WO2004016543A1 - Procede d'utilisation d'une grue a conteneurs - Google Patents

Procede d'utilisation d'une grue a conteneurs Download PDF

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Publication number
WO2004016543A1
WO2004016543A1 PCT/DE2003/002449 DE0302449W WO2004016543A1 WO 2004016543 A1 WO2004016543 A1 WO 2004016543A1 DE 0302449 W DE0302449 W DE 0302449W WO 2004016543 A1 WO2004016543 A1 WO 2004016543A1
Authority
WO
WIPO (PCT)
Prior art keywords
container
target position
spreader
obstacle
data
Prior art date
Application number
PCT/DE2003/002449
Other languages
German (de)
English (en)
Inventor
Heiko Spohler
Sven Lüßen
Uwe Meyer
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to JP2004528407A priority Critical patent/JP2005533733A/ja
Priority to AU2003250794A priority patent/AU2003250794A1/en
Publication of WO2004016543A1 publication Critical patent/WO2004016543A1/fr
Priority to US11/043,022 priority patent/US20050173364A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/18—Control systems or devices
    • B66C13/48—Automatic control of crane drives for producing a single or repeated working cycle; Programme control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries
    • B66C19/002—Container cranes

Definitions

  • the invention relates to a method for operating a container crane with a movable trolley with a height-adjustable container spreader, with which crane containers can be loaded onto or from a means of transport, in particular a ship.
  • containers that can be gripped by means of the container spreader arranged on the trolley, which can be moved along a jib, can be quickly loaded onto or from a means of transport such as a ship.
  • the crane driver sits directly in the driver's cab next to the cat, that is to say he travels with the cat and with the container spreader and thus with the container.
  • he must always be careful not to collide with an obstacle on the ship or on the crane with the empty container spreader or the container attached to it. This requires a high level of attention and caution when operating the control of the trolley and spreader hoist.
  • the invention is based on the problem of specifying a method which provides a remedy here.
  • the cat in a method of the type mentioned at the outset, can be moved with or without a picked-up container in at least semi-automatic operation with respect to the means of transport and can be positioned with respect to a selected position of the means of transport, the semi-automatic operation being under Taking into account taken before or during loading operation, a measure of the distance and / or loading position-related height of obstacles on the means of transport nissen and / or target positions on the data representing the means of transport.
  • the method according to the invention proposes at least a semi-automatic driving operation of the trolley, this semi-automatic operation taking into account data or information serving the running gear and lifting gear control, which measure the height of obstacles on the transport side or target positions on the transport. are medium.
  • the control of the semi-automatic transport operation - be it with or without a container - takes into account known height data of obstacles such as containers that are already on the means of transport or detailed height information about target positions to be reached at which a container is to be placed or picked up , ' whereby these data are path or loading position-related, so that an exact correlation of the respective altitude date with the trolley travel path is possible.
  • the crane driver is advantageously relieved to the extent that obstacle and target data management is available, which is the basis for the transport control.
  • the chassis and the lifting gear are controlled in such a way that the spreader or the container that may be attached to it, on the one hand, is moved safely over known obstacles, on the other hand, it becomes safe with regard to the target position, where the container has to be picked up or set down, without collisions occurring.
  • the obstacle data can expediently be recorded in the form of a height profile along the movement path of the spreader and optionally output on a display.
  • the path of movement of the spreader is thus recorded as obstacle data, for which purpose the path-related height positions of the spreader are expediently recorded while the cat is traveling from or to a selected position on the means of transport.
  • the recording of these obstacle data can, for example, se as part of an empty run before the actual loading operation. If a loaded ship is to be unloaded, the crane driver can first carry out an empty run across the entire width of the ship to record the obstacle data, guiding the spreader over the containers stacked on the ship and the container height profile of the containers stacked transversely to the ship's longitudinal direction, i.e. in the direction of travel of the cat follows.
  • the obstacle data can also be recorded during loading operation, the respective spreader height and path position also being recorded here.
  • a manually controlled journey to a selected position on the means of transport is first started, the obstacle data being recorded during the journey to this position and then automatic control being able to take place within this distance.
  • semi-automatic operation can only take place within the known path, after which manual control is required again, or semi-automatic operation can generally not be permitted in such a case.
  • the path-related obstacle data is set to a maximum value for path positions that have not yet been approached, the respective maximum value being overwritten when an actual obstacle date is detected.
  • the obstacle data can generally be set to a maximum value, that is to say the spreader is guided in the most raised position in each case. After access to a specific target position by correspondingly lowering the spreader, the respective maximum or path-related maximum value can then be overwritten accordingly.
  • the obstacle data is expediently recorded in a defined path grid, so that after complete eng recording usually results in a step-like height profile of the obstacle data.
  • the grid can be between 0.01 m and 0.99 m, in particular the picture can be taken every 0.5 m.
  • the target position data primarily serve the exact semi-automatic positioning of the spreader with respect to the selected target position.
  • the target position data which are expediently determined when the container is gripped and set down based on the height of the spreader, are of course also updated accordingly for the obstacle data with respect to this position, since the height of the spreader was moved to set down and grip the container .
  • the target position data or container data expediently describe the loading position-related height of a container or stack of containers and are advantageously assigned to the target positions, taking into account the width of a container, and, if appropriate, loading position-related on one
  • the display shows the width of the container.
  • the display or recording takes place in relation to the load series.
  • a number of loading rows in which containers are or can be stacked, are provided transversely to the ship's longitudinal axis.
  • the rows themselves are defined by the first access to a container or a first deposit, since the width of a container is known and as a result the other row positions can be calculated taking into account the loading distance.
  • the definition is expediently made via the middle of the spreader.
  • the target position data is smoothed intermittently in order to hide such peaks.
  • the narrow peak can actually be an obstacle with regard to the obstacle data already available, that is to say the obstacle data curve. Because if it were a real obstacle, the obstacle data curve should be above the peak there.
  • a plausibility check with regard to neighboring target position data is also conceivable.
  • the obstacle and target position data are expediently recorded in relation to defined positions of the container crane with respect to the means of transport along which the container crane can be moved.
  • the containers are loaded on the ship in defined loading bays or can be loaded into defined loading bays, with respect to which the container crane must be positioned very precisely and with respect to which the corresponding data can then be recorded.
  • a loading bay can be assigned to each crane position, the width of which depends on the maximum length of a loadable container. If containers with a maximum length of 45 '(feet) are to be loaded, the width of a loading bay is slightly more than 45', with the crane being positioned in the middle of the bay.
  • the obstacle data and / or the target position data are continuously acquired and updated with particular advantage during the charging operation.
  • the obstacle curve is updated depending on the trolley travel or the spreader movement, the target position data or the container data is updated depending on the actual loading or access operation. If, for example, the spreader moves one container onto another
  • the container is set down and has to be moved higher or stops in a higher position than was previously recorded, so the driving curve is updated automatically, since the container height of the set down container is known and you can use a new container on the spreader in its height position, in turn, the container must pass over it. So there is a quasi indirect update of the obstacle data via the target position or container height data.
  • the target position data are defined and updated when loading by the respective spreader position; when unloading, the update is carried out by the difference of the spreader position when the is accessed withdrawing container and the known container height of the gripped container. The difference then indicates the height of the top of the container below.
  • a known target position date specifies a certain height z based on previous access to the same container row, and if you access the same container row again and find that the spreader is already gripping the desired container at a height z + ⁇ z, the result is this results in a lifting of the ship caused by deep lifting.
  • all bay-related stored target position data are expediently corrected by the detected ⁇ z in order to prevent the spreader to be lowered colliding with the actually higher container due to the target position data being too low.
  • a correction in the event of a recorded lowering of the ship is not necessary, since this case is unproblematic.
  • the target position data stored for the interior of the ship with respect to the current loading bay is corrected in each of the directions recorded in each case , Since during loading operations into the ship's interior, for safety reasons, it is only lowered manually from the deck height or up to can be raised to the deck height, correction is possible in both directions.
  • the vertical movement of the loaded or unloaded spreader is controlled according to the invention in semi-automatic operation during the trolley travel depending on the obstacle and / or target position data.
  • the spreader is therefore raised or lowered depending on the available data while driving to the target position, depending on how the available data allow this.
  • the spreader is positioned in semi-automatic mode with particular advantage at a defined distance, depending on the loading condition of the spreader, above the actual height of the target position; the spreader must be controlled manually to pick up or set down the container.
  • the spreader is thus positioned at a certain safety distance above the target position height in automatic mode, this distance being parameterizable.
  • the default setting is 0.5 m, it can be changed to larger or smaller values as required.
  • the distance is referred to the underside of the spreader when the spreader is unloaded and to the underside of the container when the spreader is loaded.
  • the crane driver must always steer manually to pick up or set down the container.
  • the cat and with it the spreader as part of the semi-automatic operation depend on the obstacles and / or Target position data related to the movement path when moving a defined distance in front of or behind the target position, or directly above the target position.
  • the final position depends on the container profile. If two container stacks of different heights are next to each other and the lower one is to be accessed, for example, the spreader will be a defined distance away from the The actual target position is positioned directly above the lower container stack, otherwise a collision with the higher container stack would be possible.
  • This offset is not to be taken into account if the container stack is of the same height.
  • This lateral distance must also be overcome as part of the manual operation required for the last access.
  • the side distance can also be parameterized. It is also 0.5 m, for example.
  • the spreader when the loading operation takes place in the interior of a ship, the spreader is automatically controlled only to or to a defined height position outside the cargo space located below deck as part of the semi-automatic operation and can then be controlled manually. Automatic operation in the hold is not permitted.
  • the height position up to or from which automatic operation is possible is expediently defined on the basis of the position of a loading hatch cover. This position can be detected, for example, when the cover is gripped with the spreader to open the loading hatch.
  • the height of the hatch cover can be determined based on the known height of the container and the spreader position when it is parked.
  • the invention also relates to a container crane designed to carry out the method described.
  • FIG. 1 is a schematic diagram of a container crane according to the invention
  • FIG. 2 shows a schematic diagram as a section through a loaded ship, showing the movement path of the spreader
  • 3 is a schematic diagram of an obstacle data curve
  • FIGS. 3 and 4 shows a schematic diagram of a target position data display in the form of the container stack display
  • 5 shows an obstacle data target position data diagram from FIGS. 3 and 4
  • FIG. 6 shows the smoothed diagram known from FIG. 5
  • FIG. 1 shows, in the form of a schematic diagram, a container crane 1 according to the invention which can be moved by motor along a quay wall 2 along a ship 3 via a chassis.
  • a boom 5 is provided on the crane frame 4, which completely overlaps the width of the ship 3.
  • a cat 6 (double arrow A), on which a container spreader 8 is arranged via lifting cables 7, can be moved on the boom 5.
  • the spreader 8, which in the example shown has gripped a container 9 shown in dashed lines, can be moved vertically via the hoisting ropes and a hoist that is soapy to cats, as shown by the double arrow B.
  • the entire crane operation is controlled by a crane's own programmable control device 10, as shown by the double arrow C, by which the control of the operating elements of the crane via the control device and the recording of relevant data of operating elements of the crane in the control device 10 is shown.
  • the control device 10 is in turn connected to an external master computing device 11, via which, for example, the driving orders, the information about the loading bay to be processed (i.e. the position with respect to which the crane is positioned with respect to the long side of the ship) and the row position , on which a container is to be gripped and placed, etc.
  • the control device 10 is for performing automatic runs under semi-automatic
  • a charging bay can consist of a 20 ', a
  • a loading bay includes both the part that is on the deck and the part that is in the room, i.e. below the hatch cover height.
  • a prerequisite for a loading position to be regarded as belonging to a loading bay is that the y coordinate which runs into the drawing plane in the coordinate system shown in FIG. 1 lies within the scope of validity of a loading bay in question. Only one common y coordinate is saved for all loading or target positions within a bay. This coordinate is regarded as the y coordinate of the entire charging bay and uniquely identifies the charging bay in the overall system.
  • the validity range of a loading bay is in the range of approx.
  • the crane driver first scans the height profile of the container rows within the loading bay after positioning the crane in front of the desired loading bay. For this purpose, he first moves the cat from position I to position II in the course of an empty run, with the spreader 8 being guided over the container stack relatively close above it, as indicated by the driving curve D.
  • the position of the container while driving is continuously in a certain path, z. B. every 0.5 m, recorded, so that the curve shown in Fig. 3 results from the height position data.
  • 3 shows the curve-like representation of the obstacle data in the form of the obstacle curve H.
  • the path x of the spreader across the ship 3 is plotted along the abscissa, along the ordinate, the height position of the spreader detected in relation to the x coordinate in the form of the z coordinate.
  • the boom is 60 m long and the spreader can move a maximum of 15 m high in relation to the level of the quay wall.
  • the recorded obstacle data shown in the form of the obstacle curve H, are a measure of the height of the obstacles located on the ship 3 and which can be observed in the automatic method, namely the container stack.
  • This scanned obstacle curve H is now the basis for the semi-automatic control of the trolley and the hoist and thus the trolley and spreader movement via the container stack.
  • the actual spreader height in the form of the z coordinate is recorded for the respective access position, that is to say for the respective x coordinate.
  • the z coordinate and thus the target position in the stroke direction is for the underside of the empty one
  • the target position in the trolley and crane travel direction ie the x coordinate, is specified for the spreader center.
  • FIG. 4 shows a typical target position data profile in the form of the representations of the individual container stacks, the upper ends of the columnar stacks each specifying the z coordinate and thus the actual height of the target position.
  • the target position data of this container stack is updated by either the new, lower z coordinate (when unloading) or the new higher z coordinate (during loading) is recorded and saved on the control side.
  • the obstacle data is updated (local increase or decrease) because there is a change in the z-coordinate of the actual obstacle or the target position in relation to the respective x position, which must be taken into account in the course of the automatic drive.
  • This representation can also be referred to as a "C curve" since it represents a quasi-curved profile profile.
  • the data is also automatically corrected if, when accessing an already known target position, that is to say to a container stack known in height, it is ascertained that the ship 3 has lifted up due to the tied stroke. This would mean that the distance of the obstacle curve H, which represents a driving curve, and thus the distance between the path-related obstacle data and the actual obstacle, namely the container stack, is less than recorded.
  • all bay-related obstacle and target position data is corrected by the determined ⁇ z, which can be obtained by simply comparing the saved saved target position date can be determined with the currently recorded target position date.
  • FIG. 5 shows the obstacle-target position data curve (HC curve) resulting from the combination of the representations shown in FIGS. 3 and 4. Also shown is the case where peaks 12 can occur in the data curve due to the rasterization. For this purpose, after calculating the overall curve shown in FIG. 5, smoothing is carried out in order to smooth such peaks which, with regard to the z coordinate, are set to the maximum value of the obstacle curve, but which would actually represent an obstacle to be taken into account during the next trip ,
  • the unloaded or loaded spreader 8 is positioned a certain amount above and possibly laterally offset to the actual target position. A further spreader movement is only possible in manually controlled operation.
  • the middle container 13 is to be gripped, the two side containers 14 are located at the same height as the container 13. All containers are known in their height, that is to say the target position data describing the container top are known for all containers.
  • the Spreader is positioned here directly above the container 13 to be gripped with a safety distance z.
  • FIG. 7b A similar situation is shown in FIG. 7b, in which case the left container 14 is lower than the other two containers 13 and 14.
  • the spreader is again positioned directly above the container 13 to be gripped with the safety distance z ⁇ .
  • the spreader is not only moved by the height safety distance z ⁇ , but also offset by a lateral safety distance x ⁇ with respect to the actual target position in automatic mode. The spreader is clearly positioned here to the right. From this position it must now be controlled manually.
  • the control device 10 calculates the actual end position in automatic mode on the basis of the obstacle and target position data known to it, depending on the respective driving order given by the control computing device 11.
  • the semi-automatically controlled journey always ends with a safe distance from the target position.
  • the crane driver must manually control the end position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control And Safety Of Cranes (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

L'invention concerne un procédé d'utilisation d'une grue à conteneurs (1) comportant un treuil roulant (6) pourvu d'un palonnier (8) pouvant être déplacé en hauteur. Ladite grue permet de charger des conteneurs (9) sur un moyen de transport, ou de décharger les conteneurs dudit moyen de transport, en particulier d'un bateau. Ledit treuil roulant (6), avec ou sans conteneur (9), peut être déplacé par rapport au moyen de transport (3) en mode au moins semi-automatisé, et positionné de façon sélectionnée par rapport au moyen de transport. Ledit mode semi-automatisé est effectué avec prise en compte de données, enregistrées avant ou pendant le processus de chargement, caractérisant la hauteur de déplacement et/ou de chargement (HC) d'obstacles situés sur le moyen de transport et/ou des positions cibles sur le moyen de transport.
PCT/DE2003/002449 2002-07-25 2003-07-21 Procede d'utilisation d'une grue a conteneurs WO2004016543A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2004528407A JP2005533733A (ja) 2002-07-25 2003-07-21 コンテナクレーンの運転方法
AU2003250794A AU2003250794A1 (en) 2002-07-25 2003-07-21 Method for the operation of a container crane
US11/043,022 US20050173364A1 (en) 2002-07-25 2005-01-25 Method for operating a container crane

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002133872 DE10233872A1 (de) 2002-07-25 2002-07-25 Verfahren zum Betrieb eines Containerkrans
DE10233872.8 2002-07-25

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/043,022 Continuation US20050173364A1 (en) 2002-07-25 2005-01-25 Method for operating a container crane

Publications (1)

Publication Number Publication Date
WO2004016543A1 true WO2004016543A1 (fr) 2004-02-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/002449 WO2004016543A1 (fr) 2002-07-25 2003-07-21 Procede d'utilisation d'une grue a conteneurs

Country Status (4)

Country Link
JP (1) JP2005533733A (fr)
AU (1) AU2003250794A1 (fr)
DE (1) DE10233872A1 (fr)
WO (1) WO2004016543A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006054083A1 (de) * 2006-11-16 2008-05-29 Siemens Ag Verfahren und Navigationssystem zum Navigieren eines Transportmittels für Waren, deren Anwendungen und Verwendungen sowie Computerprogramm und Datenspeichermedium
JP5917828B2 (ja) * 2011-05-02 2016-05-18 三井造船株式会社 消費電力を低減することができるクレーンとその消費電力削減方法と消費電力を表示するプログラム
JP6764625B2 (ja) * 2017-01-20 2020-10-07 東芝三菱電機産業システム株式会社 コンテナの位置合わせ装置
JP7280095B2 (ja) * 2019-04-09 2023-05-23 株式会社Ihi 荷揚げ装置

Citations (6)

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Publication number Priority date Publication date Assignee Title
US4753357A (en) * 1985-12-27 1988-06-28 Ishikawajima-Harima Heavy Industries Co., Ltd. Container crane
WO1994005586A1 (fr) * 1992-08-28 1994-03-17 Johann Hipp Procede et dispositif de commande d'un pont dechargeur pour conteneurs
DE19519741A1 (de) * 1995-06-02 1996-12-05 Siemens Ag Sensorik für einen Kran, insbesondere einen schienengebundenen Stapelkran oder Brückenkran
EP0847958A1 (fr) * 1996-12-10 1998-06-17 Mitsubishi Heavy Industries, Ltd. Méthode et appareil d'établissement de la trajectoire de la cargaison d'une grue
EP0985630A1 (fr) * 1998-09-11 2000-03-15 Telerob Gesellschaft für Fernhantierungsstechnik mbH Procédé et dispositif pour déterminer le profil de charge lors du chargement et déchargement de containers
EP1116684A1 (fr) * 2000-01-13 2001-07-18 Siemens Aktiengesellschaft Système de transport de charges, en particulier pour des conteneurs

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Publication number Priority date Publication date Assignee Title
DE19502421C2 (de) * 1995-01-26 1997-03-27 Siemens Ag Verfahren und Vorrichtung zum Transport einer Last

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Publication number Priority date Publication date Assignee Title
US4753357A (en) * 1985-12-27 1988-06-28 Ishikawajima-Harima Heavy Industries Co., Ltd. Container crane
WO1994005586A1 (fr) * 1992-08-28 1994-03-17 Johann Hipp Procede et dispositif de commande d'un pont dechargeur pour conteneurs
DE19519741A1 (de) * 1995-06-02 1996-12-05 Siemens Ag Sensorik für einen Kran, insbesondere einen schienengebundenen Stapelkran oder Brückenkran
EP0847958A1 (fr) * 1996-12-10 1998-06-17 Mitsubishi Heavy Industries, Ltd. Méthode et appareil d'établissement de la trajectoire de la cargaison d'une grue
EP0985630A1 (fr) * 1998-09-11 2000-03-15 Telerob Gesellschaft für Fernhantierungsstechnik mbH Procédé et dispositif pour déterminer le profil de charge lors du chargement et déchargement de containers
EP1116684A1 (fr) * 2000-01-13 2001-07-18 Siemens Aktiengesellschaft Système de transport de charges, en particulier pour des conteneurs

Non-Patent Citations (1)

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Title
GEITHER K ET AL: "AUTOMATION OF DOCKSIDE CONTAINER CRANES EMPLOYING PROCESS COMPUTERS", SIEMENS POWER ENGINEERING, SIEMENS AG. BERLIN, DE, vol. 2, no. 1, 1980, pages 17 - 21, XP000718326 *

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JP2005533733A (ja) 2005-11-10
DE10233872A1 (de) 2004-02-19
AU2003250794A1 (en) 2004-03-03

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