CN108466844B - Automatic change container terminal - Google Patents

Abstract

The invention discloses an automatic container terminal, which is sequentially provided with a three-station gate, a container yard, an in-situ transfer vehicle running area and a bridge crane operation area from the land side to the sea side. The container yard is arranged along the direction perpendicular to the coastline, a sea side interaction area is designed on one side of the yard adjacent to the coastline, and a land side interaction area is designed on one side of the yard away from the coastline, so that the walking path of the off-site transport vehicle and the walking path of the on-site transport vehicle can be completely separated, the problems that road congestion in a field area is easily caused due to the crossing of walking paths of the two vehicles, the operation flow is forced to be interrupted and the like are avoided, and the overall operation efficiency of a wharf is improved. In addition, the gate of the container terminal is designed to be a three-station gate, and information acquisition and processing work related to vehicles and containers are distributed to different gates to be independently completed, so that the passing efficiency of the gate is greatly improved, and the probability of congestion of the vehicles is reduced.

Description

An automated container terminal

Technical field

The invention belongs to the technical field of terminal construction, and specifically relates to a terminal design for loading and unloading containers.

Background technique

The container yard, also known as the yard, is a unified gathering place before containers are cleared and boarded the ship. It is used for loading, unloading, transshipment, storage and handover of heavy or empty containers. It plays a very important role in container transportation. For large container terminals, due to the large number of containers that need to be stored, in order to facilitate access and management, the container yard needs to be divided into multiple independent sub-yards, and a track is installed in each sub-yard. Crane is used for stacking, lifting and storing containers in the sub-yard.

Existing container terminals are usually laid out in a direction parallel to the coastline when laying out the yard area. That is, the length of each sub-yard extends parallel to the coastline. For the off-site transport vehicles responsible for picking up and storing containers and the on-site transfer vehicles responsible for loading and unloading ships, when picking up or storing containers from the yard, the routes traveled by the two vehicles cross, which can easily cause congestion. The work process is interrupted, which in turn affects work efficiency.

In addition, when an off-site transportation vehicle needs to enter the yard to pick up or store a container, it must first pass through the terminal gate to obtain relevant information such as the sub-yard number and the stacking location of the container. Most of this information is in the form of a ticket for the off-site transportation vehicle to pass through. It is issued by the terminal staff when entering the terminal gate. The driver drives to the designated numbered sub-yard according to the information on the ticket. The rail crane driver of the sub-yard will pick up the container from the designated position according to the container stacking position on the ticket and hoist it to the off-site transport vehicle to complete the pickup. Container operations, or lifting containers carried on off-site transportation vehicles and storing them in designated locations in the yard to complete container storage operations. This manual work method is inefficient, error-prone, and poses great personal safety risks.

In addition, the currently popular gate design in the industry is a one-stop gate. The collection, processing, verification of container information, and the release of container transport vehicles (off-site transportation vehicles) are all centralized at one gate. Although multiple parallel crossings can be set up in this one-stop gate to allow multiple off-site transportation vehicles to pass through in parallel, there is still the problem that the gate is prone to congestion. The reason is that when an off-site transport vehicle enters or leaves the yard, the collection, identification, verification and other work of all information related to the container or off-site transport vehicle must be processed at the same gate, so the information processed The quantity is relatively large and the waiting time is relatively long. Moreover, when a problem occurs with a container or an off-site transport vehicle, the work of one of the crossings will be interrupted, resulting in a reduction in the pass rate of the entire gate, which can easily lead to congestion problems.

Contents of the invention

The present invention adopts a brand-new layout design for the container terminal, completely separating the paths traveled by off-site transport vehicles from the paths traveled by on-site transfer vehicles. While improving operating efficiency, it can realize automated control of container storage and loading and unloading operations. .

In order to solve the above technical problems, the present invention adopts the following technical solutions to achieve:

An automated container terminal, with a three-stop gate, a container yard, an on-site transfer vehicle operation area and a bridge crane operation area sequentially arranged from the land side to the sea side; among them, the first station gate of the three-stop gate is used for The physical information of vehicles and containers entering the gate is collected. The second gate is used to verify the legality of the vehicles and containers, and the third gate is used to release or prohibit the vehicles from passing based on the verification results; the container yard includes multiple sub-yards arranged parallel to each other, and each sub-yard is perpendicular to the coastline. Each sub-yard is divided into three areas in the extending direction from the land side to the sea side, namely, land side interaction area, stacking operation area and seaside interaction area; there is an independently operating rail crane in each sub-yard. The rail crane interacts with the off-site transportation vehicles entering the yard in the land-side interaction area. According to the off-site transportation The stacking position of the containers that the vehicle needs to pick up and store automatically performs box lifting or storage operations; the rail crane automatically stacks the containers in the stacking operation area; the rail crane interacts with the on-site transfer vehicles in the seaside interaction area, The loading or unloading operation is automatically performed according to the stacking position of the containers to be loaded and unloaded; a positioning device is arranged in the on-site transfer vehicle operating area for locating the running position of the on-site transfer vehicles, and the back-end system is based on the docking position of the ship to be loaded and unloaded. And the stacking position of the containers to be loaded and unloaded is sent to the on-site transfer vehicles; in the bridge crane operation area, multiple bridge cranes are arranged along the coastline, and the bridge cranes transfer the on-site transfer vehicles during the ship loading operation. The delivered containers are hoisted into the ship, and during the unloading operation, the containers on the ship are hoisted to the on-site transfer vehicles.

As a preferred design solution for the three-stop gate, the three-stop gate includes a three-stop entry gate and a three-stop exit gate; wherein, among the three-stop entry gates, the first stop of entry is The gate collects the physical license plate number of the entering vehicle and the box number and box type information of the entering container, and sends it to the backend system to retrieve the relevant information corresponding to the entering vehicle; the gate of the second station collects the information of the entering vehicle The electronic license plate number, driver identity information and weight information of the entry vehicle are sent to the backend system to verify the legality of the vehicle and driver identity and whether the container weight is abnormal based on the relevant information retrieved from the entry vehicle, and receive The destination information sent by the back-end system is provided to the driver of the entry vehicle; the electronic license plate number of the entry vehicle is collected at the gate of the third station, sent to the back-end system and receives the vehicle admission instruction fed back by the back-end system, and then Release or prohibit vehicles from entering the yard. In the three-stop exit gate, the first exit gate collects the physical license plate number of the exit vehicle and the box number and box type information of the exit container, and sends it to the backend system to retrieve the relevant information corresponding to the exit vehicle; the second exit gate The station gate collects the electronic license plate number, driver identity information and vehicle weight information of the exiting vehicle, and sends it to the backend system to verify the legality of the vehicle and driver's identity and whether the container weight is abnormal based on the relevant information retrieved from the exiting vehicle. ; The electronic license plate number of the exiting vehicle is collected at the gate of the third station, sent to the backend system and receives the vehicle release instruction from the backend system feedback, and then releases or prohibits the exiting vehicle from leaving the yard.

In order to shorten the waiting time of vehicles at the second station gate, the distance between the first station gate and the second station gate is designed to be D≥S*T; where S is the distance between the first station gate and the second station gate. The maximum speed allowed for inter-city driving, and T is the time required for the background system to complete the verification of vehicle-related information based on the information collected at the first station gate.

In order to avoid congestion at the third station gate, the present invention sets a buffer zone at a position deviating from the main driving lane between the second entrance gate and the third entrance gate for parking vehicles whose parking information does not match. Problem vehicles are subject to manual processing. The back-end system compares the information collected at the first entry gate and the second entry gate with the relevant information corresponding to the entry vehicle retrieved by the back-end system; if it does not match, the destination of the send The information is "entering the buffer zone"; if it matches, the destination information sent is the specific location of the storage yard; normal vehicles that match the information can drive into the container storage yard through the gate of the third station for entry. Deposit or pick up boxes. The back-end system compares the information collected at the first exit gate and the second exit gate with the relevant information corresponding to the exit vehicle retrieved by the back-end system; if it does not match, it sends "entering the buffer zone" The destination information will be displayed through the gate at the second station; if it matches, the "release" information will be sent and displayed through the gate at the second station.

As a preferred design solution for the land-side interactive area, the present invention is provided with at least one lane for off-site transportation vehicles to park in the land-side interaction area, and an interactive booth is provided on one side of each lane. The interactive kiosk is equipped with a card reader. The card reader reads the electronic license plate number from the electronic license plate presented by the driver of the off-site transportation vehicle, and sends it to the backend system to retrieve the container stack corresponding to the electronic license plate number. The location of the container is sent to the rail crane in the sub-yard to perform the container lifting or storage operation.

As a preferred design solution for the seaside interactive area, the present invention is provided with at least one bracket interaction lane in the seaside interaction zone, and at least one set of brackets for supporting containers is provided on each bracket interaction lane. When the back-end system is executing the shipping operation process, it sends the bracket position to the rail crane and the on-site transfer vehicle, instructs the rail crane to park the container to be loaded on the bracket corresponding to the bracket position, and guides the on-site The transfer vehicle picks up the container at the support position to perform the ship loading operation; when the backend system performs the unloading operation process, it sends the support position to the rail crane and the on-site transfer vehicle to guide the on-site transfer vehicle to unload the ship. The container is parked on the bracket corresponding to the bracket position, and the rail crane is instructed to pick up the container from the bracket to perform the ship unloading operation.

In order to improve operating efficiency, the present invention is equipped with two orbital cranes that reciprocate in the direction perpendicular to the coastline in each sub-yard. They are the landside orbital crane adjacent to the landside interaction area and the landside orbital crane adjacent to the seaside. The sea-side rail crane works in the land-side interaction area and the stacking operation area, and is used to cooperate with off-site transportation vehicles to perform box lifting and storage operations; the sea-side rail crane works in the sea-side interaction area Area and stacking operation area are used to cooperate with on-site transfer vehicles to perform ship loading and unloading operations.

In order to ensure the personal safety of the driver of the off-site transportation vehicle, the present invention is provided with a start-stop button with or without a holding function in the interactive booth. When the start-stop button is pressed, the landside rail crane moves from the stacking operation area Walk to the landside interaction area, grab the container from the off-site transportation vehicle or hoist the container extracted from the stacking operation area to the off-site transportation vehicle, and return to the stacking operation area; the landside rail is hoisted on During the operation of the landside interaction area, if the start-stop button is lifted, the landside rail crane will stop in place to prevent the driver from leaving the interaction booth and entering the landside interaction area, threatening the driver because the landside rail crane is working. personal safety.

In order to further ensure the accuracy of the deposit box operation, the present invention designs the back-end system to first verify whether the sub-yard where the interactive kiosk is located matches the electronic license plate number after receiving the electronic license plate number uploaded by the card reader in the interactive kiosk. The locations of the storage yards corresponding to the numbers are consistent; if they are inconsistent, the backend system sends an error message to the interactive kiosk, which is fed back to the driver of the off-site transportation vehicle through the display screen set in the interactive kiosk; if they are consistent, the backend system calls up a task The type and stacking position of the container in the stacking operation area are sent to the landside rail crane; when the landside rail crane receives the box lifting task, it extracts the container from the stacking operation area according to the stacking position and walks to Waiting at the junction of the stacking operation area and the landside interaction area until the start-stop button is pressed, the landside rail crane enters the landside interaction area and hoists the extracted container onto the off-site transportation vehicle. Complete the box lifting operation; when the landside track crane receives the box storage task, the empty spreader walks to the junction of the stacking operation area and the landside interaction area and waits until the start-stop button is pressed. Enter the landside interaction area, grab the container container from the off-site transportation vehicle, return to the stacking operation area and park it at the stacking position to complete the container storage operation.

Furthermore, when the back-end system executes the shipping operation process, it first sends the stacking position of the container to be loaded in the stacking operation area and the position of the bracket that needs to be parked in the seaside interaction area to the seaside rail crane. When the side track crane receives the shipping task, it extracts the container from the stacking operation area according to the stacking position and walks to the seaside interaction area, hoisting it to the bracket corresponding to the bracket position; then, the background system Send the position of the bracket and the docking position of the ship to the on-site transfer vehicle, instruct the on-site transfer vehicle to pick up the container at the bracket position and transport it to the bridge crane corresponding to the docking position for ship loading operations; the backend When the system executes the ship unloading operation process, it first sends the parking position of the ship that needs to be unloaded and the position of the bracket where the unloaded container needs to be parked in the seaside interaction area to the on-site transfer vehicle, and instructs the on-site transfer vehicle to hoist and unload the bridge. The container under is transported to the bracket corresponding to the bracket position; then, the background system sends the bracket position and the stacking position of the container in the stacking operation area to the seaside rail crane, and the seaside rail crane receives the unloading During the ship mission, the empty spreader walks to the bracket position in the seaside interaction area, grabs the container on the bracket and transports it to the stacking operation area, and parks it at the stacking position to complete the ship unloading operation.

As a preferred design solution for the on-site transfer vehicle operating area, the positioning device preferably uses several magnetic nails, which are distributed on the ground of the on-site transfer vehicle operating area, and each magnetic nail corresponds to an independent code; The on-site transfer vehicle is a horizontal automatic guided vehicle with a radar scanning board arranged on it. While the horizontal automatic guided vehicle is walking in the on-site transfer vehicle operating area, the radar scanning board scans the magnetic nails on the ground to obtain the magnetic field. The code of the nail is sent to the backend system to calculate the physical position of the horizontal automatic guided vehicle, thereby generating a driving route and scheduling the operation of the horizontal automatic guided vehicle.

Compared with the existing technology, the advantages and positive effects of the present invention are: the container terminal of the present invention is arranged by designing the container yard in a direction perpendicular to the coastline, and designing a seaside interaction area on the side of the yard adjacent to the coastline, away from A land-side interaction area is designed on one side of the coastline, which can completely separate the paths of off-site transportation vehicles from the paths of on-site transfer vehicles, preventing the two types of vehicles from crossing the roads in the site. Problems such as congestion and forced interruption of operation processes will help improve the overall operating efficiency of the terminal. In addition, the present invention designs the gate of the container terminal into a three-station gate, and allocates the information collection and processing work related to vehicles and containers to different gates to complete independently. Since the information collection and processing work of each station gate is relatively large, The workload of the traditional one-stop gate is greatly reduced, and the backend system can make full use of the time the vehicle travels between the two gates to complete the processing and verification of the collected information, thereby reducing the vehicle's stay time at the gate. The significant shortening not only greatly improves the passing efficiency of the gate, but also significantly reduces the probability of vehicle congestion, which in turn plays a vital role in the operating capacity and efficiency of the container terminal logistics system.

Other features and advantages of the invention will become more apparent after reading the detailed description of embodiments of the invention in conjunction with the accompanying drawings.

Description of the drawings

Figure 1 is an overall layout diagram of an embodiment of the automated container terminal proposed by the present invention;

Figure 2 is a schematic construction diagram of an embodiment of the first entry gate and the first exit gate in Figure 1;

Figure 3 is a flow chart of information collection and processing of an embodiment of the first entrance gate;

Figure 4 is a schematic construction diagram of an embodiment of the second entrance gate and the second exit gate in Figure 1;

Figure 5 is an information collection and processing flow chart of an embodiment of the second entrance gate;

Figure 6 is a schematic construction diagram of an embodiment of the third entry gate and the third exit gate in Figure 1;

Figure 7 is an information collection and processing flow chart of an embodiment of the gate at the third station;

Figure 8 is a partially constructed schematic diagram of an embodiment of the container yard in Figure 1;

Figure 9 is a schematic diagram of the construction of an embodiment of the landside interaction area of the container yard;

Figure 10 is a schematic diagram of the construction of an embodiment of the seaside interaction area of the container yard.

Detailed ways

The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

In order to improve the intelligence level of the container terminal and realize fully automatic control of container lifting, storage, loading and unloading operations, this embodiment is equipped with four functional areas in the container terminal, as shown in Figure 1, from the land side to The directions on the sea side are: gate, container yard 300, on-site transfer vehicle operation area 400 and bridge crane operation area 500.

Among them, the gate serves as the entry and exit portal of the entire container terminal and is used to decide whether to allow off-site transportation vehicles to enter or leave the yard. Specifically, it can be divided into two parts: the entry gate 100 and the exit gate 200. Among them, the entrance gate 100 serves as the entrance to the entire container terminal and is used to verify the legality of entering vehicles and containers and prevent problematic vehicles or containers from entering the yard and affecting the safety of the yard. For vehicles and containers that are verified to be legal, the driver of the entering vehicle can obtain the location of the storage yard that he needs to drive to after entering the storage yard at the entrance gate 100. After the driver drives through the entrance gate 100, he will drive to the location. Box picking or box storage operations can be carried out in the storage yard area. The exit gate 200 serves as the exit of the entire container terminal. It is used to verify the legality of exiting vehicles and containers. Based on the verification results, it is decided whether to release the exiting vehicles or prohibit the exiting vehicles from leaving the yard to prevent vehicles from transporting containers that have not been permitted to exit. Leave the yard to ensure the safety of container storage in the yard.

In order to solve the problems of low traffic efficiency and easy congestion of the existing one-stop gate, this embodiment proposes a three-stop gate design idea for the gate system of the container terminal, as shown in Figure 1. That is, the entry gate 100 and the exit gate 200 of the container terminal are equally divided into three gates, which are defined in sequence according to the driving direction of the vehicle: the first gate, the second gate and the third gate. For the sake of clarity, this embodiment defines the three entry gates as: the first entry gate 110, the second entry gate 120, and the third entry gate 130; and defines the three exit gates as : Gate 210 for the first station, gate 220 for the second station, and gate 230 for the third station. The gates of each station are separated from each other and designed independently, and are responsible for the collection and processing of different information.

The specific structural design and work flow of each station gate will be explained in detail below with reference to Figures 2 to 7.

In this embodiment, the first entry gate 110 and the first exit gate 210 can be constructed using the same or substantially the same structural design, and are responsible for collecting entry vehicles (for the first entry gate 110) Or the physical license plate number, box number, box type, number of containers and other information of the exiting vehicle (for the first exit gate 210), and send it to the backend system to retrieve the information that has been saved in the backend system. Relevant information corresponding to the vehicle. That is to say, before the off-site transport vehicles enter gate 100 or 200, the information related to the off-site transport vehicles, including the information about the containers carried on the off-site transport vehicles, has been entered into the terminal's backend system, and the entry gate 100 The task is to identify whether the incoming vehicles and containers are consistent with the information stored in the background system, so as to intercept problematic off-site transportation vehicles and containers and prevent problematic vehicles from entering the container yard 300 of the terminal. The job of the exit gate 200 is to identify whether the vehicles waiting to exit or the containers on the vehicles are consistent with the information saved in the background system, so as to intercept problematic off-site transportation vehicles and containers and prevent problematic vehicles from leaving the container yard 300 of the terminal. .

This embodiment takes the first entry gate 110 as an example for description, as shown in Figure 2 .

In this embodiment, in order to improve the traffic capacity of the gate, it is preferable to arrange multiple parallel crossings at the first entrance gate 110, which can allow multiple off-site transportation vehicles to pass in parallel. Each crossing of the first station gate 110 can be provided with vehicle sensor doors 111, height and width limit doors 112, signal lights 113, electronic blocking bars 114, and information collection equipment 115. Among them, the vehicle sensor door 111 is used to sense whether there is a vehicle entering the first stop gate 110, and then can control the information collection device 115 and the sensing device on the height and width limit gate 112 to start running only when a vehicle enters the gate, so as to reduce System power consumption. The height-limiting and width-limiting door 112 is used to limit the height and width of containers carried on the vehicle to prevent over-height or over-wide containers from entering. The signal light 113 is used to indicate whether vehicles are allowed to pass. By default, it displays a red light and prohibits vehicles from passing. The electronic blocking lever 114 is preferably set behind the height-limiting and width-limiting gate 112 and is in a down state by default to prevent vehicles that have not completed information collection and are over-height or over-wide from passing through. The information collection equipment deployed at the gate 110 of the first station of entry is mainly used to collect the physical license plate number of the entry vehicle, the box number, box type, number of boxes, the position of the box on the pallet, and the box number of the admission container. Information such as the door orientation and whether the box is damaged, and the collected information is sent to the backend system. The background system can retrieve the relevant information list corresponding to the vehicle based on the collected physical license plate number or container number, compare the physical license plate number, box number, box type, number of boxes and other information, and The collected information such as the position of the box on the pallet, the direction of the box door, and whether the box is damaged is added to the list.

In this embodiment, it is preferable to use a combination of gate camera photography and background image recognition to complete the information collection of entering vehicles and containers. That is, this embodiment uses a camera as the information collection device 115, which is installed at the first gate 110 of the entrance, preferably on the height-limited and width-limited gate 112 of each crossing, so as to photograph the entering vehicles and containers from multiple angles, and Send the photos to the backend system, and use mature image recognition technology to extract the physical license plate number of the entry vehicle, the box number, box type, number of boxes, and the location of the boxes on the pallet of the entry vehicle from the captured photos. The location, door orientation, and whether the box is damaged will be used for later verification of incoming vehicles and containers.

The operation process of the first entrance gate 110 will be described in detail below with reference to Figure 3 .

When the off-site transportation vehicle (the off-site transportation vehicle can be an empty vehicle ready to carry boxes for admission, or a heavy vehicle carrying containers ready for admission storage) arrives at the terminal, it first needs to pass through the gate 110 of the first stop of admission. .

When the vehicle sensor door 111 in the first entrance gate 110 senses a vehicle passing by, the camera 115 and the sensor device on the height and width limit gate 112 are powered on and run. The camera 115 takes photos of incoming vehicles and containers (for heavy vehicles), and sends the captured photos to the backend system in a timely manner.

If an off-site transportation vehicle collides when passing through the height-limited and width-limited gate 112, the vehicle will be considered abnormal, an over-limit warning signal will be generated and sent to the background system, and the red light of the signal light 113 will be controlled to light up, and the electronic gear lever 114 will remain in the down state to prevent Vehicles pass. At the same time, the sensing device on the height-limited and width-limited door 112 sends out a system alarm prompt, notifying the operator to manually handle the vehicle. After the processing is completed, the electronic gear lever 114 can be manually controlled to rise, the green light of the signal light 113 lights up, and the crossing is restored to use.

If the off-site transportation vehicle does not collide when passing through the height-limited and width-limited gate 112, the background system will perform image recognition on the photos uploaded by the camera 115, and extract the vehicle's physical license plate number, container number, box type, number of boxes, Information such as the position of the box on the pallet, the direction of the door, and whether the box is damaged. If the extracted information does not meet the standards, manual processing can be used to supplement the information; if the extracted information meets the standards, the back-end system will automatically determine whether the off-site transportation vehicle carries boxes. If it does not carry boxes, no manual supplement is required. information; if it is a box, it will first determine whether the container is a regular container. If it is a regular container, the background system will automatically supplement the information; if the container carried by the off-site transportation vehicle is a special box, such as a container equipped with an electronic seal, Frame boxes, OT boxes, external unit cold boxes, TK boxes, etc. will enter the information collection process corresponding to that type of box and wait for manual processing to supplement relevant information.

After the information collection is completed, the electronic gear lever 114 is automatically controlled to rise, the green light of the signal light 113 lights up, and the vehicle is released.

During the period when the off-site transportation vehicle drives from the first entrance gate 110 to the second entrance gate 120, the backend system searches for its saved information list based on the extracted physical license plate number of the vehicle or the box number of the container. , find the list of relevant information corresponding to the vehicle, and compare the physical license plate number, box number, box type, number of boxes and other information. If they all match, then further determine whether the box is damaged. If the box is intact , then it passes preliminary verification (first stop verification), and the collected information such as the position of the box on the pallet and the direction of the box door is added to the relevant information list corresponding to the vehicle. If the box is damaged or the information comparison results are not completely consistent, it will be directly determined as an abnormal vehicle and the first station verification will be completed. When the vehicle enters gate 120 of the second station, the vehicle will be guided to enter the buffer zone and wait for manual inspection. .

In this embodiment, in order to shorten the time for vehicles to pass through the gate as much as possible, it is preferable to design the distance D ≥ S*T between the first entrance gate 110 and the second entrance gate 120 . Among them, S is the maximum speed allowed for the vehicle to travel between the first entrance gate 110 and the second entrance gate 120. In this embodiment, it is preferably set to 30 kilometers/hour; T is the background system based on the entry gate. The time required for the information collected by the first station gate 110 to complete the first station verification. Using this design method, the backend system can make full use of the time when the vehicle is traveling between the two gates to complete the comparison and verification of the collected information. When the vehicle arrives at the gate 120 of the second station, the first station The verification result has been generated, thus the time for the vehicle to wait for verification at the second entrance gate 120 can be shortened.

In this embodiment, the structural design and information collection and processing flow of the first exit gate 210 can be the same as that of the first entry gate 110 . That is, components such as vehicle sensor doors, height and width limit gates, signal lights, electronic barriers, and information collection equipment can also be installed at each crossing of the first exit gate 210 to complete the information collection work of exit vehicles and containers. Of course, there may be slight differences in the information collection and processing procedures. For example, at the first gate 210 of the exit, only the physical license plate number of the exit vehicle, the box number, box type, number of containers and other information may be collected and sent Go to the backend system to compare information and complete preliminary verification without collecting information such as the position of the box on the pallet, the direction of the door, and whether the box is damaged. This can further improve the traffic efficiency of the exit gate 200.

Similarly, it is preferably designed that the distance between the gate 210 of the first exit station and the gate 220 of the second exit station is also D≥S*T. The background system can make full use of the time when the vehicle is traveling between the first exit gate 210 and the second exit gate 220 to complete the comparison and verification of the collected information. When the vehicle arrives at the second exit gate 220, the first station verification result has been generated, thereby shortening the time the vehicle waits for verification at the second exit gate 220.

In this embodiment, the second entry gate 120 and the second exit gate 220 can also be constructed using the same or substantially the same structural design, and are responsible for collecting entry vehicles (for the second entry gate 120 ) or the electronic license plate number, driver identity information, vehicle weight information, etc. of the exiting vehicle (for the second exit gate 220) are sent to the backend system. The backend system uses the relevant information list corresponding to the vehicle retrieved during the first station gate processing process to verify the legitimacy of the vehicle and driver's identity, and verifies the vehicle's identity based on the container weight information recorded in the relevant information list. Whether there is any abnormality in the weight of the container being carried, destination information is generated based on the verification results and sent to the second entry gate 120 or the second exit gate 220 to guide the driver in the driving direction.

This embodiment takes the gate 120 of the second entrance station as an example for description, as shown in Figure 4 .

In this embodiment, in order to improve the traffic capacity of the gate, it is preferable to arrange multiple parallel crossings at the gate 120 of the second entrance station, which can allow multiple off-site transportation vehicles to pass in parallel. A card reader 121 (such as an RFID card reader and an ID card reader), a weighbridge 122, a signal light 123, an electronic barrier 124 and other parts can be respectively provided at each crossing. Among them, the RFID card reader and the identity card reader 121 can be installed on a carrier and used to collect the vehicle's electronic license plate number and driver's identity information respectively. The weighbridge 122 is installed on the road surface of each crossing and is used to sense the weight of the vehicle when it enters the gate, and then determine whether the entering vehicle is empty or heavy based on the weight. If it is a heavy vehicle carrying a container, the weight of the container can be calculated indirectly based on the sensed weight of the vehicle for later information comparison. The signal light 123 is used to indicate whether vehicles are allowed to pass. By default, it displays a red light and prohibits vehicles from passing. The electronic gear lever 124 is in a down state by default. Only after the background system feeds back the destination information, the electronic gear lever 124 is raised to allow the vehicle to pass.

The operation process of the second entrance gate 120 will be described in detail below with reference to Figure 5 .

When the off-site transportation vehicle passes through the first entrance gate 110 and arrives at the second entrance gate 120, the vehicle drives to the weighbridge 122 and stops. The RFID card reader and the identity card reader 121 are arranged next to the weighbridge 122, prompting the driver to show the electronic license plate and identity card, and approach the RFID card reader and the identity card reader 121 respectively to read the electronic license plate therein Number and driver identity information are uploaded to the backend system.

When the driver swipes the ID card, he can follow the on-screen prompts to swipe the card. The system can give him two chances to swipe the card. If the driver fails to swipe the card twice, the identity information will be set to a null value. For drivers who do not have an ID card, they can follow the on-screen prompts and enter "No ID card" to set the identity information to a blank value.

In the same way, the RFID card reader is used to collect the electronic license plate number in the electronic license plate. If the collection fails, the electronic license plate number is set to a null value.

When the backend system receives the electronic license plate number or driver identity information with a "null value" result, it can require the staff at the gate 120 of the second station to manually identify the vehicle's electronic license plate number and driver identity information, and enter them into the system.

After the collection of the electronic license plate number and driver identity information is completed, the backend system calculates the weight of the container based on the weight collected by the weighbridge 122, and matches the electronic license plate number, driver identity information and container weight with the previously retrieved vehicle. Compare the relevant data saved in the relevant information list. If they match, the verification passes; if they do not match, the verification fails. In this embodiment, if the vehicle fails the first station verification at the first entrance gate 110, it will be determined as a problem vehicle regardless of whether it passes the verification at the second entrance gate 120, and a final result of verification failure is generated. .

For problem vehicles that fail to be verified, the background system sets the destination information as a "buffer" and sends it to the second entrance gate 120. On the one hand, it is displayed through the display screen arranged in the second entrance gate 120; On the one hand, a small ticket with the word "buffer zone" written on it is printed out by a printer installed at the gate 120 of the second station of admission, and is provided to the driver to instruct the driver to drive the vehicle into the buffer zone and wait for manual processing.

For normal vehicles that pass the verification, the backend system enters the box collection or pick-up business verification process based on whether the vehicle is empty or heavy. Specifically, when the vehicle entering the entrance gate 100 is empty, the container pick-up business verification process is executed to retrieve the location of the container in the container yard to guide the driver to drive the vehicle to the yard and pick up the container. required containers; when the vehicle entering the entrance gate 100 is a heavy vehicle, the container collection (container storage) business verification process is executed, and the location of the container stored in the container yard 300 is retrieved to guide the driver to drive the vehicle. to the site so that the rail crane in the site can lift the container on the vehicle and park it at a designated location (stacking location) in the container yard 300 .

The background system will take the retrieved site location (the number of the sub-yard) as the destination information and send it to the gate 120 of the second entrance station. On the one hand, it will be displayed on the display screen; on the other hand, it will print out the words " The ticket with the words "Yard Location***" is provided to the driver to instruct the driver to which sub-yard the vehicle should be driven.

Of course, the background system can also send destination information directly to the driver's mobile phone to indicate the driver's driving direction. The driver's mobile phone number can be collected during the driver identity information collection stage.

After the driver obtains the destination information, the green light of the signal light 123 lights up, and the electronic gear lever 124 automatically lifts to allow the vehicle to pass.

In this embodiment, the structural design and information collection and processing flow of the second exit gate 220 can be the same as that of the second entry gate 120 . That is, components such as a card reader, a weighbridge, a signal light, and an electronic barrier can also be installed at each crossing of the second exit gate 220 . Of course, there may also be slight differences in the information collection and processing procedures. For example, the background system determines whether the vehicle is empty or heavy based on the weight collected by the weighbridge. If it is a heavy vehicle, it further calculates the weight of the container and compares it with the container weight data in the saved related information list. If it passes the verification , then the word "passage" is fed back, instructing the driver to drive to the third station gate 230; if the verification fails, the word "buffer zone" is fed back, instructing the driver to drive to the buffer zone, and wait for manual processing.

In this embodiment, a buffer zone 140 for parking problem vehicles is set up between the gate 120 of the second station and the gate 130 of the third station, as shown in FIG. 1 . The buffer zone 140 is set up at a position deviating from the main traffic lane between the second entrance gate 120 and the third entrance gate 130. Similarly, the buffer zone 140 is also deviated from the second exit gate 220 and the exit gate. In the main carriageway between the gates 230 of the third station, exiting vehicles with problems also need to enter the buffer zone 140. A manual service station can be set up in the buffer zone 140, and problem vehicles can receive manual processing in the buffer zone 140. Vehicles whose problems have been eliminated can continue to pass through the third station gate, and vehicles whose problems have not been eliminated are not allowed to enter or exit the container yard to improve the safety of container storage in the yard.

In this embodiment, the third entrance gate 130 and the third exit gate 230 can also be constructed using the same or substantially the same structural design, and are responsible for releasing vehicles that have passed the verification and intercepting vehicles that have not passed the verification.

This embodiment takes the gate 130 of the third entrance station as an example for description, as shown in FIG. 6 .

In this embodiment, in order to improve the traffic capacity of the gate, it is preferable to arrange multiple parallel crossings at the gate 130 of the third entry station, which can allow multiple off-site transportation vehicles to pass in parallel. An RFID card reader 132, a signal light 133, and an electronic barrier 134 can be respectively provided at each crossing, and a vehicle sensor door 131 can also be selectively provided.

When a vehicle enters the third station gate 130, it first passes through the vehicle sensor gate 131. When the vehicle induction door 131 senses a vehicle passing by, it starts the RFID card reader 132 to collect electronic license plate information. The signal light 133 is used to indicate whether vehicles are allowed to pass. By default, it displays a red light and prohibits vehicles from passing. The electronic barrier 134 is in the down state by default. The electronic barrier 134 is activated only when the background system feeds back an admission instruction (for the gate 130 of the third entry station) or a release instruction (for the gate 230 of the third exit station). Lift to allow vehicles to pass.

The operation process of the gate 130 of the third station of admission will be described in detail below with reference to Figure 7 .

When the vehicle enters the gate 130 of the third station, the driver is required to show the electronic license plate and approach the RFID card reader 132 to read the vehicle's electronic license plate number and send it to the backend system to obtain an admission decision.

Of course, an identity card reader and an intercom can also be installed at the gate 130 of the third entrance station at the same time. When the RFID card reader 132 fails to read the card, the driver can be asked to present his or her ID card and approach the ID card reader to collect the driver's identity information and send it to the backend system to retrieve an admission decision. If the driver does not have an ID card, he can talk to the staff through the intercom to confirm whether the vehicle is allowed. If the vehicle is admitted, the electronic gear lever 134 is manually opened to release the vehicle; if the vehicle is prohibited, an alarm prompt is triggered and the security guard is notified to escort the vehicle to the buffer zone 140 .

If the background system retrieves the verification result of the vehicle based on the collected electronic license plate number or driver identity information as "admission", it will send an admission instruction to the gate 130 of the third station; if the verification result of the vehicle is retrieved, If the result is "no movement", then a no movement instruction is sent to the gate 130 of the third entrance station.

When the gate 130 of the third entrance station receives the admission instruction, the green light of the control signal light 133 lights up, the electronic barrier 13 rises, and the vehicle is released and drives into the container yard 300. When receiving the no-travel instruction, the red light of the control signal light 133 lights up, and the electronic gear lever 134 is kept in a down state, prohibiting the vehicle from entering the container yard 300, and starting an alarm prompt to notify the security guard to escort the vehicle to the buffer zone. 140, waiting for manual processing.

In this embodiment, the structural design and information collection and processing flow of the third exit gate 230 can be the same as that of the third entry gate 130 . That is, components such as vehicle sensor doors, RFID readers, signal lights, and electronic barriers can also be respectively installed at each crossing of the third exit gate 230 . When the exiting vehicle passes the verification, the backend system sends a release instruction to the gate 230 of the third exit station, lifts the electronic gear lever, and allows the vehicle to leave the yard. If the exiting vehicle fails the verification, the backend system will send a no-traffic instruction to gate 230 of the third exit station, keep the electronic gear lever in the down state, prohibit the vehicle from leaving the yard, and activate an alarm prompt to notify the security guard to escort the vehicle to the buffer. Area 140, waiting for manual processing.

In this embodiment, the entrance gate 100 and the exit gate 200 of the container terminal are designed as three-stop gates. Compared with the traditional one-stop gate, the traffic opening efficiency is higher and the probability of gate congestion is lower. It is helpful for improving the entire container terminal. The efficiency of logistics operations can play a vital role.

After passing through the entrance gate 100, the off-site transport vehicle drives to the container yard 300, and reaches the corresponding sub-yard according to the acquired yard area location.

As shown in FIG. 1 , the container yard 300 in this embodiment includes a plurality of sub-yards 301 arranged parallel to each other, and each sub-yard 301 is perpendicular to the coastline 600 . In this embodiment, each sub-yard 301 is divided into three areas, which are in order from the land side to the sea side: land side interaction area 310, stacking operation area 320, and sea side interaction area 330. Each sub-yard 301 is provided with independently operating rail cranes 321 and 322, as shown in FIG. 8 . The rail cranes 321 and 322 cross the sub-yard 301 in the width direction, reciprocate along the length of the sub-yard 301 (the direction perpendicular to the coastline 600), and carry out box lifting, storage and stacking operations for containers. In this embodiment, the entry gate 100 and the exit gate 200 are designed to be located on the same side of the landside interaction area 310, and are arranged separately on the left and right. A traffic lane 700 is laid between the landside interaction area 310 and the gates 100 and 200 for off-site transportation vehicles. After passing through the entrance gate 100, the off-site transportation vehicle travels along the carriageway 700, arrives at the landside interaction area 310 of the designated sub-yard, and cooperates with the rail crane 321 of the sub-yard to perform box lifting or box storage operations. After the box lifting or box storage operation is completed, the off-site transportation vehicle drives along the traffic lane 700, arrives at the exit gate 200, and leaves the terminal through the exit gate 200. Since the off-site transportation vehicles only travel in the area of the entrance gate 100, the exit gate 200 and the landside interaction area 310, away from the on-site transfer vehicle operation area 400, they will not meet the on-site transfer vehicles, so they can be well transported. Solving problems such as road congestion and forced interruption of work processes caused by the intersection of two vehicle routes will help improve the overall operating efficiency of the terminal. The seaside interaction area 330 and the landside interaction area 310 of each sub-yard 301 are designed to be placed at the opposite ends of the stacking operation area 320. The seaside interaction area 330 is adjacent to the on-site transfer vehicle operation area 400 and is used for rail cranes. 322 interacts with on-site transfer vehicles to coordinate the loading and unloading of containers.

As a preferred design solution of this embodiment, in this embodiment, two rail cranes 321 and 322 are preferably provided in each sub-yard 301, as shown in Figure 8. Two rail cranes 321 and 322 walk on the same track 323. The track 323 extends from the outer end 311 of the land-side interaction area 310 to the outer end 331 of the sea-side interaction area 330. The outer ends 311 and 331 are land-side. The side interaction area 310 and the sea side interaction area 330 are at one end away from the stacking operation area 320, as shown in Figures 9 and 10. Among the two rail cranes, the rail crane adjacent to the land-side interaction area 310 is defined as the land-side rail crane 321, and the rail crane adjacent to the sea-side interaction area 330 is defined as the sea-side rail crane 322. The landside rail crane 321 works in the landside interaction area 310 and the stacking operation area 320, and is used to cooperate with off-site transportation vehicles to perform box lifting and storage operations. The seaside rail crane 322 works in the seaside interaction area 330 and the stacking operation area 320, and is used to cooperate with the on-site transfer vehicles to perform ship loading and unloading operations.

When the landside rail crane 321 fails, the landside rail crane 321 can be docked at the outer end 311 of the landside interaction area 310. At this time, the background system can control the seaside rail crane 322 to walk throughout the sub-yard 301, executing Full site work. When the seaside rail crane 322 fails, the seaside rail crane 322 can be docked at the outer end 331 of the seaside interaction area 330. At this time, the background system can control the landside rail crane 321 to walk throughout the sub-yard 301, executing Full site work. This dual-track crane design can ensure the continuity of terminal operations to a large extent, and the field walking distance of each track crane 321 and 322 can be shortened by half, which is beneficial to improving operating efficiency.

Next, with reference to Figure 9, the specific construction of the landside interaction area 310 and the operation process of picking up and storing boxes will be described in detail.

In this embodiment, at least one lane 312 for parking of off-site transport vehicles 1 is provided in the landside interaction area 310 of each sub-yard 301. Figure 9 shows the case of five lanes 312. An interactive booth 313 is provided on one side of each lane 312. The interactive booth 313 has a ceiling. A card reader 314, a display screen and a start-stop button 315 are installed in the interactive booth 313. When the off-site transport vehicle 1 drives to the designated lane 312 of the designated sub-yard according to the yard location it received when passing through the entrance gate 100, the driver gets off the vehicle and enters the interactive kiosk 313, shows the electronic license plate and approaches the card reader 314. The card reader 314 reads the electronic license plate number from the electronic license plate and sends it to the backend system. After receiving the electronic license plate number, the backend system retrieves the information corresponding to the electronic license plate number, and then verifies the interactive kiosk 313 (each interactive kiosk 313 and the card reader 314 in the interactive kiosk 313 correspond to a unique code ) is located in the same sub-yard as the storage yard corresponding to the electronic license plate number; if not, it is considered that the off-site transportation vehicle has not entered the correct yard. At this time, the background system sends an error message to the interaction Kiosk 313, feedback is given to the driver of the off-site transportation vehicle through the display screen in the interactive kiosk 313, reminding him that the destination is wrong; if they are consistent, the background system retrieves the task type and the stacking position of the container in the stacking operation area, and sends Give landside rail crane 321. When the landside rail crane 321 receives the box lifting task, it extracts the container from the stacking operation area 320 according to the received stacking position, and walks to the junction of the stacking operation area 320 and the landside interaction area 310 to wait until Start/stop button 315 is pressed. In order to ensure that the driver always stays in the interactive booth 313 during the operation of the rail crane in the landside interaction area 310 and avoid danger to the driver's personal safety, in this embodiment, it is preferred to provide a start-stop button 315 without a holding function in the interactive booth 313 . When the driver presses the start-stop button 315, the landside rail crane 321 enters the landside interaction area 310, hoists the extracted container onto the off-site transport vehicle 1, and returns to the stacking operation area 320 to complete the container lifting operation. If the landside rail crane 321 receives a container storage task, the empty spreader 325 of the landside rail crane 321 will walk to the junction of the stacking operation area 320 and the landside interaction area 310 and wait until the driver presses the start-stop button. At 315 hours, the landside rail crane 321 enters the landside interaction area 310, grabs the container container 2 from the off-site transport vehicle 1, returns to the stacking operation area 320, and parks it at the designated stacking position to complete the container storage operation. While the landside rail crane 321 is working in the landside interaction area 310, if the start-stop button 315 is lifted, it means that the driver may leave the interaction booth 313. At this time, in order to ensure the driver's personal safety, the landside rail crane 321 is designed to stop in place when the start-stop button 315 is lifted, to prevent the spreader 325 or the lifted container 2 from hitting the driver.

Next, with reference to Figure 10, the specific construction of the seaside interaction area 330 and the ship loading and unloading operation process will be described in detail.

In this embodiment, at least one rack interaction lane 332 is provided in the seaside interaction area 330 of each sub-yard 301. Figure 10 shows the situation of three rack interaction lanes 332. At least one set of supports 333 for supporting containers can be provided on each support interaction lane 332. In Figure 10, four supports form a set, which is suitable for supporting a 20-foot container. For containers of 40 feet or larger, they can be supported on two sets of brackets 333.

When it is necessary to perform the shipping operation process (transfer the containers stored in the container yard 300 to the ships docked at the pier), first use the information collection equipment deployed in the bridge crane operation area 500 to collect information collected in the bridge crane operation area 500. The identification code of the corresponding ship on the coastline is sent to the backend system to retrieve relevant information about the containers that the ship needs to transport, such as the location of the storage yard where the container is located (sub-yard number), stacking location etc., and then determine the position of the bracket based on the relevant information retrieved, and send it to the seaside rail crane 322 and the on-site transfer vehicle in the corresponding sub-yard, instructing the seaside rail crane 322 to extract the containers that need to be shipped from the container yard 300. The container 2 is parked on the bracket 333 corresponding to the position of the bracket. After receiving the bracket position, the on-site transfer vehicle automatically drives from the on-site transfer vehicle operating area 400 to the bracket interaction lane 332 corresponding to the bracket position, and stops at the bracket 333 corresponding to the bracket position. At this time, the container 2 parked on the bracket 333 is located above the on-site transfer vehicle. The on-site transfer vehicle controls its carrying platform to rise, lifts up the container on the bracket 333, and drives away from the seaside interaction area 330.

The on-site transfer vehicles carry the containers to be loaded into the on-site transfer vehicle operation area 400 . As shown in Figure 1, the on-site transfer vehicle operating area 400 is provided with a positioning device 401 for locating the walking position of the on-site transfer vehicle. In this embodiment, it is preferably designed by laying magnetic nails on the ground of the on-site transfer vehicle operating area 400. The positioning device. The magnetic nails 401 include several, which are distributed in a matrix form on the ground of the on-site transfer vehicle operation area 400, and each magnetic nail 401 corresponds to an independent code. In this embodiment, a horizontal automatic guided vehicle is used as the on-site transfer vehicle, and a radar scanning board is arranged on it. While the horizontal automated guided vehicle is walking in the transfer vehicle operating area 400 in the field, the magnetic nail 401 on the ground is scanned through the radar scanning plate, and the code of the magnetic nail 401 is obtained and sent to the backend system to calculate the physical position of the horizontal automated guided vehicle. The background system automatically generates a driving route based on the physical location of the horizontal automatic guided vehicle and the docking position of the ship, and sends it to the horizontal automatic guided vehicle, thereby scheduling the operation of the horizontal automatic guided vehicle.

The horizontal automatic guided vehicle transports the containers to be loaded to the junction of the on-site transfer vehicle operating area 400 and the bridge crane operating area 500. The container on the horizontal automatic guided vehicle is hoisted into the ship through the bridge crane to complete the shipping operation.

In this embodiment, in the bridge crane operation area 500, multiple bridge cranes 501 are arranged in sequence along the direction of the coastline 600. As shown in Figure 1, each bridge crane 501 corresponds to a unique code. When a ship needs to dock at a dock, the back-end system will automatically arrange a docking location for the ship. The docking location corresponds to the crane code. The bridge crane code and the ship identification code will be associated and stored in the information list of the back-end system. When the background system performs the shipping operation process, it determines the destination of the horizontal automatic guided vehicle according to the crane code corresponding to the ship, and then controls the horizontal automatic guided vehicle to drive to the crane 501 position corresponding to the crane code, and then The parking position of the container in the ship is sent to the bridge crane 501, and the container loading operation is automatically completed by the bridge crane 501.

On the contrary, when it is necessary to execute the ship unloading operation process (transfer the containers on the ship to the container yard 300), the background system retrieves its corresponding bridge crane code and yard location (sub-stack) based on the ship's identification code. yard number), stacking position and other related information, generate the unloading operation task and the parking position of the container in the ship and send it to the bridge crane 501 corresponding to the crane code, and control the bridge crane 501 to take out the container from the ship and hoist it to Horizontal automatic guided vehicle. Then, the backend system generates a walking route based on the bridge crane code and the storage yard location, and controls the horizontal automatic guided vehicle to transfer the container to the seaside interaction area 330 corresponding to the storage yard location, and park it on the designated bracket 333 . Then, the background system sends the bracket position and stacking position to the seaside rail crane 322 corresponding to the storage yard location, and the seaside rail crane 322 picks up the container from the bracket 333 and stores it at the stacking position. Complete unloading operations.

When designing the container yard 300, it is considered that each rail crane 321, 322 is equipped with a winch 324 for driving the spreader 325 to lift, as shown in Figure 8. The winch 324 is usually installed on one side of the main frame 326 of the track crane and protrudes outward from the main frame 326 with a protruding height of d. The d is usually around 2 meters. In the traditional design of the container yard 300, the winch 324 of the track crane of each sub-yard is located on the same side of the main frame 326, and a maintenance lane with a width greater than d is formed between two adjacent sub-yards. The width of the lane should be at least slightly larger than the conventional single lane width, such as d=5 meters, to allow maintenance vehicles to pass through and facilitate maintenance vehicles to perform maintenance operations when the track crane fails. This traditional design will cause the entire container yard 300 to occupy a large area, which is not conducive to the construction of small terminals.

In order to solve the above problem, this embodiment divides the sub-yards in the container yard 300 into groups in such a way that two adjacent sub-yards form a group. The distance between the two sub-yards in each group is W1 is less than the width of a single lane, for example, W1=2~3 meters, and a lane 326 with a width W2 greater than 2d is formed between two adjacent groups, for example, W2=5~6 meters, which is used for maintenance vehicles. The winches 324 on the two rail cranes 321 and 322 in each sub-yard are respectively installed on the same side of the main frame 326 and located on the side adjacent to the traffic lane 327, that is, the two cranes in each group For the track cranes in the sub-yards, the winches 324 are not installed on the adjacent sides, but the winches 324 are installed on the opposite sides, so that the distance W1 between the two sub-yards can be minimized. The winches 324 of the two adjacent sub-yards are facing each other, leaving a driving lane 326 with a width W2 greater than 2d to meet the staggering requirements of the track crane. The design width W2 is larger than the width of a regular single lane, so it can meet the passage requirements for maintenance vehicles. For the two sub-yards located at the outermost side of the entire container yard 300, the winches 324 on the track cranes 321 and 322 can be installed on the side of the main frame 326 facing the periphery of the container yard 300, thus reducing the size of the entire container yard 300. The container yard covers an area of 300 square meters, which facilitates the overall layout of the terminal.

Of course, the above description is not a limitation of the present invention, and the present invention is not limited to the above examples. Changes, modifications, additions or substitutions made by those of ordinary skill in the art within the essential scope of the present invention should also fall within the scope of the present invention. protection scope of the present invention.

Claims (9)

1. An automatic change container terminal, characterized by, from Liu Cexiang seaside's direction has laid in proper order:

the three-station gate is used for collecting physical information of vehicles and containers entering the gate, the second station gate is used for verifying the legitimacy of the vehicles and the containers, and the third station gate is used for releasing or prohibiting the vehicles from passing according to the verification result;

the container yard comprises a plurality of sub yards which are arranged in parallel with each other, each sub yard is perpendicular to a coastline, and each sub yard is divided into three areas in sequence in the extending direction from a land side to a sea side, namely a land side interaction area, a stacking operation area and a sea side interaction area; each sub-yard is provided with an independently running track crane, the track crane is interacted with an off-site transportation vehicle entering the yard in a land side interaction area, and the container lifting or container storage operation is automatically executed according to the stacking position of a container required to be lifted by the off-site transportation vehicle; the track crane automatically stacks the containers in a stacking operation area; the track crane interacts with the in-situ transport vehicle in a sea interaction area, and automatically carries out loading or unloading operation according to the stacking position of the containers of the ship to be loaded or unloaded;

The on-site transfer vehicle running area is provided with a positioning device for positioning the running position of the on-site transfer vehicle, and the background system sends a running route to the on-site transfer vehicle according to the berthing position of the ship to be loaded and unloaded and the stacking position of the container of the ship to be loaded and unloaded;

the bridge crane operation area is sequentially provided with a plurality of bridge cranes along the coastline direction, the bridge cranes hoist containers conveyed by the in-situ transfer vehicles into ships during shipping operation, and hoist the containers on the ships onto the in-situ transfer vehicles during ship unloading operation;

the three-station gate comprises a three-station entrance gate and a three-station exit gate;

the three-station entry gate comprises:

the first entrance gate acquires the physical license plate number of the entrance vehicle, the box number and the box type information of the entrance container, and sends the physical license plate number, the box type information to the background system to call out the relevant information corresponding to the entrance vehicle;

the second entrance gate acquires the electronic license plate number, the driver identity information and the weight information of the entrance vehicle, sends the electronic license plate number, the driver identity information and the weight information of the entrance vehicle to the background system to verify whether the identity of the vehicle and the driver is legal or not and whether the weight of the container is abnormal or not according to the related information corresponding to the called entrance vehicle, receives the destination information sent by the background system and provides the destination information for the driver of the entrance vehicle;

The third entrance gate collects the electronic license plate number of the entrance vehicle, sends the electronic license plate number to the background system and receives an admission instruction of the vehicle fed back by the background system, so as to release or prohibit the entrance vehicle from driving into a yard;

the three-station type exit gate comprises:

the first station gate of the departure, it gathers the physical license plate number of the departure vehicle and case number, case type information of the departure container, send to the backstage system in order to call the relevant information that the departure vehicle corresponds;

the second station gate is used for collecting the electronic license plate number, the driver identity information and the weight information of the vehicles at the exit and sending the electronic license plate number, the driver identity information and the weight information of the vehicles to the background system so as to verify the legitimacy of the vehicle and the driver identity and whether the weight of the container is abnormal or not according to the relevant information corresponding to the retrieved vehicles at the exit;

and the third exit gate is used for collecting the electronic license plate number of the exiting vehicle, sending the electronic license plate number to the background system and receiving a vehicle release instruction fed back by the background system so as to release or prohibit the exiting vehicle from exiting the storage yard.

2. The automated container terminal of claim 1, wherein the distance D between the first station gate and the second station gate is greater than or equal to S x T; s is the highest speed per hour allowed by the vehicle to travel between the first station gate and the second station gate, and T is the time required by the background system to complete verification of the vehicle-related information according to the information acquired by the first station gate.

3. The automated container terminal of claim 1, wherein,

a buffer area is arranged at a position, deviating from a main driving lane, between the entrance second station gate and the entrance third station gate, and is used for parking a problem vehicle with inconsistent information comparison so as to receive manual processing;

the background system compares the information acquired by the first entrance gate and the second entrance gate with the relevant information corresponding to the entrance vehicle which is called out by the background system; if the information is not matched, the sent destination information is 'entering a buffer zone'; if the information is consistent, the transmitted destination information is the specific field position of the storage yard;

the background system compares the information acquired by the first gate of the departure station and the second gate of the departure station with the relevant information corresponding to the departure vehicle which is called out by the background system; if the information is not matched with the information, the destination information of 'entering into the buffer area' is sent, and the destination information is displayed through a second station gate of the departure; if the information is matched with the information, transmitting release information, and displaying through a gate of the second station.

4. An automated container terminal according to any one of claims 1 to 3, wherein at least one lane for off-board transport vehicles to stop is provided in the land-side interaction zone, an interaction kiosk is provided on one side of each lane, a card reader is provided in the interaction kiosk, the card reader reads an electronic license plate number from an electronic license plate presented by a driver of the off-board transport vehicle, and the card reader is sent to a backend system to call out a container stacking position corresponding to the electronic license plate number and sent to a track crane in a sub-yard to perform a container lifting or depositing operation;

At least one bracket interaction lane is arranged in the sea side interaction area, at least one group of brackets for supporting containers is arranged on each bracket interaction lane, and the background system sends bracket positions to the track crane and the in-situ transfer vehicle when a shipping operation procedure is executed, guides the track crane to park the containers to be shipped on the brackets corresponding to the bracket positions, and guides the in-situ transfer vehicle to extract the containers to the bracket positions so as to execute the shipping operation; and when the background system executes the ship unloading operation flow, sending bracket positions to the track crane and the in-situ transfer vehicle, guiding the in-situ transfer vehicle to park the container unloaded from the ship on the bracket corresponding to the bracket positions, and guiding the track crane to extract the container from the bracket so as to execute the ship unloading operation.

5. The automated container terminal of claim 4, wherein two rail cranes each traveling reciprocally in a direction perpendicular to a coastline are provided at each of the sub-yards, a land-side rail crane adjacent the land-side interaction zone and a sea-side rail crane adjacent the sea-side interaction zone, respectively; the land side track crane works in a land side interaction area and a stacking operation area and is used for being matched with an off-site transport vehicle to execute suitcase and bin storage operation; the sea side rail crane works in the sea side interaction area and the stacking operation area and is used for being matched with the in-situ transport vehicle to execute ship loading and unloading operations.

6. The automated container terminal of claim 5, wherein a start-stop button without a hold function is provided in the interaction kiosk, the land-side rail crane walks from the stacking work area to the land-side interaction area when the start-stop button is pressed, grabs a container from an off-site transport vehicle or lifts a container extracted from the stacking work area onto an off-site transport vehicle, and returns to the stacking work area; during the operation of the land side rail crane in the land side interaction area, if the start-stop button is lifted, the land side rail crane stops in situ.

7. The automated container terminal of claim 6, wherein the backend system, upon receiving an electronic license plate number uploaded by a card reader in an interactive kiosk, first verifies whether a sub-yard in which the interactive kiosk is located is consistent with a yard site location corresponding to the electronic license plate number; if the information is inconsistent, the background system sends error information to the interaction pavilion, and the error information is fed back to a driver of the off-site transport vehicle through a display screen arranged in the interaction pavilion; if the task types and the stacking positions of the containers in the stacking operation area are consistent, the background system is used for calling the task types and the stacking positions of the containers in the stacking operation area and sending the task types and the stacking positions of the containers to the land-side track crane; when the land side track crane receives a suitcase task, extracting a container from a stacking operation area according to the stacking position, walking to the junction position of the stacking operation area and a land side interaction area for waiting until the land side track crane enters the land side interaction area when the start-stop button is pressed down, and hoisting the extracted container to the off-site transport vehicle to finish suitcase operation; when the land side track crane receives a box storage task, the empty lifting appliance walks to the junction position of the stacking operation area and the land side interaction area to wait until the land side track crane enters the land side interaction area when the start-stop button is pressed, the container is grabbed from the off-site transport vehicle, returns to the stacking operation area and is parked to the stacking position, and box storage operation is completed.

8. The automated container terminal of claim 5, wherein,

when the background system executes a shipping operation flow, firstly, a stacking position of a container to be shipped in a stacking operation area and a support position to be parked in a sea side interaction area are sent to a sea side track crane, and when the sea side track crane receives a shipping task, the container is extracted from the stacking operation area according to the stacking position and walks to the sea side interaction area and is hoisted to a support corresponding to the support position; then, the background system sends the bracket position and the berthing position of the ship to an in-field transport vehicle, guides the in-field transport vehicle to the bracket position, extracts a container and transports the container to a bridge crane corresponding to the berthing position, and carries out shipping operation;

when the background system executes a ship unloading operation flow, firstly, the berthing position of a ship needing to be unloaded and the support position of a unloaded container needing to be parked in a sea side interaction area are sent to an in-situ transfer vehicle, and the in-situ transfer vehicle is guided to transfer the container unloaded by a bridge crane to a support corresponding to the support position; then, the background system sends the bracket position and the stacking position of the container in the stacking operation area to the sea side track crane, when the sea side track crane receives a ship unloading task, the empty lifting tool walks to the bracket position of the sea side interaction area, the container on the bracket is grabbed and transported to the stacking operation area, and the container is parked to the stacking position, so that the ship unloading operation is completed.

9. An automated container terminal according to any one of claims 1 to 3, wherein the positioning means is a plurality of magnetic nails distributed on the ground of the in-field transport vehicle operating area, each magnetic nail corresponding to an independent code; the in-field transport vehicle is a horizontal automatic guiding vehicle, a radar scanning plate is arranged on the horizontal automatic guiding vehicle, the radar scanning plate scans magnetic nails on the ground during the running period of the in-field transport vehicle running area, codes of the magnetic nails are obtained and sent to a background system, so that the physical position of the horizontal automatic guiding vehicle is calculated, a running route is generated, and the running of the horizontal automatic guiding vehicle is scheduled.