Ref.

Ares(2016)6780337 - 05/12/2016

636158 – RCMS D.3.2.

AGV Testing and Performance

Document Status
Deliverable Lead IAI
Internal Reviewer 1 HPC
Internal Reviewer 2 CIMNE
Type Deliverable
Work Package WP3
ID D3.2
Due Date November 30, 2016
Delivery Date
Status To be approved
Dissemination Level Confidential

This project has received funding from the European Union’s

Horizon 2020 research and innovation programme under grant
agreement No 636158.

Disclaimer
The views represented in this document only reflect the views of the authors and not the views of the
European Union. The European Union is not liable for any use that may be made of the information
contained in this document.
Furthermore, the information is provided “as is” and no guarantee or warranty is given that the information
fit for any particular purpose. The user of the information uses it as its sole risk and liability

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DOCUMENT HISTORY
Date Revision ID Summary of Changes Affected Chapters Contributors
(cross references)
December 04, 001 Document Draft All. Michael Braverman
2016
Yakir Danino

Hanan Lepek

Yaniv Mordecai

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TABLE OF CONTENTS
Document History.............................................................................................................................................. 2
Table of Contents .............................................................................................................................................. 3
Table of Figures ................................................................................................................................................. 7
Abbreviations and Acronyms ............................................................................................................................ 9
Executive Summary ......................................................................................................................................... 10
1 Introduction ............................................................................................................................................. 12
Scope ............................................................................................................................................... 12
About this document ............................................................................................................... 12
The RCMS Program .................................................................................................................. 12
RCMS System Overview ................................................................................................................... 13
The RCMS System .................................................................................................................... 13
Container Handling Facility (CHF) ............................................................................................ 13
CHF Floors ................................................................................................................................ 13
Balcony .................................................................................................................................... 14
Elevators .................................................................................................................................. 14
Ground Floor............................................................................................................................ 14
The – OHBC transfers containers between AGVs and ground vehicles (trucks) on the ground
floor.Autonomous Ground Vehicles (AGVs) ............................................................................................ 14
Control Center (C2) .................................................................................................................. 14
Primary Interfaces ................................................................................................................... 14
Reference Documents ..................................................................................................................... 15
2 System-wide design decisions ................................................................................................................. 16
Operational Principles ..................................................................................................................... 16
Container Storage concept ...................................................................................................... 16
System Processes............................................................................................................................. 16
Vessel Unloading ..................................................................................................................... 16
Vessel Loading ......................................................................................................................... 17
Truck Arrival............................................................................................................................. 18
Container Import TR Handling ................................................................................................. 19
Container Export TR Handling ................................................................................................. 20
Train Loading and Unloading ................................................................................................... 21
Container Terminal .......................................................................................................................... 21
General Description ................................................................................................................. 21

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Terminal Equipment ................................................................................................................ 22

Terminal Information Systems ................................................................................................ 23
Performance .................................................................................................................................... 24
Yearly expected throughput of containers .............................................................................. 24
Import/Export Split .................................................................................................................. 24
Throughput distribution .......................................................................................................... 24
TEU/box ratio........................................................................................................................... 25
Modal Split............................................................................................................................... 25
Service norms .......................................................................................................................... 25
Truck Servicing ......................................................................................................................... 26
Storage capacity ...................................................................................................................... 27
3 Autonomous Ground Vehicle Architecture and Specification ................................................................ 28
AGV Requirements and Specifications ............................................................................................ 28
Structural Requirements ......................................................................................................... 28
Functional Requirements ........................................................................................................ 29
AGV Architecture ..................................................................................................................... 29
Technical Requirements .......................................................................................................... 30
AGV sub-systems ..................................................................................................................... 30
AGV C4N Subsystem ........................................................................................................................ 31
General Description ................................................................................................................. 31
Subsystems and modules ........................................................................................................ 31
AGV Navigation........................................................................................................................ 32
AGV Sensor Array .................................................................................................................... 35
Low level Control (LLC) ............................................................................................................ 39
AGV Automotive Subsystem............................................................................................................ 42
Chassis ..................................................................................................................................... 42
Power train .............................................................................................................................. 43
Energy supply system .............................................................................................................. 46
AGV Platform Subsystem................................................................................................................. 48
Functional Requirements ........................................................................................................ 48
System Characteristics ............................................................................................................. 49
System Components ................................................................................................................ 50
Power unit and converter ........................................................................................................ 51
Accumulator ............................................................................................................................ 51

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Flow divider and compensation system .................................................................................. 51

Platform ................................................................................................................................... 51
Lifting Control .......................................................................................................................... 53
AGV Coupling Subsystem................................................................................................................. 54
Overview .................................................................................................................................. 54
Coupling mechanism ............................................................................................................... 55
Coupling control system .......................................................................................................... 55
4 AGV Model Validation and Performance Analysis .................................................................................. 57
AGV Model....................................................................................................................................... 57
AGV Dynamic Model................................................................................................................ 57
AGV Control System Model ..................................................................................................... 58
AGV performance characteristics .................................................................................................... 59
AGV velocity and acceleration simulations ............................................................................. 60
AGV Structural durability study ............................................................................................... 61
Overcoming obstacles Simulations.......................................................................................... 62
AGV's performance in several scenarios ................................................................................. 65
AGV Coupling – forces estimation ........................................................................................... 73
AGV Speed increase investigation ........................................................................................... 75
AGV Malfunctions and responses.................................................................................................... 76
5 Peer Subsystems and Interfaces Overview ............................................................................................. 79
Infrastructure................................................................................................................................... 80
Container Handling Facility (CHF) ............................................................................................ 80
Layouts..................................................................................................................................... 81
Balconies and truck service area (TSA) .................................................................................... 85
Elevator .................................................................................................................................... 89
Overhead Bridge Cranes (OHBC) ............................................................................................. 91
Electrical infrastructure ........................................................................................................... 91
Central Control System – C2 ............................................................................................................ 91
Objective .................................................................................................................................. 91
Structure .................................................................................................................................. 92
Functional design ..................................................................................................................... 92
Communication ............................................................................................................................... 93
Network Architecture .............................................................................................................. 93
Communication Network Requirements ................................................................................. 95

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Network Topology ................................................................................................................... 95

Communication equipment storage........................................................................................ 98
Surveillance.............................................................................................................................. 98
6 Concept of Execution............................................................................................................................... 99
Tasks and Processes ........................................................................................................................ 99
AGV Supervising (ALG_09) ....................................................................................................... 99
AGV Task Assignment (ALG_01) .............................................................................................. 99
AGV Path Planning (ALG_03) ................................................................................................. 101
AGV travel monitor & update (ALG_05) ................................................................................ 101
Collision monitoring (ALG_07) ............................................................................................... 101
Floor traffic ............................................................................................................................ 102
Balcony traffic and Queuing .................................................................................................. 102
Coupling: ................................................................................................................................ 103
Container Placement in Cell/ Extracting container from Cell ................................................ 103
Reefer Storage ....................................................................................................................... 104
Container rotation ................................................................................................................. 105
Maintenance and repair (M&R)............................................................................................. 106
Safety ..................................................................................................................................... 107
7 Interface Design ..................................................................................................................................... 108
External Interfaces ......................................................................................................................... 108
Internal Interfaces ......................................................................................................................... 108
Interface Entities ........................................................................................................................... 109
Appendix A. CT-RCMS signal list .................................................................................................................... 111
Appendix B. RCMS-CT signal list .................................................................................................................... 113

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TABLE OF FIGURES
Figure 1. RCMS – General view....................................................................................................................... 13
Figure 2. Truck Servicing Area ........................................................................................................................ 20
Figure 3. "LIEBHERR” Post-Panamax STS crane .............................................................................................. 22
Figure 4. Import-export ratio [Source: HPC based on data by Port of Koper] ............................................... 24
Figure 5. modal split [Source: HPC based on data by Port of Koper] .............................................................. 25
Figure 6. Distribution of truck turnaround times [Source: HPC based on data by Port of Koper] .................. 25
Figure 7. Crane load following mother vessel arrival at port [Source: Port of Koper] .................................... 26
Figure 8. AGV, general view............................................................................................................................ 28
Figure 9. AGV Architecture .............................................................................................................................. 30
Figure 10. AGV C4N Architecture .................................................................................................................... 32
Figure 11. AGV Navigation Architecture.......................................................................................................... 33
Figure 12. Magnetic marking example ........................................................................................................... 35
Figure 13. 2-D LIDAR Scanner: SICK TiM561 .................................................................................................... 37
Figure 14. AGV sensors ................................................................................................................................... 37
Figure 15. AGV sensors placement, REAR view ............................................................................................... 38
Figure 16. AGV sensors Placement, Top View ................................................................................................. 38
Figure 17. Vectronics Box: Internal Layout ...................................................................................................... 39
Figure 18. AGV Network architecture ............................................................................................................ 40
Figure 19. AGV Location control layout .......................................................................................................... 41
Figure 20. Vectronics Box Installation and Components ................................................................................ 43
Figure 21. Basic platform dimensions without the lifting surface .................................................................. 43
Figure 22. AGV WHEELS LAYOUT INCLUDING PROPULSION UNIT, BOTTOM VIEW ....................................... 44
Figure 23. MOTORIZED WHEELS INSTALLATION ............................................................................................ 45
Figure 24. Idle Wheels Installation ................................................................................................................. 45
Figure 25. electric system block diagram ....................................................................................................... 46
Figure 26. AGV Network topology .................................................................................................................. 46
Figure 27. High voltage battery spec .............................................................................................................. 47
FIGURE 28. BATTERY CONNECTION ARCHITECHTURE:.................................................................................... 47
Figure 29. AGV Power and Electric Layout, Bottom View .............................................................................. 48
Figure 30. AGV Height in Full/Minimum Stroke .............................................................................................. 49
Figure 31. HYDRAULIC Lifting sYSTEM ............................................................................................................. 50
Figure 32. Power unit components and converter.......................................................................................... 51
Figure 33. Accumulator ................................................................................................................................... 51
Figure 34. Platform Subsystem dimensions .................................................................................................... 52
Figure 35. Platform – Extended ....................................................................................................................... 53
Figure 36. Coupling system.............................................................................................................................. 54
Figure 37. Coupling mechanism ...................................................................................................................... 55
Figure 38. ADAMS AGV model......................................................................................................................... 57
Figure 39. Control system in ADAMS&SIMULINK co-simulation .................................................................... 59
Figure 40. Longitudinal motion: AGV acceleration profile .............................................................................. 60
Figure 41. Lateral motion: AGV acceleration profile ....................................................................................... 61
Figure 42. Longitudinal motion: vibration levels ............................................................................................. 61
Figure 43. Lateral motion: vibration levels ...................................................................................................... 61
Figure 44. 40 Ton SPHERES 2 m_sec ,1 σ_RMS_VonMises Stress (N/m2) ....................................................... 62

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Figure 45. Gap Crossing, Step Down – AGV Vertical Acceleration .................................................................. 63
Figure 46. Gap crossing, Step Up: Container Displacement ............................................................................ 64
Figure 47. Gap crossing, Step Up: Vertical Acceleration ................................................................................. 64
Figure 48. Gap crossing, Step Up: Container Displacement ............................................................................ 65
Figure 49. AGV Progress during Cell Entering ................................................................................................. 66
Figure 50. AGV Progress during Slow Longitudinal Approach ......................................................................... 67
Figure 51. AGV Progress during Normal Longitudinal Drive ........................................................................... 68
Figure 52. AGV Progress during Normal Lateral Drive .................................................................................... 69
Figure 53. AGV-Couple Progress during Slow Lateral Approach ..................................................................... 70
Figure 54. AGV-Couple Progress during Slow Longitudinal Approach ............................................................ 71
Figure 55. AGV-Couple Progress during Normal Longitudinal Drive ............................................................... 72
Figure 56. AGV-Couple Progress during Normal Lateral Drive ........................................................................ 73
Figure 57. Coupling simulation 1 – longitudinal forces ................................................................................... 74
Figure 58. Coupling simulation 2 – longitudinal forces ................................................................................... 74
Figure 59. Coupling simulation 2 – lateral forces ............................................................................................ 75
Figure 60. Vibration levels on the AGV vs. AGV speed and total weight ....................................................... 75
Figure 61. 40 Ton SPHERES 2.5 m_sec ,1 σ_RMS_VonMises Stress (N/mm2) ............................................... 76
Figure 62. AGV Malfunctions and responses.................................................................................................. 78
Figure 63. Top Level architecture ................................................................................................................... 79
Figure 64. RCMS CHF – LS view ....................................................................................................................... 80
Figure 65. Basic storage module, top view. .................................................................................................... 81
Figure 66. Storage modules – 3D view ........................................................................................................... 82
Figure 67. Illustration of tandem storage of two 20ft containers in a storage cell ......................................... 82
Figure 68. Illustration of storage of a single 40ft container in a storage cell ................................................... 82
Figure 69. clearance in the avenue................................................................................................................. 83
Figure 70. Dense CHF Floor Layout ................................................................................................................. 84
Figure 71. Flexible CHF Floor Layout ............................................................................................................... 86
Figure 72. Side view of the CHF ...................................................................................................................... 87
Figure 73. Close-up on the side view of the CHF vis-à-vis the STS Crane ....................................................... 87
Figure 74. Balcony .......................................................................................................................................... 88
Figure 75. ground floor ................................................................................................................................... 89
Figure 76. elevator module ............................................................................................................................ 90
Figure 77. Elevator general view .................................................................................................................... 90
Figure 78. Top Level Diagram of the C2 .......................................................................................................... 93
Figure 79. Network Architecture .................................................................................................................... 94
Figure 80. Network Topology – street transceiver and antenna installation, street view ............................. 96
Figure 81. Network Topology – section, single VLAN ...................................................................................... 97
Figure 82. Network Topology – entire floor ................................................................................................... 97
Figure 83. Network Topology – balcony section ............................................................................................ 98
Figure 84. STS queue area ............................................................................................................................ 102
Figure 85. entering the cell ........................................................................................................................... 104
Figure 86. Reefer storage placing ................................................................................................................. 105
Figure 87. 40ft container rotating ................................................................................................................ 106
Figure 88. External Interfaces ....................................................................................................................... 108
Figure 89. Internal Interfaces ....................................................................................................................... 109

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ABBREVIATIONS AND ACRONYMS

AGV Automated Guided Vehicle

C2 Central Control System
CT Container Terminal
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
HMI Human Machine Interface
HQ High Cube (container)
ISO International Organization for Standardization
OCR Optical Character Reader
OHBC Overhead Bridge Crane
OOG Out of Gauge (cargo)
RCMS Robotic Container Management System
Reefer Refrigerated Container
RMG Rail Mounted Gantry (crane)
RTG Rubber Tire Gantry (crane)
STS Ship to Shore (crane)
SY Stacking Yard
TEU Twenty feet Equivalent Unit
TO Transport Order
TOS Terminal Operation System
TR Transport request
TSA Truck Service Area

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EXECUTIVE SUMMARY
1. The RCMS (Robotic Container Management System) is an innovative concept offered as a container
storage solution alternative to the existing Stacking Yard (SY) solution and its associated equipment.

2. The project is developed by a Consortium of ten partners from six countries under the general
framework of the Horizon 2020 program.

3. This document shall define the RCMS from the point of view of logical architecture and functionality,
in a manner aimed at the integration of all inputs from the various partners within the consortium.

4. This document presents the general design of the system and sub systems, explain the assumptions
and the decisions taken in the process and set the base for further development.

5. An effort has been made in order to make the description as general and adjustable as possible, so it
can be implemented to any terminal and any requirements. Whenever a specific data was required to
explain an issue a reference terminal was addressed (port of Koper, Slovenia).

6. The general idea of the system relies on the concept of stature storage and direct accesses, two
advantages absent from traditional terminals.

7. The containers shall be stored in “personal” cells arranged over the stories of the building in optimized
layouts.

8. The storage cells shall be arranged in form of rows and columns, creating moving streets (in parallel to
the quay) and avenues (in perpendicular to the quay) in between.

9. The movement of all containers throughout the system shall be made by the Autonomous Ground
Vehicles (AGVs).

10. The interface of the system with the container terminal (CT) will be done mostly on the balconies
where STS cranes shall load or retrieve Containers to/from AGVs and on the ground floor where
containers shall be transferred between AGVs and trucks by means of overhead bridge cranes (OHBC).

11. The AGV shall be able to perform transport orders (TO) sent by the RCMS control system (C2) relying
on set of sensors, control logics and directives from the C2.

12. The AGV shall have the ability to move in any direction loaded with containers and perform several
tasks including: storage and retrieval of a container from a cell, loading/unloading container to a
source/sink, all with the required safety level.

13. The vertical movement of AGVs between floors shall be done via elevators.

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14. A detailed description of all the sub-systems is presented in chapter 4.

15. The operational processes of the terminal were thoroughly studied and integrated into the RCMS
systematical concept, A description of those processes is provided in chapters 1 and 5 of the document.

16. The communication network of the RCMS shall enable a reliable connectivity from the RCMS control
to all controllable resources (AGVs, elevators, OHBC) and to the TOS (CT).

17. The communication to and from the AGVs shall be based on wireless communication technologies,
while all other network entities (elevators, CT, OHBC) shall be based on wired redundant
infrastructures.

18. The control over the whole system, including: the AGVs, elevators and OHBCs shall be done by a central
control system. This system will be based on a set of algorithms developed for the project. A general
description of the functional design of the system together with a summary of the algorithms is
presented in chapter 5, a more comprehensive description can be found in the relevant document (#4
Simulation Software and ICD Requirements, IAI).

19. The Layouts and the performance assumptions presented in this document rely on the best practice
experience, thorough thought process and common sense of the members of the consortium, and are
the result of many hours of discussions. With that many of them need to be verified and optimized by
the means of simulation and prototyping; that shall be done in the following stages of the project.

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1 INTRODUCTION

Scope

About this document

1.1.1.1 This document describes the high-level design, performance parameters, and test scenarios for the
autonomous ground vehicle (AGV) which constitutes the primary actuator of the RCMS.
1.1.1.2 This Document has been written in accordance with DI-IPSC-81432.
1.1.1.3 This document is part of the RCMS study project and in accordance with grand agreement #636158
and its requirements.
1.1.1.4 This document constitutes the deliverable for WP3 item D3.2: AGV Testing and Performance
Document. It should be noted that a broad context of the architecture and design of the vehicle is
provided in this document to allow for holistic understanding of the ways the vehicle should be
tested and evaluated.

The RCMS Program

1.1.2.1 RCMS ("Rethinking Container Management Systems") is a research and development program
funded by the European Union as part of the Horizon 2020 R&D program.
1.1.2.2 The RCMS program consortium consists of ten partners from six countries:
1.1.2.2.1 AUTORITA’ PORTUALE DELLA SPEZIA, IT
1.1.2.2.2 CENTRE INTERNATIONAL DE METODES NUMERICS EN ENGINYERIA, ES
1.1.2.2.3 CIRCLE SRL, IT
1.1.2.2.4 COMPASS INGENIERA Y SYSTEMAS SA, ES
1.1.2.2.5 GDANSKI TERMINAL KONTENEROWY SPOLKA AKCYJNA, PL
1.1.2.2.6 HPC HAMBURG PORT CONSULTING GMBH, DE
1.1.2.2.7 ISRAEL AEROSPACE INDUSTRIES LTD., IL
1.1.2.2.8 LUKA KOPER, PORT AND LOGISTIC SYSTEM, D.D., SI
1.1.2.2.9 SELLHORN INGENIEURGESSELSHAFT MBH, DE
1.1.2.2.10 UNIVERSITA’ DEGLI STUDI DI GENOVA, IT
1.1.2.3 The RCMS program is led by ISRAEL AEROSPACE INDUSTRIES (IAI).

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RCMS System Overview

The RCMS System

1.2.1.1 RCMS (Robotic Container Management System) is an innovative concept system offered as a
container storage solution as an alternative to the existing Stacking Yard (SY) concept and its
associated equipment. The existing Stacking Yard solution is the conventional approach for
container handling and storage in Container Terminals (CT) of most ports in the world.
1.2.1.2 RCMS consists of a set of one or more multi-floor Container Handling Facilities (CHF), which are
positioned along the CT berths, and are capable of storing large quantities of containers.
1.2.1.3 RCMS consists of an array of autonomous ground vehicles (AGVs), which carry containers around
the CHF and transfer them from the STS cranes to storage, and from storage to trucks, or vice versa.
1.2.1.4 RCMS consists of a control center, which is responsible for planning, coordinating, and controlling
the entire operation within the CHF, interfacing external systems such as the Terminal Operating
System (TOS) or the Customs Information System (CIS), and ensuring the effectiveness and
efficiency of the RCMS operations.

Figure 1. RCMS – General view

Container Handling Facility (CHF)

1.2.2.1 Each CHF has the following components:

1.2.2.1.1 Floors.
1.2.2.1.2 Elevators.
1.2.2.1.3 Balconies.
1.2.2.1.4 Ground Floor.

CHF Floors

1.2.3.1 CHF consists of multiple (~10) floors.

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1.2.3.2 Each floor consists of multiple storage cells, lanes along and across the floor, and an optional
balcony.

Balcony

1.2.4.1 Balconies extend from the quayside of some of the CHF's floors.
1.2.4.2 The balcony is where containers are loaded on or off the AGVs by the port's STS (Ship To Shore)
gantry cranes.

Elevators

1.2.5.1 CHF consists of several elevators for vertical floor-to-floor transportation of AGVs and containers.

Ground Floor

1.2.6.1 The ground floor is configured for servicing container trucks.

1.2.6.1.1 Truck Service area (TSA).
1.2.6.1.1.1 The TSA is where containers are loaded on or off trucks.
1.2.6.1.1.2 The containers are brought to the TSA from storage and carried to storage by the AGVs.
1.2.6.2 Over Head Bridge Crane (OHBC)

The – OHBC transfers containers between AGVs and ground vehicles (trucks) on the ground
floor.Autonomous Ground Vehicles (AGVs)

1.2.7.1 AGVs are electrically powered, remotely supervised, autonomously guided vehicles for the
transportation of containers into and out of the CHF.
1.2.7.2 Each AGV can carry one 20 ft container, or couple-up with another AGV to carry together a 40 ft
container.
1.2.7.3 The AGV has a sensor array to provide information about the AGV's environment, and a control
system to plan, execute, and control its path.
1.2.7.4 The subsystems of the AGV are specified in this document.

Control Center (C2)

1.2.8.1 The Control Center monitors and controls the AGVS, elevators and Ground Floor cranes in their
activities for serving the STS cranes and the ground vehicles.

Primary Interfaces

1.2.9.1 Ship-to-Store (STS) Crane

1.2.9.1.1 STS cranes unload containers from ships or load containers to ships.

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1.2.9.1.2 The containers are placed on or lifted from the AGV or from a temporary buffer platform, which is
similar to a storage cell.
1.2.9.2 Truck
1.2.9.2.1 Trucks carry containers from the CHF (collect) or into the CHF (ship).
1.2.9.2.2 The containers are placed on or lifted from the truck's platform by the OHBC.
1.2.9.2.3 The trucks are oriented in perpendicular to the general direction of the AGVs. Hence, containers
must be rotated 90 degrees when loaded onto or lifted from the AGV.
1.2.9.3 Port Management System (PMS) / Terminal Operations System (TOS)
1.2.9.3.1 The PMS/TOS manages port operations, including container loading and unloading from ships.
1.2.9.3.2 The PMS/TOS informs RCMS which container is unloaded from the ship and by which STS, and
which container is required for loading on the ship, and by which STS.
1.2.9.3.3 The PMS/TOS also informs RCMS which container is requested by each collecting trucks and which
container is brought in by each shipping truck.

Reference Documents
The following documents have provided information for the design and decisions presented in our document.
The documents are referenced throughout our document whenever they are relevant.
Project internal documents:
1. Grant Agreement number: 636158

2. Terminal description, HPC (D2.1)

3. RCMS Layouts document, IAI (D3.3)

4. Simulation Software and ICD Requirements, IAI (D2.3)

5. Alternative Terminal Design, HPC (D5.2)

6. RCMS System/Subsystem Design Document (SSDD) (D2.2)

7. RCMS AGV CAD Model, IAI (D3.1)

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2 SYSTEM-WIDE DESIGN DECISIONS

The system-wide design decision section presents the general behavior of the RCMS. It also
presents sub-system level decisions affecting the selection and design of system components.

Operational Principles

Container Storage concept

2.1.1.1 The containers will be stored in storage cells arranged on the inside floors of the CHF.
2.1.1.2 Each container shall be directly accessible for immediate loading and unloading; RCMS shall not
support container stacking.
2.1.1.3 The CHF shall be able to house containers of the following types:
2.1.1.3.1 Length
2.1.1.3.1.1 ISO 6346, 20 ft. standard containers.
2.1.1.3.1.2 ISO 6346 40 ft. standard containers.
2.1.1.3.2 Height: Both regular height and HQ.
2.1.1.4 The CHF shall support refrigerated containers ("Reefers") including electrical power supply to the
cooling unit during storage.
2.1.1.4.1 Reefers will not be powered during transportation on AGVs.
2.1.1.4.2 The CHF shall be able to store and handle only undamaged and intact containers. Damaged,
broken, and open containers will not be processed by RCMS.
2.1.1.4.3 Empty containers can and may be stored both inside and outside the CHF.
2.1.1.5 Refrigerated, hazardous or OOG containers will be handled and stored outside of the RCMS.
2.1.1.6 Stored 20 ft. containers will be placed on beams that support at least all 4 corners of the container.
2.1.1.7 Stored 40 ft. containers will be supported at the middle in addition to the support in the corners.

System Processes

Vessel Unloading

2.2.1.1 the port's STS cranes handles Container unloading from a docking vessel to a lashing platform.
2.2.1.1.1 Whenever possible, 20 ft. containers are handled in twin mode (two 20 ft. containers in a column,
in one lift operation).
2.2.1.2 Pre-Storage Container Handling is performed on the lashing platform, including:
2.2.1.2.1 Twist-lock removing.
2.2.1.2.2 Container intactness check.
2.2.1.2.3 Container sealing check.

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2.2.1.2.4 Container identifying and recording in the TOS.

2.2.1.2.5 Additional port procedures.
2.2.1.3 The control center receives an authenticated container storage request from the TOS.
2.2.1.4 The control center allocates one or two AGVs (for 20 ft or 40 ft, respectively) to the container storing
task.
2.2.1.5 Each allocated AGV travels according to orders received from the control center to the container
receiving position on the middle lane of the balcony aligned with the STS center line.
2.2.1.6 STS crane handles Container lifting from lashing platform to crane's back-reach.
2.2.1.7 STS crane handles container lowering to an awaiting AGV on the RCMS balcony.
2.2.1.8 AGV handles AGV positioning for container receiving, and positions itself on the middle lane of the
balcony aligned with the STS center line.
2.2.1.8.1 AGV positioning includes optional AGV coupling for handling a 40 ft. container or two 20 ft.
containers in twin mode .
2.2.1.9 The loaded AGV handles Container transporting to storage, including travel according to orders
received from the control center to the designated storage cell.
2.2.1.9.1 For 40 ft container transporting, the two coupled AGVs act as a single unit guided by the master
AGV (See: "coupling" procedure 6.1.8).
2.2.1.10 The AGV/AGV-couple positions itself in front of the cell/cell-couple designated for storing the
container.
2.2.1.11 In case of a 40 ft container, the AGVs perform a physical decoupling operation, while they remain
logically-coupled.
2.2.1.12 The AGV/AGV-couple safely enters the cell(s).
2.2.1.13 The AGV/AGV-couple safely places the container on the supporting elements of the cell (See:
"placement" procedure 6.1.9 ).
2.2.1.14 The AGV/AGV-couple safely lowers the AGV's container platform(s), leaving the container in the
cell.
2.2.1.15 The AGV/AGV-couple safely exits the cell(s).
2.2.1.16 In case of a 40 ft container, the AGVs perform a logical decoupling operation.
2.2.1.17 Each AGV becomes available for a new task.

Vessel Loading

2.2.2.1 The control center receives an approved vessel loading plan, which is based primarily on the
stowage plan. The plan contains orders to ship containers from storage in a specific order. The plan
contains various aspects that have to be considered.

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2.2.2.2 The control center executes the vessel loading plan by handling the container loading requests in
the planned order.
2.2.2.3 The control center allocates one or two AGVs (for 20 ft or 40 ft, respectively) to the container
shipping mission.
2.2.2.4 Each allocated AGV travels according to orders received from the control center to the storage cell
of the requested container.
2.2.2.5 Each AGV enters the corresponding cell.
2.2.2.6 In case of a 40 ft container, the AGVs perform a logical coupling operation (See: "coupling"
procedure 6.1.8).
2.2.2.7 The AGV/AGV-couple lifts the container from the supporting elements onto the AGV's platform.
2.2.2.8 The AGV(s) exit(s) the cell.
2.2.2.9 In case of a 40 ft container, the AGVs perform a physical coupling operation (See: "coupling"
procedure 6.1.8).
2.2.2.10 The AGV/AGV-couple, loaded with the container, travels according to orders received from the
control center towards the designated STS Crane.
2.2.2.11 The AGV/AGV-couple positions itself on the middle lane of the balcony aligned with the STS center
line.
2.2.2.12 The STS crane lifts the container from the AGV.
2.2.2.13 The STS Crane unloads the container on a lashing platform located on the crane.
2.2.2.14 Port personnel handles Twist lock installing on the container .
2.2.2.15 The STS Crane handles container lifting from the lashing platform and vessel loading .
2.2.2.16 Each AGV becomes available for a new task.

Truck Arrival

2.2.3.1 Truck service will be performed at the designated area adjacent to the building on the land side of
the ground floor (see description at: 5.1.3-Balconies and truck service area).
2.2.3.2 Truck arrives at main gate and identifies.
2.2.3.3 Truck arrives at container terminal (CT) gate and identifies.
2.2.3.4 CT Gate Truck Identification System automatically captures and identifies the truck, including the
license plate number, the container's serial number (in case an export container is loaded on the
truck), and existing damanges to the vehicle and container.
2.2.3.5 CT Gate Truck Identification System notifies CT/ TOS on truck arrival and container arrival.
2.2.3.6 CT/TOS notifies RCMS Control Center on TR regarding that truck.
2.2.3.7 RCMS C2 allocates a suitable service slot for the truck and sends the service slot ID to the CT/TOS.

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2.2.3.8 TOS notifies truck or truck driver of service slot ID.

2.2.3.9 Truck driver parks the truck in the allocated service slot.
2.2.3.10 Once located in the specified service slot, the truck driver exits the vehicle, stands in a designated
waiting position, and initiates the service procedure.
2.2.3.11 The service depends on the TR, and can be either container import (store-to-truck) or container
export (truck-to-store).
2.2.3.12 When TR servicing is complete, the truck driver boards the truck and drives the truck away.
2.2.3.13 When the truck leaves, the service slot becomes available for another truck to receive service.

Container Import TR Handling

2.2.4.1 The process is triggered by a container import TR.

2.2.4.2 The control center allocates an available AGV to the task. In case of a 40 ft container, two AGVs are
allocated.
2.2.4.3 Each allocated AGV travels according to orders received from the control center to the storage cell
of the requested container.
2.2.4.4 Each AGV enters its cell.
2.2.4.5 In case of a 40 ft container, the AGVs perform a logical coupling operation (See: "coupling"
procedure 6.1.8).
2.2.4.6 The AGV/AGV-couple lifts the container from the supporting elements onto the AGV's platform.
2.2.4.7 The AGV(s) exit(s) the cell.
2.2.4.8 In case of a 40 ft container, the AGVs perform a physical coupling operation (See: "coupling"
procedure 6.1.8).
2.2.4.9 The AGV/AGV-couple travels with the container according to orders received from the control
center to an available handover position within the range of the OHBC that serves the service slot
in which the truck is parked.
2.2.4.10 The AGV/AGV-couple positions itself on the middle lane of the Truck Service Area (TSA), which is
perpendicular to the truck parking slots (see Figure 75).

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Crane Revolving Internal External Coupled

Track Crane Truck Truck AGVs

Figure 2. Truck Servicing Area

2.2.4.11 An OHBC moves its container gripper to the handover position, grabs and lifts the container from
the AGV and rotates it 90 degrees to a desired truck loading orientation.
2.2.4.12 The OHBC carries the container over the slot and places it on the truck.
2.2.4.13 In case of a 40 ft container, the AGVs perform a physical and logical decoupling operation (See:
"coupling" procedure 6.1.8).
2.2.4.14 Each AGV becomes available for a new task.

Container Export TR Handling

2.2.5.1 The process is triggered by a container export TR.

Quayside

2.2.5.2 The control center allocates an available AGV to the task and orders it to travel to a handover
position in the TSA. In case of a 40 ft container, two AGVs are allocated.
2.2.5.3 Each allocated AGV travels according to orders received from the control center to the container
handover position on the middle lane of the TSA within the OHBC's release area.
2.2.5.4 Each allocated AGV positions itself on the middle lane on the handover position. (seeFigure 75).
2.2.5.5 In case of a 40 ft container, the two AGVs shall perform a coupling procedure.
2.2.5.6 The OHBC that serves the truck's service slot moves its container gripper towards a lift position
above the truck.
2.2.5.7 The OHBC grabs and lifts the container from the truck and rotates it 90 degrees to a desired storage
orientation.
2.2.5.8 The OHBC moves the container over the handover position and loads it on the AGV/AGV-couple.
2.2.5.9 From this point on, the process is identical to the vessel unloading process, right after the AGV/AGV-
couple is loaded with the container (see phases 2.2.1.9 through 2.2.1.17).

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Train Loading and Unloading

2.2.6.1 Trains are served in a separate rail location outside of the RCMS facilities.
2.2.6.2 The containers are transported to/from train area on train cars or trucks.
2.2.6.3 Truck-towed trolleys are parked in the service slots in the TSA. .
2.2.6.4 This approach gives the RCMS more flexibility in serving the parking slots.
2.2.6.5 Each towing truck may leave a trolley in the service slot and go on to perform another task, while
another towing truck may tow the trolley away from the service slot. Therfore, towing truck drivers
may remain in their trucks.
2.2.6.6 The towing trucks are not a part of the RCMS and are operated manually.
2.2.6.7 RCMS controls trolley loading/unloading procedures including slot allocation.
2.2.6.8 The trolley loading/unloading is similar to external truck loading/unloading.
2.2.6.9 conventional port equipment is used for train Loading/unloading (reach stackers/cranes etc.).

Container Terminal

General Description

2.3.1.1 The Container terminal (CT) as referenced in this documents includes the surroundings of the RCMS
system that are part of the container handling process but not a part of the RCMS itself.
2.3.1.2 The conceptual design presented in this document is generic and implementable in any given port
with reasonable customization. That said, some design aspects depend on concrete information,
which is based on the reference ports' characteristics and statistical data .
2.3.1.3 as described by HPC in the Project internal documents #2, our reference ports for the design are:
2.3.1.3.1 Port ofKoper, Slovenia.
2.3.1.3.2 Port of Gdansk, Poland.
2.3.1.4 The primary port terminal characteristics that affect RCMS design are:
2.3.1.4.1 The geometric shape of the available grounds.
2.3.1.4.2 Berth length.
2.3.1.4.3 Number and size of the cranes.
2.3.1.4.4 Port throughput.
2.3.1.4.5 The module split of containers.
2.3.1.4.6 Import/export/transshipment split.
2.3.1.5 The CT design is based on the assumption that the RCMS facility (for Koper at the least) will be
constructed in a "greenfield" location, which is separated from and parallel to the existing one. This
assumption relies on port of Koper expectation and intention statements.

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2.3.1.6 The system can also be adapted to replace an existing terminal (like in Gdansk) but not without
interrupting the existing process in the port.
2.3.1.7 Additional information about the site and terminal layouts can be found in Project internal
documents #5. - Alternative Terminal Design, HPC.

Terminal Equipment

2.3.2.1 STS cranes

2.3.2.1.1 RCMS interacts with "LIEBHERR” Post-Panamax STS cranes as a reference, (see technical
description in appendix B).
2.3.2.1.2 Using most other Post-Panamax cranes is possible with minor adjustments to the design.

Figure 3. "LIEBHERR” Post-Panamax STS crane

2.3.2.2 Lashing Platforms

2.3.2.2.1 Lashing platforms on the STS cranes are required for supporting the operation as described in
sections 2.2.1.2 and 2.2.2.14 (such as damage check, twist lock handling, registration of the
container etc.).
2.3.2.2.2 Lashing platform personnel include:
2.3.2.2.2.1 Checker/Tallyman handles container discharging/loading control.
2.3.2.2.2.1.1 On discharge, each container is identified by its number and recorded in the TOS. In addition, a
visual inspection for damages is performed.
2.3.2.2.2.2 Lashers handle container work, including mounting/removing of twist locks, according to
work/safety instructions and foreman instructions.

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2.3.2.3 Terminal tractors / Towing-Trucks (TT)

2.3.2.3.1 Standard non-autonomous towing trucks are used for the internal transport of containers between
RCMS and other CT locations including the train loading site.
2.3.2.4 Reach stackers/rail cranes
2.3.2.4.1 Standard reach-stacker or rail cranes may be used for loading/unloading trains.

Terminal Information Systems

2.3.3.1 Tideworks Terminal Operation System (TOS)

2.3.3.1.1 Port of Koper uses Tideworks for Terminal Operation , in addition to various other applications
mostly for data exchange between different parties involved in the transport chain.
2.3.3.2 TINO
2.3.3.2.1 TINO facilitates data exchange between all entities present in the Port of Koper area.
2.3.3.2.2 TINO also facilitates connectivity to various subsystems and background business information
systems.
2.3.3.3 Lunaris
2.3.3.3.1 Lunaris is an online port service ordering system.
2.3.3.4 Mobile app
2.3.3.4.1 Port of Koper owns a mobile application for tablets and smartphones, which provides container
information, ETAs, pilotage plans, current berth status, retrievability, etc.
2.3.3.5 E-container
2.3.3.5.1 The E-container service supports terminal-processed container status checking,.
2.3.3.5.2 This service is used by stakeholders without Lunaris or Mobile app access (e.g. truck drivers).
2.3.3.6 TOS-Next
2.3.3.6.1 We assume that a new or modified TOS, codenamed "TOS-Next", will be deployed in the reference
port, to accommodate the integration of RCMS.
2.3.3.6.2 TOS-Next may be a new development or a customization of an existing TOS more suitable for
automation.
2.3.3.6.3 The ICD and requirements for TOS-Next are described in referenced Project internal documents 4.
2.3.3.7 TOS-Next shall be connected to customs administration for the purpose of tracing
undeclared/suspicious goods. When necessary, customs can decide to prevent any further actions
for the appointed container.

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Performance
The following data (Data source: Project internal documents #2) is presented here as a ground for decision
making for certain aspects of the design. The data gives us quantitative understanding of the performance
required from the RCMS system.

Yearly expected throughput of containers

2.4.1.1 Yearly expected throughput of containers is 1.5 M TEU p.a.

Import/Export Split

2.4.2.1 The import-export ratio of the terminal is roughly - 50/50.

Figure 4. Import-export ratio [Source: HPC based on data by Port of Koper]

Throughput distribution

2.4.3.1 Full regular and HQ containers - 75% – to be stored in RCMS.

2.4.3.2 Reefers – 7% – to be stored in a special segment of the RCMS which is accessible to a human
operator who will plug the reefers to an electrical energy source (see paragraph 6.1.10).
2.4.3.3 OOG, hazarders, damaged etc. - 3% – these shall not to be stored in RCMS.
2.4.3.4 Empties – 15% – to be stored in the RCMS.
2.4.3.4.1 By default, all empty containers shall be channeled through the RCMS ( i.e. unloaded to the RCMS
and loaded from the RCMS). However, empty containers shall not be stored there for a long period,
due to the long average dwell times and the high cost of RCMS storage space. Hence empty
containers shall only shortly be stored in the RCMS and transferred to/from empty container
depots behind the RCMS.

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TEU/box ratio

2.4.4.1 The TEU-factor is 1.65, meaning: 65% of all containers handled are 40ft boxed, while the rest are
20ft.

Modal Split

2.4.5.1 Modal split of the containers handled in terminal: Truck/Rail – 40/60.

Figure 5. modal split [Source: HPC based on data by Port of Koper]

Figure 6. Distribution of truck turnaround times [Source: HPC based on data by Port of Koper]

Note: The data and statistics referenced in this paragraph are derived from the Port of Koper as the reference
port for the design; the data is presented in order to provide explanation and justification for certain design
decisions. Nevertheless, the general concept of RCMS is valid and can be adapted to other ports with different
statistics and characteristics, such as Port of Gdansk.

Service norms

2.4.6.1 The system shall enable loading/unloading of a vessel at the maximum pace the STS cranes are able
to perform; an STS shall not wait for the RCMS components.

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2.4.6.2 The following characteristics of the STS cranes are assumed:

2.4.6.2.1 About 1 STS crane per 100m quay length (rule of thumb for reference).
2.4.6.2.2 Average Throughput of 50 TEU per hour for an STS.
2.4.6.2.3 Peak Throughput of 65 TEU per hour for an STS.
2.4.6.3 Peaks in workload on the STS cranes usually occur 8 to 12 hours after arrival of a Mother vessel,
which is normally the second shift after unloading a Mother Vessel begins.
2.4.6.4 The typical and peak load scenarios on the water side in terms of STS utilization are illustrated in
Figure 7.

Peak Crane Load Typical Crane Load

110%
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Figure 7. Crane load following mother vessel arrival at port [Source: Port of Koper]

Hours Past Arrival Peak Crane Load Typical Crane Load

0-4 100% 70%
4-8 100% 70%
8-12 75% 70%
12-16 75% 40%
16-20 40% 40%
20-24 25% 0%

Truck Servicing

2.4.7.1 The system shall perform loading and unloading of trucks at the landside.
2.4.7.2 Both external and internal trucks shall be served.
2.4.7.3 Average waiting time for an external truck shall not Exceed 30 min.

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Storage capacity

2.4.8.1 The system shall provide storage of all applicable (see 2.4.3) containers being imported exported
through the terminal.
2.4.8.2 Containers average dwell time: full- 5 days, MT 2.5 days.
2.4.8.3 Max utilization of storage – 85%.
2.4.8.4 All containers shall be accessible and available for extraction at all time.
2.4.8.5 The terminal shall be operational 24/7 except on national holidays.

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3 AUTONOMOUS GROUND VEHICLE ARCHITECTURE AND SPECIFICATION

The AGV is the container transporting unit . According to the RCMS concept, all movement of containers
between storage and cranes or within the storage will be performed by the means of AGVs.
The AGV should meet the requirements defined, while enabling high and efficient performance.

Figure 8. AGV, general view

AGV Requirements and Specifications

See also AGV specifications in Document D3.1.

Structural Requirements

3.1.1.1 Load capacity - up to 32 tons (not including self-weight)

3.1.1.2 Self-weight - up to 10 tons.
3.1.1.3 Travel speed: off loaded- up to 2[m/s], loaded- up to 1.5[m/s]
There is the potential to further increase the speed limit up to 2.5[m/s], which may require
changes in the current design, and hence currently, is out of scope of the project.
3.1.1.4 Acceleration/Deceleration – up to 0.2[𝑚∕𝑠^2]
3.1.1.5 Position Accuracy - up to 0.05[m].

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3.1.1.6 Driving condition- rigid surfaces, straight, up to an angle of 1°

3.1.1.7 Operating temperature- −15℃÷45℃

Functional Requirements

3.1.2.1 Report status to C2, including:

3.1.2.1.1 State vector (position+yaw, velocity, acceleration)
3.1.2.1.2 Battery level
3.1.2.1.3 System and subsystem health.
3.1.2.2 Receive missions from C2, including:
3.1.2.2.1 Container pick-up mission.
3.1.2.2.2 Container drop-off mission.
3.1.2.2.3 Coupling mission.
3.1.2.2.4 Charging mission.
3.1.2.2.5 Maintenance mission.
3.1.2.3 Execute mission
3.1.2.3.1 Plan path for mission.
3.1.2.3.2 Navigate along path.
3.1.2.3.3 Collect container.
3.1.2.3.4 Retrieve container.
3.1.2.3.5 Deposit container.
3.1.2.4 Report mission execution status to C2
3.1.2.4.1 Report mission progress

AGV Architecture

3.1.3.1 The functional architecture of the AGV is illustrated in Figure 9. AGV Architecture. It includes the
main subsystems and main interfaces.

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RCMS Architecture

CONTAINER
TOS

01 AGV
Control Center
SHIP
01 C4N Subsystem

TRUCK
02 Automotive Subsystem
Container Handling Facility

03 Platform Subsystem STS CRANE

04 Coupling Subsystem

Peer AGV

Figure 9. AGV Architecture

Technical Requirements

3.1.4.1 AGV positioning accuracy

3.1.4.1.1 There are 5 different actions during the AGV's operation that require accurate maneuvering:
3.1.4.1.1.1 Entering a cell.
3.1.4.1.1.2 AGV's positioning in the container loading area.
3.1.4.1.1.3 AGV's positioning in the charging area.
3.1.4.1.1.4 AGV's positioning for a coupling procedure.
3.1.4.1.1.5 AGV's positioning inside the elevator.
3.1.4.1.2 Prior to performing any of the actions the control system will first validate that the AGV is
positioned with sufficient accuracy for the action to be performed. If the initial accuracy isn't
satisfactory the AGV will first initiate the either "Slow longitudinal approach" or "Slow lateral
approach"mode to improve the accuracy.
3.1.4.1.3 Detailed description of the required accuracies was given in the D3.1 report.

AGV sub-systems

3.1.5.1 The AGV has the following subsystems:

3.1.5.1.1 Command, Control, Communication, Computation, and Navigation (C4N) Subsystem.
3.1.5.1.2 Automotive Subsystem.
3.1.5.1.2.1 This subsystem is the AGV's primary vehicular system. It covers all the functionality of motion
actuating, including actuation control (drivers and encoders).
3.1.5.1.3 Platform Subsystem.

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3.1.5.1.3.1 This subsystem is the AGV's primary interface to the container, it consists of the carriage and
hydraulic elevating mechanism.
3.1.5.1.4 Coupling Subsystem.
3.1.5.1.4.1 This subsystem is the AGV's primary interface to peer AGVs, meant for coupling two AGVs in order
to carry 40ft containers. It consists of two (fore and rear) coupling mechanisms. Each mechanism
includes a mechanical coupling structure and a deployment mechanism.

AGV C4N Subsystem

General Description

3.2.1.1 This subsystem is the AGV's "brain".

3.2.1.2 It covers all the functionality related to communication, sensing and sensor fusion, mission
management, high level control and low level control over positioning and navigation, status
reporting, and mission data logging.

Subsystems and modules

3.2.2.1 Communication subsystem

3.2.2.1.1 This subsystem is responsbile for communication and interaction with the central control system
of the RCMS, getting orders/missions/alerts and sending information, status, etc...(See chapter: 6-
Interface Design ).
3.2.2.1.2 Internal communication module
3.2.2.1.2.1 Ethernet communication module
3.2.2.1.2.2 CAN bus communication module
3.2.2.1.3 External communication module
3.2.2.1.3.1 WiFi communication module
3.2.2.1.3.2 Bluetooth communication module
3.2.2.2 Navigation subsystem (High Level Control)
3.2.2.2.1 Mission management module
3.2.2.2.2 Situational Awareness module
3.2.2.2.3 State Vector management module
3.2.2.2.4 Guidance management module
3.2.2.3 Sensor array
3.2.2.3.1 Laser-integrated direction and range (LIDAR) detector array
3.2.2.3.2 Ultrasonic range detector array

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3.2.2.3.3 Magnetic tape tracker array

3.2.2.3.4 Radio Frequency Identification (RFID) array
3.2.2.4 Low Level Control
3.2.2.5 An overview of the main C4N subsystems and interfaces is illustrated in Figure 10.

AGV Architecture

01 AGV

01 C4N Subsystem
CONTAINER
01 Control Center
Communication

02 Navigation 01 Peer AGV

01 Mission
Manager Container Handling Facility

02 Situational Charging Station

Awareness
Manager
Maintenance Station
03 State Vector
Manager
Magnetic Tape Grid

04 Guidance
02 Automotive Subsystem
Manager Storage Cell

Elevator
03 Platform Subsystem
03 Sensor Array

04 Low-Level “OBSTACLE”
04 Coupling Subsystem
Control

Figure 10. AGV C4N Architecture

AGV Navigation

3.2.3.1 An overview of the navigation module is illustrated in Figure 11.

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AGV High Level Control Architecture

02 Navigation 03 Sensor Array

01 Mission Manager 02 Situational Awareness Manager

Mission Range Vector 04 LIDAR Array

Mission Receiving Situation Report Situation Resolving RFID Reading

State Vector
Mission Breakdown Safety Check 02 RFID Cell 03 Ultrasonic
Go/NoGo Identifier Ranger Array

04 Guidance Manager 03 State Vector Manager

Next Step Ultrasonic Sensor Reading
Sensor Reading
Guidance Actuation
Acquisition
01 Magnetic
Magnetic Taper Reading
Tracker Array
State Vector
Motion Monitoring
Motion Command Generating 05 Doppler
Doppler Reading
Velocimeter

04 Low-Level
Motion Report
Control

02 Automotive Subsystem 03 Platform Subsystem 04 Coupling Subsystem

CONTAINER
Motion Platform Elevating Coupling

Power Generating Platform Lowering De-Coupling

Figure 11. AGV Navigation Architecture

3.2.3.2 The Mission Manager cyclically requests mission updates and performs mission breakdowns to
determine the optimal path for the AGV to its destination, while accounting for the current state
vector of the AGV, the situation of the AGV, and mission attributes.
3.2.3.3 The Guidance Manager cyclically generates Motion Commands to the Low Level Control (LLC),
according to the next step in the planned path, while considering the safety GO/NOGO semaphore.
3.2.3.4 The Situational Awareness Manager cyclically collects sensor readings to determine the situation
of the AGV, and issues a safety GO/NOGO semaphore, which is the prime enabler of motion
actuation for the AGV.
3.2.3.5 The State Vector Manager cyclically collects sensor readings to determine the state vector of the
AGV, including position, yaw angle, velocity, and acceleration.
3.2.3.6 AGV High level Control (HLC)
3.2.3.6.1 The HLC is responsible for the operational part of vehicles performance.
3.2.3.6.2 The HLC is responsible for the The HLC is responsible for processing and integrating sensor data
necessary for the implementation of its control functions.
3.2.3.6.3 The HLC is responsible for decision making at the vehicle level and for instructing the LLC system.
3.2.3.6.4 The HLC implements the following functions.
3.2.3.6.4.1 Localization
3.2.3.6.4.1.1 The HLC shall be able to determine and constantly track the AGV's location and position within
the CHF, based on information from the following sources:

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3.2.3.6.4.1.1.1 The HLC's database, which is going to include a complete mapping of the CHF lane grid and
storage cell layout. The database shall be updated by the C2 in case of layout changes.

3.2.3.6.4.1.1.2 The AGV's velocity, direction, distance, and orientation measurement sensors.

3.2.3.6.4.1.1.3 Position calibration data, provided to the AGV when it is in deterministic positions such as: a
storage cell, a charging station, a maintenance station, a grid intersection, etc.
3.2.3.6.4.2 Navigation
3.2.3.6.4.2.1 The HLC shall navigate the vehicle along the lanes and levels of the building to desired locations
according to C2 orders.
3.2.3.6.4.2.2 The HLC shall utilize AGV location data, , the CHF map, and AGV dynamic parameters.
3.2.3.6.4.2.3 The HLC shall translate the C2 travel plan into path segment sections (straight lines along grid
lanes), and command the LLC to actuate motion for each segment.
3.2.3.6.4.3 Positioning
3.2.3.6.4.3.1 The HLC shall provide precise AGV position and orientation on the path. Deviation of the AGV
from the center of the path may result in collision with the structural elements and other
equipment. The positioning on the central line shall be performed constantly and on the move.
3.2.3.6.4.3.2 The positioning on the central line of the path shall be performed by the means of magnetic
guiding strip embedded in the floor and appropriate sensors on the vehicle.
3.2.3.6.4.3.3 The magnetic strip shall be spread at all moving lanes as presented in the layout description
(the red lines on the sketch).
3.2.3.6.4.3.4 The HLC shall receive the readings of the AGV's magnetic positioning sensors and determine
the position of the AGV along the lanes.
3.2.3.6.4.3.5 Whenever the HLC detects deviation of the AGV from the lane, it shall order the LLC to return
the AGV back to the lane.
3.2.3.6.5 Safety Control
3.2.3.6.5.1 The function control and integrates all aspects of vehicle's safety system.
3.2.3.6.5.2 The Safety system's main goal is avoiding collision between vehicles and between vehicles and
foreign objects (columns, fallen debris). The system will be implemented on several levels:
3.2.3.6.5.3 Obstacle detection – The system will use data received from Laser scanner installed around the
perimeter of the vehicle to detect obstacles on its moving path. The scanners shall allow
detection of other vehicles and foreign objects at the distance of up to 10 meters, and provide
data about the distance from the vehicle and the relative speed. The function will process the
information and react accordingly.
3.2.3.6.5.4 The system shall adjust the allowed proximity for each scanner according to its movement
direction.

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3.2.3.6.5.4.1.1 Collisions alert - the C2 shall oversee all AGV movement and detect upcoming collisions at
lanes junctions (the vehicle cannot detect with his sensors other vehicle arriving behind the
corner to the same junction). The collision alert will be transmitted to the vehicle via the
communication network together with appropriate directions (stopping, slowing down...).
3.2.3.6.5.4.2 Additional safety measure installed on the vehicle is immobilizer push buttons on both sides of
the vehicle. Manually pushing those buttons will immediately and completely shut down the
vehicle and all his sub-systems, locking the wheels and disconnecting power supply to the
motors. This measure is introduced to allow safe approach of personnel to the vehicles for
maintenance/repair.
3.2.3.6.5.5 Self-monitoring
3.2.3.6.5.5.1 The function shall monitor all system and sub-systems health and connectivity and send status
report and failure alerts to the C2.
3.2.3.6.5.5.2 The function is also responsible for monitoring vehicles power levels and issue status and alert
messages to the C2.

AGV Sensor Array

3.2.4.1 Magnetic Sensors – Roboteq MGS1600

3.2.4.1.1 Magnetic sensors shall provide position readings along magnetic stripes streched across the floor
of the CHF to physically mark the grid lane.
3.2.4.1.2 The magentic sensors shall provide their readings to the HLC.
3.2.4.1.3 The AGV shall possess three magentic sensors installed ath the bottom of the AGV, within a
sufficient and necessary distance from the floor, as follows:
3.2.4.1.3.1 Front sensor at the front of the frontal axis.
3.2.4.1.3.2 Central sensor at the intersection of the frontal axis with the lateral axis.
3.2.4.1.3.3 Lateral sensor at the right of the lateral axis.
3.2.4.1.4 The sensors shall be installed to provide a precise measurement of the AGV's orientation.

Figure 12. Magnetic marking example

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3.2.4.1.5 Additional magnetic marking inflicted on the sides of the magnetic strip shall also be detected by
the sensors and supply additional information for the vehicle (for example: indication about the
distance to the upcoming junction).
3.2.4.2 Ultrasonic Distance Sensors – SICK UM18

3.2.4.2.1 The SICK UM18 ultrasonic sensors provide high precision distance measurement for distances of
20 – 1300 mm, with a high resolution (less than 0.2 mm).
3.2.4.2.2 The ultrasonic distance sensors shall be installed along the sides of the AGV, and provide high
accuracy distance measurements for the following tasks:
3.2.4.2.2.1 Entering storage cells for delivering/extracting a container – after arriving at the designated cell
and confirming its location via the RFID, the AGV will adjust its position while entering the storage
cell using readings from two lateral UM18 sensors installed along the side parallel to the wall of
the cell.
3.2.4.2.2.2 Positioning the AGV under STS Crane for loading/unloading – the positioning shall be performed
relative to a wall with which the AGV will align to receive or unload a container.
3.2.4.2.2.3 Coupling two AGVs to serve a 40ft container – once the two vehicles are in close proximity, they
will position themselves precisely one in front of the other using the frontal/rear UM18 ultrasonic
sensors.
3.2.4.3 Front/Rear Obstacle Ranging Sensors – SICK 2d LIDAR (TiM561)
3.2.4.3.1 The SICK TiM561 2-D LASER-Integrated Distance and Range (LIDAR) sensors provide high precision
distance measurement for distances of 5 cm – 10 m, with a high resolution (2 cm).
3.2.4.3.2 Four units are installed in the four corners of the AGV.
3.2.4.3.3 Each scanner covers a sector of up to 270 degrees, and provides readings of obstacle and object
ranges in incremental values of angles around the sensor.
3.2.4.3.4 The LIDAR array is intended for both navigation and obstacle detection.

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Figure 13. 2-D LIDAR Scanner: SICK TiM561

3.2.4.4 Sensor Installation

3.2.4.4.1 The following sensors are integrated in the AGV in order to ensure satisfactory performance:
3.2.4.4.1.1 Sick TiM 561 (laser scanner) - 4 sensors, located on the vehicle's corners.
3.2.4.4.1.2 Proximity sensor - 8 sensors, located on four top sides of the vehicle.
3.2.4.4.1.3 Magnetic sensor- 4 sensors located under vehicle chassis, rotated in 𝟗𝟎° from each other.
3.2.4.4.1.4 Doppler velocity sensor- 2 sensors: one on the front/rear and the other on the side of the vehicle.
3.2.4.4.1.5 E-stop - 2 sensors, located on both sides of the vehicle.

Figure 14. AGV sensors

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Figure 15. AGV sensors placement, REAR view

Figure 16. AGV sensors Placement, Top View

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Figure 17. Vectronics Box: Internal Layout

Low level Control (LLC)

3.2.5.1 The LLC shall have two operational modes:

3.2.5.1.1 Auto: The LLC abides by the instructions of the HLC. This mode is required for regular fluent
operations.
3.2.5.1.2 Manual: The LLC abides by the instructions of an external manual control unit. This mode is
required for development, integration, testing, shipping, maintenance, and emergency.
3.2.5.2 The LLC shall receive instructions from the HLC regarding the requested velocity, driving directions
and distance of the platform; it will also receive instructions for operation of the mechanical and
electrical units of the system (lifting/lowering the platform, coupling etc…).
3.2.5.3 The proposed control topology includes 2 cascaded control blocks: External position loop and
internal velocity loop. Each PID block has 3 separate loops for the longitudinal, lateral and yaw
errors.
3.2.5.4 These blocks are followed by the motors driver's internal loops, which should eliminate any RPM
deviation.
3.2.5.5 The LLC is responsible for processing and integrating sensor data necessary for the implementation
of its control functions (velocity measurement Doppler units, engine and wheel encoders, inertial
navigation gyroscopes, temperature and force sensors, etc.

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3.2.5.6 The AGV driving control System is separated into two levels, the high and the low level, each level
has his specific characteristics and functionalities us specified further.
3.2.5.7 The systems are implemented on a 2 different computers which are located inside the vectronics
box.
3.2.5.8 The figure below represents a schematic overview of the low level control system components and
their interconnections.

HLC

ETHERNET

x8
CAN 1
MOTOR
DRIVER

OPTIONAL

LOW LEVEL CAN 2

Remote CONTROLLER
Transciever RS232/CAN
controller

RS232/ETHERNET

Lift sys. Coupling sys.

BMU
controller controller
CAN/RS232

RF device Battery
RF device
AGV2 charger

Figure 18. AGV Network architecture

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3.2.5.9 AGV driving control loop

3.2.5.9.1 In order to perform the high level control's system positioning commands the AGV employs a
driving control system.
3.2.5.9.2 The system is implemented inside the low level controller.

AGV
AGV position High level
Act. Long. pos Act. velocity velocity
sensors control Req. – required
sensors
Act. – actual
Long. – longitudinal
Lat. – lateral
Disp. - displacement

Direction & (delta) position

Command & AGV
driving mode

Low level control

Req. Long. velocity

Control loop Control loop
Req. Lat. velocity
position velocity
Req. Yaw velocity

Req.
RPM
(for each motor)

Motor Wheel
Power
driver Motor

Encoder
Act.
RPM

Motor RPM loop (for each motor)

Figure 19. AGV Location control layout

3.2.5.9.3 The general system consists of 2 control loops which are presented in the figure above.
3.2.5.10 The proposed control topology includes 2 cascaded control blocks:
3.2.5.10.1 External position loop
3.2.5.10.2 internal velocity loop.
3.2.5.11 Each PID block has 3 separate loops for the longitudinal, lateral and yaw errors.

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3.2.5.12 These blocks are followed by the motors driver's internal loops, which should eliminate any RPM
deviation.
3.2.5.13 AGV velocity loop and position loops
3.2.5.13.1 Whenever the AGV recieves a new target position from the high level control, its low level control
system automatically generates a velocity curve which the AGV later follows during the
maneuvering process.
3.2.5.13.2 During the motion the velocity control loop constantly combines the errors of the position loop
with the deviation from the velocity curve and generates a new torque value to be applied at the
wheels.
3.2.5.13.3 In order to avoid back and forth movement of the AGV across the desired target position, the
velocity control system shifts from "NORMAL" driving mode (either longitudinal or lateral) to "slow
approach" whenever the AGV is close enough to its desired destination.
3.2.5.14 AGV driving low level control modes:
3.2.5.14.1 Normal longitudinal drive – shall be used for longitudinal moving actions that don't require high
accuracy such as driving along a street.
3.2.5.14.2 Normal lateral drive – shall be used for longitudinal moving actions that don't require high accuracy
such as driving along an avenue.
3.2.5.14.3 Slow longitudinal approach - shall be used for longitudinal moving actions that require high
accuracy such as: slow approach during coupling,
3.2.5.14.4 Slow lateral approach- shall be used for longitudinal moving actions that require high accuracy such
as: slow approach during cell entrance.
3.2.5.14.5 Pivot (optional)

AGV Automotive Subsystem

Chassis

3.3.1.1 The chassis is based on rectangular steel plates providing the strength we need to endure the heavy
loads.
3.3.1.2 Chassis structure provides maximum space for the installations.
3.3.1.3 Walls thickness- 20[mm].
3.3.1.4 Changes made in the internal structure of the chassis as shown in the figure below:

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Figure 20. Vectronics Box Installation and Components

Figure 21. Basic platform dimensions without the lifting surface

Power train

3.3.2.1 Mecanum wheels

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3.3.2.1.1 There are 12 Mecanum wheels made of steel.

3.3.2.1.2 Each wheel has 8 steel rollers, each roller is coated with polyurethane and has an independent
rotation axis.
3.3.2.1.3 Wheel Dia. Is 24”.
3.3.2.1.4 The load capacity per wheel is 4[ton].
3.3.2.1.5 8 wheels are motorized and the rest are only for payload carrying.
3.3.2.1.6 Mecanum wheels enables the AGV to move in all directions within a radius of zero.
3.3.2.2 Propulsion unit
3.3.2.2.1 Each motorized wheel is connected to a driving unit.
3.3.2.2.2 The driving unit include: Electrical motor, gear and driver.
3.3.2.2.3 The gear is assembled to the wheel in a way that enables it to carry the radial and axial loads.

Figure 22. AGV WHEELS LAYOUT INCLUDING PROPULSION UNIT, BOTTOM VIEW

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Figure 23. MOTORIZED WHEELS INSTALLATION

3.3.2.3 Idle unit

3.3.2.3.1 Each idle wheel is connected to a slewing bearing with a machined flange.
3.3.2.3.2 The slewing bearings enables carring a high radial and axial forces.
3.3.2.3.3 All of these are connected to the AGV's chassis as shown in the figure below.

Figure 24. Idle Wheels Installation

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Energy supply system

3.3.3.1 based on the use of batteries, will provide power to all vehicle systems.
3.3.3.2 Two voltage levels shall be used in the vehicle: 400V, and 24V.
3.3.3.3 The low voltage battery will only be used as a backup, and will be activated only in case of a failure
in the high voltage, to allow operation of the AGV controller.

Figure 25. electric system block diagram

Figure 26. AGV Network topology

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3.3.3.4 High voltage battery specifications:

subject units
Nominal voltage V 400
Battery output voltage range [Minimum ; Maximum] V 320-480
10 KWH for 8 hours = 80 KWH
Energy or Capacity KWH
Time of charge = 2 hour
Technology Lithium-ion
Cycling life 2000
Temperature range °C -15°C TO 45°C
Maximum dimensions available CM L:170CM, W:75CM, H:60CM
Maximum weight kg 1000
Figure 27. High voltage battery spec

FIGURE 28. BATTERY CONNECTION ARCHITECHTURE:

3.3.3.5 Electrical Power Units installation

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Figure 29. AGV Power and Electric Layout, Bottom View

3.3.3.6 Charging
3.3.3.6.1 Physical charging station – The vehicle reaches a static charging station within the building, plugs
in automatically to the power source and switches in to charging mode.
3.3.3.6.2 This action disables the vehicle for systems usage for the entire length of the charging process
which is up to 2 hours.
3.3.3.6.3 The infrastructure for the AGV charger will be 3*63A.
3.3.3.6.4 Physical charging station – The vehicle reaches a static charging station within the CHF, plugs in
automatically to the power source and switches in to charging mode.

AGV Platform Subsystem

Functional Requirements

3.4.1.1 A container can be placed upon an elevated steel platform.

3.4.1.2 The container platform shall be able to hold a single 20ft container.
3.4.1.3 The container platform shall be extendable and retractable along the frontal axis of the AGV, for
two reasons:
3.4.1.3.1 The platform will be retracted after a container is placed in a storage cell, in order to enable the
vehicle to leave the storage cell after unloading the container.
3.4.1.3.2 The platform will be extended towards the platform of a coupled AGV when the AGV-couple is
tasked with transporting a 40ft container.
3.4.1.4 Platform Lifting Mechanism

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3.4.1.4.1 The AGV will be able to elevate or lower the platform using a hydraulic lift mechanism.
3.4.1.4.2 The mechanism will consist of four cylinders with pistons, a pump, an electric motor, and an oil
tank.
3.4.1.4.3 The stroke will be up to 400[mm] and the lifting velocity will be up to 20[mm/s]. So that the
platform will be fully lifted within 20 seconds.
3.4.1.4.4 The lifting mechanism control shall be based on maintaining the container platform leveled during
lifting and lowering actions, by controlling the pistons position. The pistons shall include sensors
that provide position data to the main controller. Additional limit switches will be used for security.
3.4.1.4.5 Folding system
3.4.1.4.5.1 Enables the container platform to fold in both ends along the vehicle.
3.4.1.4.5.2 Folding and unfolding of the lifting surface is performed by using a 2 state actuator with limit
switches

System Characteristics

3.4.2.1 The Platform Subsystem consists of 4 pistons with 12 ton payload each.
3.4.2.2 Stroke is up to 400[mm]
3.4.2.3 Lifting velocity is up to 20 mm/sec
3.4.2.4 Time between liftings 3.5[min].
3.4.2.5 Safety mechanisms for the pistons, lifting surface for conveying 20 ft. and 40 ft. containers. shock
criterion – 10 [g] per 20[ms].

Figure 30. AGV Height in Full/Minimum Stroke

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System Components

Figure 31. HYDRAULIC Lifting sYSTEM

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Power unit and converter

3.4.4.1 Include: 25[L] oil container, gears pump 4 [l/min], 24 VDC motor, suction filter, clutch and converter.
3.4.4.2 Power consumption 2[kw].

400VDC To 24VDC

Figure 32. Power unit components and converter

Accumulator

3.4.5.1 45 [L] , requires 12[L] in quick release within 20[sec], charging time- 3 [min],
3.4.5.2 max pressure- 250[bar] , min pressure - 130[bar]

Figure 33. Accumulator

Flow divider and compensation system

3.4.6.1 Enables equal flow for each piston and compensate losses with 4 CB valves and one pressure
regulator.
3.4.6.2 Dividing accuracy- up to 3%.

Platform

3.4.7.1 The container will be placed upon a steel platform.

3.4.7.2 The platform has the ability to extend in both ends along the vehicle for 2 reasons:
3.4.7.2.1 First, it enables the vehicle to leave the storage cell after unloading a container.
3.4.7.2.2 Second, it enables 2 vehicles coupling for lifting a 40ft container.

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Figure 34. Platform Subsystem dimensions

3.4.7.3 Guides
3.4.7.3.1 Located on the ends of the lifting surface in order to help placing the container during loading.
3.4.7.3.2 The latitudinal guides are static.
3.4.7.3.3 The Longitudinal guides folds when the wing pistons are in minimum stroke, and by that enables
loading 40 ft. containers.
3.4.7.3.4 When the wing pistons are in full stroke the guides returns to its fist position.

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Figure 35. Platform – Extended

Lifting Control

3.4.8.1 Components
3.4.8.1.1 Lifting system main controller (LSC)
3.4.8.1.1.1 The LSC monitors and controls the platform subsystem's sensors and actuators.
3.4.8.1.1.2 LSC has digital and analog input modules and a CanBus interface for communication with the
vehicle's low level controller (LLC).
3.4.8.1.1.3 Input signals:
3.4.8.1.1.3.1 Estop status from LLC (digital input)
3.4.8.1.1.3.2 Error reset from LLC (digital input)
3.4.8.1.1.3.3 Inductive Sensor Indication (X2) (digital input)
3.4.8.1.1.3.4 Inclinometer reading (TBD)
3.4.8.1.1.4 LSC states
3.4.8.1.1.4.1 Initiate
3.4.8.1.1.4.2 Idle
3.4.8.1.1.4.3 Estop

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3.4.8.1.1.4.4 Error
3.4.8.1.2 Inductive sensors
3.4.8.1.2.1 The two sensors (limit switches) detect the position of the platform.
3.4.8.1.3 Two-Axis Inclinometer
3.4.8.1.3.1 This component ensures desired levelling of the platform.
3.4.8.2 Functions
3.4.8.2.1 Lower Platform
3.4.8.2.2 Raise Platform
3.4.8.2.3 Extend Moving Wings
3.4.8.2.4 Retract Moving Wings
3.4.8.2.5 Fold Guides
3.4.8.2.6 Unfold Guides
3.4.8.3 The platform's levelling is ensured by the inclinometers.

AGV Coupling Subsystem

Overview

3.5.1.1 In order to enable 40 ft. container loading, a connecting mechanism will be placed on both ends of
the vehicle in a way that every 2 vehicles will be able to connect and perform as a single unit.
Afterwards, the vehicles will be able to disconnect and return to perform separately again.

Figure 36. Coupling system

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Coupling mechanism

3.5.2.1 Based on a locking piston which operates a spring locked hook from one side and another locking
piston operates a locking arm on the other side.
3.5.2.2 The locking arm extends by the locking piston up to a geometric lock state.
3.5.2.3 The opposite locking piston completes its movement when the locking pin gets to a geometric lock
state.
3.5.2.4 At the end of the movement, the hook gets locked with the locking pulley.

Figure 37. Coupling mechanism

Coupling control system

3.5.3.1 Components
3.5.3.1.1 Coupling system main controller (CSC)
3.5.3.1.1.1 The CSC monitors and controls the Coupling subsystem's sensors and actuators.
3.5.3.1.1.2 The CSC has digital input modules and a CanBus interface for communication with the vehicle's
low level controller (LLC).

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3.5.3.1.2 Input Signals

3.5.3.1.2.1 Estop status (digital input)
3.5.3.1.2.2 Error reset (digital input)
3.5.3.1.2.3 Inductive sensor indications (digital inputs)
3.5.3.2 Inductive sensors (limit switches)
3.5.3.2.1 Four sensors (or more) detect the position of the hook and the locking arm.
3.5.3.3 Functions
3.5.3.3.1 Actuate Pin Locking
3.5.3.3.2 Actuate Pin Unlocking
3.5.3.3.3 Actuate Hook Locking
3.5.3.3.4 Actuate Hook Unlocking
3.5.3.3.5 Actuate Arm Locking
3.5.3.3.6 Actuate Arm Unlocking
3.5.3.4 States
3.5.3.4.1 Initiate
3.5.3.4.2 Ready
3.5.3.4.3 Estop
3.5.3.4.4 Error

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4 AGV MODEL VALIDATION AND PERFORMANCE ANALYSIS

AGV Model

AGV Dynamic Model

4.1.1.1 The following AGV model was developed during WP3 using ADAMS and is evaluated in the current
study:

Figure 38. ADAMS AGV model

4.1.1.2 The model consists of 26 basic parts: 12 wheels, 12 axels, chassis and container.
4.1.1.3 Vehicle and container characteristics used in the model:
4.1.1.3.1 12 mecanum wheel vehicle with 8 driven wheels.
4.1.1.3.2 24", 4 TON payload capacity mecanum wheels – 250 kg each.
4.1.1.3.3 5 TON chassis.
4.1.1.3.4 20 ft fully loaded container – 36T.
4.1.1.3.5 20 ft empty container – 3 T.
4.1.1.4 The RCMS building floor is modeled as a flat surface such that the friction parameters between the
floor and the AGV's mecanum wheels are as follows:
4.1.1.4.1 static friction = 0.8
4.1.1.4.2 dynamic friction = 0.75

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4.1.1.5 Note: Throughout most of the analysis a model that assumes no relative motion between the
chassis and the container is used, since such model is much easier in terms of computational
complexity. Several simulations were performed in order to explicitly test whether this relative
motion exists under different conditions. The results show that whenever exists, this movement is
very small and thus can be neglected.

AGV Control System Model

4.1.2.1 In order to test the proposed control system and gain more understanding on the AGV's dynamical
behavior MATLAB and SIMULINK tools were used. Both the high and the low level control systems
were modeled in Simulink, with additional Adams interface blocks that were used for the co-
simulation.
4.1.2.2 The following figure presents the control scheme as implemented in the analysis.
4.1.2.3 THE Orange section (which represents the "physical world") is modeled in ADAMS VIEW.
4.1.2.4 The blue section is implemented in SIMULINK.

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Figure 39. Control system in ADAMS&SIMULINK co-simulation

4.1.2.5 In order for the simulated control system to operate correctly and to achieve the required accuracy
demands, proper control gains (PID parameters) for the system have to be set. Since some control
properties such as: higher precision and faster responses (higher velocity and error correction) are
conflicting they must be prioritized. Another complexity arises due to the interconnection of the
longitudinal, lateral and yaw loops and the fact that they all are directly controlled by the same
wheels. Consequently, parameter selection involves a highly iterative process where new values
are repeatedly chosen and tested, until sufficient results are achieved for each driving mode.

AGV performance characteristics

The following section presents basic dynamic simulations (without control loop) conducted to test the
AGV's characteristics under different loading conditions. The data collected was later used for determining
suitable drivetrain components (motors, drivers, etc.) to be used in the AGV.

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AGV velocity and acceleration simulations

4.2.1.1 The simulations performed in the following section were used to gather necessary data regarding
the torque needed at the wheels for the AGV to overcome the rolling resistance developed at
different velocities and accelerations.
4.2.1.2 Some of the data in this section was already presented in the SSDD document. Some changes in the
drivetrain design of the AGV were made since, such as increasing the motors nominal torque from
600 Nm to 900 Nm. Thus, the new results will be presented here.
4.2.1.3 Simulation assumptions
4.2.1.3.1 The basic dynamic model of the AGV as described in 4.1.1 is used troughout this section. It's also
assumed that the center of gravity of the AGV and container coincides with it's geometrical center.
4.2.1.3.2 NOTE: Normally some deviation of the center of gravity with respect to the AGV's geometrical
center is expected. In case of large deviations a great impact is expected.
4.2.1.4 Simulations and results
4.2.1.4.1 The following are two figures showing the accelaration profiles of the AGV with the new torque
value applied: longitudinally and laterally.

AGV acceleration profile

5,00

4,50

4,00

3,50
Velocity [m/sec]

3,00
10T
2,50
20T
2,00
30T
1,50 40T
1,00

0,50

0,00
0,00 2,00 4,00 6,00 8,00 10,00 12,00
time [sec]

Figure 40. Longitudinal motion: AGV acceleration profile

4.2.1.5 The above curve shows the relationship between the acceleration profile and the payload of the
AGV, for a constant torque of 900Nm applied on each wheel.

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AGV acceleration profile

5,00
4,50
4,00
3,50
Velocity [m/sec]

3,00
10T
2,50
20T
2,00
30T
1,50
40T
1,00
0,50
0,00
0,00 2,00 4,00 6,00 8,00 10,00 12,00 14,00 16,00
time [sec]

Figure 41. Lateral motion: AGV acceleration profile

4.2.1.6 The above curve shows the relationship between the acceleration profile and the payload of the
AGV for a constant torque of 900Nm applied on each wheel.

AGV Structural durability study

4.2.2.1 In order to test the structural durability of the vehicle a dynamic simulation was performed and the
vibrations imposed on the vehicle's chassis were measured. A summary of the values is presented
in the following tables:

Longitudinal
40T 30T 20T 10T
grms grms grms grms Target vel.
0.78 0.82 0.37 1 1
0.40 0.47 0.32 2 1.5
0.42 0.45 0.40 1.6 2
Figure 42. Longitudinal motion: vibration levels

Lateral
40T 30T 20T 10T
grms grms grms grms Target vel.
0.58 0.75 0.66 1.06 1
0.44 0.59 0.52 1.18 1.5
0.88 0.61 0.59 0.89 2
Figure 43. Lateral motion: vibration levels

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4.2.2.2 These values were later used in FEM analysis to estimate the mechanical stress and optimize
chassis' design. The figure below presents the stress on the chassis when the AGV is loaded with a
40T container and travels at the speed of 2 m/sec. These are the worst case stress values expected.

Figure 44. 40 Ton SPHERES 2 m_sec ,1 σ_RMS_VonMises Stress (N/m2)

4.2.2.3 The chassis is made of SAE1020 steel, with a yield strength of 30 [kg/mm2].
4.2.2.4 Thus, the safety margin for the current case is approximately 2.

Overcoming obstacles Simulations

4.2.3.1 Occasionally the AGV will have to overcome certain obstacles (gaps) on the road. Two simulations
were conducted to assess the forces on both the AGV and the container and their relative
movement, while the AGV is maneuvering through the gap.
4.2.3.2 Simulation assumptions
4.2.3.2.1 The AGV loaded with a 32T container is travelling at a speed of 2 m/sec while ecountering an
obstacle. Gap's dimensions:
4.2.3.2.1.1 3cm horizontally
4.2.3.2.1.2 3 cm vertically
4.2.3.2.2 2 Simulations will be performed: step down and step up.
4.2.3.3 Simulations and results

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4.2.3.3.1 Simulation 1 - Step down

4.2.3.3.1.1 The following figure shows the vertical accelarations developed by the chassis due to the the gap
crossing:

Figure 45. Gap Crossing, Step Down – AGV Vertical Acceleration

4.2.3.3.1.2 The first acclearation peak on the graph is reached when the front wheels of the AGV first cross
the gap and touch the other surface, while the rear wheels are still in contact with the road. The
second positive peak is reached when the rear wheels complete the crossing.
4.2.3.3.1.3 The peaks are short (in time) and can be treated as momentarely shocks. Generally the chassis
shall withstand these level of shocks with a high safety margin.
4.2.3.3.1.4 The following figure shows the longitudinal displacement of the container with respect to the
chassis (sliding) due to the the gap crossing:

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Time(sec)
Figure 46. Gap crossing, Step Up: Container Displacement

4.2.3.3.1.5 The expected movement is relatively small – in the range of 2 cm.

4.2.3.3.2 Simulation 2 - Step up
4.2.3.3.2.1 The following figure shows the vertical accelarations developed by the chassis due to the the gap
crossing:

Figure 47. Gap crossing, Step Up: Vertical Acceleration

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4.2.3.3.2.2 The following figure shows the longitudinal displacement of the container with respect to the
chassis (sliding) due to the the gap crossing:

Figure 48. Gap crossing, Step Up: Container Displacement

4.2.3.3.2.3 Again the expected movement is relatively small – in the range of 2 cm.

AGV performance in typical scenarios

4.2.4.1 The following section presents simulations of the AGV's performance in several typical scenarios.
The main role of the simulations performed is to test the proposed control system and driving
modes.
4.2.4.2 The tested following scenarios were tested and analyzed:
4.2.4.2.1 For a single AGV:
4.2.4.2.1.1 Cell entrance (or exit)
4.2.4.2.1.2 Coupling approach
4.2.4.2.1.3 Normal mode cruising – longitudinally
4.2.4.2.1.4 Normal mode cruising – laterally
4.2.4.2.2 For a coupled AGV:
4.2.4.2.2.1 Cell entrance (or exit)
4.2.4.2.2.2 Slow longitudinal approach
4.2.4.2.2.3 Normal mode cruising – longitudinally
4.2.4.2.2.4 Normal mode cruising – laterally
4.2.4.3 Simulation assumptions and approach

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4.2.4.3.1 The basic dynamic model of the AGV as described in 4.1.1 is used troughout this section. The AGV
is close-loop controled by the control system as described in 4.1.2.
4.2.4.3.2 Throughout the simulations in this section it is assumed that initially the vehicle is located at a "zero
position", and then it receives the desired position and the driving mode to be used in the
maneuvering process. Position and orientation values for the AGV always appear in the following
format: (longitudinal position, lateral position, yaw angle).
4.2.4.3.3 Due to software limitations all control system simulations don't implement sensors accuracy
directly – but as sensor resolution.
4.2.4.4 Single AGV - Cell Entering
4.2.4.4.1 An AGV loaded with a 32T container, the CG of the container longitudinally deviates by 1 m.
4.2.4.4.2 The AGV uses driving mode 4: "Slow lateral approach"

Target: To reach position (0.2,3,0.0)

Figure 49. AGV Progress during Cell Entering

4.2.4.4.3 Results: The AGV reaches the desired position in approx. 14.5 seconds.
4.2.4.4.4 Position errors upon completion:
4.2.4.4.4.1 Long: -0.005 [m]
4.2.4.4.4.2 Lat: -0.01 [m]

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4.2.4.4.4.3 Yaw: 0.025 [rad]

4.2.4.4.5 Simulations of the AGV with a load and/or with a C.G. deviation show slightly different positioning
time (within the range of 13-14 sec).
4.2.4.5 Single AGV – Coupling approach
4.2.4.5.1 Unloaded AGV.
4.2.4.5.2 The AGV uses driving mode 3: "Slow longitudinal approach"
4.2.4.5.3 Target: To reach position (4,0.2,0.2)

Figure 50. AGV Progress during Slow Longitudinal Approach

4.2.4.5.4 Results: The AGV reaches the desired position in approx. 13 seconds.
4.2.4.5.5 Position errors upon completion:
4.2.4.5.5.1 Long: -0.02 [m]
4.2.4.5.5.2 Lat: 0.01 [m]
4.2.4.5.5.3 Yaw: 0.015 [rad]
4.2.4.5.6 Simulations of the AGV with a different load and/or smaller C.G. deviation show slightly different
positioning time (within the range of 12-13 sec).
4.2.4.6 Single AGV – Normal mode cruising – longitudinal direction
4.2.4.6.1 An AGV loaded with a 20T container, the CG of the container longitudinally deviates by 1 m.
4.2.4.6.2 The AGV uses driving mode 1: "Normal longitudinal drive"
4.2.4.6.3 Target: To reach position (7,0,0)

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Figure 51. AGV Progress during Normal Longitudinal Drive

4.2.4.6.4 Results: The AGV reaches the desired position in approx. 14 seconds.
4.2.4.6.5 Position errors upon completion:
4.2.4.6.5.1 Long: -0.02 [m]
4.2.4.6.5.2 Lat: 0 [m]
4.2.4.6.5.3 Yaw: -0.005 [rad]
4.2.4.7 Single AGV – Normal mode cruising – lateral direction
4.2.4.7.1 An AGV loaded with a 20T container, the CG of the container longitudinally deviates by 1 m.
4.2.4.7.2 The AGV uses driving mode 2: "Normal lateral drive"
4.2.4.7.3 Target: To reach position (0,7,0)

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Figure 52. AGV Progress during Normal Lateral Drive

4.2.4.7.4 Results: The AGV reaches the desired position in approx. 16 seconds.
4.2.4.7.5 Position errors upon completion:
4.2.4.7.5.1 Long: -0.01 [m]
4.2.4.7.5.2 Lat: -0.02 [m]
4.2.4.7.5.3 Yaw: 0.015 [rad]

4.2.4.8 2 Coupled AGVs - Cell Entering

4.2.4.8.1 2 Coupled AGVs loaded with a 20T container, the CG of the container longitudinally deviates by 1
m.
4.2.4.8.2 The AGVs are using driving mode 4: "Slow lateral approach"
4.2.4.8.3 Target: To reach position (0,3,0)

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Figure 53. AGV-Couple Progress during Slow Lateral Approach

4.2.4.8.4 Results: The AGV reaches the desired position in approx. 12 seconds.
4.2.4.8.5 Position errors upon completion:
4.2.4.8.5.1 Long: -0.005 [m]
4.2.4.8.5.2 Lat: -0.005 [m]
4.2.4.8.5.3 Yaw: 0.005 [rad]
4.2.4.9 2 Coupled AGVs – Slow longitudinal approach
4.2.4.9.1 2 Coupled AGVs loaded with a 20T container, the CG of the container longitudinally deviates by 1
m.
4.2.4.9.2 The AGV's are using driving mode 3: "Slow longitudinal approach"

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4.2.4.9.3 Target: To reach position (5,0,0)

Figure 54. AGV-Couple Progress during Slow Longitudinal Approach

4.2.4.9.4 Results: The AGV reaches the desired position in approx. 14 seconds.
4.2.4.9.5 Position errors upon completion:
4.2.4.9.5.1 Long: -0.02 [m]
4.2.4.9.5.2 Lat: 0.005 [m]
4.2.4.9.5.3 Yaw: 0.005 [rad]

4.2.4.10 2 Coupled AGVs – Normal mode cruising – longitudinal direction

4.2.4.10.1 2 Coupled AGVs loaded with a 20T container, the CG of the container longitudinally deviates by 1
m.
4.2.4.10.2 The AGVs are using driving mode 1: "Normal longitudinal drive"
4.2.4.10.3 Target: To reach position (5,0,0)

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Figure 55. AGV-Couple Progress during Normal Longitudinal Drive

4.2.4.10.4 Results: The AGV reaches the desired position in approx. 12 seconds.
4.2.4.10.5 Position errors upon completion:
4.2.4.10.5.1 Long: -0.01 [m]
4.2.4.10.5.2 Lat: 0.005 [m]
4.2.4.10.5.3 Yaw: 0.005 [rad]

4.2.4.11 2 Coupled AGVs – Normal mode cruising – lateral direction

4.2.4.11.1 2 Coupled AGVs loaded with a 20T container, the CG of the container longitudinally deviates by 1
m.
4.2.4.11.2 The AGVs are using driving mode 2: "Normal lateral drive"
4.2.4.11.3 Target: To reach position (0,20,0)

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Figure 56. AGV-Couple Progress during Normal Lateral Drive

4.2.4.11.4 Results: The AGV reaches the desired position in approx. 22 seconds.
4.2.4.11.5 Position errors upon completion:
4.2.4.11.5.1 Long: -0.015 [m]
4.2.4.11.5.2 Lat: 0.01 [m]
4.2.4.11.5.3 Yaw: -0.015 [rad]

AGV Coupling – forces estimation

4.2.5.1 The following section presents the results of 2 simulations that were performed in order to assess
the forces developed during a coupling process between 2 AGV's.
4.2.5.2 Simulation 1: An AGV is towing another fully loaded AGV longitudinally with 0.1[𝑚⁄𝑠 2 ] acceleration.

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Figure 57. Coupling simulation 1 – longitudinal forces

4.2.5.2.1 Results: A total longitudinal force of approx. 3750+3750 = 7500[N] is estimated by the model.
4.2.5.3 Simulation 2: 2 AGV's are moving laterally with a 0.1[𝑚⁄𝑠 2 ] difference in the lateral acceleration.

Figure 58. Coupling simulation 2 – longitudinal forces

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Figure 59. Coupling simulation 2 – lateral forces

4.2.5.3.1 Results: In this case both longitudinal and lateral forces are developed.

AGV Speed increase investigation

4.2.6.1 The AGV model was tested for implications of increasing the cruising speed to 1.5-3.0 m/sec.
4.2.6.2 The same procedure as described in section 4.2.2 was repeated for the speed values below. The
resulted chassis vibrations are summarized in the following table:

Vibration levels on the AGV vs. AGV speed and total weight
AGV velocity [m/sec] type empty AGV 20T 30T 42T
peak [g^2/HZ] 0.03 0.02 0.04
1.5
rms [grms] 0.12 0.03 0.16
peak [g^2/HZ] 0.15 0.04 0.03 0.05
2
rms [grms] 0.58 0.01 0.02 0.02
peak [g^2/HZ] 1 0.3 0.7 2
2.5
rms [grms] 2.58 0.04 0.05 0.12
peak [g^2/HZ] 2 2.1 0.8 10
3
rms [grms] 1.78 0.12 0.04 0.28
Figure 60. Vibration levels on the AGV vs. AGV speed and total weight

4.2.6.3 Stress analysis results of an AGV loaded with 32T container, traveling at a speed of 2.5 m/sec are
presented at the figure below:

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Figure 61. 40 Ton SPHERES 2.5 m_sec ,1 σ_RMS_VonMises Stress (N/mm2)

4.2.6.4 For this case the stress results are slightly high but reasonable. Further mechanical design changes
have to be conducted in both the chassis and the lifting surface in order to lower the stresses, and
allow safe cruising at this speed.

AGV Malfunctions and responses

Table lists all significant AGV failures and the proposed responses.

Item failure affected systems response remarks

Wheel overtemperature drivetrain Motor disable, complete current

motor mission in slow drive mode, then
drive to maintenance area.
overcurrent drivetrain Motor disable, complete current
mission in slow drive mode, then
drive to maintenance area.
Wheel overtemperature drivetrain Motor disable, complete current
motor driver mission in slow drive mode, then
drive to maintenance area.

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Item failure affected systems response remarks

overcurrent drivetrain Motor disable, complete current
mission in slow drive mode, then
drive to maintenance area.
2 faulty drivers drivetrain Slowly drive to maintenance
(or motors) area.
LLC s.w. module all Stop the AGV, reboot the LLC (or
controller the specific module).
If the problem is solved -
continue driving; Otherwise-
vehicle disable (The solution
requires controlled low voltage
network power supply system)
CAN 1 network coupling sys, lifting Inside a cell: Freeze current state
sys, BMU If outside: Slowly drive to
maintenance area
CAN 2 network drivetrain vehicle disable
Ethernet High level control vehicle disable
Critical hw failure all vehicle disable
sensors Magnetic sensor navigation If Inside a cell: Freeze current
(long or lat) state.
On a lane: if some of the sensors
are operational, slow drive to
maintenance point
Velocity Doppler drivetrain Complete the current mission in
(long or lat) slow drive mode, then drive to
maintenance area.
UT sensor drivetrain Drive to maintenance area
High voltage Drivetrain, coupling vehicle disable
network sys, lifting sys
Low voltage Control units for - vehicle disable
network drivetrain, coupling
sys, lifting sys
Hydraulic Torn pipe- Lifting system If loaded, unload the container
pipe leakage in the nearest cell and slowly
drive to maintenance area;
Otherwise, slowly drive to
maintenance area.
Piston Damaged piston Lifting system Complete the current mission,
then drive to maintenance area.
Battery Empty battery Energy supply vehicle disable
system
Uncontrolled Lifting system, lifting vehicle disable – send personell
impact of surface, chassis for inspection
container on the
AGV during
loading process

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Figure 62. AGV Malfunctions and responses

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5 PEER SUBSYSTEMS AND INTERFACES OVERVIEW

This section reviews the architectural design of the RCMS, peer subsystems, and internal and external
interfaces. Top Level architecture of the system is represented in the following block diagram.

Figure 63. Top Level architecture

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Infrastructure
This section presents a description of the CHF and its integrated systems.

Container Handling Facility (CHF)

5.1.1.1 The CHF is as container storage and handling facility.

5.1.1.2 The CHF will be constructed according to civil engineering standards for this kind of structure and
according to the constraints of the specific port location.
5.1.1.3 The CHF is intended for construction along the quay, such that containers are stored in the same
orientation as they are loaded on or off the ships.
5.1.1.4 The CHF may be up to 15 floors high.
5.1.1.5 The surface of the floors shall be rigid, straight and up to an angle of 1° slop.
5.1.1.6 The internal height (not including floor/ceiling thickness) shall be 4.5m at storage cells and at least
4m above moving lanes.
5.1.1.7 The CHF shall be equipped with the appropriate electrical infrastructure.
5.1.1.8 The CHF will be designed to minimize environmental impact (noise and light pollution, visual impact
etc.).
5.1.1.9 The CHF shall have one or several balconies; the number of Balcones is limited by the back reach of
the STS cranes used (see paragraph 6.1.7).
5.1.1.10 The balconies will be designed to prevent accumulation of water, snow, and ice.

Figure 64. RCMS CHF – LS view

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Layouts

5.1.2.1 The main function of the RCMS building is containers storing . Therefore most of the CHF space is
dedicated to this purpose and most of the design decisions were made in order to optimize this
capability.
5.1.2.2 The CHF shall support both 20ft and 40ft containers.
5.1.2.3 The layout of each storage floor is composed of basic storage modules that can hold up to 4 TEU.
5.1.2.4 The storage module is separated into 2 storage cells. A single cell can contain one 40ft container or
two 20ft containers at most (storing only one 20ft is also possible).
Container supporting
5.1.2.5 walls rest in each cell on supporting beams, which are mounted either onto the walls of
The containers
beams
the cell or onto a bearing column.

600

28400

600
400

Figure 65. Basic storage module, top view.

300

750 1000

2400

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Figure 66. Storage modules – 3D view

Figure 67. Illustration of tandem storage of two 20ft containers in a storage cell

Figure 68. Illustration of storage of a single 40ft container in a storage cell

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5.1.2.6 The layout of the CHF floors depends on the number and locations of: (1) Storage modules, (2)
elevator modules (to be described further), and (3) the lane grid, consisting of frontal (forwards and
backwards) and lateral (sidewards) lanes.
5.1.2.7 The storage and elevator modules shall be arranged in rows and columns with motion lanes
between them.
5.1.2.8 Storage module rows shall be separated by frontal lanes in order to enable direct access to all cells.
5.1.2.9 CHF floor layouts may vary from floor to floor. Layout differences may stem from considerations
like:
5.1.2.9.1 The presence of a balcony extending from the floor, which implies higher traffic across the floor,
which requires a more spacious layout.
5.1.2.9.2 The presence of a Truck Servicing Area (TSA) extending from the floor, which implies higher traffic
across the floor, which requires a more spacious layout.
5.1.2.9.3 AGV service stations, where lower traffic and less storage space is required.
5.1.2.10 Lateral Movement Lanes
5.1.2.10.1 The number of lateral movement lanes is a central CHF design variable that may significantly
influence storage capacity and system performance.
5.1.2.10.2 Additional lateral movement lanes will increase routing flexibility, and shorten AGV cycle times.
5.1.2.10.3 Lateral movement lanes use potential storage space, and reduce storage capacity and efficiency.
5.1.2.10.4 A thorough analysis and optimization of the lane grid will be performed using the simulation tools.
5.1.2.11 Similar considerations apply to the number and location of elevators and elevator modules.
5.1.2.12 Movement lanes shall be wide enough to provide at least 40 cm of clearance for AGV passage on
each side. Reference dimensions of the AGV are presented in section 3).

Figure 69. clearance in the avenue.

5.1.2.13 Figure 70 illustrates a 100X100m (1 hectare) section of the CHF floor layout , assuming a dense
configuration – one lateral lane every 5 storage modules.

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20' Container

40' Container

Elevator

Two Coupled
AGVs

Lateral Movement
Lanes for AGVs

Rostral Movement
Lanes for AGVs

14 m

Quayside

Figure 70. Dense CHF Floor Layout

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Balconies and truck service area (TSA)

5.1.3.1 Extending balconies and the TSA constitute the system's inlets and outlets, where containers are
brought into the CHF or dispatched out of the CHF for either import or export.
5.1.3.2 Traffic on balcony floors and the ground floor (which extends to the TSA) will be higher than on a
regular storage floor. Hence, a more flexible and sparse arrangement of storage modules and
movement lanes shall be considered for those floors.
5.1.3.3 The lower density in balcony and ground floors will enhance route planning flexibility and AGV flow
and minimize congestion.
5.1.3.4 This flexibility is achieved by replacing the central storage module in each row of five storage
modules by an additional lateral movement lane.
5.1.3.5 The flexible layout for balcony and ground floors is presented in Figure 71.

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Quayside

Figure 71. Flexible CHF Floor Layout

5.1.3.6 Balconies will be used for the exchange of containers between the AGVs and the STS cranes.
5.1.3.7 A balcony will include 3 frontal lanes (13m total width) in an outside extension of the floor.
5.1.3.8 At least 2 of the 3 balcony lanes will be under the back-reach of the STS cranes and will enable
container exchanges between the STS cranes and the AGVs.
5.1.3.9 Figure 72 and Figure 73 illustrate a side view of the RCMS building positioned next to a Post-
Panamax STS crane; a close-up look on the relevant part of the sketch.

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Truck Servicing area

8m 36m

1m
4m
23m
51m12m 30m
6m 15m
3m 100m

Figure 72. Side view of the CHF

Balcony

Lashing
8m 36m

platform
Driving area for regular Balcony
trucks and traditional
port equipment (no AGV
movement)

51m12m 30m
6m 15m
3m

Figure 73. Close-up on the side view of the CHF vis-à-vis the STS Crane

5.1.3.10 The path of a container (as marked by the red arrows on the sketch) is as follows:
5.1.3.10.1 From the ship by the crane to the lashing platform.
5.1.3.10.2 On the lashing platform the twist-locks are removed (by personnel).
5.1.3.10.3 From lashing platform by the STS and loaded on an awaiting AGV on the balcony.
5.1.3.11 The length of the back-reach of the crane limits us to max. 2 balconies per CHF, whereas the
placement of the balconies (on which floors) is a parameter that can be examined and optimized.
5.1.3.12 Top view on a balcony is presented below:

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Moving lane
Queuing/
coupling lane

Loading/unloading STS
lane

Figure 74. Balcony

5.1.3.13 The lanes will be used as follows:

5.1.3.13.1 Inner lane (close to the CHF) – free drive between STS locations
5.1.3.13.2 Middle lane –Queuing and loading/unloading directly below the STS.
5.1.3.13.3 Edge lane (sea side) –Queuing zone.
5.1.3.14 An additional truck service area (TSA) shall be constructed besides the CHF on the outside of the
ground floor (the gray area in the sketch); this area shall be dedicated for service
(loading\unloading) of trucks (external & internal) on the land side of the port.
5.1.3.15 The surface of the TSA shall be of the same type and on the same level as the ground floor.
5.1.3.16 The TSA will be partially covered and sufficiently protected from natural elements.
5.1.3.17 The service area shall be separated into two types of parking slots:
5.1.3.17.1 External truck parking – for external trucks loading/unloading containers.
5.1.3.17.2 The external parking shall be clearly marked and include a traffic island next to it for drivers to wait
on, while the truck being served.
5.1.3.17.3 Internal truck parking – for internal trucks of the port exchanging containers with the RCMS (for
example to take it to the train loading zone, for inspection, for striping etc.) those slots can be
closer to each other and don't need the islands for the drivers.
5.1.3.18 3 standard moving lanes for the AGVs shall be laid between the CHF and the parking.
5.1.3.19 Revolving overhead bridge crane (OHBC) track shall be constructed above the area.
5.1.3.20 The crane truck shall be constructed over a series of loadbearing columns placed on the traffic
islands and on the outer side of the CHF.
5.1.3.21 Several OHBC cranes will move on the rails transporting containers between the trucks and the
AGVs. The number of the cranes will be set according to CHF length and the traffic volumes on the
land side.

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5.1.3.22 Each crane shall have an assigned service area within which it operates; those service areas shall
overlap between neighboring cranes so to allow a higher flexibility in service. The control of the
cranes movement will be done by the C2.

Column Crane track Traffic island

Crane Revolving Internal External Coupled
Track Crane Truck Truck AGVs

Quayside

Figure 75. ground floor

Elevator

5.1.4.1 The elevator is the component responsible for the vertical transport of AGVs between the floors of
the CHF.
5.1.4.2 The elevators will be integrated into the layouts as a part of the elevator module.
5.1.4.3 The elevator module shall be of the same general measurements as a storage module, so that they
can be exchangeable.

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5.1.4.4 The elevator module includes the elevator platform and all supporting mechanisms, shall not
exceed the external diameters of 6 TEU storage cells, the additional 2 TEU in the module can be
utilized for container storage or for constructional purposes (such as electrical cabinets, equipment
storage etc.).

Figure 76. elevator module

5.1.4.5 The elevator shall be able to transfer one single AGV carrying a 20 ft. container or two coupled
AGV's carrying a 40 ft. container.
5.1.4.6 The elevator shall move between floors at a min speed of 1 m/s.
5.1.4.7 The AGV shall be able to enter/exit the elevator from either longitudinal side.
5.1.4.8 The AGV shall be able to enter the elevator at the same manner it enters a storage cell.
5.1.4.9 The Elevator will consist of a lifting platform with safety measures (to prevent AGV/container
movement during elevators movement) and a lifting mechanism.
5.1.4.10 The lifting mechanism will be set on the roof of the CHF.
5.1.4.11 The lifting mechanism will be based on four-point, chain drive lift.
5.1.4.12 Chain is used over cables in this case to virtually eliminate the effects of cable stretch as the
platform is loaded and unloaded.

Figure 77. Elevator general view

5.1.4.13 Two motors will be coupled to a common shaft to ensure platform level is maintained in the event
of a failure.
5.1.4.14 A single encoder can be used to control platform position at each level.

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Overhead Bridge Cranes (OHBC)

5.1.5.1 The Overhead bridge crane (OHBC) is the component responsible for loading and unloading
containers onto or from trucks.
5.1.5.2 The crane will move on two overhead rails, one on the side of the CHF and the other on a set of
columns (see description in layout chapter).
5.1.5.3 The size of the bridge shall be sufficient to cover 3 moving lanes and a parking track in perpendicular
to them.
5.1.5.4 The crane shall have the ability to lift containers above another AGV with a container.
5.1.5.5 The crane shall have the ability to rotate containers both clockwise and counter clock wise.
5.1.5.6 The span of the OHBC shall be sufficiently wide to allow turning one 40’ container.
5.1.5.7 The OHBC shall have safety measures to prevent collision between neighboring cranes.

Electrical infrastructure

5.1.6.1 A standard electrical infrastructure shall be integrated in the CHF; the electricity will be used for
powering all internal equipment (elevators, OHBCs, communication transmitters, lights etc.) and
for charging the AGVs.
5.1.6.2 Special infrastructure shall be installed in designated cells allocated for reefer containers.
5.1.6.3 Two types of charging facilities shall be integrated into the CHF to provide for AGV's energy needs:
5.1.6.3.1 Charging station –a specialized electrical socket for the vehicle to plugin into and charge its battery.
5.1.6.3.1.1 Such charging stations may be built into container storage cells wall structure under the level of
the container.
5.1.6.3.1.2 Preferably, reefer storage cells will also include charging stations, utilizing the electrical
infrastructure for dual purpose.
5.1.6.3.1.3 Charging stations may also be installed in separate designated locations in the CHF.
The number of charging stations in the CHF shall be determined by simulation. It is expected to
accommodate at least 25% of the AGV fleet.

5.1.6.3.2 Battery swapping station – a dedicated area with automated equipment located within the
building. The automated system shall replace the current low power battery of the AGV that have
entered the station with a fully charged one.

Central Control System – C2

Objective

5.2.1.1 The central control system (C2) is the component responsible for the control, monitoring, and
integration of all other RCMS components.

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5.2.1.2 The C2 is responsible for the following major tasks:

5.2.1.2.1 Gathering, processing and analyzing all the data derived from other RCMS components and arriving
from external sources.
5.2.1.2.2 Implementing all processes and decision making algorithms.
5.2.1.2.3 Sending commands, triggers and information to all other RCMS components (AGVs, Elevators,
OHBC).
5.2.1.2.4 Exchanging information and orders with the internal sources (CT).
5.2.1.2.5 Monitoring all sub-systems health and status.
5.2.1.3 The C2 will implement both operational control functions and administrative, supporting functions
(systems security, monitoring administration etc.).

Structure

5.2.2.1 The Hardware (servers, DB etc.) for the system shall be installed in a designated facility with
appropriate infrastructure and conditions.
5.2.2.2 An additional control station for the RCMS shall be set in the main control room of the terminal,
the station will enable the human operator to access and monitor systems data, status and
performance and assign tasks to perform (the HMI of the system shall be developed and designed,
this will not be presented in this document).
5.2.2.3 The communication between the C2 and other RCMS components will be performed via the
internal communication network (as described in the next chapter 4.4).

Functional design

Top level of the C2 hierarchy is presented in the figure below.

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RCMS - Control System

Mission Planer Mission Control

AGV travel
1 AGV task 2 Cell selection 5 monitor &
6 Elevator/
Assignment OHBC update
AGVs update AGVs
Elevator/
3 4 7 Collision
AGV Plan path OHBC Plan/
monitoring
Assign

DB manager Operations Manager

8 Layout 9 AGV manager 12 Communication

Elevators Manager with TOS
Elevators

Elevator/
10 Containers 11 13 Planning horizon
OHBC
Manager TR constructor
manager

14
OHBC Housekeeping OHBC

Middleware (Communication & data)

Infrastructure System security System Health Administration Infrastructure

Monitor Monitor module

Figure 78. Top Level Diagram of the C2

5.2.3.1 The operational functions (1-14 in the figure above) will implement the control logics of the system.
The functions are based on algorithms described in chapter 5 and in the referenced document No.:
#4. Simulation Software and ICD Requirements, IAI (D2.3).
5.2.3.2 The communication between the functions within the C2 will be managed by a Middleware.

Communication
The RCMS communication network will enable a reliable connectivity from the RCMS control to all
controllable resources (AGVs, elevators, OHBC) and to the TOS (CT).
The communication to and from the Vehicles will be based on wireless communication technologies, while
all other network entities (elevators, CT, OHBC) will be based on wired redundant infrastructures).

Network Architecture

5.3.1.1 High level end-to-end architecture is shown in the following figure:

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CT

RCMS control

ACTIVE Server
applications
Storage

OHBC AGV Elevator

SENSORS
ACTIVE
ACTIVE
HLC LLC

C C

Figure 79. Network Architecture

5.3.1.2 The communication network shall link the following entities:

5.3.1.2.1 RCMS control
5.3.1.2.2 AGVs
5.3.1.2.3 Elevators
5.3.1.2.4 OHBC
5.3.1.3 RCMS control
5.3.1.3.1 The RCMS control will enable operating and controlling any managed network element in the
entire network. Any required operation such as AGV’s mission assignments, AGVs tracking, collision
avoidance, elevators operation and OHBC control will be supported by the RCMS communication
network.

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5.3.1.4 AGV
5.3.1.4.1 The AGV will be connected to the RCMS control via secured wireless technology. The wireless link
will support the required data rate to and from the AGV.
5.3.1.4.2 Communication between AGV and other RCMS component (elevator, other AGV) will be done
through RCMS control.
5.3.1.4.3 Communication from AGV to CT components (STS cranes) will be done though both RCMS control
and CT.
5.3.1.4.4 The communication components inside the vehicle will be connected via wired LAN technology.
5.3.1.5 Elevators
5.3.1.5.1 Wired communication will connect the elevators’ controllers to the RCMS control. Controller will
be installed in each elevator to allow operation as required from RCMS control.
5.3.1.6 OHBC
5.3.1.6.1 The OHBC will be wired connected to the RCMS control.
5.3.1.6.2 Communications between the OHBC and relevant AGV will be done through the RCMS control.

Communication Network Requirements

5.3.2.1 Availability 99.99%

5.3.2.2 Ability to handle up to 30 users (for hectare of infrastructure) at once.
5.3.2.3 Full coverage of all floors, balconies and RCMS adjacent areas.
5.3.2.4 Communication frequency shall be restricted to the list of allowed frequencies at the site of
construction. For the reference port (Koper) -2.45 GHz.
5.3.2.5 Estimated DOWNLINK traffic from Control Center to each single AGV– 0.5Kbps
5.3.2.6 Estimated UPLINK traffic from AGV – 5 Kbps.
5.3.2.7 EIRP (effective isotropic radiated power) shall not exceed the allowed value of 0.5 W.
5.3.2.8 All communication infrastructures shall be centrally managed and monitored.

Network Topology

5.3.3.1 The RCMS Network will be built as a network of fiber optic grid in each floor, composed of a few
VLAN, connecting a net of wireless transceivers. The transceivers will be installed along the building
layouts according to wireless implementation design:
5.3.3.1.1 Wireless transceivers with 90deg/180deg directional antenna- mounted on the side walls along
the avenues.
5.3.3.1.2 Wireless transceivers with Omni antenna- mounted on the side wall along the streets
(approximately 25cm from the street side – see figure below).

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5.3.3.1.3 Elevator’s controllers

5.3.3.1.4 OHBC
5.3.3.2 All the communication devices along the building floors and between floors will be connected to a
redundant fiber optic ring infrastructure via appropriate protocol adapters.
5.3.3.3 An Add Drop Mux (ADM) will be connected to each transceiver to allow connection of all floor
transceivers to a single switch, located in each floor and connected from one floor to another to
establish a fully connected infrastructure and management hierarchy.
5.3.3.4 The vehicle will be able to communicate with the wireless transceivers while moving inside the
building.

Wireless transceivers

Figure 80. Network Topology – street transceiver and antenna installation, street view

5.3.3.5 The network topology is described in the following figure:

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Transceiver
(Omni)

Transceiver Switch
(Omni)

Switch Transceiver
Transceiver (directional)
(Omni)

Switch Transceiver Empty slot

Transceiver (directional)
(Omni) Used slot
Switch Empty slot Elevator *6
Transceiver Transceiver
(Omni) (directional) Used slot Optic fiber
Elevator *6
Switch Transceiver Empty slot
Figure 81. Network
(directional) Topology – section, single VLAN
Optic fiber
Used slot
Transceiver Empty slot Elevator *6
(directional)
Used slot Optic fiber
Empty slot Elevator *6

Used slot Optic fiber

Elevator *6

Optic fiber

Figure 82. Network Topology – entire floor

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400

400

14.0m
Figure 83. Network Topology – balcony section

5.3.3.6 The AGV will carry a transceiver with 2 antennas located in two opposite sides of the platform.

Communication equipment storage

5.3.4.1 In each floor a cooled communication box will be installed to accommodate the relevant floor
equipment. The main server and RCMS control end equipment will be hosted in the same location
as the RCMS control.
5.3.4.2
5.3.4.3 Communication equipment estimation in each floor: 96 Omni transceivers, 4 90deg and 14 180deg
directional transceivers, 4 VLAN switches and 1 main floor switch.

Surveillance

5.3.5.1 A net of surveillance cameras will be spread along the building, one camera will be installed in each
avenue every 200 m.
5.3.5.2 The cameras will be connected to a single wired grid (not wireless) and connected to the control
room.
5.3.5.3 The transmission of the video will be on demand from the control room.

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6 CONCEPT OF EXECUTION

Tasks and Processes

In addition to the processes and procedures already described in this document, some other tasks and
processes may be required for systems efficient operation.

AGV Supervising (ALG_09)

6.1.1.1 The C2 monitors all AGVs for their location, motion, action (e.g., loading/unloading engagement),
charge status, load status and Failure/Maintenance status.

AGV Task Assignment (ALG_01)

6.1.2.1 The C2 calculates and assigns AGVs to various missions and tasks.
6.1.2.2 The C2 prepares, updates, and transmits mission commands to AGVs in accordance with the
assignment plan.
6.1.2.3 The C2 assigns AGVs to missions of the following types:
6.1.2.3.1 Container Receiving:
6.1.2.3.1.1 Dispatching an empty AGV or AGV-couple to the location of the relevant CT or RCMS resource
(STS, OHBC) in order to receive a 20 ft or 40 ft container there on time (respectively).
6.1.2.3.1.2 This mission is immediately and automatically followed by a Container Storing mission for the
same AGV or AGV-couple.
6.1.2.3.2 Container Retrieving:
6.1.2.3.2.1 Dispatching an empty AGV or AGV-couple to a populated storage cell, in order to load a 20 ft or
40 ft container (respectively).
6.1.2.3.2.2 This mission is immediately and automatically followed by a Container Delivering mission for the
same AGV to
6.1.2.3.3 Container Delivering
6.1.2.3.4 Dispatching a loaded AGV or AGV-couple to the relevant CT or RCMS resource (STS, OHBC) in
order to hand over the container there on time.
6.1.2.3.5 Container Storing:
6.1.2.3.5.1 Dispatching a loaded AGV or AGV-couple to a selected storage cell and unload the container
there.
6.1.2.3.5.2 The cell for storage is selected by a separate algorithm.
6.1.2.3.6 Housekeeping
6.1.2.3.6.1.1 Dispatching an empty AGV or AGV-couple to a storage cell, in order to load a 20 ft or 40 ft
container (respecitely).

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6.1.2.3.6.1.2 Dispatching the loaded AGV or AGV-couple with the container to a different selected storage
cell and unload the container there.
6.1.2.3.6.1.3 The purpose of this mission is to move containers closer to their intended point of delivery
(imported containers towards the TSA, and exported containers towards the balcony) while the
RCMS is working on low capacity utilization, in order to make the delivery process faster and
more efficient during the busier hours of the day.
6.1.2.3.7 AGV Idling
6.1.2.3.7.1 Ordering an AGV that has just became idle on the balcony to move to assigned selected storage
location.
6.1.2.3.8 AGV Charging
6.1.2.3.8.1 Ordering an AGV that has just became idle and has low remaining power to move to a charging
station (a storage cell with a charging unit).
6.1.2.3.9 AGV Coupling
6.1.2.3.9.1 Ordering an empty AGV to move to a position where it has to couple-up with another AGV to
form and AGV-couple able to carry 40ft containers.
6.1.2.3.9.2 An AGV Coupling mission is always assigned concurrently to two available AGVs, while one is
designated MASTER and the other SLAVE.
6.1.2.3.9.2.1 The MASTER is the leading AGV.
6.1.2.3.9.2.2 The SLAVE is the rear AGV.
6.1.2.3.9.2.3 The SLAVE is required to hook itself up to the MASTER while the MASTER is still.
6.1.2.3.9.2.4 When the coupling is complete the two AGVs are considered a unified AGV-couple capable of
serving 40ft containers.
6.1.2.3.9.2.5 An AGV Coupling mission is always immediately followed by a 40ft container servicing mission.
6.1.2.3.9.2.6 For container receiving, coupling is performed close to the RCMS/CT resource.
6.1.2.3.9.2.7 For container retrieving, coupling is performed inside the storage cell from whence the 40ft
container has to be retrieved.
6.1.2.3.10 AGV Decoupling
6.1.2.3.10.1 Ordering the two AGVs in an AGV-couple to detach themselves from each other and become to
independent entities once again.
6.1.2.3.10.2 An AGV Decoupling mission is always assigned concurrently to two available AGVs, while one is
designated MASTER and the other SLAVE.
6.1.2.3.10.2.1 The MASTER is the leading AGV.
6.1.2.3.10.2.2 The SLAVE is the rear AGV.
6.1.2.3.10.2.3 The SLAVE is required to unhook itself from the MASTER while the MASTER is still.

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6.1.2.3.11 An AGV decoupling mission has a physical part and a logical part.
6.1.2.3.11.1 When physical decoupling is complete the two AGVs are only mechanically detached from each
other, but are still considered a unified entity. Physical decoupling is perfomed in the following
cases:
6.1.2.3.11.1.1 In order to terminate a coupling session.
6.1.2.3.11.1.2 In order to allow entry of a loaded AGV-couple into a twin 20ft storage cell in order to deploy a
40 ft container.
6.1.2.3.11.2 When logical decoupling is complete the two AGVs are considered two separate entities once
again. Logical decoupling is not activated when a loaded AGV-couple has to enter a twin 20ft
storage cell in order to deposit a 40ft container.

AGV Path Planning (ALG_03)

6.1.3.1 Each mission includes a path for the AGV or AGV-couple to travel along in order to carry out a
mission from an origin to a destination.
6.1.3.2 The path accounts for all resources which need to interact with the AGV in its travel (Elevator/s,
OHBC).
6.1.3.3 The path for the AGV and for the interacting resources is a set of waypoints and their associated
actions (which need to be executed by a resource once reaching a waypoint) per each resource
involved in the path, whereby the movements of the resources between waypoints shall comply
with the layout of the building and the layout of each floor, including the logical overlay which will
assign allowed directions of movement between waypoints.
6.1.3.4 The estimated duration of a path and its overall distance constitute evaluation criteria for path
comparison among multiple available AGVs. Once an AGV is selected, re-estimation of the AGV's
path will include comparison of competing candidate paths for the same AGV.

AGV travel monitor & update (ALG_05)

6.1.4.1 The C2 monitors all AVG movements,current locations, and status.

6.1.4.2 The C2 sends updates to the AGV on the planned orders if and when required.

Collision monitoring (ALG_07)

6.1.5.1 The C2 predicts potential collisions between AGVs in junctions, near storage cells, elevators, and in
the open areas of the balcony and TSA.
6.1.5.2 When a collision is predicted, the C2 sends preventive collision avoidance commands the relevant
AGVs, according to a configurable collision prevention logic.
6.1.5.3 Each AGV is also capable of detecting surrounding vehicles and avoid collision by exercising collision
avoidance logic, in case the C2 is not ordering it otherwise, or in case the C2's orders are
jeopardizing the AGV.

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Floor traffic

6.1.6.1 The traffic of AGVs on the floors will be through the lateral and the longitudinal moving lanes, each
lane will be unidirectional. The direction of the lanes will be determined in a way that will create
clockwise movement on the outer perimeter lanes (closest to the outer walls of the building). The
inner moving lanes will be set accordingly so that the direction of movement will alternate from
one to the next. (See Figure 70).

Balcony traffic and Queuing

6.1.7.1 As described in the layout section (See Figure 74. Balcony) the movement of the AGVs on the
balcony will be performed on three parallel moving lanes. The traffic on those lanes will be
unidirectional in order to minimize collision potential.
6.1.7.2 An AGV will arrive to the balcony only after receiving an appropriate mission (serving a STS by
receiving or providing a container). The AGV with a target STS may enter the balcony at any
entrance according to its planned path, it shall then move on the closest lane (moving lane as
described) until reaching the relevant STS queue area.
6.1.7.3 The AGV shall then move to the second lane and enter the STS queue.
6.1.7.4 In general the queue of the STS will be arranged in the following order
200

200
201

400
STS queue

5,6 3,4 1,2

5,6 3,4 1,2

Column 1
Column 3

Column 2

Figure 84. STS queue area

6.1.7.5 The AGV will enter the queue in the relevant column according to the planed service order, the
order of two consecutive AGVs is not fixed (AGV 1 & 2 may enter first column in any order, so may
AGVs 3&4 in the second column, 5&6 etc.) the AGVs shall advance themself according to the
progress of the queue from left to right.
6.1.7.6 The size of the area is flexible and shall be decided according to the location of the STS cranes along
the berth.

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6.1.7.7 The TR assigning the AGV to the STS will target the entrance point as destination coordinates (blue
rectangle in the sketch), the AGV will get additional order for queue entrance once it’s there.

Coupling:

6.1.8.1 This procedure shall be performed for each mission that requires transport of 40ft containers.
6.1.8.2 The operation shall be called for by the control as a part of AGV assignment.
6.1.8.3 The process involves 2 separate AGV's which have been chosen by the system to perform a single
transport task.
6.1.8.4 The two AGVs shall arrive to the coupling location (see below) and position themselves one in front
of the other on a single straight line in a distance of 80 cm; once positioned the coupling procedure
can be performed.
6.1.8.5 The coupling shall be implemented on two levels:
6.1.8.5.1 Control coupling:
6.1.8.5.1.1 The system will assign one of the vehicles to be the master and the other to be the slave; the
master will establish a communication link with the slave and take control over its low level
functions. In this configuration the master's high level will address both its and the slave's low
level control systems as part of the same mechanism and control them simultaneously.
6.1.8.5.1.2 The master will control all functionalities of the two AGVs until a decoupling procedure is
performed.
6.1.8.5.2 Physical coupling:
6.1.8.5.2.1 After taking control over the second AGV, the master will perform physical coupling between the
two vehicles. The process involves: driving them toward each other until the connecting
mechanisms on both vehicles are aligned and touching; activating the coupling mechanisms and
securing the connection.
6.1.8.5.2.2 For the Physical coupling, the alignment of the AGVs shall be precise, that shall be achieved by
the combined function of the laser scanners on the front of the AGVs and the control system.
6.1.8.6 The coupling location will be assigned to the involved AGVs according to the mission:
6.1.8.6.1 For retrieving a container, the coupling shall be performed in front of the cell prior to entrance.
6.1.8.6.2 For receiving a container from the source (STS, OHBC) the coupling shall be performed inside the
building prior to exiting to the balcony (or TSA) in a location picked by the control.

Container Placement in Cell/ Extracting container from Cell

6.1.9.1 The process of entering a container to a cell will go as follows:

6.1.9.1.1 The AGV carrying the container (single for 20ft or 2coupled for 40ft) shall reach the target cell and
position itself along it.

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6.1.9.1.2 For coupled configuration, partial decoupling shall be performed, that means that the physical
connection between the AGVs will be opened and a gap created. That is required in order to
overcome the middle supporting beam of the cell. The coupling will be opened only on the physical
level; the control shall remain in coupled mode (master-slave) for the synchronization of entrance
movement.
6.1.9.1.3 The sides of the lifting platform shall be folded into lower position, that is true both for single and
coupled cases.
6.1.9.1.4 The platform shall be lifted to its highest position so that it will go over the supporting beams.
6.1.9.1.5 The AGV (single/coupled) shall perform slow movement to the side and enter the cell.
6.1.9.1.6 The AGV shall proceed with the movement until his proximity sensors will detect connection to the
inner wall of the cell; at which point the AGV shall stop.
6.1.9.1.7 The platform shall be lowered until the container will rest completely on the supporting beams.
6.1.9.1.8 The AGV can now leave the cell.
6.1.9.1.9 The process of extracting a container will be performed in the same manner with the appropriate
reverse of the steps.

Figure 85. entering the cell

Reefer Storage

6.1.10.1 Reefers (Refrigerated containers) shall be stored in special cells adjacent to the outer lateral walls
of the building from both sides, That means that the last storage module on the floor layout shall
look different than the others (Figure 86).
6.1.10.2 The outer wall will have special electrical infrastructure prepared for plugging in the reefers.
Opening in the side wall will be made to allow access for terminal personnel in order to perform
the connection of the reefers to electricity, monitor container status etc.
6.1.10.3 The personnel will reach the openings through an outside balcony with a staircase, that so he
remains in a safe area outside the AGV operational zone.
6.1.10.4 Due to the need to be plugged-in from a certain side, some containers may require rotation (see
next paragraph).

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Reefer
580

400
400

400

400
2650

3450
580

400

400

400
3450
Elevator
580

400

400

400
3450
580
400

400

400
3450

580
400

400

400

400
3450

580
400

400

400
3450

580
400

400

400

400
3450

Elevator
580
400

3450

580

400
400

400

400
3450

580
400

400

400

Outer
balcony
Figure 86. Reefer storage placing

6.1.10.5 A special TR shall be given for a reefer container, so it’ll be only allocated to a suitable cell.
6.1.10.6 This arrangement will facilitate storage of a limited amount of reefers (the percent will vary
according to buildings length and geometry, in a 100m*1000m building it will allow about 5% share
of reefers), if the reefers share of the terminal exceed the given amount, additional storage cells
may be placed along the buildings longitudinal side).

Container rotation

6.1.11.1 There can be several occasions that may require rotation of containers, (for example: a vessel
berthing in the opposite direction than usually, the containers shall be loaded in an opposite
orientation than they are stored; that will require rotating the containers before moving them to
the vessel).
6.1.11.2 In such cases, a special rotation order will be applied to all containers in the WP direction of which
became unfitting. This order will be added to any TR sent to the AGVs control.
6.1.11.3 The rotation will be performed in the moving street in a process as following:

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6.1.11.3.1 The AGV carrying the container will enter the first avenue of its planned path and position itself
there.
6.1.11.3.2 The vehicle will send a request to the control system.
6.1.11.3.3 The control system will check the location of all AGVs on that floor and whether any of them are
planned to enter the relevant avenue close to the AGV's location there in the next 30 sec. If no
such AGV is detected, the request will be approved.
6.1.11.3.4 The vehicle will perform a "pivot" rotation move.
6.1.11.3.5 Upon completing the rotation the vehicle will proceed with its planned mission.

Figure 87. 40ft container rotating

Maintenance and repair (M&R)

6.1.12.1 Maintenance and repair designated area for the AGVs shall be assigned.
6.1.12.2 The area may be located on the first floor of the building under the balconies.
6.1.12.3 The vehicles shall enter M&R area (see next paragraph for entrance procedures) upon order from
the C2. This order will be given in accordance to prescheduled maintenance routine or in response
to some malfunction detected in the AGV (by internal bit procedures and sensors or externally).

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Safety

6.1.13.1 The Safety concept of the system rely primary on the physical separation between humans and the
automated equipment (AGVs, Cranes etc.).
6.1.13.2 The area of operation of the AGVs, including the floors, the balconies, and the TSA are restricted
for human entrance unless some specific need has arisen and predefined precautions have been
taken.
6.1.13.3 The entrance points into the operational area shall be kept closed and secured by electronic means
to prevent unplanned entrance.
6.1.13.4 When the need to enter the operational area arises (for example: infrastructure maintenance or
upon a problem with an AGV that cannot be solved from remote) the following precautions shall
be taken prior entrance:
6.1.13.4.1 The area authorized for entrance shall be clearly defined by floor No and passage numbers.
6.1.13.4.2 The access rout shall also be considered in the definition of the area.
6.1.13.4.3 All AGVs shall be driven outside of the area prior to entrance.
6.1.13.4.4 The area shall be marked as unusable for traffic in the grid maps, an appropriate update shall be
send to all AGVs.
6.1.13.4.5 If the action concerns AGVs (stuck AGV, accident involving AGV etc.), the access of the AGV shall
be made with precaution and the immobilizing button on the AGV shall be pressed upon access.
6.1.13.5 The M&R area shall have a double entrance barrier. An AGV assigned to that area shall pass the
first area and then shut itself down, authorized personnel shall then pass through the second barrier
and take manual control over the AGV via a remote control; he shall then drive the AGV through
the second barrier into the M&R area.
6.1.13.6 All maintenance procedures shall be performed with the immobilizer in pressed mode.
6.1.13.7 The TSA shall be built with physical barriers allowing truck drivers to leave the trucks and reach the
waiting post on the traffic island without entering the AGV operational area.
6.1.13.8 The loading of the trucks shall not be permitted until the system recognizes that the driver reached
his spot.

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636158 – RCMS D.3.2.

7 INTERFACE DESIGN
This section describes the interface characteristics of the system components. It includes both interfaces
among the components and their interfaces with external entities such as other systems and operators.
Note: this paragraph is provided to allow the recording of interface design decisions made as part of system
architectural design. Further and more comprehensive information is contained in appendix A and in the
additional referenced document: #4 - Simulation Software and ICD Requirements, IAI (D2.3).
Interfaces of the system are either external or internal.

External Interfaces
The external interfaces are defined as the interfaces between the RCMS and other entities (mainly the TOS
heritage system of the port).
The external ICD table is based on the data structures and names received from HPC and signal names were
selected accordingly.

RCMS - Control System

WP Number

Sequence number

TR list
Truck parking slot
List of breaks

CT AGV ready
Work direction CT
Balcony number
Status

STS

Quay meter position

Commands AGV data operator

operator

Figure 88. External Interfaces

Internal Interfaces
The internal interfaces are defined as the interfaces between the components and sub-systems of the RCMS.
The flow diagrams include the main information transferred from and to each element, Additional
explanation can be found below the figure.

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 636158 – RCMS D.3.2.

RCMS - Control System

Position, velocity
Mission data
Status (loaded/unloaded)
Mission update
Mission received
AGVs Coupled mission AGVs
Collision detection
Ready for mission
BIT & Malfunction

Position, velocity
Status (loaded/unloaded)
Elevators Mission data Elevators
Ready for mission

BIT & Malfunction

Status (loaded/unloaded) Mission data

Ready for mission
OHBC
Mission received Truck slot OHBC
Position
BIT & Malfunction

Communication
Infrastructure equipment BIT Initiated BIT Infrastructure

Figure 89. Internal Interfaces

Interface Entities
Entity Description Attributes
Position the position of an element AGV - (x,y) and floor
Elevator - Floor
OHBC - Position on rail
Velocity the velocity of an object
Mission received acknowledgment of receiving a mission.
Collision detection information of slowing down or stopping due to
collision detected by AGV sensors
Ready for mission element is done with previous mission.
Mission data Set of mission charateristics and parameters. AGV (destination cell, enter
elevator, etc)
Elevator (floor no. destination, wait
for AGV, etc)
OHBC (truck slot destination, wait
for AGV, etc)
Mission update update containing only relevant changes to the
original mission
Coupled mission ID of assigned master AGV
ID of assigned slave AGV
Location of engagement for master
AGV
Location of engagement for slave
AGV

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 636158 – RCMS D.3.2.

Entity Description Attributes

Truck slot number of truck slot to load to or unload from.
Initiated BIT command in case a communication check is
required.

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636158 – RCMS D.3.2.

APPENDIX A. CT-RCMS SIGNAL LIST

Signal Name Type Values/Range
wpNumber String
sequenceNumber Integer
TR.id String
TR.number Integer
TR.wpNumber Integer
TR.containerNumber String
TR.containerSize Enum 0-20ft
1-40ft
TR.containerFull Flag Empty
Full
TR.reefer Flag regular
Reefer
TR.aggregateSide Flag fore
aft
TR.activeReeferConnection Flag inactive
active
TR.stowPositionYard.x integer
TR.stowPositionYard.y integer
TR.stowPositionVessel.bay integer
TR.stowPositionVessel.row integer
TR.stowPositionVessel.ties Enum 0-deck
1-Hold
TR.workDirection Enum discharge
load
undefined
TR.liftMode Flag Single
twin
TR.handoverPositionWs.quay Integer
TR.handoverPositionWs.meter Integer
TR.handoverPositionWs.balcony Integer
TR.handoverPositionWs.level Integer
TR.handoverPositionWs.handoverLane Integer
TR.handoverPositionLs real
TR.oogFlag Flag 0-regular
1-OOG
TR.liftGroup Integer Array [3] TR1
TR2
TR3
TR.doorDirectionWs Flag 0-fore
1-aft
TR.doorDirectionLs Flag 0-front
1-back
TR.handoverTimeWs.year Integer 2000-3000
TR.handoverTimeWs.month Integer 1-12

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636158 – RCMS D.3.2.

Signal Name Type Values/Range

TR.handoverTimeWs.day Integer 1-31
TR.handoverTimeWs.hour Integer 0-23
TR.handoverTimeWs.minute Integer 0-59
TR.handoverTimeWs.seconds Integer 0-59
TR.handoverTimeLs.year Year
Month 0-12
Day 1-31
Hour 0-23
Minute 0-59
Second0-59
TR.handoverTimeLs.month
TR.handoverTimeLs.day Integer 1-31
TR.handoverTimeLs.hour Integer 1-23
TR.handoverTimeLs.minute Integer 1-59
TR.handoverTimeLs.seconds Integer 1-59
TR.predecessor Integer
TR.sequenceNumber Integer
TR.status Enum 0-planned
1-released
2-transmitted startable
5-active
6-completed
7-stopped
8-deleted
9-waiting
TR.loadStrategy Flag 0-strict
1-flexible
TR.storageCriteria.dischargePort Integer
TR.storageCriteria.abbreviation string
TR.storageCriteria.weight Integer Weight in tons
TR.storageCriteria.shipperName String
Work Direction Flag 0-discharge
1-loading
Status Enum 0-planned
1-released
2-active
completed
6-stopped
7-deleted
STS String
Quay Meter Position Real

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636158 – RCMS D.3.2.

APPENDIX B. RCMS-CT SIGNAL LIST

Signal Name Type Values
Truck parking slot assignment Integer
agvReady.size Enum 0-20ft
1-40ft
agvReady.stsNumber Integer
agvReady.location.x Integer
agvReady.location.y Integer
Balcony number Enum 0-lower
1-upper

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