• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of optimizing the loading / unloading of containers in a port facility comprising cranes (1) quay, automated gantry (7) stacking / unloading containers, vehicles (6) for transporting containers between cranes ( 1) and gantries (7) as well as communication channels for said vehicles including passageways (3) under each crane (1) of quay and parallel traffic lanes (8) located between the cranes (1) of platform and access routes (9) to the automated gantry cranes (7), the method comprising the optimized management of the vehicle paths (6) as a function of the removal and removal needs of the containers, in particular the allocation to each vehicle (6). ) a task and a destination and the selection of a temporary parking space for vehicles (6) without allocation in buffer zones provided for that purpose. This method is characterized in that the unassigned container transport vehicles (6) are assigned to temporary parking spaces under the cranes (1) and / or in the proximal circulation path (8a) of the cranes (1), used as a buffer zone.
    公开号:FR3031829A1
    申请号:FR1551707
    申请日:2015-02-27
    公开日:2016-07-22
    发明作者:Christophe Gaussin
    申请人:BATTERIE MOBILE；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for optimizing the loading / unloading of containers in a port facility. These installations conventionally comprise dock cranes for loading / unloading berthed vessels, automated portals for stacking / unstacking containers which are located in areas intended to provisionally store the containers in the harbor enclosure, the cranes and the said cranes. gantries are in most cases technically very similar, for example in the form of lifting bridges or equivalent. Container transport vehicles are then responsible for linking cranes to gantries. The invention also relates to a particular arrangement of the functional elements as presented above in a port facility, with a view to optimizing the loading and unloading operations of the vessels. In order to connect the different areas of operation, that is to say in practice said functional elements, communication channels are provided for the vehicles, which include passage ways under the platform cranes and parallel traffic lanes located between platform cranes and automated portal access routes. Parking spaces are also used for the parking of container transport vehicles which are temporarily not assigned to a transhipment task. In this case, no indication, destination was provided to them, nor information on a route to follow. They are available and must be parked somewhere until a task is assigned to them. The goal of optimizing vehicle journeys, which in fact involves the dynamic management of a fleet consisting of numerous vehicles to be organized according to the needs of withdrawal and removal of containers, is crucial for the proper functioning of a port. in particular because of the growing importance of containerized shipping and the current trend towards gigantism of ports. This management includes in particular the assignment to active vehicles of a task and a destination and, in the event of complete automation of the vehicles, information on the journey to be made. Since container flows are varied according to the number of vessels at the quay and the time of day, [optimization of container transhipments necessarily includes the management of temporarily unused vehicles and therefore, among the information to be processed, the selection temporary parking space for vehicles without task assignment. Zones called buffers are provided for this purpose in the ports, preferably located in the heart of the active areas so that when a vehicle passes from "inactive" status to "activated", it can become operational! As soon as possible. In the present arrangements, ie with the implantation of the functional elements as existing in the port terminals, these temporary parking spaces are arranged in the immediate vicinity of the cranes, occupying a space between passageways under cranes and parallel traffic lanes. The latter allow in particular al! Er to the access routes to automated gantries that end oar individual stations removal / removal of a container. Several stations of this type cooperate with each automated portal stacking / unloading container, and allow a reversible operation of the type: a / the vehicles bring a container on a station, which is unloaded by the gantry, which then stacks it with other containers for temporary storage prior to dispatch to a final destination outside the port b / The gantry unstacks a container from a temporary storage pile and places it on such a station for removal by a vehicle that brings it to a crane at the dock, which transshines it on a ship. The same reversible operation also applies to the platform cranes. These temporary parking zones, the functional necessity of which is indisputable in view of the conditions under which container transhipments and current settlements are operating, are, at the same time, a hindrance to the territorial and economic development of containers, and also a methodological obstacle to optimizing management, particularly in a perspective of complete automation. It is well known that the question of available space is crucial in many parts of the world, both economically and economically since land is expensive rather than purely practical in some parts of the world that lack it. a space that adds significantly to the financial burden. The examples of the island ports of Singapore and Hong Kong, which are, however, first-class container handling terminals, are in this respect edifying, these are places considered to be major in the global maritime container traffic, of which the expansion would be amply justified by the current increase in traffic, but for which the geographical rather than the economic constraints are real obstacles to any development. On a purely methodological level, and always in the perspective of optimizing container flows inside the port, these "inactive" zones of parking that are placed between two areas of high activity - cranes and stacking cranes / unfolding - have a double impact on the transhipment time (it increases the journeys and requires a sequential treatment of the operations) on the one hand and the routes to be planned on the other hand, consequently also reducing the cost of the treatment and in fine the economic attractiveness of the terminal. To escape from under cranes when they have just been loaded with a container, or to gain access to a crane for the purpose of being unloaded from a container, vehicles must use passage and go under all the cranes during a complete operation: they circulate in practice from one end to the other of at least one lane under cranes. It also implies that one location is occupied by crane, and that all others are free, preserving the passageway. As a result, these slots are unavailable for a load / unload operation. In conclusion, this operation makes it necessary to sequence the loading / unloading operations, and to find a provisional location for a large number of vehicles that can not be used, even in the event of full activity of the port terminal. The invention overcomes these shortcomings and shortcomings by proposing a solution to overcome this "dead" area of parking vehicles temporarily unused transport containers. The gain in "useful" space is thereby significantly increased, and vehicle travel, substantially shortened, saves valuable time. Unvention also allows operation not sequenced, but parallel. These characteristics are analyzed in a considerable overall economic gain for the port facility equipped with the invention. By way of example, the method of loading / unloading containers of the invention, it is recalled that it comprises the optimized management of the vehicle routes according to the transhipment needs of the containers, and in this respect in particular. the assignment to each vehicle of a task and a destination and the selection of a provisional parking space for vehicles without allocation, in buffer zones provided for this purpose, is characterized in that the said vehicles without attribution are assigned to temporary parking spaces under cranes and / or in the proximal transfer path of cranes used as a buffer zone.
    [0002] The pure and simple disappearance of the buffer zone previously located between the passageways under the cranes and the traffic lanes leads to a gain in floor area close to 20%, which is considerable especially in places where the space is precious and expensive. Furthermore, still according to the invention, for parking in the part of the buffer zone under a crane, the path assigned to a vehicle, according to the precise location under the crane assigned to it, is calculated to cover a minimum distance compatible with the capabilities and characteristics of the vehicle, in particular its turning circle and its length, and without passing under an adjacent crane.
    [0003] The vehicle arriving from an automated gantry crane and passing through the traffic lanes parallel to the passageways under the cranes can turn between two cranes and go to occupy a penny - crane, for a transhipment operation or for temporary parking . Similarly, upon loading / unloading completed by a crane, or following the receipt of instructions related to a task to be completed, the vehicle can leave its location under the crane and turn to directly reach a traffic lane. It is no longer necessary to use the passageways under cranes for traffic along the wharf. In addition, all crane locations can potentially be used simultaneously, leading to a considerable increase in operations that can be processed at the same time and in a given period of time.
    [0004] According to a possibility of [Invention, the path assigned to an empty vehicle is calculated taking into account the possibility of entering / leaving a crane under crane on both sides of said crane. This characteristic offers the process an unequaled flexibility in that the number of travel possibilities, in connection with the calculated journeys of other vehicles in the same period, is substantially increased. Alternatively, the path assigned to a vehicle loaded with a container can be calculated, according to the method of the invention, taking into account the possibility of entering a location under a crane on one side and of out of both coasts, for structural reasons related to: a configuration of cranes.
    [0005] The invention also relates to an arrangement of the functional elements in a port facility comprising a plurality of platform cranes placed perpendicular to the wharf direction, automated stacking / unstacking gantry cranes, communication channels for vehicle transport vehicles. containers including passageways under each platform crane, parallel traffic lanes between platform cranes and access ramps for automated gantry cranes, as well as temporary buffer zones for container transport vehicles assigned to a task. The arrangement of these functional elements is different, according to the invention, in that the cranes are spaced so that the container transport vehicles can be placed under a crane and leave without passing under the adjacent cranes, and in that said Buffer zones consist of locations under the cranes and / or in the proximal circulation channel of the cranes. The condition of this new provision therefore lies in the proper spacing of the cranes, which, however, is in practice no greater or less than what existed before, the present container transport vehicles being such that they can turn and turn at an angle. right in a very small space. The use of the proximal circulation lane increases if temporary storage possibilities are needed, knowing that even in this case, clearances and access routes to cranes are not obstructed: only locations that do not bear damage to the transport of transport vehicles containers are used. The invention will now be described in more detail by means of the following figures: FIG. 1 is a schematic view of a port facility according to the invention; - Figure 2 shows an installation; schematized in the same way, which reflects the prior art; FIG. 3 shows in two separate diagrams the input and output phases respectively of a container transport vehicle carrying out a vacuum; according to the method of the invention; FIG. 4 represents an example of a particularly optimized operation thanks to the contribution of the invention; and - Figure 5 is the counterpart of Figure 3, for a vehicle loaded with a container.
    [0006] Referring to Figure 1, the port facility comprises cranes (1) located substantially perpendicular to the dock (2), and which cover passageways (3). Harbor cranes (1) are conventionally in the form of a lifting bridge, and comprise a portion (4) above the basin, and therefore a ship when there is one at the quay, and a portion ( 5) located above the passageways (3), which potentially overcomes vehicles (6) for transporting containers, either temporarily parked in place, according to an original feature of the invention, or during loading / unloading. Automated gantries (7), also for loading / unloading vehicles (6), organize stacked storage of containers from ships and therefore cranes (1). Conversely, they are also used for unstacking containers which they remove from stocks made for loading empty transport vehicles (6) which then transfer them to the cranes (1). Between the zone of the cranes (1) on the one hand, and the storage zone comprising the gantries (7) on the other hand, circulation lanes (8) parallel to the passageways (3) and more generally to the quay ( 2) are provided to allow vehicles (6) to move between the two aforementioned areas. The proximal track (8a) can be allocated to temporary parking. These channels (8) are reserved for a single direction of movement, in particular to facilitate the automation of the loading / unloading process, as shown by the arrows placed on the lines that symbolize them. Access routes (9) to the automated gantry cranes (7) open onto said traffic lanes (8). At their end, containers removal / removal stations, in number equal to that of the access routes (9), are provided to cooperate with a gantry (7). The installation according to the prior art, appearing in FIG. 2, comprises in practice the same functional elements, and is only partially shown with a view to highlighting the differences with the invention. Thus, in Figure 2, it is the area of the cranes (1 ') at the platform (2') which is mainly represented, as well as two traffic lanes (8 ') only, with the main structural difference being at this level. It essentially consists in the existence, in the prior art, of a buffer zone (10 ') for parking the container transport vehicles (6') when they are not sent for a specific task. This buffer zone (10 ') effectively separates the passage ways (3') of the traffic lanes (8 '), requiring the vehicles (6') to go to the end of one to have access to the others. This obligation of circulation over the entire length of the tracks (3 ') has several consequences which undermine the optimization possibilities because, in addition to a significant increase in processing times, it allows only one vehicle per lane (3'). to be loaded / unloaded by a crane (1 '), the other channels (3') to be left free for the circulation of other vehicles (6 '). Finally, it is necessary that the system provides for shifting the processing locations of one crane (1 ') to another, which requires for the automated system a constant scan of the activity of each crane (1') to obtain this information, and a sequencing of operations. This causes multiple and repeated losses of time and significantly increases the overall processing of information in a process of automating the operation of a port facility. It is mainly the sequencing due to the need to treat only one vehicle (6 ') per crane (1') that entails the need for a temporary parking area. On the contrary, in the operation of the invention, as for example shown in Figure 3 for empty vehicles (6), that is to say which the processing system has assigned the task of going empty towards a predetermined location to search for a container, the number of transfer locations is multiplied by 5 per crane (1), and it is no longer necessary to perform a sequencing. The possible paths of the vehicles (6) are represented by a gray loop, the arrows respectively symbolizing the entry and exit paths from and to traffic lanes (8), respecting their direction of travel. The operations to reach / get out of a location under a crane (1) are the same for the 5 locations under each crane (1) as shown in the drawing. FIG. 4 shows a particular case in that the path between the automated gantry (7) and the crane (1), the path affected by the facility management program, is as short as possible in a layout such that that which is represented in FIG. 1. Whenever possible, it is this path that is programmed by the automated operating system for the purpose of optimization, that is to say concretely to obtain a saving of time, which doubles as an energy saving etc.
    [0007] Figure 5 shows the procedure that follows a vehicle (6) loaded with a container to reach an allocated location: in this case, because of the presence of the container on the trailer, it must respectc.r a direction of entry in particular due to the configuration of the crane extraction installation (1), and which may require a half-turn if the traffic lane (8) arrival requires. To exit, as shown in the lower part of Figure 5, and in the direction of movement of the channel (8) allocated. ° by the system, the displacement can be carried out in two different directions. The configuration examples which are described with reference to the figures are not exhaustive of the invention, which also encompasses variants which fall within the scope of the claims.
    权利要求:
    Claims (2)
    [0001]
    REVENDICATIONS1. A method of optimizing the loading / unloading of containers in a port facility comprising wharf cranes (1), automated cranes (7) for stacking / unfolding containers, vehicles (6) for container transport between cranes ( 1) and gantries (7) as well as communication channels for said vehicles including passageways (3) under each crane (1) of quay and parallel traffic lanes (8) located between the cranes (1) of platform and access routes (9) to the automated gantry cranes (7), the method comprising the optimized management of the vehicle paths (6) as a function of the removal and removal needs of the containers, in particular the allocation to each vehicle (6). ) a task and a destination and the selection of a temporary parking space for vehicles (6) without assignment in buffer zones provided for this purpose, characterized in that the conveyances (6) for the transport of containers without attraction bution are assigned to temporary parking spaces under the cranes (1) and / or in the proximal circulation lane (8a) of the cranes (1) used as a buffer zone.
    [0002]
    2. A method of optimizing the loading / unloading of containers in a port facility according to the preceding claim, characterized in that for a parking in a location of the buffer zone under a crane (1), the path assigned to a vehicle (6), depending on the precise location under the crane (6) assigned to it, is calculated to cover a minimum distance compatible with the capabilities and characteristics of the vehicle (6), in particular its turning circle and its length and without passing under an adjacent crane (1). Method for optimizing the loading / unloading of containers in a port facility according to the preceding claim, characterized in that the path assigned to an empty vehicle (6) is calculated taking into account the possibility of entering / leaving a location under a crane (1) on both sides of said crane (1) .4. Method for optimizing the loading / unloading of containers in a port facility according to claim 2, characterized in that the path assigned to a vehicle (loaded with a container is calculated taking into account the possibility of entering a location under a crane (1) on one side and out of both sides 5. Arrangement of functional elements of a port facility comprising a plurality of wharf cranes (1) placed pep endiculously to the auai direction ( 2), automated gantry backs (7) for stacking / unstacking containers, communication lines for container transport vehicles (6) including passageways (3) under each crane (1) at the wharf, parallel traffic lanes (8) between the cranes (1) and access roads (9) to the automated gantry cranes (7) and parking buffer zones of the temporarily unassigned container transport vehicles (6). to a task characterized in that the cranes (1) are spaced apart so that the container transport vehicles (6) can be placed under a crane (1) and exit without passing under the adjacent cranes (1), and in that said buffer zones consist of locations arranged under the cranes (1) and / or in the circulation lane 8a) proximal of the cranes (1).
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3031829A1|2016-07-22|METHOD FOR LOADING / UNLOADING CONTAINERS IN A PORT FACILITY.
    US8306649B2|2012-11-06|System and process for improving container flow in a port facility
    US10759598B2|2020-09-01|Rack store with a roundabout on a closed guide track
    EP3858703A1|2021-08-04|Buried system for dispensing goods in urban environments
    Visser et al.2007|A new hinterland transport concept for the port of Rotterdam: organisational and/or technological challenges?
    Jeong et al.2012|A simulation study on a workload-based operation planning method in container terminals
    Lee et al.2008|Integrated quay crane and yard truck schedule for inbound containers
    JP2003292168A|2003-10-15|Container terminal and operating method of automatically guided vehicle in container terminal
    Zając et al.2014|Analysis of the process of unloading containers at the inland container terminal
    FR2754780A1|1998-04-24|TRANSPORT VEHICLE OF AN AIRCRAFT, AIRPORT WITH SUCH A VEHICLE AND METHODS OF ROUTING PASSENGERS WITH SUCH VEHI CULE
    Kim2005|Models and methods for operations in port container terminals
    JP2006282385A|2006-10-19|Method and device for delivering/receiving container to/from visitor chassis in container terminal
    Lendjel et al.2014|Innovations in barge transport for supplying French urban dense areas: a transaction costs approach
    FR3007397A1|2014-12-26|METHOD FOR GUIDING A AIRPORT VEHICLE
    WO2018138417A1|2018-08-02|Method of loading/unloading containers in port areas
    JP5105671B2|2012-12-26|Container terminal system
    FR3040988A1|2017-03-17|METHOD FOR LOADING / UNLOADING CONTAINERS IN PORT AREAS
    WO2015118186A2|2015-08-13|Mixed transport network station, automatic freight handling system and associated mixed transport network
    JP2004010284A|2004-01-15|Transfer crane, container terminal and transfer crane control method
    Kim2008|Operational issues in modern container terminals
    Kim2007|Decision-making problems for the operation of container terminals
    Nishimura et al.2020|Vehicle Arrangement Problem for an Automobile Carrier Terminal
    Hussein et al.2017|Creative Logistics Solutions to Afghanistan
    FR3044136A1|2017-05-26|METHOD AND SYSTEM FOR DELIVERY OF PARCELS BY NAVAL TRANSPORT.
    Veeke et al.1999|Detailed simulation of the container flows for the IPSI concept
    同族专利:
    公开号 | 公开日
    FR3031828A1|2016-07-22|
    EP3245621A1|2017-11-22|
    RU2017124887A3|2019-08-22|
    CA2972946A1|2016-07-21|
    WO2016113515A1|2016-07-21|
    CN107531433A|2018-01-02|
    US20180005181A1|2018-01-04|
    RU2017124887A|2019-01-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080107504A1|2003-06-30|2008-05-08|Kyong-Ja Jung|Method and Apparatus for Storaging and Transferring Containers|
    US20100021272A1|2008-07-24|2010-01-28|Ward Thomas A|Automated marine container terminal and system|
    DE1798090C2|1968-08-21|1981-10-08|Tax, Hans, 8000 München|Device for controlling automatically steered road vehicles in a container loading system|
    US4716530A|1984-05-21|1987-12-29|Kabushiki Kaisha Meidensha|System for automatically controlling movement of unmanned vehicle and method therefor|
    NL8701823A|1987-08-03|1989-03-01|Europ Container Terminus|STORAGE AND TRANSFER SYSTEM FOR CONTAINERS.|
    US5780826A|1995-03-27|1998-07-14|Toyo Umpanki Co., Ltd.|Container handling apparatus and management system|
    JP2920879B2|1996-10-09|1999-07-19|川崎重工業株式会社|Logistics / transportation system|
    WO2003081392A2|2002-03-21|2003-10-02|Rapistan System Advertising Corp.|Graphical system configuration program for material handling|
    SE526913C2|2003-01-02|2005-11-15|Arnex Navigation Systems Ab|Procedure in the form of intelligent functions for vehicles and automatic loading machines regarding mapping of terrain and material volumes, obstacle detection and control of vehicles and work tools|
    NL1022811C2|2003-02-28|2004-08-31|Fountain Patents B V|System and method for storage and transport of sea containers.|
    US7780390B2|2004-03-12|2010-08-24|Mitsui Engineering & Shipbuilding Co., Ltd.|Container inspection/cargo-handling method and container inspection/cargo-handling system|
    US20080077273A1|2006-09-26|2008-03-27|Jeffrey P Gifford|Zero footprint mobile loadport|
    CN102171132B|2008-10-03|2016-12-07|简斯-克里斯蒂安·赫罗德|Container handling system and the method for loading and unloading container|
    EP2539249A1|2010-02-28|2013-01-02|Israel Aerospace Industries Ltd.|Method of transferring containers and storage system for containers|
    DE102010060504A1|2010-11-11|2012-05-16|Gottwald Port Technology Gmbh|System for the handling of containers|
    US8694382B2|2011-02-18|2014-04-08|Cnh America Llc|System and method for automatic guidance control of a vehicle|
    JP5793323B2|2011-03-28|2015-10-14|三井造船株式会社|Container terminal and its control method|
    US9410804B2|2011-04-21|2016-08-09|Konecranes Global Corporation|Techniques for positioning a vehicle|
    ES2498916T3|2011-10-31|2014-09-26|Cargotec Netherlands B.V.|Gantry crane with double trolley|
    US8965561B2|2013-03-15|2015-02-24|Cybernet Systems Corporation|Automated warehousing using robotic forklifts|CN110163545A|2018-08-26|2019-08-23|国网江苏省电力有限公司南京供电分公司|Goods and materials loading-unloading vehicle task automatic generation method based on coordinate|
    CN109335713B|2018-09-17|2020-11-03|青岛港国际股份有限公司|Automatic dock AGV box conveying path optimization method and system|
    CN110147103A|2019-05-23|2019-08-20|北京主线科技有限公司|Lane location method of the automatic Pilot container truck in harbour gantry crane region|
    RU2721865C1|2019-09-24|2020-05-25|Владимир Валерьевич ШУМОВСКИЙ|Port logistics complex of shumovsky|
    CN112977738B|2021-04-23|2021-08-17|江苏中天科技股份有限公司|Transport ship for transporting steel pipe piles and hoisting method for steel pipe piles|
    法律状态:
    2016-02-29| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-22| PLSC| Publication of the preliminary search report|Effective date: 20160722 |
    2017-02-22| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-26| PLFP| Fee payment|Year of fee payment: 4 |
    2020-02-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-02-18| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550316A|FR3031828A1|2015-01-15|2015-01-15|METHOD FOR LOADING / UNLOADING CONTAINERS IN A PORT FACILITY.|US15/543,119| US20180005181A1|2015-01-15|2016-01-15|Method of loading/unloading containers in a port facility|
    CA2972946A| CA2972946A1|2015-01-15|2016-01-15|Method of loading/unloading containers in a port facility|
    EP16707170.3A| EP3245621A1|2015-01-15|2016-01-15|Method of loading/unloading containers in a port facility|
    PCT/FR2016/050078| WO2016113515A1|2015-01-15|2016-01-15|Method of loading/unloading containers in a port facility|
    CN201680006007.1A| CN107531433A|2015-01-15|2016-01-15|Method for loading/unloading container in port facilities|
    RU2017124887A| RU2017124887A3|2015-01-15|2016-01-15|
    [返回顶部]