WO2018184868A2

WO2018184868A2 - Container terminal, in particular in the form of a harbour installation, with at least one rail-bound container crane

Info

Publication number: WO2018184868A2
Application number: PCT/EP2018/057450
Authority: WO
Inventors: Mirco HUSAREK; Thomas Müller; Jürgen Henkel
Original assignee: Paul Vahle Gmbh & Co. Kg
Priority date: 2017-04-05
Filing date: 2018-03-23
Publication date: 2018-10-11
Also published as: WO2018184868A3; DE102017107308A1

Abstract

The invention relates to a container terminal, in particular in the form of a harbour installation, comprising at least one rail-bound container crane (1), the container terminal comprises a medium voltage network (6, 7) which is connected to at least one transformation unit (5), and the transformation unit (5) converts the medium voltage (MU) of the medium voltage network (6, 7) into a low voltage (NU). The invention is characterised in that the low voltage (NU) is guided to a rail-bound crane (1) by means of at least one bus bar (2) and to which power is supplied.

Description

Container terminal, in particular in the form of a port facility, with at least one rail-bound container crane

The present invention relates to a container terminal, in particular in the form of a port facility, with at least one rail-bound container crane, wherein the container terminal has a medium-voltage network to which at least one Umspannseinheit is connected, and the Umspannungs- unit converts the medium voltage of the medium voltage network into a low voltage.

Rail-bound cranes in container terminals, which are usually arranged in a harbor or in a freight yard, are connected via cable drums with medium voltage, ie. supplied with a supply voltage between 3.3 to 30 kV, with the feed of the cranes as a head feed for short lanes and via a center feed for longer streets. The conversion of the medium voltage into a low voltage in the range of 380 to 1000V is usually carried out by means of transformers, which are arranged on the cranes. This means that it is necessary for each rail-mounted container crane, a transformer for converting the medium voltage into a low voltage for the drives of the container crane. Often, a container terminal has more than one rail on which several container cranes travel. The container cranes travel on rails, between which the containers are set down and taken up by the container crane. The area between and along a rail track is also called an alley. The end areas of the alley are usually used for the delivery and removal of the containers. The data communication of the cranes with remote data communication devices takes place either via additional fiber optic cables which are rolled up on the cable reel or via open air radio. The positioning of the rail-bound container cranes is often done via satellite positioning systems such as GPS®.

A disadvantage of this form of energy supply is, especially in the center feed by means of cable drums, the short life of the electrical cables used, which are mechanically stressed by the constant winding and unwinding. Due to the high weight and volume of the transformers arranged on the cranes, this increases

Effort to move the container crane and the wear of the mechanical components such as wheels and rails. So strong drives for the crane are required, which is also a high energy consumption is conditional.

The object of the present invention is to provide a container terminal in which the number of required transformers is reduced.

This object is advantageously achieved by a container terminal having the features of claim 1. Further advantageous embodiments of the container terminal according to claim 1 result from the features of the subclaims. The invention is advantageously characterized in that the rail-mounted container cranes are no longer supplied with medium voltage via the cable drums, which are arranged parallel to the rails, but the medium voltage has been converted into low voltage before feeding into the busbar, so that a conversion on the container crane itself is no longer required. The conversion from the medium voltage, which may be 3.3 to 30 kV, into a low voltage of, for example, 110V V to 1500 V, preferably 380 V to 1000 V, is carried out according to the invention in a transformer unit which feeds at least one bus bar. So it is within the meaning of the invention, if a Umspannungseinheit is provided for several container cranes. In the best case, only a single transformer unit supplies all rail-bound container cranes with low voltage. For a number of N container cranes, N transforma- ren, which were arranged in the prior art on the container cranes, saved and replaced by a single large Umspannseinheit. The large transformer unit advantageously has better efficiency than the many transformers previously arranged on the container cranes and is more cost-effective than the N transformers. The low voltage is advantageously transmitted as a single-phase or multi-phase AC voltage via the busbar (s). However, it is also conceivable that the low voltage is transmitted as DC voltage.

By using low voltage for energy transfer by means of the bus bars, advantageously lower requirements for the electrical component, e.g. Creepage distances, given. This can advantageously be chosen a compact design.

The container cranes can drive in an alley or in different lanes. Often at least two container cranes travel on a track along an alley. The lanes are usually arranged in parallel and at a small distance from each other, so that the conduction paths between the lanes and the Umspannungseinheit are sufficiently short, so that no unjustifiable line losses. The supply of the supply voltage in the low voltage range in the track of an alley is done either by head or center feed.

The Umspannseinheit can thereby in a housing, a house or e.g. be arranged a container. The Umspannseinheit can be arranged within, next to and / or in front of the alley or alleys and / or the one or more busbars of the container cranes. Preferably, the voltage recovery unit is arranged in a stackable container, so that the footprint of the Umspannseinheit in the alley can be further used for other Frachtgutcontainer in which they are stacked on the container of Umspannungseinheit.

In addition, it is advantageously possible that at least one electrical energy storage, which z. B. in the container or housing the Umspannseinheit or in a separate housing or container is arranged in the container terminal, and the or the energy storage for storage electrical energy serves or serve. Thus, the energy storage in case of failure of the medium voltage supply can serve as an energy source for the container cranes, so that, for example, a container crane can still safely settle his raised container. The energy store can also serve to store electrical energy that has been generated by recuperation on the container crane.

The energy storage device described above is advantageously connected via an inverter with the low-voltage network. Of course, it is also possible to connect the energy storage device via an alternating direction with the medium-voltage network.

It is also within the meaning of the invention if at least one further energy store is provided on at least one container crane, which is used for storing electrical energy. In this case, the energy store arranged on the container crane can be charged by means of the low voltage provided via the busbar and / or can be used for temporarily storing the electrical energy generated during the recuperation, which z. B. when lowering a previously raised container or when braking the container crane is generated. The energy storage device arranged on the container crane is connected to the low-voltage network via an inverter. The energy stored in it can be used to drive the container crane or to feed another container crane. The energy storage can also be used advantageously for smoothing voltage spikes in the network.

The container crane usually has a laterally projecting arm, at the end of a pantograph carriage with sliding contacts, in particular in the form of carbon brushes is arranged, which are in contact with the individual busbar conductors of the busbar. The laterally protruding arm permits tolerances in the height (Z direction) as well as tolerances of the distance between busbar and container crane (Y direction). The tolerance in the direction of travel (X direction) is kept to a minimum. The rail-mounted crane is, in particular by means of absolute position detection, purposefully moved to the respective container parking space, the positi- tion system along the busbar track or lane, especially in the steel construction of the route for the busbar, is installed. Advantageously, the position evaluation takes place via at least one sensor which is arranged on the container crane, its arm or the pantograph carriage. Increasingly, the container cranes are designed autonomously, ie. it is no longer necessary drivers. The container cranes receive only the command to pick up a container from a specific place and move to a destination and drop off there. It is of essential importance that the container crane approaches its target positions very precisely and achieves a sufficiently high repeat accuracy. For this purpose, can be arranged along the alley or route position devices, such. As code rails, which extend along the busbar and of which the absolute position by means of corresponding sensors is read and / or which can be read by means of incremental encoders, and in the process the individually traveled distances can be added up. It is also possible that the container crane determines its position by means of a satellite navigation device. It is also possible that several transponders are permanently installed in the area of the container terminal, with the help of which signals the container crane can determine its position on the basis of the transit times and the triangulation method.

However, it is particularly advantageous if additionally row markings are additionally arranged in each row of parking spaces for containers in the alley. If a sensor of the container crane recognizes such a row marker, it knows that it is in a row in which it can pick up or lower a container. In this case, the row markings can be designed such that, by reading the row mark, the row number emerges in the alley or it is merely known that it is a row of parking spaces. In the latter case, the information about which row of parking spaces it is exactly should be obtained from the evaluation of the above-described position device (s). It is obvious that it is more advantageous if the number of the respective row of parking spaces can be read out directly from the row marking. The row marking can be read or recorded optically, magnetically or by means of electromagnetic waves become. By the use of at least two systems for Positionsbzw. Location determination of the container crane advantageously results in a redundant system. Thus, it is also possible that the row markings are RFID chips that emit their information in the direction of a reading system attached to the container crane after excitation.

The container terminal according to the invention can also have a device for controlling the energy flows and courses of action. This device can, for. B. control the processes in the container terminal so that to reduce the energy to be supplied via the medium voltage network one or more container cranes at a certain time to raise their containers while one or more container cranes drop their containers, wherein when lowering the container, the mechanical energy into electrical energy converted (recuperation) and is returned via inverters in the low-voltage network. By synchronizing different courses of action, the maximum power consumption of the container terminal can thus be reduced, as a result of which the supply line systems and components can advantageously be designed for smaller outputs and are therefore more cost-effective. Thus, the facility can control the container cranes so that a maximum number of cranes simultaneously lift containers, so that the maximum power consumption of the terminal does not exceed a certain value. Taking into account the stored in the individual energy storage electrical energy efficient energy management is possible.

Various possible embodiments of the container terminal according to the invention will be explained in more detail below with reference to drawings.

Show it :

Fig. 1: Top view of a container terminal with gantry cranes, one

Quay wall, as well as rail-bound container cranes, which are movable along alleys; Fig. 2: Perspective view of two lanes, one in each

Gasse movable rail-bound container crane; Fig. 3 is a top view of an inventive port system with four Con ^¬ tainergassen, wherein each charging areas for lorries and AGVs are provided at the ends of each lane;

Fig. 4: Representation of two container cranes operated energy-optimized

FIG. 5: charging area for AGVs with galvanic charging stations; FIG.

FIG. 6: charging area for AGVs with inductive charging stations; FIG.

Fig. 7: Port terminal with charging stations in the parking area for AGVs between the container lanes and the container bridges. 1 shows a plan view of a container terminal with Containerbrü ^¬ CKEN 12 for loading and unloading container ships S, a quay wall K, as well as movable on rails 4 of rail container cranes 1, taken along the streets Gi, G _2, G _3, G ₄ are movable. In each lane G, on ^¬ spaces for cargo containers C are present, the rows in

and columns SP _j = i _-y are arranged. Depending on the embodiment of the container cranes 1, several freight containers can be stacked on top of each other. A stack height of 6-7 containers is not uncommon. The container terminal is supplied via a high voltage line 11 with electrical energy, wherein the high voltage is transformed by means of a transformer 10 in a medium voltage MU from 3.3 to 30 kV down. The medium-voltage network is designed as a ring network 6, wherein the ring 6 is connected via a connecting line 9 to the transformer 10 in connection. Additional connecting lines 7 are provided, on the one hand to reduce the susceptibility of the medium-voltage network and on the other hand to direct the medium voltage directly to certain consumers. Via the connecting line 8 a Umspannungsein- unit 5 with the medium-voltage network 6, 7 is connected. The Umspannseinheit 5 is arranged in a container in the area of the alley G ₄ and transforms the medium voltage MU in a low voltage NU of 380V to l.OOOV, depending on which low voltage NU for driving the container cranes 1 is needed. Usually, the medium-voltage network is a three-phase three-phase network, the low-voltage network being a three-phase network with a voltage of 380V to l .OOOV. The transformer unit 5 feeds the busbars 2 via the low-voltage network 3. Each container crane 1 is supplied with low-voltage NU via its current collector contacts 1a. For the eight rail-bound container cranes 1 traveling in the four lanes Gi _-4 , only one re-circulation unit 5 is required. On the container cranes 1 is only a cabinet and possibly frequency converter lb, especially for the drive to arrange.

Of course, it is also possible that several Umspannseinrichtun- 5 can be provided. This may be necessary if a transformer unit 5 can no longer supply all the existing container cranes 1 alone.

The Umspannseinheit 5 is advantageously arranged in a stackable container, so that 5 freight containers can be stacked on the Umspannseinheit so that the footprint for the Umspannseinheit 5 is lost only in part for the parking of cargo containers C. Of course, it is also possible to distribute the Umspannseinheit 5 on several containers. It is also possible that a part of the re-tensioning unit 5 is arranged in a container and another part of the re-tensioning unit in a building or housing, wherein the container preferably in the gas on a space otherwise provided for freight container C and the building or Housing outside the alley G, or at another location of the alley G, is arranged. It is also possible, the Umspannseinheit 5 in a container or other housing or building in the area 30 in front of the

Busbar 2 and the rail 4 to be arranged and connected via a line 8 ^' to the medium-voltage network 6, 7.

The Fig. 2 shows a perspective view of a possible embodiment of the container terminal according to the invention with two lanes Gi, G ₂ , wherein in each lane in each case a rail-bound container crane 1 moves. Each alley Gi, G ₂ , has an area 13, z. B. for trucks 21, bring the container C in the container port or pick up from there. In the area 13 charging stations 20 z. B. for charging electrical energy storage in the truck 21 may be arranged. The charging stations 20 can be installed in or on the be arranged. The charging can be done via galvanic contacts and / or by means of induction coils, in particular non-contact. Areas 14 for AGVs or other container transport vehicles are provided at the other end of the alleys, which move the containers within the container terminal, in particular transport them to the container bridges 12 and from the container bridges 12 to the container cranes 1. In the areas 14 charging contacts 16 are also provided for loading the Energiespei ^¬ cher the AGVs or other container transport vehicles. These can be arranged in or on the roadway. The transformer unit 5 has a transformer 5a, which transforms the medium voltage into the low voltage NU and vice versa. The low voltage is supplied to a converter 5b, which makes the low voltage NU a DC voltage for charging the energy storage device 5c. In addition, the converter 5b is able to convert the supplied from the energy storage device 5c DC voltage in the AC low voltage NU, so that a power supply from the energy storage 5c in the low-voltage network and optionally in the medium-voltage network 6 is possible.

Between the two lanes, a bus bar with two bus bars 2 arranged thereon is arranged, wherein the container cranes 1 have current pickup contacts 1a, which grind on the bus bars 2. The current collector contacts la are connected via electrical lines to a switching cabinet, not shown, which is arranged on the container crane 1. Optionally, an energy storage lc can be arranged on the container crane 1, which serves to store electrical energy. In this case, the energy store 1c can be charged via the low-voltage network or else energy recovered by recuperation. Likewise, it is possible for the recuperation energy to be fed directly or the energy stored in the energy store via an inverter 1b into the low-voltage network via the busbar 2. 3 shows a plan view of another possible embodiment of the port facility according to the invention with four container lanes Gi _-4 , wherein at the ends of each alley each loading areas 13, 14 for trucks and AGVs are provided. Each charging area 13, 14 is assigned its own transformer unit 15 and control unit 17. The transformer units 15 transform the medium voltage MU into a low voltage or a voltage required for the control units 17. The control units 17 are used to control the charging of the energy storage of trucks and AGVs. Of course, it is optionally also possible that the Umspannseinheiten 15 also take over the supply of container cranes 1 with low voltage. With an appropriate design, it may also be sufficient to provide only one Umspannseinheit 15 for both or all loading areas 13, 14 and optionally also the container crane 1. Loading the trucks and

AGVs can be carried out either galvanically via charging contacts and / or inductively by means of induction coils.

FIG. 4 shows an illustration for two container cranes 1, which are operated in an energy-optimized manner. The left container crane is hereinafter referred to as crane 1 and the right container crane below with crane 2. Via a device, not shown, for controlling the actions of the container cranes 1 whose movements are synchronized so that, while the crane 1 lowers a container C, at the same time the crane 2 raises a container C and vice versa. When lowering a container, energy is generated via recuperation, which is fed into the low-voltage network via bus bar 2. The energy gained by recuperation is usually less than the energy required for lifting, depending on the weight of the container C being lowered. This can be seen in the diagrams on the temporal energy consumption. Negative energy consumption means that energy is recovered. The resulting total energy consumption of both cranes 1 and 2 is thus lower than the energy consumption of the uncoordinated cranes 1 and 2.

FIG. 5 shows the charging area 14 for AGVs 18 with galvanic charging stations 16, which are supplied via a rectifier 15 with a charging voltage LU, usually a DC voltage. FIG. 6 shows a charging region 14 for AGVs 18 with inductive charging stations 16, the inductive charging stations 16 having induction coils which generate a high-frequency magnetic field and, via the inductive coupling, with induction coil arranged in the AGV. interact for energy transfer. Of course, it is also possible to arrange in the loading area both galvanic charging stations and inductive charging stations 16 in or on the road.

FIG. 7 shows a port terminal with charging stations 16 which are arranged in the parking area 24 for AGVs 18 between the container lanes G and the container bridges 12. The charging stations 16 are connected to a Umspannseinheit and charging control 15, which is connected with its input to the medium-voltage network 6, 7, 9 and is supplied via this. The parking areas 24 are used at the same time for charging the battery-powered AGVs.

Claims

claims

Containerterminal, in particular in the form of a port facility, with at least one rail-mounted container crane (1), wherein the container terminal has a medium voltage network (6, 7) to which at least one Umspannungseinheit (5) is connected, and the Umspannseinheit (5) the medium voltage (MU ) of the medium-voltage network (6, 7) into a low voltage (NU) converts, characterized in that the low voltage (NU) via at least one busbar (2) is fed to a rail-bound container crane (1) and serves for its electrical supply.

Containerterminal according to claim 1, characterized in that the single- or multi-phase low voltage (NU) between 110V to 1500V, preferably between 380V to 1000V, or the low voltage (NU) is a DC voltage.

Containerterminal according to claim 1 or 2, characterized in that the container crane (1) in an alley (G _{i =} i _-4 ) along at least one busbar (2) on rails (4) is movable, wherein the energy supply of the container crane (1). via the at least one busbar (2) takes place, and that the Umspannseinheit (5) in, next to and / or in front of the alley (G _{i =} i _-4 ) and / or the busbar (2) of the container crane (1) or another rail-mounted container crane (1) is arranged.

Container terminal according to one of claims 1 to 3, characterized in that the Umspannseinheit (5) is arranged in one or more housings, in particular in one or more containers.

5. container terminal according to claim 4, characterized in that the at least one container with the therein Umspannseinheit (5) within the alley (G,) on at least one for Frachtcontai- ner (C) provided parking space is arranged so that cargo containers (C) on the container with the Umspannungseinheit (5) are stackable.

Container terminal according to one of the preceding claims, characterized in that the Umspannseinheit (5) via a power cable (8) to a medium-voltage network (6, 7) is connected.

Container terminal according to one of the preceding claims, characterized in that the port facility has at least one electrical energy store (5c) which, together with the re-circulation unit (5), is housed in a housing or in a separate housing, in particular in a stackable container, within, beside and / or. or in front of the alley (G _{i =} i _-4 ) and / or a busbar (2) is arranged.

Container terminal according to one of the preceding claims, characterized in that an electrical energy store (lc) is arranged on a container crane (1).

Container terminal according to claim 7 or 8, characterized in that the at least one energy storage (lc, 5c) for storing the recovered by a container crane (1) electrical energy and / or for feeding electrical energy into the low-voltage network (2, 3).

Container terminal according to one of the preceding claims, characterized in that via a transformer unit (5) charging stations (16, 20) are supplied, which serve for charging electrical energy storage of vehicles (18, 21) and / or Umspannseinheit (5) a central charging control unit (17) supplied to the charging stations (16, 20) are connected.

Container terminal according to one of the preceding claims, characterized in that at least one further Umspannseinheit (15) is connected to the medium-voltage network (6, 7), in particular via a feed line (8), the medium voltage (MU) in a Niederspan- NU), wherein the low voltage (NU) charging stations (16, 20) for charging energy storage of vehicles (18, 21) via electrical lines (16a, 20a) is supplied, and that the charging stations (16, 20) in Area, in particular end region (13, 14), an alley (G _{i =} i _-4 ) and / or in the area between the lanes (G _{i =} i _-4 ) and the quay wall (K), in particular in the parking area (24) for AGVs are arranged.

Container terminal according to one of the preceding claims, characterized in that the charging stations (16, 20) are or have galvanic contacts for contacting current collectors of the vehicles (18, 21).

Container terminal according to one of claims 1 to 11, characterized in that the charging stations (16) have induction coils for inductive energy and / or data transmission, which are in particular part of electrical resonant circuits.

Container terminal according to one of the preceding claims, characterized in that the Umspannseinheiten (5, 15) additionally comprise communication means via which the container cranes (1) and / or connected to the charging stations (16, 20) vehicles (18, 21) with at least a remote data communication device communicate.

Containerterminal according to one of the preceding claims, characterized in that the container terminal has a connection to a port (W) and container bridges (12) for loading and unloading of container ships (S).

Container terminal according to one of the preceding claims, characterized in that there is a device for controlling the courses of action of the container cranes (1), which controls the courses of action of at least some or all container cranes (1) on the basis of the tasks to be performed in the container terminal.

17. Containerterminal according to claim 16, characterized in that the means for controlling the actions on the basis of the required energy requirement of the tasks to be completed determines the chronological order and the timing of the execution of the tasks to be done.

18. Containerterminal according to claim 16 or 17, characterized in that the means for controlling the actions of the individual container cranes (1) sends control commands containing information when which task is to be done. 19. Containerterminal according to one of claims 16 to 18, characterized in that the means for controlling the actions of movements of the container cranes, in particular the raising and lowering of the container and / or the method of the container crane, synchronized with each other. 20. Containerterminal according to one of claims 16 to 19, characterized in that the means for controlling the operational sequences additionally monitors the state of charge of at least one energy store (lc, 5c) and the device controls the charging of the energy store (lc, 5c) and / or in Dependence of the charge state of the energy storage (lc, 5c) determines the timing of the execution of the tasks to be done.

21. Rail-bound container crane (1), in particular for a container terminal according to one of the preceding claims, characterized in that the rail-bound container crane (1) has a current collector (ls), with which he the voltage applied to the busbar (2) low voltage ( NU).

22. Rail-bound container crane (1) according to claim 21, characterized in that on the container crane (1) an electrical energy store (lc) is arranged, which is rechargeable by means of the busbar (2) low voltage (NU).

23. Rail-bound container crane (1) according to claim 22, characterized in that the electrical energy store (lc) for storing the electrical energy generated during the recuperation, in particular when settling containers or braking the container crane (1), is used.

24. rail-bound container crane (1) according to one of claims 21 to 23, characterized in that a Umspannungseinheit (5) within, next to and / or in front of an alley (G,) is arranged, wherein the Umspannseinheit (5) a medium voltage, in particular a voltage (MU) of 3.3 to 30 kV in a low voltage (NU), in particular a voltage of 110 to 1500 V, more preferably in a voltage of 380 V to 1000 V, converts.