JP7720971B2 - Automatic crane system and control method for automatic crane system - Google Patents

Description

This disclosure relates to an automated crane system and a control method for an automated crane system.

Patent Document 1 describes the automation of some of the container transportation work at container yards.

Japanese Patent Application Laid-Open No. 2004-123367

Autonomous driving requires ensuring that the container being transported does not interfere with anything other than the container being loaded.

The present disclosure aims to provide an automated crane system and a control method for an automated crane system that can improve the safety of container transport.

An automated crane system according to one aspect of the present disclosure includes a crane that transports containers in multiple container groups lined up in a container yard, a detection unit that detects the relative positions of containers in the target container group that are the object of loading and unloading and containers in an adjacent container group adjacent to the target container group, and a control device that controls the crane based on the detection results of the detection unit.

For example, if there is a container in an adjacent container group that protrudes into the container group to be handled due to misalignment or other reasons, there is a possibility that the crane will collide with the protruding container when transporting a container from the container group to be handled. In response to this, the detection unit detects the relative positions of the containers in the container group to be handled that are the target of handling and the containers in the adjacent container group adjacent to the container group to be handled. Therefore, the detection unit can detect containers in the adjacent container group that may collide when transporting a container from the container group to be handled. The control device can control the crane in accordance with the detection results from the detection unit to adjust the transport route, output a warning, or otherwise avoid collisions between containers. As a result, the safety of container transport can be improved.

The detection unit may be positioned higher than the top surface of the container placed on the transport vehicle. In this case, it is possible to prevent the detection by the detection unit from being blocked by the container placed on the transport vehicle.

The detection unit may be able to set multiple detection ranges to accommodate containers of different lengths. In this case, even if the length of the container is changed, the detection unit can still detect containers of the changed length.

The detection unit may include a three-dimensional scanner. In this case, the detection range of the detection unit can be widened.

The detection unit may have a three-dimensional camera. In this case, the detection unit can obtain the depth position of the container within the detection range.

If the detection unit detects that a container in the container group to be loaded is in close proximity to a container in an adjacent container group, the control device may set the container's transport route to avoid collision with the container in the adjacent container group. In this case, the crane can transport the container while avoiding collisions and ensuring safety.

If the detection unit detects that a container in a group of containers to be handled is approaching a container in an adjacent group of containers, the control device may set a safety route as the container's transport route, which is determined so that the container moves at a predetermined maximum height. In this case, regardless of the location of a container with a risk of collision, the crane can transport the container while avoiding collision by moving the container at its maximum height.

One aspect of the present disclosure relates to a control method for an automated crane system that transports containers in multiple container groups lined up in a container yard using a crane, and includes a detection process that detects the positional relationship between a container in the container group to be handled and a container in an adjacent container group adjacent to the container group to be handled, and a control process that controls the crane based on the detection results from the detection process.

This method of controlling an automated crane system can achieve the same effects and aims as the automated crane system described above.

This disclosure can improve the safety of container transportation.

1 is a plan view showing an exemplary container terminal to which an automated crane system and a control method for the automated crane system according to an embodiment are applied. FIG. 1 is a perspective view showing an example of a group of containers to be handled and a group of adjacent containers arranged along the traveling direction of the transporting platform vehicle. FIG. 1 is a perspective view of an exemplary crane. This is a side view of the container yard seen from the Y direction. FIG. 1 is a plan view of a container yard seen from above. 1 is a block diagram showing the configuration and functions of an automatic crane system according to an embodiment of the present invention; FIG. 2 is a conceptual diagram illustrating an example of a conveying path. FIG. 2 is a conceptual diagram illustrating an example of a conveying path. 3 is a flowchart illustrating an example of each step of a control method for an automated crane system according to the embodiment.

The following describes embodiments of the present invention with reference to the drawings. In describing the drawings, identical or corresponding elements are designated by the same reference numerals, and redundant explanations are omitted where appropriate. Furthermore, for ease of explanation, some of the drawings may be simplified or exaggerated, and dimensional proportions and the like are not limited to those shown in the drawings.

Figure 1 is a plan view showing an exemplary container terminal 1 to which the present invention is applied. As shown in Figure 1, the container terminal 1 is equipped with a container yard 2 in which containers C are placed, multiple gantry cranes 3 that transfer containers C to and from docked container ships, multiple cranes 10 that are placed in the container yard 2 and handle the loading and unloading of containers C, and a remote control room 5 that can remotely control the multiple cranes 10.

Figure 2 is a perspective view showing a container C and an exemplary transport vehicle 20 in the container yard 2. The transport vehicle 20 may be, for example, a truck, freight car, trailer, or AGV (Automated Guide Vehicle). As shown in Figures 1 and 2, the container yard 2 is equipped with a storage area where multiple containers are stored and a track (track lane) for the transport vehicle 20. The crane 10 retrieves a container C from the transport vehicle 20 stopped at a predetermined position and places the container C at a predetermined address in the container yard 2. The crane 10 also retrieves a container C placed in the container yard 2 and transfers the container C to the transport vehicle 20, which then transports the container C out.

As an example, container C is an ISO standard container. Container C has a long rectangular parallelepiped shape, and for example, the longitudinal length of container C is 20 feet or more and 45 feet or less. The height of container C is, for example, 8.5 feet or more and 9.5 feet or less. Containers C are stacked one or more levels high in container yard 2. The number of levels in which containers C are arranged is sometimes called a tier.

As shown in FIG. 1, the container yard 2 has multiple lanes L on which containers C are placed, and multiple cranes 10 are arranged. For example, one crane 10 is arranged for each lane L. The number of cranes 10 arranged in a lane L may be one or more.

As shown in Figure 2, containers C are stacked one or more levels high in the container yard 2 to form multiple rows R. The number of rows R is, for example, six. Each row R is aligned so that the longitudinal direction of the containers C that make up that row R (i.e., the containers C placed on that row R) is parallel to the longitudinal directions of the containers C that make up the other rows R.

If the longitudinal direction of the containers C aligned in the container yard 2 is defined as the X direction, the lateral direction of the containers C as the Y direction, and the height direction of the containers C as the Z direction, the container yard 2 extends on the XY plane, and the containers C are stacked in the Z direction at any position on the XY plane. The X direction corresponds to the traveling direction of the crane 10 in lane L. The Y direction corresponds to the lateral direction of the crane 10 in lane L.

Containers C form bays B, which are groups of multiple containers lined up in the Y direction and stacked in the Z direction. Container yard 2 has multiple bays B lined up in the X direction. Bay B includes, for example, a group of containers to be handled B1, which is the target bay for handling containers C, and adjacent groups of containers B2 located on both sides of the group of containers to be handled B1 in the X direction.

In container yard 2, the location where container C is to be loaded is virtually set in three-dimensional space, and this virtual loading location of container C is defined as an address (X, Y, Z). In other words, container yard 2 has multiple addresses (X, Y, Z) that are predetermined as areas where container C can be placed. In the addresses (X, Y, Z), "X" indicates the bay number, "Y" indicates the row number, and "Z" indicates the tier number.

Figure 3 is a perspective view showing an exemplary crane 10 placed in a container yard 2. As shown in Figure 3, the crane 10 is a container handling crane that loads and unloads containers C. In this embodiment, a rubber-tired gantry crane (RTG) is used as the crane 10. The crane 10 automatically loads and unloads containers C placed in the container yard 2 at the container terminal 1, for example.

The crane 10 includes, for example, a pair of legs 11, a crane girder 12 connecting the upper ends of the pair of legs 11, a trolley 13 that can travel laterally on the crane girder 12, a spreader 14 that loads and unloads containers C, and a traveling device 15 with wheels. The pair of legs 11 and the crane girder 12 are portal-shaped. The crane 10 includes, for example, two sets of portal-shaped pairs of legs 11 and crane girders 12, and the two sets are arranged side by side in the X direction.

The trolley 13 moves laterally in the Y direction, for example, by driving a traverse motor. In this embodiment, the Y direction coincides with the traverse direction of the trolley 13. As an example, the trolley 13 has a winding drive unit 16 including a drum that rotates forward and backward by a drum drive motor, and suspends the spreader 14 via a suspension member 18 including a wire. The suspension members 18 extend from the trolley 13 at two positions aligned in the X direction, and the spreader 14 is suspended from the suspension members 18 at two positions aligned in the X direction.

The spreader 14 is a hoisting device that suspends the container C. The spreader 14 has, for example, a rectangular shape extending in the X direction. The spreader 14 can hold the container C from above and loads and unloads the container C by holding and lifting it. For example, the operation of the spreader 14 is controlled by the drive of the traverse motor and drum drive motor described above, and the drive of the traverse motor and drum drive motor is controlled by the automated crane system 100 according to this embodiment.

The crane 10 is provided with a pair of detectors 25, which are components of the detection unit 120. The detectors 25 are provided on one leg 11 in the Y direction. The pair of detectors 25 are attached to supports 21 provided on each of the pair of legs 11. Each support 21 extends parallel to the other from the corresponding leg 11 outward in the X direction. Each detector 25 is provided at the tip of the support 21.

Next, the detection range of the detector 25 will be explained with reference to Figures 4 and 5. Figure 4 is a side view of the container yard 2 as seen from the Y direction. In Figure 4, the leg 11 on which the detector 25 is installed is shown on the front side of the paper. Figure 5 is a plan view of the container yard 2 as seen from above. In the following explanation, "left" and "right" may be used, but these terms refer to the state of Figure 4 as the reference.

An adjacent container group B2 is located on the left and right of the container group B1 to be loaded. Container C has a left end Cb and a right end Ca. A gap GP1 is formed between the left-side adjacent container group B2 and the container group B1 to be loaded. The gap GP1 is formed between the right-side end Ca of multiple containers C in the left-side adjacent container group B2 and the left-side end Cb of multiple containers C in the container group B1 to be loaded. A gap GP2 is formed between the right-side adjacent container group B2 and the container group B1 to be loaded. The gap GP2 is formed between the left-side end Cb of multiple containers C in the right-side adjacent container group B2 and the right-side end Ca of multiple containers C in the container group B1 to be loaded. As shown in FIG. 5, travel paths 26 for the crane 10 to travel on are set on both sides of each container group in the Y-axis direction. On the detector 25 side, travel paths 27 for the transport vehicle 20 (see FIG. 4) are formed between the travel paths 26 and each container group.

The detectors 25 detect objects within the sensing areas S1 and S2. In this embodiment, the detectors 25 acquire, as detection results, information for detecting the positional relationship between a container C in the container group B1 to be handled and a container C in the adjacent container group B2. How this positional relationship is detected will be described later. The sensing area S1 of the left detector 25 is set at a position that includes at least the entire area of the gap GP1 in the XZ directions (see FIG. 4) and the entire area in the Y direction (see FIG. 5). The sensing area S2 of the right detector 25 is set at a position that includes at least the entire area of the gap GP2 in the XZ directions (see FIG. 4) and the entire area in the Y direction (see FIG. 5). In other words, the sensing areas S1 and S2 extend down to the ground and up to a position higher than the top surface of the topmost container C (see FIG. 4). The sensing areas S1 and S2 extend to the container C that is farthest from the detector 25 in the Y direction (see FIG. 5).

The detector 25 is positioned higher than the upper surface Cc (see Figure 4) of the container C placed on the transport vehicle 20. Therefore, the sensing areas S1 and S2 can expand in the Y direction without being blocked by the container C on the transport vehicle 20.

The detector 25 may be composed of any type of device. For example, the detector 25 may be composed of a three-dimensional scanner. A three-dimensional scanner is a detector that can digitize the surface shape of an object based on coordinates and convert it into a three-dimensional model. Alternatively, the detector 25 may be composed of a three-dimensional camera. A three-dimensional camera is a camera that can obtain not only the planar position of an object in a captured image, but also its depth position. When such a device is used, the detector 25 can ensure sensing areas S1 and S2 of the required size without moving from the tip of the support part 21. Note that the orientation of the detector 25 may or may not be changeable at the tip of the support part 21. Furthermore, a mechanism may be provided in which the detector 25 moves within the XZ plane by moving the support part 21 itself.

Next, the block configuration of the automated crane system 100 according to this embodiment will be described with reference to Figure 6. Figure 6 is a block diagram showing the configuration and functions of the automated crane system 100 according to this embodiment. As shown in Figure 6, the automated crane system 100 includes a control device 110. The control device 110 receives detection results from the detector 25 described above. The control device 110 outputs control signals to the drive unit 30 and output unit 31 of the crane 100. There are no particular limitations on where the control device 110 is located, and it may be located anywhere on the crane 10 or at a location remote from the crane 10.

The drive unit 30 is a device that generates a driving force to move the spreader 14 along a set transport path. The drive unit 30 includes, for example, a hoisting device for the spreader 14 and a motor for traversing the trolley 13. The output unit 31 is a device that outputs various information. The output unit 31 is composed of, for example, a monitor, a speaker, a warning light, etc.

The control device 110 may be configured as a computer (also referred to as an on-board automation control PC) equipped with, for example, a processor, memory, storage, and a communication interface. The processor is a computing device such as a CPU (Central Processing Unit). The memory is a storage unit such as a ROM (Read Only Memory) or RAM (Random Access Memory). The storage is a storage unit (storage medium) such as an HDD (Hard Disk Drive). The communication interface is a communication device that enables data communication. The processor controls the memory, storage, and communication interface, and realizes the functions of the control device 110 described below. The control device 110 realizes various functions, for example, by loading a program stored in ROM into RAM and executing the program loaded into RAM with the CPU. The number of computers that make up the control device 110 may be one or more.

The control device 110 includes an information processing unit 111, a path setting unit 112, a drive control unit 113, and a warning control unit 114.

The information processing unit 111 acquires information related to the detection results detected by the detector 25 and, based on the calculation results, calculates the positional relationship between the container C in the container group B1 to be handled and the container C in the adjacent container group B2. The detector 25 and the information processing unit 111 thus constitute a detection unit 120 that detects the positional relationship between the container C in the container group B1 to be handled and the container C in the adjacent container group B2. The information processing unit 111 also determines whether or not safety response processing should be performed based on the positional relationship between the container C in the container group B1 to be handled and the container C in the adjacent container group B2. For example, as shown in FIG. 2, if a container C stored in the adjacent container group B2 is misaligned in the X direction by E, when the container C is transported from the container group B1 to be handled, the container C may interfere with the misaligned portion of the adjacent container group B2, potentially causing the container C to fall onto the transport vehicle 20. Therefore, in order to detect the aforementioned deviation E, the information processing unit 111 can calculate the degree of proximity in the X-axis direction between a container C in the container group B1 to be handled and a container C in the adjacent container group B2. There are no particular limitations on how the information processing unit 111 calculates and determines this degree of proximity.

For example, the information processing unit 111 may detect the presence of a container C that protrudes more toward the container group B1 than the other containers C among the multiple containers C in the adjacent container group B2. Specifically, the information processing unit 111 acquires the position of the right-side end Ca of each container C in the adjacent container group B2 within the sensing area S1. If an end Ca protrudes more to the right than the ends Ca of the other containers C, the information processing unit 111 detects the container C having that end Ca. The information processing unit 111 determines whether the amount of rightward protrusion of the detected container C is equal to or greater than a predetermined threshold. Alternatively, the information processing unit 111 calculates the distance in the X-axis direction between the rightmost end Ca of the adjacent container group B2 and the leftmost end Cb of the container group B1 within the gap GP1. The information processing unit 111 determines whether the distance is equal to or less than a predetermined threshold. Note that in the sensing area S2, calculations are performed similarly to those in the sensing area S1, except that the left and right sides are reversed.

The route setting unit 112 sets a transfer route for the container C using the spreader 14 of the crane 10. H1 shown in Figure 7(a) indicates the transfer route when a container C loaded on a transport vehicle 20 is transferred to a storage area under normal circumstances (when safety measures do not need to be performed). H2 shown in Figure 7(b) indicates the transfer route when a container C in a storage area is transferred to a transport vehicle 20 under normal circumstances.

As shown in FIG. 7(a), when a container C is transported away from the transport vehicle 20, the route setting unit 112 sets a transport route H1 depending on the storage status of the container C in the container group B1 to be handled. FIG. 7(a) shows an example of transporting a container C on the transport vehicle 20 to a storage area. The route setting unit 112 sets a transport route H1 (hereinafter also referred to as the optimal route) that transports the container C to a position a predetermined distance higher than the highest height of the containers C stored in each of the multiple rows R in the container group B1 to be handled. The route setting unit 112 may also set a transport route H2, which is the optimal route, when transporting a container from the container group B1 to be handled and transferring it to the transport vehicle 20. When setting the optimal route, the route setting unit 112 may curve the corner between the vertical transport route and the horizontal transport route of the container C to a extent that it does not collide with the stored container C.

On the other hand, if the detection unit 120 detects proximity between a container C in the container group B1 to a container C in the adjacent container group B2, the route setting unit 112 sets a transport route for the container C as a safety response process to avoid collision with the container C in the adjacent container group B2. For example, the route setting unit 112 may set a safety route for the container C, which is determined so that the container C moves at a predetermined maximum height. Specifically, as shown in FIG. 8 , a transport route H3 may be set to exceed the maximum height M of the container C in the container group B1 to be handled, regardless of the actual storage status of the container group B1 to be handled. In other words, when transporting the container C to the transport vehicle 20, the route setting unit 112 sets a transport route H3 that is higher than the container C in the actual container group B1 to be handled. By using such a route, it is possible to prevent the container C from falling onto the transport vehicle 20. A transport route H3 that exceeds the maximum height M of the container C in the container group B1 to be handled is sometimes referred to as a safety route.

Even in the case of safety response processing, if a container C protruding toward the container group B1 to be handled is located away from the transport route, the route setting unit 112 may set an optimal route as a transport route to avoid collision with a container C in an adjacent container group B2. For example, in FIG. 7(b), if a container C in an adjacent container group B2 protrudes at a position corresponding to the container C indicated by "CX," the protruding container C will be located on the opposite side of the direction in which the container C involved in the transport is moving. In this case, no collision will occur between the two, and the route setting unit 112 may set transport route H2, which is the optimal route.

The drive control unit 113 controls the drive unit 30 so that the spreader 14 moves along the transport path set by the path setting unit 112. The drive control unit 113 controls the spreader 14 to move along the predetermined transport path by sending control signals to each device, such as a motor, that makes up the drive unit 30.

When safety response processing is required, the warning control unit 114 controls the output unit 31 to issue a warning to the user. For example, if there is a container C in adjacent container group B2 that protrudes toward the container group B1 to be handled, the warning control unit 114 issues a warning via the output unit 31 that the container C is present (that there is a misalignment in adjacent container group B2). The output unit 31 may issue a warning at the same time as transporting along a safe route as shown in Figure 8, or the spreader 14 may be controlled to stop movement and perform an operation to correct the misalignment when the output unit 31 issues a warning.

Next, an example of a control method for the automated crane system according to this embodiment will be described. Figure 9 is a flowchart showing exemplary steps of the control method for the automated crane system according to this embodiment. As an example, the control method for the automated crane system according to this embodiment is performed using the automated crane system 100. The processing shown in Figure 9 is executed when a container C is to be transported from a group of containers B1 to be handled.

First, the information processing unit 111 acquires the detection results from the detector 25 (step S1: detection process). Next, the information processing unit 111 detects the positional relationship between the container C in the container group B1 to be handled and the container C in the adjacent container group B2 by calculating it (step S2: detection process). Next, based on the calculation results in step S2, the information processing unit 111 determines the presence of a container C in the adjacent container group B2 that protrudes toward the container group B1 to be handled, and determines whether safety response processing is required (step S3).

If the information processing unit 111 determines that safety response processing is not required (YES in step S3), the route setting unit 112 sets the optimal route (see FIG. 7) as the transport route (step S4). On the other hand, if the information processing unit 111 determines that safety response processing is required (NO in step S3), the route setting unit 112 sets the safety route (see FIG. 8) as the transport route (step S5). When the processing in either step S4 or S5 is completed, the spreader 14 moves along the set transport route and transfers the container C to the transport vehicle 20. Then, when the next container C is transported, processing is resumed again from step S1. Note that steps S1 to S3 may be performed each time a container C is transported, or may be performed only the first time a container C is transported from a new group of containers B1 to be handled.

Next, we will explain the functions and effects of the automated crane system 100 and the control method for the automated crane system 100 according to this embodiment.

For example, if there is a container C in adjacent container group B2 that protrudes toward the container group B1 to be handled due to misalignment E (see FIG. 2), there is a possibility that the crane 10 will collide with the protruding container C when transporting the container C in the container group B1 to be handled. In response to this, the detection unit 120 detects the relative positions of the container C in the container group B1 to be handled and the container C in the adjacent container group B2 adjacent to the container group B1 to be handled. Therefore, the detection unit 120 can detect a container C in the adjacent container group B2 that may collide when transporting the container C in the container group B1 to be handled. The control device 110 can control the crane 10 in accordance with the detection results of the detection unit 120 to adjust the transport path, output a warning, or otherwise avoid collisions between the containers C. As a result, the safety of the transport of containers C can be improved.

The detector 25 of the detection unit 120 may be positioned higher than the upper surface Cc of the container C placed on the transport vehicle 20. In this case, it is possible to prevent the detection of the detector 25 from being blocked by the container C placed on the transport vehicle 20.

The detection unit 120 may have a three-dimensional scanner as the detector 25. In this case, the detection range (sensing areas S1 and S2) of the detection unit 120 can be widened.

The detection unit 120 may have a three-dimensional camera as the detector 25. In this case, the detection unit 120 can obtain the depth position of the container within the detection range.

When the detection unit 120 detects that a container C in the container group B1 to be handled is approaching a container C in the adjacent container group B2, the control device 110 may set a transport route for the container C to avoid collision with the container C in the adjacent container group B2. In this case, the crane 10 can transport the container C while avoiding collisions and ensuring safety.

When the detection unit 120 detects that a container C in the container group B1 to be handled is approaching a container C in the adjacent container group B2, the control device 110 may set a safety route as the transport route for the container C, which route is determined so that the container C moves at a predetermined maximum height. In this case, regardless of the position of the container C with which there is a possibility of collision, the crane 10 can transport the container C while avoiding a collision by moving the container C at the maximum height.

The control method for the automated crane system 100 according to this embodiment is a control method for the automated crane system 100 that transports containers C in multiple container groups lined up in a container yard 2 using a crane 10, and includes a detection process for detecting the positional relationship between a container C in a container group B1 to be handled, which is the object of handling, and a container C in an adjacent container group B2 adjacent to the container group B1 to be handled, and a control process for controlling the crane based on the detection results from the detection process.

This control method for the automated crane system 100 can achieve the same effects and benefits as the automated crane system 100 described above.

The present invention is not limited to the above-described embodiments.

For example, in the automated crane system 100 according to the above embodiment, the detector 25 is configured to accommodate only containers C of a single length. Alternatively, the detection unit 120 may be capable of setting multiple detection ranges to accommodate containers C of multiple lengths. In this case, even if the length of the container C is changed, the detection unit 120 can still detect the container C of the changed length. For example, as shown by the two-dot chain line in FIG. 4 , a pair of detectors 125 may be further provided at the base of the support unit 21. For example, when handling a 40-foot container C, the detector 25 at the tip of the support unit 21 may detect the gaps GP1 and GP2 between the containers, and when handling a 20-foot container C, the detector 125 at the base of the support unit may detect the gaps between the containers. Note that the method of setting multiple detection ranges for the detection unit 120 to accommodate containers C of multiple lengths is not limited to increasing the number of detectors. For example, the detection unit 120 may move the detector 25 in the X direction to adjust the positions of the sensing areas S1 and S2 to accommodate containers C of different lengths.

The type of crane 10 is not limited to an RTG crane, and other types of cranes such as an RMGC may also be used.

2...container yard, 10...crane, 20...transport vehicle, 25, 125...detector, 100...automated crane system, 110...control device, 120...detection unit, B1...group of containers to be handled, B2...group of adjacent containers, C...container.

Claims (10)

A crane that transports containers in a group of multiple containers lined up in a container yard and includes a pair of legs, a crane girder connecting the upper ends of the pair of legs, and a trolley that can travel laterally on the crane girder;
a detection unit that detects the positional relationship between a container in a group of containers to be handled that are the object of handling and a container in an adjacent container group that is adjacent to the group of containers to be handled in the longitudinal direction of the container, in the lateral direction of the crane so as to include the entire area in the lateral direction of the crane;
and a control device that controls the crane based on the detection result of the detection unit. 2. The automatic crane system according to claim 1, wherein the sensing area of the detection unit includes the entire area in the lateral direction of the crane of the gap between a container in the container group to be loaded and a container in the adjacent container group. 3. The automatic crane system according to claim 1, wherein the detection unit is attached to at least one of the leg and a support provided on the leg. The automated crane system according to any one of claims 1 to 3 , wherein the detection unit is disposed at a position higher than an upper surface of a container placed on a transport vehicle. The automated crane system according to any one of claims 1 to 4 , wherein the detection unit is capable of setting a plurality of detection ranges in accordance with containers of a plurality of lengths. The automated crane system according to any one of claims 1 to 5 , wherein the detection unit includes a three-dimensional scanner. The automated crane system according to any one of claims 1 to 6 , wherein the detection unit has a three-dimensional camera. When the detection unit detects proximity between a container in the container group to be handled and a container in the adjacent container group,
The automated crane system according to any one of claims 1 to 7 , wherein the control device sets a transport route for the container so as to avoid collision with the container in the adjacent container group. When the detection unit detects proximity between a container in the container group to be handled and a container in the adjacent container group,
9. The automated crane system according to claim 1 , wherein the control device sets a safety route as a transport route for the container, the safety route being determined so that the container moves at a predetermined maximum height. A control method for an automatic crane system that transports containers in a group of multiple containers lined up in a container yard using a crane that has a pair of legs, a crane girder that connects the upper ends of the pair of legs, and a trolley that can travel laterally on the crane girder,
a detection step of detecting a positional relationship between a container in a container group to be handled that is a target for handling and a container in an adjacent container group adjacent to the container group to be handled in the longitudinal direction of the container in the lateral direction of the crane so as to include the entire area in the lateral direction of the crane;
a control step of controlling the crane based on the detection result in the detection step.