CN112794109A

CN112794109A - Direct taking, loading and unloading operation system and method for molten iron combined transport vehicle and ship at front edge of container terminal

Info

Publication number: CN112794109A
Application number: CN202011588895.7A
Authority: CN
Inventors: 万骞; 肖宇松; 丁跃凡; 张峰; 徐威; 周伟丽; 曹萍; 郭浩; 马超; 张哲�; 汤杰; 马富功
Original assignee: China Railway Wuhan Survey and Design and Institute Co Ltd
Current assignee: China Railway Wuhan Survey and Design and Institute Co Ltd
Priority date: 2020-12-28
Filing date: 2020-12-28
Publication date: 2021-05-14

Abstract

The invention relates to a direct taking, loading and unloading operation system and a direct taking, loading and unloading operation method for a molten iron combined transport vehicle and ship at the front edge of a container wharf. The invention has the operation system flow of the truck, and can simultaneously implement the operation flow of directly taking the vehicle and the ship for the combined transportation of the molten iron, thereby reducing the horizontal transportation workload of the truck, solving the problem of directly taking the vehicle and the ship under the condition of short-time mismatching of the vehicle and the ship, effectively solving the problem of low loading and unloading efficiency of the loading and unloading operation of directly taking the vehicle and the ship on the shore bridge, solving the limitation of directly replacing containers, greatly improving the operation efficiency, and realizing the high-efficiency seamless connection of the combined transportation of the molten iron in the true sense under the support of a transportation information system.

Description

Direct taking, loading and unloading operation system and method for molten iron combined transport vehicle and ship at front edge of container terminal

Technical Field

The invention relates to the technical field of cargo transportation, in particular to a direct taking, loading and unloading operation system and method for a molten iron combined transport vehicle and ship at the front edge of a container terminal.

Background

The combined transportation of the containers and the molten iron refers to the transportation process that the containers are reloaded to ships through trains or reloaded to the trains through the ships, so that the space displacement and the time displacement of goods are realized, the whole process only needs 'reporting once, checking once and releasing once', the combined transportation method is an advanced comprehensive transportation mode in the world at present, and has the comprehensive advantages of realizing seamless connection of goods transportation, saving logistics cost, reducing energy consumption, reducing pollutant emission and the like.

At present, the hot metal combined transportation modes of the container mainly comprise the following modes:

1. the first mode is as follows: the railway loading and unloading line is positioned in a storage yard behind the port. In the mode, a certain distance exists between a railway container loading and unloading line and a wharf shore bridge, and a certain number of internal collection trucks are required to be equipped for container reloading transportation to carry out short barge through in-site road transportation.

2. And a second mode: the railway loading and unloading line extends to the front edge of a wharf, the reloading operation between the waterway transportation and the railway transportation does not pass through the yard operation, and the containers can be directly taken by vehicles and ships through a shore bridge. Therefore, the containers can be directly reloaded without being stocked in a storage yard, the transportation links of collection trucks, the stockpiling operation links in the storage yard and the number of loading and unloading machines are reduced, the area of the storage yard is greatly saved, the operation time is shortened, and the social and economic benefits are higher.

The limitation analysis of the existing mode of the container molten iron combined transportation is as follows:

the operation flow of the mode one is as follows:

vessel ← → shore container crane (shore bridge) ← → inside dump truck ← → rear yard and yard gantry crane ← → railway loading and unloading line gantry crane ← → railway vehicle.

The operation flow of the second mode is as follows:

vessel ← → shore container crane ← → quay front railway loading and unloading line vehicle.

The problem with mode one is:

1) the internal container truck transportation link and the loading and unloading transportation equipment are added, and the transportation cost and the time cost are correspondingly increased.

2) The railway loading and unloading area needs to be provided with loading and unloading equipment and a storage yard, so that the engineering investment is large and the operation cost is increased.

The problem with mode two is:

1) the railway vehicle is unpowered to stay on a loading and unloading line at the front edge of the wharf, and the ship is fixedly anchored in a berth state during loading and unloading at the port; the container between the ship and the railway vehicle needs to be loaded and unloaded by the longitudinal movement of the quay crane at the front of the wharf. As the longitudinal moving speed of the shore bridge (the big vehicle) is lower by 45m/min, the reciprocating moving distance of each hook is 100-600 m (the average moving distance is 350m), and only 6-10 standard containers can be loaded and unloaded in each hour in the moving process. The shore bridge needs to move back and forth between the vehicle and the ship along the track for operation, the efficiency is low, and the adjacent shore bridge blocks the walking of the operation shore bridge. The main time is wasted in the running of the shore bridge equipment. And the front edge of the wharf can not realize the synchronous operation of a plurality of shore bridges. Therefore, a railway loading and unloading line is not arranged below the front shore bridge of the wharf, and the railway loading and unloading line is basically stopped.

2) The operation method of the railway loading and unloading line under the shore bridge is that the shore bridge does not move during the loading and unloading of the container, and the railway loading and unloading vehicle moves longitudinally under the traction of the tractor to align with the shore bridge and is matched with the loading and unloading operation of the shore bridge. The available length of the railway loading and unloading line laid at the front edge of the wharf by the operation method is only half of the total length of the loading and unloading line, namely the loading and unloading line of 400m can only be used for loading and unloading operation of vehicles of 200m length, loading and unloading blind areas are arranged at two ends of the front edge of the wharf, and each track needs to be provided with a special traction locomotive. And a rack is laid in the middle of a port railway loading and unloading line track. The rack-and-pinion vehicle is driven by a motor, is supplied with power through a cable drum, and is transmitted to a driving gearwheel through a gear reduction box and a chain in a speed reduction manner, and the driving gearwheel is meshed with a rack fixed in the middle of a track, so that the marshalling vehicle moves forward. The train stops at a designated position after going to a wharf, the train is loaded and unloaded by the existing equipment of the wharf after the train head is picked up and hooked, and after each group of containers is operated, the rack rail vehicle pushes the train to advance to a container operation position, so that the movement of the container loading and unloading equipment cart is greatly reduced, and the loading and unloading efficiency is improved. After the whole train is operated, the train is pulled by the train head to leave the wharf. One loading and unloading line can only be matched with one shore bridge for loading and unloading operation, although the efficiency of directly taking the railway vehicle and ship by the shore bridge can reach 45-60 boxes/hour, the efficiency of directly taking the loading and unloading operation by the shore bridge is greatly increased compared with that of directly taking the railway vehicle and ship by the shore bridge, the capacity utilization rate of the wharf railway loading and unloading line is only 50%, the shore bridge in synchronous operation is limited, and the capacity utilization of a water public transport channel is limited to a certain extent.

3) The loading and unloading mode at the front of the wharf must keep information intercommunication between the ship and the railway train, and the arrival and departure time of the railway train, the arrival and development time of the wharf ship, the loading and unloading operation plan of the loading and unloading mechanical vehicle and the like are well coordinated, otherwise, a great amount of waiting idle time is increased for the railway train and the ship.

The following conclusions were obtained from the above analysis:

the railway loading and unloading line in the first mode has more links in the horizontal transportation of the container molten iron in the rear yard mode, has higher transportation and time cost, is suitable for container terminals with large transportation capacity, and can reduce the cost by spreading the transportation capacity.

And the railway loading and unloading line of the second mode extends to the wharf front edge vehicle and ship direct taking mode, the control information intercommunication between the ship and the train is required, the operation process is matched, the loading and unloading efficiency of the moving operation of the shore bridge is lower, the operation of other shore bridges is influenced, and the tractor mode has dead angle dead zone of operation.

Along with the development of information technology, the mutual communication of the molten iron combined transport information can be realized, and a shore bridge moving loading and unloading mode which influences the operation efficiency of a container vehicle and ship direct taking mode at the front edge of a wharf is adopted. Changing the direct-taking operation system and the operation process (method) of the vehicle and the ship is a way to improve the efficiency of the combined transportation of molten iron, so that a new direct-taking loading and unloading operation system and a new direct-taking loading and unloading operation method of the combined transportation of molten iron at the front edge of the wharf are urgently needed to solve the technical problems.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provides a direct-taking, loading and unloading operation system and a direct-taking, loading and unloading operation method for a molten iron intermodal vehicle and ship at the front edge of a container wharf.

The technical scheme of the invention is realized as follows: the invention discloses a direct taking, loading and unloading operation system for a molten iron combined transport vehicle and a ship at the front edge of a container wharf, which comprises a port wharf, a railway loading and unloading line extending to the front edge of the wharf and parallel to a shoreline, a first crane used for loading and unloading containers on the ship at the shoreside, a delivery yard and a second crane used for loading and unloading the containers on the railway loading and unloading line, wherein the transverse hoisting and moving operation areas of the first crane and the second crane cover the delivery yard.

Furthermore, the handing-over yard is arranged transversely to be no less than one row along the vertical direction parallel to the shoreline and the handing-over yard, and the number of layers is no less than one layer of handing-over box positions.

Furthermore, the number of the railway loading and unloading lines is at least one, the railway loading and unloading lines, the handover yard and the second crane are positioned on the land side of the first crane, the handover yard is positioned below the rear cantilever of the first crane, the land side of the first crane is also provided with a second crane running track parallel to the shore line, and the transverse hoisting movement operation area of the second crane completely covers the railway loading and unloading lines.

Furthermore, the number of the railway loading and unloading lines is at least two, the railway loading and unloading lines are positioned on the land side of a first crane, the handover yard is arranged between the railway loading and unloading lines, the handover yard is positioned below a rear cantilever of the first crane, a second crane and a second crane traveling rail are respectively arranged on two sides of the handover yard, and the second crane traveling rail is parallel to a shoreline; and at least one second crane is respectively arranged on two sides of each cross-over storage yard.

The railway loading and unloading line is arranged between two second crane running rails supporting the second cranes.

The system further comprises a fixed storage yard and a truck collection vehicle, wherein a truck collection vehicle channel parallel to a running track of the first crane is arranged in a loading and unloading area of the first crane below the first crane, and the truck collection vehicle channel is connected with the fixed storage yard or a road transportation channel and is used for realizing the operation of directly taking a container truck from a truck and a ship and loading and unloading the container truck between the first crane and the fixed storage yard or the operation of directly taking the truck and the ship and loading and unloading the truck from the road and road transportation channel.

The railway loading and unloading line is arranged between the first crane and the fixed yard.

Furthermore, the rear cantilever of the first crane and the second crane are arranged in a staggered mode, and the first crane and the second crane in the loading and unloading operation area are provided with anti-collision devices.

The invention also discloses a direct taking, loading and unloading operation method for the molten iron combined transport vehicle and ship at the front edge of the container terminal,

the ship unloading and loading process comprises the following steps:

the railway container management system sends an instruction to the railway empty wagon to control the railway empty wagon to run to a railway loading and unloading line at the front edge of the wharf;

when a railway vehicle on a railway loading and unloading line is matched with container information on a ship, a first crane grabs and lifts a container from the ship to the first crane and then unloads the container to a cross-over yard by a cantilever according to an operation plan of a port container management system;

the second crane runs to a corresponding transfer box position of the transfer yard, grabs the container on the transfer yard and then conveys the container to a corresponding railway vehicle on the railway loading and unloading line for loading, and the process is circulated until the railway vehicle is full, and the railway vehicle is controlled to be driven out of the railway loading and unloading line;

the unloading and loading process comprises the following steps:

the railway vehicle loading the container runs to a railway loading and unloading line at the front edge of the wharf from a station according to an instruction issued by a railway container management system;

when the ship on the front berth is matched with the information of the containers loaded by the railway vehicles, the containers loaded by the railway vehicles are hoisted by the second crane and directly transferred to the cross-over yard after moving;

the first crane continuously lifts the containers at the corresponding transfer yard and operates to the corresponding ship, and when the containers are unloaded from the ship, the first crane returns to the rear cantilever to wait for the next container to be loaded continuously; and circulating the steps until the railway vehicle is emptied, and controlling the railway vehicle to run out of the railway loading and unloading line.

Furthermore, a plurality of second cranes running on the same second crane running track divide the work according to the range of the operation area or divide the work according to the number of the second cranes working synchronously; and when the required longitudinal traveling range of the container exceeds the longitudinal operation area range set by one second crane, the container is conveyed to a planned position through the longitudinal relay of at least one second crane.

When the two second cranes are in longitudinal relay, one second crane places the container in a transfer yard of the operation overlapping area of the two second cranes, and the other second crane takes away the container and runs longitudinally, so that the longitudinal relay of the two second cranes is realized.

Further, when no railway vehicle on the railway loading and unloading line is matched with the container information on the ship and the ship can not stop unloading, the first crane continues unloading the ship, the first crane unloads the container from the ship to the cross-over yard, the second crane lifts the container of the cross-over yard, the container to be loaded is transferred to the planned box position in the cross-over yard for temporary storage according to longitudinal partitions, and the second crane sequentially lifts the container temporarily stored in the cross-over yard from the temporary box position to the matched railway vehicle after the railway vehicle to be matched arrives;

when no ship is matched with the container information loaded by the railway vehicle on the current berth, the second crane continues unloading, the container is unloaded from the railway vehicle to the cross-over yard, the second crane transfers the container to be unloaded to a planned box position in the longitudinal box position of the cross-over yard for temporary storage according to the longitudinal subarea of the position of the first crane, and the first crane sequentially lifts the container temporarily stored in the cross-over yard from the temporary box position to transfer the container to the container ship for unloading and loading after the ship to be matched arrives.

Further, according to the operation plan of the port container management system, the first crane unloads the containers loaded by the ship onto the collection truck of the collection truck road, and the collection truck enters a fixed storage yard or an inter-road transport channel along the collection truck road;

according to the operation plan of the port container management system, the first crane lifts the containers on the collection truck from the road transport channel or the fixed storage yard to the container truck lane, picks and lifts the molten iron intermodal containers from the ship to the container ship, the collection truck moves out of the front edge of the wharf, and the process is repeated until the road containers are transported in place and the shipment is finished.

The invention has at least the following beneficial effects:

the invention reduces the operation links and improves the transportation efficiency.

The new mode is directly got to car and boat that this patent provided has solved the current car and boat and has directly got the mode and still need utilize the short limitation of refuting the transport and accomplishing the container and reloading of inside collection truck, has reduced inside transportation link and can realize the seamless linking of real meaningful molten iron intermodal to improve conveying efficiency, save short distance cost of transportation.

And secondly, the intermodal transportation can be efficiently realized even if the arrival times of the vehicles and the ships are not matched.

According to the scheme, the molten iron information exchange system is added, the arrangement of the wharf front edge is improved, and the optimal matching of the transport time of the vehicle and the ship can be improved by changing the vehicle and ship direct taking operation method. Even if the ship and the train can not be matched in a short time when arriving at the port, the containers can be timely unloaded and temporarily stacked, and horizontal transportation can be reduced. The time that train and boats and ships waited for each other has been reduced, can effectively improve the availability factor of harbor district handling machinery simultaneously, shortens container transportation time, improves the transport efficiency of container.

And thirdly, the moving distance and the alignment time of the shore bridge are reduced, and the loading and unloading efficiency is effectively improved.

In the process of directly taking, loading and unloading the vehicle and the ship, the shore bridge does not need to move longitudinally, the railway vehicle does not need to move, containers are quickly reloaded by the cooperation of the rapid movement of the rail portal crane RMG (120 m/min of a cart) and the rapid movement of a shore bridge trolley (150-200 m/min), the traveling speed is high, the longitudinal movement of the portal crane with more flexible operation replaces a large amount of operations of the shore bridge with slow traveling speed (45m/min), the longitudinal moving distance and the alignment time of the shore bridge are cancelled, and the loading and unloading efficiency of directly taking the containers by the molten iron transportation vehicle and the ship is improved exponentially.

The invention improves the utilization efficiency of the wharf frontier and simultaneously improves the efficiency of the multi-type intermodal transportation.

Due to the adoption of the railway loading and unloading line arrangement mode of the shore bridge rear cantilever and the container handing-over method of the portal crane and the shore bridge, the loading and unloading area and the walking channel of the highway collection truck are arranged, the multi-mode intermodal transportation of the molten iron is realized, and the loading and unloading efficiency of the molten iron public intermodal transportation is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a direct-taking, loading and unloading operation system of a molten iron intermodal vehicle and ship at the front edge of a container terminal according to an embodiment of the invention;

fig. 2 is a plan layout view of a direct-taking loading and unloading operation system of a molten iron intermodal vehicle and vessel at the front edge of a container terminal according to an embodiment of the invention;

fig. 3 is a schematic structural diagram of a direct-taking, loading and unloading operation system of a molten iron intermodal vehicle and vessel at the front edge of a container terminal according to another embodiment of the invention;

fig. 4 is a plan view of a direct pick-up and handling system for a molten iron intermodal vehicle and vessel at the front edge of a container terminal according to another embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention are clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1 to 4, an embodiment of the invention provides a direct-taking loading and unloading operation system for a molten iron intermodal vehicle and vessel at the front edge of a container terminal, which comprises a port terminal, a railway loading and unloading line extending to the front edge of the terminal and parallel to a shoreline, a first crane for loading and unloading containers on the ship at the shore, a handover yard and a second crane for loading and unloading the containers on the railway loading and unloading line, wherein the transverse hoisting movement operation areas of the first crane and the second crane both cover the handover yard.

The first crane of this embodiment is a shore bridge crane or a gantry crane. The second crane is a gantry crane.

A railway loading and unloading line arranged on the wharf of the harbor area is led out from an adjacent railway station, is arranged on a wharf quay bridge and is arranged in parallel with a travelling line of the quay bridge to the wharf of the harbor area. The length and the number of the loading and unloading lines are determined according to the length of the berth and the transport capacity of the molten iron combined transport; the shore bridge span is determined according to the extensible range of the rear cantilever and the width of the wharf front; a portal crane is arranged under the rear cantilever of the shore bridge, and the span and the number of the portal crane are determined according to the number, the length and the container transportation amount of loading and unloading lines. The container handing-over yard is set in the operation range of the portal crane, and the yard number is determined by the extendable range of the rear cantilever of the shore bridge, the length and number of the loading and unloading lines and the container transportation amount.

The port wharf of the embodiment has a direct taking and transferring function of the molten iron combined transport container vehicle and ship, and one or more container ships 10 can be moored at the seaside berth 21 at the wharf front 20. The container terminal is a water, railway and road container transportation gathering and evacuation interchange for berthing container ships and loading and unloading containers.

The front sea side berth 21 is provided with a shore bridge crane 300 (a shore bridge for short) or a portal crane (a portal crane for short, the shore bridge is also suitable for the portal crane in the present invention) and traveling

rails

304a and 304b penetrating through the front edge of the wharf, and the shore bridge crane is used for loading and unloading operation of the container ship 10 at a port and directly taking and transferring the container 100 between the container ship 10 and the railway vehicle 710.

The operation arrangement of the shore bridge 300 can be that one shore bridge corresponds to one bow ship loading and unloading operation, or a plurality of shore bridges are in one bow ship loading and unloading operation; or a plurality of berth shore bridges simultaneously load and unload operations to a bow ship, or combinations of the shore bridges with uncertain number and ships with uncertain number simultaneously load and unload container operations (see figure 4);

a plurality of container truck 400 loading and unloading areas, walking channels 200 and railway crossings 210 are arranged between two walking rails 304 spanned by the shore bridge 300 and are used for connecting the container trucks 400 between the shore bridge 300 and the yard 80 to directly take, load and unload the ships; or the device is used for realizing the vehicle and ship direct taking, loading and unloading operation of the waterway highway combined transport highway truck;

at least one railway loading and unloading line 700 is arranged in the space from the land side rail 304b of the quay 20 shore bridge to the fixed storage yard 80, and the loading and unloading line is parallel to the shore line and longitudinally penetrates through the loading and unloading area. The railway handling line 700 is used to park railway vehicles 710 that transport containers. When the rail vehicle 710 at the front of the wharf and the highway collection truck 400 work simultaneously, the rail vehicle 210 is transversely crossed at the railway crossing on the front road, and the running channel 210 is provided between the loading and unloading area of the shore bridge 300 at the front of the collection truck 400 and the fixed storage yard 80 without stopping the vehicle.

Multiple railway loading and unloading lines 700 may be used to park multiple trains of vehicles 710, which may be used for container car and ship straight pick-up continuous operations. One train of vehicles is used for loading and unloading operation, the other train of vehicles which are used for loading and unloading is exchanged with a station (a yard) for empty vehicles and heavy vehicles, and the two loading and unloading

lines

711 and 712 are used for alternately replacing the empty vehicles and the heavy vehicles, so that the loading and unloading operation of the container vehicle and the container ship can be continuously carried out. The multi-row vehicles can be used for the continuous operation of directly taking containers by vehicles and ships or the alternate transportation of containers in and out of ports.

The plurality of railway loading and unloading lines 700 can be used for stopping a plurality of rows of vehicles 710, and the plurality of rows of vehicles can be used for the operation of grouping and loading in the railway direction in the operation of directly taking the container vehicles and ships. The trains 711-714 of each track 701-704 define a transport direction, and the vehicles 710 of different railway tracks 700 carry containers in different transport directions. The containers unloaded from the shore bridge 300 pass through the hand-off yard 500 and the gantry crane 600 and are directly loaded into the vehicles 710 having the same track 700 as the direction of transportation thereof. Containers in the same direction can be marshalled without a bay station after loading vehicles on the same station track, so that a direct train in the same direction is formed, and the direct train is directly sent out to enter trunk transportation.

The plurality of railway loading and unloading lines 700 can be used for stopping a plurality of rows of vehicles 710, and the plurality of rows of vehicles 710 can be used for classified loading operation of railway containers in the operation of directly taking containers by vehicles and ships. The train of each station track defines a container type to meet different requirements in railway transportation. The railway transportation requirements of dry containers, bulk containers, liquid containers, refrigerated containers, heat preservation containers and dangerous goods containers are different (for example, the refrigerating machines need to be powered during the transportation of the refrigerated containers). Vehicles 710 of different railroad tracks 700 carry different types of containers 100, and the same track carries the same type of containers. The containers unloaded from the shore bridge 300 are directly loaded into the vehicles of the same station as the transportation type thereof through the interface yard 500 and the gantry crane 600. After the containers in the same direction are loaded on the same station track vehicle 710, the containers in the same type can reach the train without being grouped in the station.

The front edge delivery yard 500 is arranged under the rear cantilever 302 on the land side of the shore bridge in the longitudinal direction parallel to the shore line, and the delivery yard 500 is arranged between the land side running rail 304b of the shore bridge and the gate crane rail 604a or between a plurality of railway loading and unloading lines 700. The delivery yard 500 may be installed below the shore bridge rear arm 302 between the railway loading/unloading line 700 and the shore bridge 304a (see fig. 1), or may be installed below the shore bridge rear arm 302 between a plurality of railway loading/unloading lines 702 and 703 (see fig. 2). The entire area of the hand-off yard 500 is within the handling capacity of the rear shore bridge cantilever 302. The cross-over yard 500 is provided with cross-over boxes with at least one row (for example, a, b and c rows) and at least one layer. The hand-over yard 500 is used for hand-over during the transfer process between the rear arm 302 and the rail line gantry crane 600 in the container hand-over yard 500 during the continuous loading and unloading work of the shore bridge 300, or for temporary storage of containers for a short time waiting for arrival of the ship 10 or for a short time waiting for the arrival of the rail vehicle 710 at the loading and unloading line 700. When the terminal railway vehicle 710 and the highway collection truck 200 are simultaneously operated, the front road transversely crosses the railway crossing 210 and the delivery yard 500 is not arranged.

The cross-over yard is divided into areas (such as areas A, B and C in figures 3 and 4) according to the berth arrangement in the longitudinal direction, and is used for railway unloading ship loading and temporary stacking corresponding to the berth 21 of the ship. A container to be loaded is arranged in the

delivery yard areas

500A, 500B and 500C around the berth, so that the container can be loaded quickly and efficiently.

The cross-over yard 500 is divided into groups and arranged into subareas 500a, 500b and 500c according to the transverse railway transportation direction, and is used for temporarily parking containers grouped according to the railway direction in the railway loading process of ship unloading;

the hand-over yard 500 is arranged into

zones

500A, 500B, 500C according to the type of the longitudinal railway transportation containers, and is used for temporarily parking the containers grouped according to the type of the containers in the process of unloading the ship from the railway truck. The storage yard is provided with an external power supply of the refrigeration container refrigerator. The transfer yard is used for temporarily stacking containers in the process of continuously transferring the vehicle and ship direct-taking loading and unloading machines;

when the rail vehicle 710 and the highway collection truck 400 work simultaneously, the front road transversely crosses the railway crossing 210 without arranging the delivery yard 500 and without leaving the rail vehicle 710, and a running channel is provided between the loading and unloading area of the shore bridge 300 and the fixed yard 80 at the front edge of the collection truck 400.

All the container positions of the transfer yard 500 are located in the loading and unloading operation range of the rear cantilever 302 of the shore bridge, and are used for temporarily parking containers or transferring the containers with the gantry crane 600 when the shore bridge 300 carries out loading and unloading of the container ship 10. All the box locations of the hand-over yard 500 are located in the loading and unloading operation range of the gantry crane 600 of the railway loading and unloading line 700, and are used for temporarily parking containers or handing over with the shore bridge 300 when the gantry crane 600 is loaded and unloaded, or handing over containers between different gantry cranes 600.

A gantry crane 600 that moves vertically and a running rail 604 that penetrates a loading area parallel to a shore line are installed in a span between the delivery yard 500 and the railway loading/unloading line 700, and the gantry crane 600 is used to load and unload containers 100 of railway vehicles 710 in a loading/unloading span range and to exchange containers with a shore bridge 300 at a container location exchange place of the delivery yard 500. A plurality of gantry cranes 600 and traveling rails 604 crossing the cross-over yard 500 and the railway loading and unloading line 700 may be installed in parallel; the plurality of gantry cranes 600 may operate on one track line 604a-604b or 604c-604d, or on a plurality of parallel track lines 604, for simultaneous operation of a plurality of loading and unloading lines 700 or a plurality of shore bridges 300, and the plurality of gantry cranes 600 may exchange containers with each other at the hand-off yard 500. The transverse hoisting movement operation area of the portal crane 600 is partially overlapped with the transverse hoisting movement operation area of the shore bridge rear cantilever 302 and is also overlapped with the movement operation area of the adjacent portal crane 600 running in parallel, and the hoisting areas of the two parties cover the transfer yard 500; the gantry crane 600 covers the railway loading and unloading line 700 in its entirety. During parallel operation, the structures between the portal cranes and the portal crane 600 and between the shore bridge rear cantilever 302 are arranged in a staggered manner, no space conflict exists between fixed equipment structures in loading and unloading operation, and the container crane equipment in an operation area is provided with the anti-collision device 900.

Multiple gantry cranes 600 can be arranged in the same running rail 604, the gantry cranes 600 divide virtual operation areas according to operation lengths, and the operation areas are partially crossed. The gantry cranes 600 may serve one quay crane 300, or may serve a plurality of quay cranes 300 to operate simultaneously. When the transporting distance of the gantry crane 600 for transporting the containers exceeds the defined operation range of the gantry crane 600, the adjacent gantry cranes 600 can be transported in a relay manner through the delivery yard 500.

Multiple groups of gantry crane running rails 604 can be arranged in parallel on the same wharf front 20, multiple gantry cranes 600 can be arranged in each group of running rails 604, each group of gantry cranes 600 divides an operation area according to the loading and unloading line 700, and the operation areas are partially crossed. The multiple gantry cranes 600 may serve one loading and unloading line 700 or may serve multiple loading and unloading lines 700 simultaneously. When the transporting distance of the gantry crane 600 for transversely transporting the containers exceeds the operating range of the gantry crane 600, the parallel adjacent gantry cranes 600 can be transported by the transfer yard relay.

The total transverse width of the number of the cross-over storage yard, the gantry crane track and the railway loading and unloading line arranged at the front edge of the wharf is 2 times of the length of a rear cantilever of the shore bridge. The operation length of the rear cantilever of the shore bridge is 15-40 m, the width of a railway loading and unloading area which can be arranged is 30-80 m, 5 rows of handing-over storage yards, two rows of portal crane tracks and 10-14 strands of railway loading and unloading lines can be arranged at most.

The invention relates to a multi-type intermodal port scheme, which comprises a multi-type intermodal content composed of a direct taking and transporting mode of a road truck and a ship. But the simultaneous realization of the direct loading and unloading operation of ships, roads and railway vehicles and ships at one wharf is within the scope of the system composition, function and operation flow contained in the project.

the ship unloading and loading process comprises the following steps:

the transport ship delivers a container loading manifest to a port container management system, and the port container management system exchanges information with a railway container management system according to the container loading manifest and makes a ship unloading and loading plan;

when the arrival time of the heavy ship and the empty vehicle can be matched, the first crane grabs and lifts the container from the ship to the first crane and then unloads the container to a cross-over yard by a cantilever according to the operation plan of the port container management system;

the unloading and loading process comprises the following steps:

the railway vehicle loaded with the container arrives at a station adjacent to a port, and the marshalling sequence of the railway container vehicles and the box number of the loaded container are delivered to a port railway container management system; the container transport ship arrives at the designated port wharf berth, the transport ship delivers a container loading list to the port container management system, and the port container management system exchanges container information with the railway container management system according to the container loading list and formulates an unloading and loading plan;

when the arrival time of the heavy vehicle and the empty ship can be matched, the second crane lifts the container loaded by the railway vehicle, and the container is directly transferred to a cross-over yard after moving;

Further, when the arrival time of the heavy ship and the empty vehicle can not be matched and the unloading can not be stopped, the first crane continues to unload the ship, the first crane unloads the containers from the ship to the delivery yard, the second crane lifts the containers of the delivery yard, the containers to be loaded are transferred to the planned box position in the delivery yard for temporary storage according to longitudinal partitions, and after the matched empty vehicle arrives, the second crane sequentially lifts the containers temporarily stored in the delivery yard from the temporary box position to be transferred to the matched railway vehicle;

when the arrival time of the heavy vehicle and the empty ship cannot be matched, the second crane continues to unload the vehicle and unload the containers from the railway vehicle to the cross-over yard, the second crane transfers the containers to be unloaded to planned boxes in the longitudinal boxes of the cross-over yard for temporary storage according to the longitudinal subareas of the position of the first crane, and after the empty ship to be matched arrives, the first crane sequentially lifts the containers temporarily stored in the cross-over yard from the temporary boxes and transfers the containers to container ships for unloading and loading.

The following are several embodiments of the three-dimensional continuous loading and unloading method for the container vehicle and ship according to the present invention.

Example one

Referring to fig. 1 and fig. 3, the present embodiment takes 1 strand of railway loading and unloading line as an example, and explains a direct taking operation flow of a ship, an unloading railway, a loading railway and a loading railway, and the steps are as follows:

(1) the quay crane 300 unloads the multi-type intermodal yard water and public intermodal containers onto the collection truck 400 of the lane 200 according to the operation plan, and the collection truck exits from the front edge of the wharf along the road; after the molten iron intermodal container is grabbed and lifted from the ship and transported to the shore bridge, the cantilever 302 is unloaded to the cross-over box position of the cross-over yard 500.

(2) When the arrival times of the ship and the train can be matched, the gantry crane 600 moves to the transfer box location, lifts the container, and directly transfers the container to the railway vehicle 710 through longitudinal traveling and transverse displacement. This is repeated until the rail vehicle is full and the rail locomotive pulls the train 710 out of the rail loading line 700.

The working areas of the plurality of gantry cranes 600 running on the same track 604 need to be divided to prevent work conflicts. The gantry cranes 600 can be operated separately or synchronously, and the operation areas are partially overlapped to realize container transfer. If the left area of the shore bridge rear cantilever 302a is loaded by the gantry crane 600a, the right area is loaded by the gantry crane 600b, and the two gantry cranes have overlapped operation areas in the shore bridge rear cantilever 302 area.

Because the railway train is a long and large train group (the length of a train can reach kilometers), when the running range of the containers for unloading and loading exceeds the range of the set operation area of one portal crane, a plurality of portal cranes can carry the containers in a relay manner. For example, the container unloaded from the quayside crane rear boom 302a at the transfer yard 500 is transferred to the right-side rail vehicle 710 along the rail loading line 700 by the force of the gantry crane 600b, the container 100 is dropped at the transfer yard 500 transfer point in the overlapping area of the operations of the gantry cranes 600b and 600c, and the gantry crane 600c lifts the container 100 at the transfer point and continues to transfer the container to the predetermined rail vehicle 710 position right along the rail loading line.

(3) When the empty wagon vehicle 710 does not reach the loading and unloading line in the waiting process of the empty wagon traction and empty wagon propulsion empty wagon exchange, or the arrival time of the railway vehicle 710 is not matched with the short-time capacity of the container ship 10, and the unloading can not be stopped, the shore bridge 300 continues unloading, the shore bridge 300 unloads the containers from the ship 10 to the cross-over yard 500, the portal crane 600 lifts the containers 100 of the cross-over yard 500 under the cantilever of the shore bridge, the containers to be loaded are transferred to planned boxes of longitudinal boxes (500a, 500b and 500c) of the cross-over yard 500 according to longitudinal partitions for temporary storage, and the containers temporarily stored in the cross-over yard 500 are sequentially lifted from the temporary boxes to be transferred to the railway vehicle 710 after the railway vehicle 710 arrives.

(4) After the loading of the whole train container is finished, the traction locomotive pulls the train to the adjacent station marshalling and then sends out or directly sends out on a loading and unloading line.

(5) The highway collection truck and the railway train can complete the delivery of goods tickets and real objects without stopping the train through electronic information acquisition at a port inspection gateway.

(6) The

container ships

10a, 10b can simultaneously carry out loading and unloading operations at the berths 21a, 21b at the wharf front, and the shore bridges 300a, 300b can simultaneously carry out loading and unloading operations on different ships respectively, or can simultaneously carry out loading and unloading operations on one of the ships. The

gantry cranes

600a, 600b, 600c, 600d flexibly divide the working area as required, and can all load containers for one shore bridge or respectively load containers for a plurality of shore bridges. The ship 10, the shore bridge 300, and the gantry crane 600 can flexibly arrange and combine the rail vehicle 710 for unloading the ship according to the operation plan.

Example two

Referring to fig. 2 and 4, the present embodiment takes 2 railway loading and unloading lines as an example, but not limited to 2 railway loading and unloading lines as an example, and a basic continuous operation flow of ship unloading, railway loading and ship direct taking is described, which includes the following steps:

the contents of ship, railway information planning and scheduling in the front and ship, shore bridge and gantry crane combination arrangement and matching in the back of the embodiment are the same as those in the first embodiment, and are not described again.

(1) The empty train of the railway container is to send the railway vehicle 711 to the railway loading and unloading line 701 spanned by the gantry crane 600 through the railway locomotive at the station according to the instruction given by the railway container transportation management system.

(2) The quay crane 300 unloads the multi-type intermodal yard water and public intermodal containers onto the collection truck 400 of the lane 200 according to the operation plan, and the collection truck exits from the front edge of the wharf along the road;

the shore bridge 300 picks up and lifts the molten iron intermodal container from the ship to the shore bridge, and then the cantilever 302 is unloaded to the transfer box position of the transfer yard 500.

(3) The gantry crane 600 moves to the cross-over area 500, lifts the container, and transfers it directly to the railway vehicle 711 on the railway loading/unloading line 701 by traveling in the longitudinal direction and by lateral displacement. This is repeated until the rail vehicle is full and the rail locomotive traction vehicle train 711 exits the rail loading/unloading line 701.

(4) During loading of the railway vehicle 711 on the railway loading line 701, the railway locomotive sends a train of empty railway vehicles 712 to the railway loading line 702. The gantry crane 600 moves to the cross-over area 500, lifts the container and transfers it directly to the rail vehicle 712 on the rail loading line 702 by traveling in the longitudinal direction and by lateral displacement. This is repeated until the rail vehicle is full and the train 712 of rail locomotives pulled out of the rail loading and unloading line 702 again.

(5) During loading of the railway vehicle 712 on the railway loading line 702, the railway locomotive sends a train of railway vehicles 711 empty to the railway loading line 701. According to the process circulation of the items (3) and (4), the continuous ship-to-ship direct-taking, unloading and loading operation of the ship and the railway vehicle is realized.

(6) After the loading of the whole train container is finished, the traction locomotive pulls the train to the adjacent station marshalling and then sends out or directly sends out on a loading and unloading line.

EXAMPLE III

Referring to fig. 1 and fig. 3, the present embodiment takes 1 railway loading and unloading line as an example to describe a basic railway unloading ship loading ship direct-taking operation flow, which includes the following steps:

(1) the station delivers the railway loading container heavy vehicle 710 to the railway loading line 700 spanned by the gantry crane 600 through the railway locomotive.

(2) When the train arrives and the ship time can be matched, the gantry crane 600 loads the railway vehicle 710 with containers, lifts the containers to the transfer box position 500, and directly transfers the containers to the transfer box position of the transfer yard 500 under the rear cantilever 302 of the shore bridge through longitudinal walking and transverse displacement. The quay crane 300 continuously lifts containers at the transfer box position of the transfer yard 500, the quay crane trolley and the spreader 304 run towards the ship 10, the containers are unloaded at the ship 10, a hook ship loading operation is completed, and the quay crane trolley is put back to the rear suspension arm to wait for the next container to be loaded continuously. The gantry crane 600 cycles in this manner until the rail vehicle is empty and the rail locomotive traction vehicle train is empty 710 and exits the rail handling line 700.

The work areas of the multiple gantry cranes 600 need to be separated to prevent work conflicts. The gantry cranes 600 can be operated separately or synchronously, and the operation areas are partially overlapped to realize container transfer. If the left area of the shore bridge rear cantilever 302a is loaded by the gantry crane 600a, the right area is loaded by the gantry crane 600b, and the two gantry cranes have overlapped operation areas in the shore bridge rear cantilever 302 area.

Because the train is a long and large train set (the length of a train can reach kilometers), when the running range of the unloaded and loaded container exceeds the range of the set operation area of one portal crane, a plurality of portal cranes can carry the container in a relay manner. For example, the gantry crane 600c lifts a container in the rail vehicle 710 on the right side of the middle of the railway loading and unloading line 700 and transfers the container to the rear cantilever 302a of the left side shore bridge, and places the container 100 at the transfer location in the transfer yard 500B area where the operations of the gantry cranes 600B and 600c overlap, the gantry crane 600B lifts the container 100 at the transfer point and continues to transfer the container to the left of the railway loading and unloading line 700 and to the predetermined transfer yard 500 transfer location under the rear cantilever 302a of the shore bridge, and the shore bridge trolley moves laterally to the container ship 10 at the transfer location and unloads the container, and the unloading and loading are completed.

(3) According to the operation plan, the water road intermodal collection truck or the internal collection truck 400 drives into the front edge of the wharf along the road and is conveyed to the lower part of the shore bridge along the driveway 200, the shore bridge trolley loads the collection truck 400 into the container and lifts the container, the container is conveyed to the container ship 10 and is unloaded, and the unloading and loading of the collection truck are finished.

(4) When the arrival time of the railway vehicle 710 is not matched with the capacity of the container ship 10 for a short time, and the unloading cannot be stopped, the gantry crane 600 continues unloading, the containers are unloaded from the railway vehicle 710 to the transfer yard 500, the gantry crane 600 transfers the containers to be unloaded to planned boxes of longitudinal boxes (500A, 500B and 500C) of the transfer yard 500 according to longitudinal partitions of the shore bridge position for temporary storage, the containers temporarily stored in the transfer yard 500 are sequentially lifted from the temporary boxes to be transferred to the transfer yard 500 below the shore bridge rear cantilever 302 after the ship arrives, the shore bridge trolleys lift the containers from the transfer yard below the shore bridge rear cantilever 302, and the containers are transferred to the container ship for unloading and loading.

(5) After the complete train container is unloaded, the traction locomotive pulls the empty train to the adjacent station marshalling and then sends out or directly sends out on a loading and unloading line.

(6) The highway collection truck and the railway train can complete the handover of the container ticket and the real object of the container entering the port without stopping the vehicle through electronic information acquisition at the port inspection gateway.

(7) The

container ships

10a, 10b can simultaneously berth at the dockside 21a, 21b for loading, the shore bridges 300a, 300b can simultaneously respectively load on different ships, or a plurality of shore bridges 300 can simultaneously load on one of the ships. The

gantry cranes

600a, 600b, 600c and 600d flexibly divide the operation areas as required, can all ship containers for one shore bridge, and can also respectively transport containers for multiple shore bridges. The ship 10, the shore bridge 300, and the gantry crane 600 may be flexibly arranged and combined for loading and unloading the railway vehicle 710 according to the operation plan.

Example four

Referring to fig. 2 and fig. 4, the present embodiment takes 2 railway loading and unloading lines as an example, but is not limited to 2 railway loading and unloading lines as an example, to describe in detail the basic railway unloading ship loading and unloading ship straight continuous operation process, which includes the following steps:

the contents of ship, railway information planning and scheduling in the front and ship, shore bridge and gantry crane combination arrangement and matching in the back of the embodiment are the same as those of the third embodiment, and are not described again.

(1) The railway container heavy train is configured to send the railway vehicle 711 to the railway loading and unloading line 701 spanned by the gantry crane 600 through the railway locomotive at the station according to an instruction issued by the railway container transportation management system.

(2) The gantry crane 600 moves to the railway vehicle 711 on the railway loading and unloading line 701 to lift the container, and the container is directly transferred to the transfer box position of the transfer yard 500 below the shore bridge rear cantilever 302 through longitudinal traveling and transverse displacement to be unloaded, and the shore bridge trolley lifts the container at the transfer box position to be transferred to the container ship 10. In this cycle, the train 711 of empty vehicles is pulled by the railway locomotive to exit the railway loading/unloading line 701 until the railway vehicle is unloaded.

(3) The shore bridge crane lifts the container from the container truck 400 of the water public transport or yard 80 to the driveway 200 according to the operation plan, and grabs and lifts the molten iron intermodal container from the ship to the container ship 10. The collection truck 400 is driven out of the quayside along the road and returned to the yard to continue loading containers. And circulating the steps until the road container is transported in place, and loading the ship.

(4) During the unloading of the railway vehicle 711 from the railway loading line 701, the railway locomotive loads a train of railway vehicles 712 into the railway loading and unloading line 702. The gantry crane 600 moves above the vehicle to lift the container, and the container is directly transferred to the lower delivery yard delivery box position of the shore bridge rear cantilever 302 to be unloaded through longitudinal traveling and transverse displacement. The quay crane trolley lifts the container at the transfer box position to be conveyed to the container ship 10, unloads the container, and returns to the quay crane rear cantilever to wait for the subsequent container. This cycle continues until the rail vehicle 712 is completely unloaded from the rail loading/unloading line 702, and the train 712 of rail locomotive traction vehicles exits the rail loading/unloading line 702 empty.

(5) During the unloading of the railway vehicle 712 on the railway loading/unloading line 702, the railway locomotive loads a train of railway vehicles 711 into the railway loading line 701 for reloading. And (4) according to the process circulation of the items (3) and (4), realizing the continuous vehicle and ship direct taking operation of unloading and loading the ship and the railway vehicle.

(6) After the loading and unloading of the container of the whole train are finished, the traction locomotive pulls the empty train to the adjacent bay station to send out after marshalling or directly send out on a loading and unloading line.

EXAMPLE five

Referring to fig. 2 and 4, the present embodiment illustrates an operation method of the parallel arrangement gantry crane, which is the same as the fourth embodiment, except that more ships and shore bridges can be operated at the same time.

In the operation flow of fig. 1 and 3, when a plurality of bow ships and a plurality of shore bridges operate simultaneously, the number of gantry cranes and the number of railway loading and unloading lines cannot meet the operation requirements, and the gantry cranes may conflict with each other in the container transportation target path. In order to undertake synchronous loading and unloading operation of multiple bow ships and multiple shore bridges, besides optimization of an information system and a control system, enough railway loading and unloading lines, gantry cranes and a transfer yard need to be configured. Therefore, in fig. 3 and 4, a row of gantry crane rails 604c and 604d and

gantry cranes

600e, 600f, 600g and 600h are added, the delivery yard is arranged between the two rows of gantry crane rails, and the added railway loading and unloading line is arranged under the gantry crane span.

EXAMPLE six

The invention explains the flow of unloading ships and loading cars in simultaneous operation:

the ship 10a is unloaded from the shore bridge 300a, the

gantry cranes

600a, 600b, 600c and 600d continuously load the

railway vehicles

711 and 712 on the

railway loading lines

701 and 702, and the loading process is the same as the third embodiment (the basic ship unloading railway loading vehicle ship straight continuous operation process (taking 2 railway loading lines as an example, but not limited to 2 lines) is shown in fig. 2 and 4).

(2) The shore bridge 300 grabs and lifts the molten iron intermodal container from the ship to the shore bridge and then the cantilever 302 is unloaded to the delivery box position of the delivery yard 500 according to the operation plan.

(3) The gantry crane 600 moves to the cross-over location, lifts the container and transfers it directly to the railway cars 711 on the railway assembly line 701 by traveling in the longitudinal direction and by lateral displacement. This is repeated until the rail vehicle is full and the rail locomotive traction vehicle train 711 exits the rail loading/unloading line 701.

(4) During loading of the railway vehicle 711 on the railway loading line 701, the railway locomotive sends a train of empty railway vehicles 712 to the railway loading line 702. The gantry crane 600 is moved to the cross-over location, lifts the container and transfers it directly to the rail vehicle 712 on the rail loading line 702 by traveling longitudinally and by lateral displacement. This is repeated until the rail vehicle is full and the train 712 of rail locomotives pulled out of the rail loading and unloading line 702 again.

(7) The operation combination of the operation loading and unloading equipment portal cranes 600a to 600h, the railway loading and unloading lines 701 to 704, the railway vehicles 711 to 714 and the shore bridges 300 and 300b is not limited, and each equipment operation flow is scheduled and adjusted according to the optimal path plan by the port management system.

EXAMPLE seven

The invention explains the unloading and loading processes in simultaneous operation:

the ship 10b is loaded from the shore bridge 300b, the

rail vehicles

713 and 714 are continuously unloaded by the

gantry cranes

600e, 600f, 600g and 600h on the railway loading and unloading

lines

703 and 704, and the unloading process is the same as the basic railway unloading ship loading and unloading continuous operation process (taking 2 railway loading and unloading lines as an example, but not limited to 2 lines) as shown in fig. 1 and 2). Only a ship, a shore bridge, a portal crane and a railway loading and unloading line are another group of equipment, and the processes are the same.

(1) The railway container heavy train is used for sending the railway vehicle 713 to the railway loading and unloading line 703 spanned by the gantry cranes 600e to 600h through the railway locomotive by the station according to the instruction given by the railway container transportation management system.

(2) The gantry cranes 600 e-600 h move to the railway vehicles 713 on the railway loading and unloading line 703 to lift the containers, and directly transfer the containers to the delivery box position of the delivery yard 500 under the rear cantilever 302b of the shore bridge through longitudinal traveling and transverse displacement, and the shore bridge trolleys lift the containers at the delivery box position and transfer the containers to the container ship 10 b. This is repeated until the rail vehicle is discharged and the rail locomotive pulls the empty train 713 out of the rail loading and unloading line 703.

(3) During the unloading of the railway vehicle 713 on the railway loading line 703, the railway locomotive loads a train of railway vehicles 714 into the railway loading line 704. The gantry crane 600 e-600 h moves to the position above the vehicle, lifts the container, and directly transfers the container to the lower part of the shore bridge rear cantilever 302b to be delivered to a yard delivery box position for unloading through longitudinal traveling and transverse displacement. The quay crane trolley lifts the container at the transfer box position to be conveyed to the container ship 10b, unloads the container, and returns to the quay crane rear cantilever to wait for the subsequent container. This is repeated until the railroad car 714 is completely unloaded from the railroad load line 704 and the railroad locomotive traction car train 714 is empty and exits the railroad load line 704.

(5) During the unloading of the railway vehicle 714 from the railway loading/unloading line 704, the railway locomotive loads a train of railway vehicles 713 into the railway loading line 703. And (4) according to the process circulation of the items (3) and (4), realizing the continuous vehicle and ship direct taking operation of unloading and loading the ship and the railway vehicle.

(6) After the loading and unloading of the whole train container are finished, the traction locomotive pulls the empty train to the adjacent station for marshalling and then sending out or directly sending out on the loading and unloading line "

Example eight

Referring to fig. 2 and 4, the simultaneous loading and unloading ship permutation and combination steps between the shore bridge and the gantry crane of the present invention are as follows:

(1) the gantry cranes 600a to 600h continuously unload vehicles on the railway loading and unloading lines 701 to 704 and the vehicles 711 to 714 at the same time, and are matched with the shore bridges 300a and 300b to continuously load the

ships

10a and 10b for combination, and each gantry crane 600 is scheduled by the port management system according to the unloading and loading plan and the container direction and is scheduled according to the optimal path plan to move the operation flow of each gantry crane 600.

(2) The shore bridges 300a and 300b unload the

ships

10a and 10b simultaneously, the gantry cranes 600a to 600h load the ships 701 to 704 and the vehicles 711 to 714 continuously in a matching manner, or each gantry crane 600 is scheduled by the port management system according to an unloading and loading plan and a container transportation direction and is scheduled according to an optimal path plan to move the operation flow of each gantry crane 600.

(3) The

gantry cranes

600a, 600b, 600e and 600f continuously unload on the left sides of the railway loading and unloading lines 701-704 and the left sides of the vehicles 711-714 at the same time, and load the ship 10a by matching with the shore bridge 300 a;

the

gantry cranes

600c, 600d, 600g and 600h continuously unload the ships on the right sides of the railway loading and unloading lines 701-704 and the right sides of the vehicles 711-714 at the same time, and load the ship 10b by matching with the shore bridge 300 b;

(4) the shore bridge 300a unloads the ship 10a, and the

gantry cranes

600a, 600b, 600e and 600f continuously load the ships on the left sides of the railway loading and unloading lines 701-704 and the left sides of the vehicles 711-714 at the same time;

the shore bridge 300b unloads the ship 10b, and the

gantry cranes

600c, 600d, 600g and 600h continuously load the ships on the right sides of the railway loading and unloading lines 701-704 and the right sides of the vehicles 711-714 at the same time;

and dispatching each gantry crane 600 a-600 h and the shore bridge 300a and 300b according to the unloading and loading plan and the container direction by the port management system according to the optimal path plan.

And the container loading and unloading method is characterized in that the container loading and unloading device is fixed on the railway vehicle, and the container loading and unloading device is fixed on the railway vehicle. (i.e. 400m railway loading and unloading line can stay 400m railway vehicle loading and unloading container operation)

Because the cross-over yard is arranged under the rear cantilever of the shore bridge, more railway loading and unloading lines can be arranged, and more gantry cranes can be arranged in parallel, the continuous operation of loading and unloading one bow ship by a plurality of shore bridges and the continuous operation of loading and unloading a plurality of bow ships by a plurality of shore bridges can be implemented. And a plurality of portal cranes can load and unload the railway vehicle container of one track simultaneously and a plurality of portal cranes can load and unload the containers of the railway vehicles of a plurality of tracks simultaneously.

A traditional wharf front-edge vehicle and ship direct-taking railway loading and unloading line only has 1-2 tracks, and 3-6 railway loading and unloading lines can be arranged under a rear cantilever (15-30 m) under the condition that water-sharing synchronous direct-taking operation is met. The total transverse width of the number of the cross storage yard, the gantry crane track and the railway loading and unloading line arranged at the front edge of the wharf is 2 times of the length of a rear cantilever of the shore bridge. The general length of bank bridge's rear cantilever operation is between 15 ~ 30m, and the railway loading and unloading area width that can arrange is 30 ~ 60m, can arrange 5 rows of handing-over yards at utmost, two rows of gantry crane tracks and 4 ~ 10 railway loading and unloading lines. (see FIG. 2 and FIG. 4)

A railway loading and unloading line and a cross-over storage yard are arranged on the land side of a quay crane at the front edge of a wharf, a gantry crane capable of moving longitudinally is arranged above the railway loading and unloading line and the cross-over storage yard, containers transversely delivered by the quay crane are received from the cross-over position at the rear end of a cantilever of the quay crane, and the containers are loaded into railway vehicles through longitudinal movement so as to improve the direct loading and unloading efficiency of container vehicles and ships.

The scheme of the system reduces horizontal transportation of the collection truck, solves the problem of direct taking under the condition that the vehicles and ships are not matched for a short time, effectively solves the traveling distance and the loading and unloading efficiency of the shore bridge, solves the limitation of direct replacement of containers, greatly improves the operation efficiency, and realizes the high-efficiency seamless connection of the molten iron combined transportation in the real sense.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims

1. The utility model provides a container terminal front edge iron water linked transport vehicle ship directly gets loading and unloading operation system, includes the port terminal, extends to the terminal front edge and is on a parallel with the railway loading and unloading line of shoreline and is used for carrying out the first crane of loading and unloading at the bank to the container on the boats and ships, its characterized in that: the container handling system further comprises a handing-over yard and a second crane used for handling containers on a railway handling line, and the transverse hoisting movement operation areas of the first crane and the second crane cover the handing-over yard.

2. The system of claim 1, wherein: the handing-over yard is parallel to the shoreline and is set up transversely to be no less than one row along vertical and handing-over yard, and the layer number is no less than the handing-over box position of one deck.

3. The system of claim 1, wherein: the railway loading and unloading line is at least one, the railway loading and unloading line, the handover storage yard and the second crane are located on the land side of the first crane, the handover storage yard is located below the rear cantilever of the first crane, a second crane running track parallel to a shoreline is further arranged on the land side of the first crane, and the transverse hoisting movement operation area of the second crane completely covers the railway loading and unloading line.

4. The system of claim 1, wherein: the number of the railway loading and unloading lines is at least two, the railway loading and unloading lines are positioned on the land side of a first crane, the transfer yard is arranged between the railway loading and unloading lines, the transfer yard is positioned below a rear cantilever of the first crane, a second crane and a second crane traveling rail are respectively arranged on two sides of the transfer yard, and the second crane traveling rail is parallel to a shoreline; and at least one second crane is respectively arranged on two sides of each cross-over storage yard.

5. The system of claim 1, wherein: the container truck loading and unloading device further comprises a fixed storage yard and a truck collection truck, a truck collection truck channel parallel to the running track of the first crane is arranged in the loading and unloading area of the first crane below the first crane, and the truck collection truck channel is connected with the fixed storage yard or a road transportation channel and is used for realizing the operation of directly taking a container truck and a ship for loading and unloading the container truck between the first crane and the fixed storage yard or the operation of directly taking a truck and a ship for loading and unloading the truck on a road and road combined transportation road.

6. The system of claim 1, wherein: the rear cantilevers of the first cranes and the second cranes are arranged in a staggered mode, and the first cranes and the second cranes are provided with anti-collision devices in the loading and unloading operation area.

7. A direct taking, loading and unloading operation method for a molten iron combined transport vehicle and ship at the front edge of a container terminal is characterized in that:

the ship unloading and loading process comprises the following steps:

the railway empty vehicle runs to a railway loading and unloading line at the front edge of the wharf from a station according to an instruction issued by a railway container management system;

the unloading and loading process comprises the following steps:

8. The method of claim 7, wherein: a plurality of second cranes running on the same second crane walking track divide the work according to the range of the operation area or divide the work according to the number of the second cranes operating synchronously; and when the required longitudinal traveling range of the container exceeds the longitudinal operation area range set by one second crane, the container is conveyed to a planned position through the longitudinal relay of at least one second crane.

9. The method of claim 7, wherein: when no railway vehicle on the railway loading and unloading line is matched with the container information on the ship and the ship can not stop unloading, the first crane continues unloading the ship, the first crane unloads the container from the ship to the cross-over yard, the second crane lifts the container of the cross-over yard, the container to be loaded is transferred to a planned box position in the cross-over yard for temporary storage according to longitudinal partitions, and the second crane sequentially lifts the container temporarily stored in the cross-over yard from the temporary box position to the matched railway vehicle after the matched railway vehicle arrives;

10. The method of claim 7, wherein: according to the operation plan of the port container management system, a first crane unloads a container loaded by a ship onto a collection truck of a collection truck road, and the collection truck enters a fixed storage yard or an inter-road transport channel along the collection truck road;