 is provided with a TOS (terminal operating system; control device) 9 for managing and controlling the cargo handling work in the container terminal 1 while each storage lane 2 is surrounded by a fence (guard fence) 8.

  As shown in FIG. 2, the RTG 10 travels in the x direction across the storage lane 2 by a traveling device 14 having a rubber tire 13 provided on a leg portion 12 of which a crane body 11 is formed in a gate shape. The RTG 10 includes a trolley 16 that traverses the girder 15 on the upper portion of the crane body 11 in the y direction, and a plurality of wire ropes (hereinafter referred to as ropes) drawn from a drum provided in a machine chamber 17 on the trolley 16. A spreader 18 is suspended by W. Reference numeral 19 denotes a power chamber in which the power device of the RTG 10 is accommodated.

  Further, as shown in FIG. 1, the container terminal 1 includes a loading / unloading / transferring area 20 in each of the areas adjacent to the outside of the loading / unloading end of each storage lane 2, an RTG 10, and the external chassis 7 a and 7 b. Provided as a manned area for cargo handling.

Above configuration, a configuration of a container terminal in well-known techniques, container terminal 1 of this, in addition to the above structure, as shown in FIGS. 2 and 3, the reference of the first travel information of RTG10 The magnetic belt (first travel information reference unit) 30 is provided on at least one side of the travel path L1 of the RTG 10 and receives a signal transmitted from the reader (second travel information transmitter / receiver) 33. A transponder (second travel information response device) 31 that transmits two travel information is provided at predetermined intervals D1 on at least the other side of the travel path L1 of the RTG 10.

  When the RTG 10 is close to the transponder 31, the RTG 10 transmits a signal to the transponder 31 and transmits the signal from the transponder 31. And the reader 33 for receiving the second traveling information, and the RTG 10 includes traveling automation means M1 for controlling the traveling device 14 based on the first traveling information and the second traveling information. The

  And this container terminal 1 is comprised as an unattended area at least on each storage lane 2 by automating the cargo handling operation | work of RTG10 by said structure.

  The RTG 10 is a crane that controls the travel of the RTG 10 based on the first travel information and the second travel information such as the current position of the RTG 10, the travel direction, and the travel distance to the target position. In this embodiment, as the first traveling information detected from the magnetic belt 30, the displacement position in the x direction is detected, and as the second traveling information transmitted from the transponder 31, the embedded position information of the transponder 31 is detected. Is received, and the current position or stop position of the RTG 10 is obtained from the embedded position information, and the travel automation means M1 obtains the detected displacement amount in the x direction and the current position obtained from the received embedded position information. Each traveling device 14 is controlled from the stop position.

  In addition, the RTG 10 moves the trolley 16 to an equalization position P1 determined by the weight of the trolley 16, the spreader 18, and the container C in addition to the travel automation means M1, and adjusts the weight balance of the RTG 10. A load equalizing means M2 for equalizing a load applied to each traveling device 14 of the RTG 10 or the tire 13 is provided.

  As shown in FIG. 3, the magnetic belt 30 is a magnetic belt that is laid on either side of the travel path L1 of the RTG 10 and is made of a magnetic material. Further, the magnetic belt 30 is formed of a linear band along the storage lane 2.

  When the magnetic belt 30 is detected by at least two magnetic sensors 32 provided before and after the RTG 10 in the x direction shown in FIG. 2, the RTG 10 detects the amount of deviation in the x direction from the information detected by the two magnetic sensors 32. And the travel automation means M1 controls each travel device 14 based on the amount of deviation, so that the straight travel performance of the RTG 10 can be improved.

  The transponder 31 is also referred to as an RFID (Radio Frequency IDentification) transponder. When the transponder 31 and the reader 33 provided in the RTG 10 are close to each other, if the inductive coupling with the reader 33 is within a possible range, This is a device that enables transmission and reception, performs wireless communication with the reader 33, and transmits second traveling information including its own embedded position information stored in the reader 33 to the reader 33. In addition, the transponder 31 is embedded at predetermined intervals D1 on the other side of the travel path L1 of the RTG 10 where the above-described magnetic belt 30 is not laid.

  When the RTG 10 reads the second traveling information stored in the transponder 31 with the reader 33, the RTG 10 receives the embedded position information of the transponder 31, and obtains the current position and the stop position of the RTG 10 from the embedded position information. Then, the travel automation means M1 calculates the remaining travel distance, the stop timing, and the like based on the current position and the stop position, and controls each travel device 14, whereby the travel of the RTG 10 can be automated.

  In addition, the transponder 31 is provided at every predetermined interval D1. In this embodiment, the interval D1 is set so that storage position information of each container C stored in the storage lane 2 can be obtained. The response possible range in which the transponder 31 and the reader 33 can be inductively coupled, that is, the response possible range in which the second traveling information can be transmitted from the transponder 31 to the reader 33 is a signal generated from a coil provided in the transponder 31 and the reader 33. By adjusting the range, the range can be set to a predetermined value. Therefore, when the response range is wide, the interval D1 may be widened.

  Further, the reader 33 can read the embedded position information of the transponder 31 with an accuracy of 2 cm, and can obtain the current position information with high accuracy. The amount of deviation in the x direction obtained from the information can be corrected, and the straightness is further improved.

  Another example of the arrangement of the transponder 31 will be described with reference to FIGS. As in the second example of the arrangement shown in FIG. 4, the transponder 31 is embedded in both of the travel paths L1, and the transponder 31 provided on the other side of the arrangement of the transponders 31 provided on one side of the travel path L1. If one of the readers 33 provided in the RTG 10 is always able to respond to the transponder 31 or the transponder 31, the RTG 10 can always obtain the second traveling information from the transponder 31. The traveling of the RTG 10 can be controlled from the current position of the RTG 10.

  On the other hand, as in the third example of the arrangement shown in FIG. 5, the transponder 31 may be provided on the fence 8 surrounding the storage lane 2, and the reader 33 provided on the RTG 10 may be directed toward the fence 8. In this case, since the transponder 31 is provided on the fence 8 without being laid on the quay, no work for laying is required, and therefore it can be easily installed on a conventional container terminal. In the third example, the magnetic belt 30 is also laid on both of the travel paths L1 to improve straightness.

  In the first embodiment, one reader 33 is provided on each leg 12 of the RTG 10, but the present invention is not limited to this, and more readers may be provided. For example, when the readers 33 are provided at the four corners of the RTG 10, a lot of second traveling information can be obtained, and the current position of the RTG 10 can be accurately detected.

  The transponder 31 may store the road surface information of the travel path L1 of the RTG 10 in a range that can be transmitted by the transponder 31 and transmit the information together with the second travel information. For example, if the road surface is inclined to one side, the traveling direction of the RTG 10 is inclined along the road surface when traveling on the road surface. By storing such road surface information in the transponder 31, the correction at the next traveling becomes more accurate, and the straight traveling performance can be improved.

  The travel automation means M1 is a control means provided in the power chamber 19 in which a motor, an inverter, and the like that drive the travel device 14 are housed, and includes the first travel including the amount of deviation in the x direction detected from the magnetic belt 30. It is means for controlling the traveling device 14 based on the information and the second traveling information including the embedded position information received from the transponder 31. For example, the travel automation means M1 is a program incorporated in a control device that controls the inverter.

  In this embodiment, based on the amount of deviation in the x direction, which is the first traveling information detected by the magnetic sensor 32, the rotational speed of each rubber tire 13 of the traveling device 14 on one side and the traveling device 14 on the other side. The rotational speed of each rubber tire 13 is controlled to correct the amount of deviation, and the straight traveling performance of the RTG 10 is ensured. Then, from the embedded position information of the transponder 31 received by the reader 33, the current position information of the RTG 10 and the stop position information to which the RTG 10 is directed are obtained, and the travel of the RTG 10 is maintained or the stop operation is started. The driving of the traveling device 14 is maintained or stopped, and the RTG 10 is automatically driven.

  In addition, the travel automation means M1 performs the RTG 10 that is performed both when the magnetic sensor 32 detects the first travel information from the magnetic belt 30 and when the reader 33 receives the second travel information from the transponder 31. It is a means of running automatically. On the other hand, it is also means for controlling the traveling device 14 with the first traveling information as a reference and correcting the control of the traveling device 14 with the second traveling information as a correction value. Regardless of how the first travel information and the second travel information are used, the magnetic belt 30 and the transponder 31 may be arranged so as to always detect and receive either the first travel information or the second travel information. .

  The load equalizing means M2 is a control means provided in a machine chamber 17 provided in the upper part of the RTG 10 in which a driving device for the trolley 16 and a drum for driving the spreader 18 are accommodated. The trolley 16, the spreader 18 and the container The trolley 16 is traversed to the equalization position P1 determined by the weight of the C, and the weight balance of the RTG 10 is adjusted (for example, when the power chamber 19 has different weights on the left and right sides), each run of the RTG 10 It is a means for equalizing the load applied to the device 14 or the tire 13. For example, the load equalizing means M2 is a program provided in the control device.

  The right and left weight balance of the RTG 10 is an initial setting value and is a value stored from the beginning. For example, when the RTG 10 travels and there is an increase or decrease in fuel, the increase or decrease may be corrected. Further, as the weight of the container C, a value incorporated in the cargo handling information sent from the TOS 9 can be used. In addition, the spreader 18 may be provided with a detector such as a load cell to detect the weight of the container C, and each traveling device 14 may be provided with a detector to actually load each traveling device 14 or the tire 13. May be detected.

  When the spreader 18 grasps the container C, the equalization position P1 is calculated from various information, and the trolley 16 is caused to traverse the equalization position P1. Therefore, in this load equalization means M2, the trolley 16 is not necessarily arranged at the center of the RTG 10. Further, the amount of displacement of the tire 13 by the road surface may be controlled by changing the position of the equalization position P1 according to the road surface condition of the traveling road L1.

  Instead of providing the load equalizing means M2, the load applied to each traveling device 14 is calculated from the positions of the trolley 16 and the spreader 18, and the rubber tires 13 of each rubber tire 13 are calculated based on the load applied to the traveling device 14. A load correcting means for correcting the rotation control may be incorporated in the travel automation means M1 described above.

Next, operation | movement of the tire type portal crane 10 of this 1st embodiment is demonstrated to an example shown in FIG. In this example, the control of moving to the target position after grasping the container C to be handled will be described. However, the operation of moving the RTG 10 to the container C to be handled becomes almost the same operation. The description is omitted.

  First, when the spreader 18 grasps the container C to be handled as instructed from the TOS 9, the load equalizing means M2 receives initial values such as the weight of the container C to be handled and the weight balance of the RTG 10 transmitted from the TOS 9. Load load equalization parameters including. Next, the load equalization means M2 calculates the equalization position P1 of the trolley 16 where the load applied to each traveling device 14 becomes equal. Next, the load equalizing means M2 moves the trolley 16 to the equalizing position P1.

Thereby, since the load applied to each traveling device 14 can be equalized, the straightness of the RTG 10 can be improved by making the amount of change of each tire 13 provided in each traveling device 14 the same.

  Next, the travel automation means M1 drives each travel device 14 and starts moving to the target position instructed from the TOS 9. When the movement of the RTG 10 is started, next, the magnetic sensor 32 detects the first traveling information from the magnetic belt 30. Next, the travel automation means M1 controls each travel device 14 based on the amount of deviation in the x direction included in the first travel information to adjust the travel direction of the RTG 10.

  Next, the reader 33 receives the second travel information transmitted from the transponder 31. Next, the travel automation means M1 calculates the travel distance and travel direction to the target position based on the current position information and stop position information of the RTG 10 obtained from the embedded position information of the transponder 31 included in the second travel information. The driving of each traveling device 14 is controlled.

  By repeating the control of each traveling device 14 based on the first traveling information detected from the magnetic belt 30 and the control of each traveling device 14 based on the second traveling information transmitted from the transponder 31, the RTG 10 moves to the target position. .

  According to this operation, both the first traveling information that can be detected from the magnetic belt 30 and the second traveling information transmitted from the transponder 31, in particular, the first traveling information that is detected from the magnetic belt 30, As the second traveling information transmitted from the transponder 31 is detected, the embedded position information of the transponder 31 is received, and the current position and the stop position of the RTG 10 are obtained from the embedded position information. Since the traveling control of the RTG 10 is always performed, the straight traveling performance is improved. Therefore, the RTG 10 prevents the RTG 10 from colliding with the transport carts 6a and 6b to ensure safety, and then the RTG 10 removes the container C from the spreader 18. It is possible to run automatically in a suspended state.

  This automation of travel of the RTG 10 does not require a significant layout change or addition of a large-scale device, and thus can be applied to a conventional container terminal while suppressing an increase in cost.

  Since the container terminal 1 can obtain the above-described effects, the following layout is possible. As shown in FIG. 1, the container terminal 1 includes an unmanned area 3a for remotely operating the RTG 10 or automatically performing a cargo handling operation instructed from a remote area, and a manned area where an external chassis on which the driver is boarded and travels. The load handling efficiency of the container terminal 1 can be improved by automating the load handling work in the unmanned area 3a while ensuring safety.

Next, the second container terminal 40 on which the tire type portal crane 10 according to the present invention travels will be described with reference to FIG. As shown in FIG. 6, the container terminal 40 unmanned transfer carts 41a and 41b configured to travel to the carry-in / load-in / transfer area 20 instead of the transfer carts 6a and 6b of the first embodiment. At the same time, in the region between the storage lanes 2, a transport carriage traveling path L <b> 2 on which the unmanned transport carts 41 a and 42 b travel is provided, and the container yard 3 in which each storage lane 2 is provided is connected to the unloading / transferring transfer region 20. Except for this, it is configured as an unmanned area 3a.

  The automatic guided vehicles 41a and 41b are AVG (Automated Guided Vehicle) or the like of a well-known technology. The automatic guided vehicles 41a and 41b circulate around the transportation cart traveling path L2 adjacent to the traveling path L1 of the quay apron region 5 and the RTG 10 to move the container C. It is a carriage to carry.

  According to this configuration, the automatic guided vehicles 41a and 41b can carry the container C to or from the RTG 10 by automatic traveling by remote instruction, and the RTG 10 has improved straightness as described above. Since traveling is enabled, a cargo handling operation that is remotely operated or instructed from a remote location can be automatically performed.

  Thereby, the container terminal 40 can be divided into the unmanned area 3a and the unloading / loading / transferring area 20 which is a manned area, the safety of the manned area 20 can be improved, and most of the cargo handling work is automated. Thus, cargo handling efficiency can be improved.

Next, a third container terminal 50 on which the tire type portal crane 10 according to the present invention travels will be described with reference to FIG. In this container terminal 50, as shown in FIG. 7, instead of the carriages 6a and 6b adjacent to the travel path L1 of the RTG 10 of the first embodiment, A loading / unloading transfer area 51 is provided in each of the areas adjacent to the loading / unloading end opposite to the unloading / loading end, and the loading / unloading transfer area 51 includes the RTG 10 and the transport carts 6a and 6b. A manned area for loading and unloading, and a container yard 3 in which each storage lane 2 is provided, is configured as an unmanned area 3a between the unloading / loading / transferring area 20 and the unloading / unloading / transferring area 51.

  In the third embodiment, the transport carts 6a and 6b are manned transport carts that are driven by the driver. However, the third embodiment is not limited to this configuration, and the transport carts. You may form 6a and 6b with an automatic guided vehicle. In that case, the unloading / unloading / transferring area 51 can also be the unmanned area 3a.

  According to this configuration, the container yard 3 can be completely divided into the unloading / loading / transferring area 20 and the unloading / unloading / transferring area 51 in the manned area and the unmanned area 3a. As a result, the safety of the unloading / loading / transferring area 20 and the unloading / unloading / transferring area 51 in the manned area can be improved, and the loading / unloading work in the unmanned area 3a can be automated to improve the loading efficiency.

10 RTG (Tire type portal crane)
12 legs
13 Rubber tire
14 Traveling equipment
15 Girda
16 Trolley
18 Spreader
M2 Load equalization means (control means)

Claims (3)

A trolley, a lifting device that moves up and down via the trolley, a girder that extends in a direction perpendicular to the direction in which the storage lane for loading and storing the container in a predetermined position, and a lower side from both ends of the girder In a tire-type portal crane that includes a leg portion extending toward the vehicle and a traveling device having a rubber tire at each lower end of the leg portion and travels across the storage lane in the extending direction,
An acquisition device for acquiring a load equalization parameter including a weight of a container handled by the lifting tool, and a control means for controlling the movement of the trolley,
Based on the load equalization parameter acquired by the acquisition device, the control means is configured to arrange the trolley at an equalization position where the load applied to each traveling device in the girder is equal. Tire type portal crane. The tire-type portal crane according to claim 1, wherein the trolley is moved to the equalization position during the period from the time when the lifting tool suspends the container to the time of traveling. A trolley, a lifting device that moves up and down via the trolley, a girder that extends in a direction perpendicular to the direction in which the storage lane for loading and storing the container in a predetermined position, and a lower side of each end of the girder A control method for causing a tire-type portal crane including a leg portion extending in the direction and a traveling device having a rubber tire at each lower end of the leg portion to travel across the storage lane in the extending direction. In
By the acquisition device, acquire a load equalization parameter including the weight of the container loaded by the hanging tool,
Based on the acquired load equalization parameter, the control means calculates an equalization position at which the load applied to each traveling device becomes equal when the trolley is arranged, and the trolley is placed at the calculated equalization position. A control method for a tire-type portal crane, characterized by being arranged.