CN215248288U - Three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships - Google Patents

Three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships Download PDF

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Publication number
CN215248288U
CN215248288U CN202023235425.0U CN202023235425U CN215248288U CN 215248288 U CN215248288 U CN 215248288U CN 202023235425 U CN202023235425 U CN 202023235425U CN 215248288 U CN215248288 U CN 215248288U
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crane
container
loading
unloading
railway
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李冰玉
国巍
徐荣
肖宇松
宾松
何志敏
廖思尘
何旭龙
何红忠
曾志姣
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China Railway Wuhan Survey and Design and Institute Co Ltd
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China Railway Wuhan Survey and Design and Institute Co Ltd
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Abstract

The utility model relates to a three-dimensional continuous loading and unloading operation system that container vehicle ship directly got, this system includes the harbour pier and is used for carrying out the first crane of loading and unloading to the container on the boats and ships at the bank, the land side of first crane is equipped with the railway loading and unloading line that is on a parallel with the bank line at least and is used for carrying out the second hoist of loading and unloading to the container on the railway loading and unloading line, establish the third hoist between the sea side of second hoist and the first crane, establish switching platform or/and handing-over storage yard between first crane and the third hoist, establish handing-over storage yard between third crane and the second hoist. The utility model discloses can satisfy existing public transport of water, public transport of iron and the inside collection truck operating system flow in harbour far away under the railway yard elevation that leads to is higher than harbour and pier forward position the place ahead stock yard condition in special topography, site conditions restriction, can implement the vehicle and ship of hot metal intermodal transport simultaneously and directly get the continuity of operation flow, realize the high-efficient seamless linking of hot metal intermodal in the real meaning.

Description

Three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships
Technical Field
The utility model relates to a freight technical field, concretely relates to three-dimensional continuous loading and unloading operation system that container car and ship directly got.
Background
The combined transportation of the container and the molten iron is that the container is reloaded to a ship or the ship is reloaded to the railway through the railway, the transportation and transfer process of the space displacement and the time displacement of the goods is realized, the whole process only needs 'one declaration, one inspection and one release', the combined transportation method is an advanced combined transportation mode in the world at present, and the combined transportation method has the combined advantages of realizing seamless connection of goods transportation, saving logistics cost, reducing energy consumption, reducing pollutant emission and the like.
At present, the connection process of the container in the molten iron intermodal transportation mode mainly comprises the following steps:
1. wharf-road-railway goods yard mode (Port external changing mode)
In the mode, a certain distance of 2-5 km (30 km for a mountain and a harbor) exists between the railway container station and the wharf, the reloading transportation between the waterway transportation and the railway can be realized only by a short-distance road transportation, an external truck-collecting transportation link is added in the mode, the transportation cost and the time cost are correspondingly increased, and the unified management of the molten iron combined transportation system is not convenient. The mode is adopted between container stations of Shanghai mountain harbor areas and Shanghai Lufeng railway, and between container stations of Shenzhen salt pan harbor areas and salt pan railway, and the mode is adopted for the joint transportation of most container molten iron in China.
2. Dock-yard-rail loading and unloading area mode (Port interior changing mode)
In the mode, the railway loading and unloading line is laid near a wharf storage yard, and loading and unloading operation of containers of train cars is carried out by loading and unloading mechanical equipment and rails of the storage yard, so that the link of external truck transportation is reduced, and the transportation cost and the time cost are saved. The mode is adopted by the container wharf of the Hongyun port, the container wharf of the big Hongyun port, the container wharf of the Tianjin port, the container wharf of the Qingdao forward bay and the like. The mode can be further divided into two arrangement modes of a railway loading and unloading area yard (general transportation volume) and a non-railway loading and unloading area yard (large transportation volume) according to the combined transportation volume of the molten iron, and the horizontal transportation inside the port depends on an internal collection truck.
3. Water transport-railway vehicle and ship direct taking mode
In the mode, the railway loading and unloading line extends to the front edge of the wharf, and the reloading operation between the waterway transportation and the railway transportation is directly carried out without the operation of a storage yard, so that the containers are directly reloaded without the operation of the storage yard, the storage operation links and the quantity of loading and unloading machines are reduced, the area of the storage yard is greatly saved, the reloading time is reduced, and the social and economic benefits are higher. However, this model requires highly coordinated arrival times of vehicles and ships, and a loading and unloading operation plan of loading and unloading machines, and is rarely used at home and abroad.
The limitations of the prior art in the vehicle and ship reloading mode are analyzed as follows:
the operation flow of the mode one is as follows: vessel ← → shore container crane (shore bridge) ← → internal dump truck ← → yard and yard gantry machine ← → external dump truck ← → railway yard ← → railway line and yard gantry crane ← → railway vehicle
The operation flow of the second mode is as follows: vessel ← → shore container crane (shore bridge) ← → internal dump truck ← → yard and yard gantry crane ← → railway vehicle
The operation flow of the third mode is as follows: ship ← → bank container crane ← → vehicle for loading and unloading railway at front edge of wharf
In the existing direct taking mode of the molten iron combined transport vehicle and ship, the reloading operation between waterway transportation and railway transportation does not need to be carried out through yard operation, and the reloading can be directly carried out. This operation mode is required to keep the information communication between the water transportation and the railway, to coordinate the arrival and departure time of the railway train, the arrival and departure time of the ship at the dock, the loading and unloading operation plan of the loading and unloading mechanical vehicle, etc., and generally to keep the railway loading and unloading line and the dock or the dock yard at the same level (the dock-road-railway yard mode is not required), so as to facilitate the hot metal intermodal transportation, the reverse loading operation of the hot metal intermodal container, and the smooth operation of other operations at the port without mutual influence. However, when the railway loading and unloading line cannot directly extend into the front edge of the wharf due to the limitation of special terrain, places and the like, a large height difference exists between the railway loading and unloading line and a wharf yard, and railway line spreading is difficult (generally, a railway line descends or ascends by 6m and needs a line length of 1000m to descend or climb a slope), and the three lines cannot be kept near the same horizontal height, the vehicle and the ship cannot be directly taken. Such as the following:
(1) introduction of mountain port railway
Less flat land in coastal mountain areas generally cannot build ports, and ports are built in the intertidal zone between the mountain areas and the ocean in some areas, for example, the southern Zhejiang and most Fujian ports are built in narrow spaces between the mountain areas and the ocean. The height of port construction depends on sea tide level, ship driving channel and berthing wharf water depth. The height of the railway lines depends on the curve radius determined by the river flood level of the mountainous area and the running speed of trains in the mountainous area, and the engineering economy, social profit and investment profit, so that the height of the railway lines is generally much higher than that of port and wharf storage yards. The slope of the railway entering the port needs longer exhibition lines to reduce the height, the engineering cost is huge, some of the engineering cost even exceeds the construction cost of the port, and part of the ports abandon railway port-dredging transportation.
Inland river mountain area urban port, city and port difference in height is big, and some even nearly hundred meters. Many port constructions are built by pushing peaks and filling valleys of mountains, the site is narrow, the height difference is large, and the introduction of railway loading and unloading lines is difficult. For example, at the ports on the upper reaches of the Yangtze river, Yichang-Yibin and Jinshajiang river coastline, the elevation of the railway descending to the river valley port is very difficult, the railway descending slope is very long in spreading line, the engineering quantity is huge, and almost no railway loading and unloading line is introduced into the port for transportation.
(2) Railway introduction at wharf port in plain valley region
The river in the plain valley zone has larger water saving phase difference between a dry season and a flood season, so the river in the plain zone is provided with a large dike for preventing flood spreading, the flood control large dike in the plain zone is generally 5-10 m higher than the ground, a trestle at the front edge of a port wharf, a road and loading and unloading machines are positioned outside the large dike, and all or part of the yards of partial ports are also arranged on the beach outside the large dike. The railway line is introduced into a port, according to the existing flood control law, the large embankment cannot be broken to pass through the port directly, the line is required to be lifted to the height of the river embankment at the ground height, and after the large embankment is crossed, the height is reduced to enter a wharf storage yard or the wharf front edge. The length of the up-slope and down-slope line of the railway line crossing the levee is up to several kilometers, the engineering cost is high, the line gradient influences the traction quality of the railway train, and the outside of part of the port levee has no terrain space of the down-slope line.
(3) Railway introduction of new and old ports in urban densely populated areas
The urban port is generally built with ports long ago, the port traffic is small, the site is small, and with the development of economy, the port can not meet the traffic demand, needs to be expanded, and needs to radiate inwards. At this moment, the port is surrounded by the city, the space of the extension field is not provided, the route of the introduced railway line needs to cross the city road, the port needs to enter the yard height, and the construction is more difficult. Some sections have good channel and shoreline conditions suitable for constructing new ports, but do not have sufficient port ground space. The introduction of such an environment into a railway loading and unloading line also presents a problem of layout space.
Therefore, the three-dimensional continuous loading and unloading operation system and the method for developing the container vehicle and ship direct taking operation are effective ways for solving the problem of realizing the container vehicle and ship direct taking under the condition that the height difference exists between a railway loading and unloading line and a storage yard in front of a wharf and a wharf front edge caused by special terrain and site conditions.
SUMMERY OF THE UTILITY MODEL
The utility model aims to overcome the defects of the prior art and provide a three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships, which can satisfy the operation system flows of the existing public water transportation, public iron transportation and the collection trucks in the port under the condition that the height of a railway station caused by the limitation of special terrain and site conditions is far higher than that of a storage yard in front of the port and the front edge of the wharf thereof, meanwhile, the continuous operation process of directly taking the molten iron by the vehicle and the ship can be implemented, the limitation that the port collection truck is directly inverted without falling to the ground between a shore bridge and a railway loading and unloading gantry crane can be solved, the horizontal transportation workload of the collection truck, the times of the container entering and exiting the yard and the times of repeated loading and unloading are reduced, but also solves the problem of directly taking the vehicle and the ship under the condition of short-time mismatching of the vehicle and the ship, greatly improves the operating efficiency, under the support of a transportation information system, the high-efficiency seamless connection of the molten iron combined transportation is realized in the true sense.
The technical scheme of the utility model is realized like this: the utility model discloses a three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships, which comprises a port terminal and a first crane used for loading and unloading containers on ships at the shore, wherein the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shore line and a second crane used for loading and unloading the containers on the railway loading and unloading line, a third crane is arranged between the sea side of the second crane and the land side of the first crane, a container transfer platform or/and a first container transfer yard are arranged between the first crane and the third crane, the container transfer platform is simultaneously positioned in the loading and unloading area of the first crane and the loading and unloading area of the third crane, the first container transfer yard is simultaneously positioned in the loading and unloading area of the first crane and the loading and unloading area of the third crane, and a second container transfer yard is arranged between the third crane and the second crane, the second container transfer yard is located in both the loading and unloading area of the third crane and the loading and unloading area of the second crane.
The port and the wharf have the function of transferring the molten iron intermodal container, and a container ship can be berthed at a berth on the sea side at the front edge of the wharf.
Further, the container transfer platform is located in the loading and unloading range of the rear cantilever of the first crane and the loading and unloading range of the front cantilever of the third crane; the container transfer platform is arranged on a first crane land side portal.
And a container transfer platform is provided with a container transfer box position, and the box position is determined by the overlapping area size of the rear cantilever of the shore bridge and the front cantilever of the portal crane and the container transportation volume.
The first crane span is determined according to the crane weight and the working range of the front and rear booms. The third crane span is determined according to the yard width in front of the wharf front, the extensible range of the front cantilever and the rear cantilever of the third crane and the container transportation amount, and the number of the third cranes is determined according to the number of the first cranes and the second cranes and the container transportation amount.
Furthermore, the railway loading and unloading line and the second crane are arranged on the high ground above the rear side of the third crane on the front edge of the wharf; the first crane and the third crane are arranged on the ground at the front edge of the wharf, and the high ground above the rear side of the land side of the third crane is higher than the ground at the front edge of the wharf;
a first crane walking rail parallel to a shoreline is arranged on the shoreside of the wharf front edge, and at least one first crane is supported on the first crane walking rail; a third crane running rail parallel to the shoreline is arranged on the land side of the wharf front edge, which is positioned on the first crane, at least one third crane is supported on the third crane running rail, a second crane running rail parallel to the shoreline is arranged on the high land above the land side rear part of the third crane, at least one second crane is supported on the second crane running rail, and a railway loading and unloading line is positioned below the second crane. And the longitudinal connection of the containers is realized between two adjacent third cranes on the third crane running track through a storage yard below the third cranes. And the longitudinal relay connection of the containers is realized between two adjacent second cranes on the second crane traveling track through a storage yard below the second cranes.
The railway line is led out from an adjacent railway station and is arranged in parallel with a shore bridge running line, and the length and the number of the loading and unloading lines are determined according to the berth length of the shore line and the molten iron combined transportation quantity; and a second crane is arranged above the railway loading and unloading line, the span of the second crane is determined according to the extensible range of the front cantilever of the gantry crane and the number of loading and unloading line tracks, and the number of the second cranes is determined according to the length of the loading and unloading line and the transport capacity of containers.
Furthermore, all yards and container handing-over yards are all arranged along longitudinal direction being parallel to the shoreline, and set up transversely to be no less than one row, and the number of piles is no less than the handing-over case position of one deck.
Furthermore, a truck collecting lane extending to the lower part of the first crane is arranged at the front edge of the wharf and is used for a truck to travel, so that transportation of the highway-water combined transport container is realized; and a truck collecting lane extending to the lower part of the second crane is arranged beside the railway loading and unloading line and used for a truck to run so as to realize the transportation of the railway and public transport container or/and the public and water transport container.
Furthermore, a storage yard is arranged below the second cranes and is used for temporary storage of the relay handover between two adjacent second cranes or temporary storage of containers;
a storage yard is arranged below the third cranes and is used for temporary storage of relay handover between two adjacent third cranes, or temporary storage of port containers, or a temporary storage yard of containers when the time for taking and delivering the vehicles in a ship stage and a railway is short and the vehicles are not connected, or the temporary storage yard of public water intermodal containers; the front edge of the wharf is provided with a truck collecting lane which extends to the lower part of the third crane and is used for realizing transportation of the highway-water combined transportation container, and the truck collecting lane can also be used as a walking channel of a container truck which needs to be temporarily stored in a storage yard.
The first crane is a shore bridge crane or a portal crane.
The second crane is a gantry crane. The third crane is a gantry crane.
The utility model discloses following beneficial effect has at least:
the utility model discloses (one) be fit for special topography, site conditions, improve technical feasibility.
Part of ports are limited by terrain conditions, the elevation of a rail connecting point of a railway loading and unloading line is far higher than that of a wharf, and if the railway loading and unloading line is directly arranged on a loading and unloading operation area of a shore bridge at the front edge of the wharf, a large longitudinal slope is required, the technical feasibility is poor, and the safety is low; if the railway line is arranged near the land side of the yard in front of the wharf, the truck collection in the port is used for transportation, and the problems of the climbing capability and efficiency of the truck collection and the like (the truck collection climbs to the railway yard for loading and unloading) are faced. The system and the method for directly taking three-dimensional continuous loading and unloading operation of the vehicle and the ship solve the problem that the elevation of a rail connecting point of a railway loading and unloading line is far higher than that of a wharf under the actual special terrain and field condition, realize the limitation of non-landing reloading of a container through the traditional horizontal transfer equipment, and avoid the problems of height difference, climbing capacity, efficiency and the like of direct utilization of a container card between a shore bridge and a railway loading and unloading gantry crane. Through the efficient cooperation of the container switching platform (or the switching yard), the portal crane and the switching yard transfer equipment, the seamless connection of the combined transportation of molten iron can be realized in the true sense, and the technology is also suitable for the situations that the wharf, the wharf front yard and the railway line do not have obvious height difference.
(II) the utility model discloses reduce the operation link, improved conveying efficiency.
Compared with a traditional mode that the vehicle and the ship directly take the three-dimensional continuous loading and unloading operation system and method, the mode that the railway line is located near a port yard saves the use of short lightering transportation of the collection truck inside the port to finish container reloading, reduces the times of repeated passing in and out of the yard of the collection truck, reduces operation links, improves the transportation efficiency and saves the short-distance transportation cost.
(III) the utility model saves the area of the storage yard, and has high automation degree and reduced cost.
The container transfer platform can realize efficient continuous reloading and non-landing transportation of the molten iron intermodal transportation of the containers, the containers do not need to be repeatedly stockpiled in a stock dump, and the containers can be buffered by using the container transfer platform and the hand-over stock dump when the arrival and departure time of vehicles and ships is short and mismatched, so that the area of the stock dump is greatly saved, and the port stockpiling and operation cost is reduced; meanwhile, the container loading and unloading operation between the ship and the railway vehicle can be automatically controlled, the loading and unloading efficiency is high, the human resources are saved, and the transportation cost of container intermodal transportation and connection is reduced.
(IV) the utility model discloses the intermodal transport can still be realized to the car and ship time of arrival mismatching.
The scheme improves the direct taking operation method of the vehicle and the ship, and can still unload the container to a temporary storage yard in time even under the condition that the arrival and departure time of the ship and the train cannot be matched in a short time, thereby ensuring the continuous loading and unloading operation of the other party. The waiting time of the train and the ship is reduced, the using efficiency of port area loading and unloading machinery can be effectively improved, the container transportation time is shortened, and the container transportation efficiency is improved.
(V) the utility model provides the high utilization efficiency in pier forward position has improved the level of multimodal transportation simultaneously.
The direct taking operation of the molten iron intermodal vehicle ship at the front edge of the wharf is realized by a shore bridge-container transfer platform or a cross-over yard-a portal crane-a railway line railway vehicle, the highway intermodal transportation is realized by a shore bridge-collection truck or a shore bridge-container transfer platform or a cross-over yard-a portal crane-a cross-over yard, a portal crane-collection truck, and the cross-over of the molten iron intermodal vehicle ship at the front edge of the wharf and the cross-over of the highway intermodal container are staggered in a channel space and do not interfere with each other, so the utilization efficiency of the front edge of the wharf is improved; in addition, the technology of the scheme can meet the smooth operation of public water combined transportation and iron public combined transportation without additionally increasing loading and unloading mechanical equipment, and can improve the comprehensive level of the multiple-type combined transportation of the molten iron, the public water and the iron.
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 view of a three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships according to an embodiment of the present invention (a railway line is higher than a quayside crane gantry crane switching scheme);
fig. 2 is a schematic plan view of a three-dimensional continuous loading and unloading system according to an embodiment of the present invention (the railway line is higher than the switching scheme of the quayside crane gantry crane).
Detailed Description
The technical solutions in the embodiments of the present invention are described below clearly and completely, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
Referring to fig. 1 and 2, an embodiment of the present invention provides a three-dimensional continuous loading and unloading operation system for container vehicles and ships, including a port terminal and a first crane 300 for loading and unloading containers on ships at the shore, the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shore line and a second crane 600 for loading and unloading containers on the railway loading and unloading line, a third crane 500 is arranged between the sea side of the second crane and the land side of the first crane, a container transfer platform 306 or/and a first container transfer yard 812 are arranged between the first crane 300 and the third crane 500, and the container transfer platform and the first container transfer yard are located in the loading and unloading area of the first crane and the loading and unloading area of the third crane at the same time; a second container transfer yard 811 is provided between the third crane 500 and the second crane 600, and is located in both the loading area of the third crane and the loading area of the second crane.
A storage yard 820 is arranged below the second crane 500 and used for the stockpiling of the iron and public transportation containers and the temporary storage of relay handover between two adjacent second cranes; and a storage yard 810 is arranged below the third crane 500 and used for temporary storage of relay handover between two adjacent third cranes, or temporary storage of port containers, or as a temporary storage yard for containers when the time for taking and delivering the vehicles by ships and railways is short and the vehicles are not connected.
The port terminal of the embodiment has the functions of water rail transportation and multi-type molten iron transportation container transportation, and one or more container ships 10 can be moored at the seaside berth 21 at the wharf front 20. The container terminal is used for stopping container ships and loading and unloading containers, and can realize water public transport and molten iron transport.
In this embodiment, a shore bridge crane (abbreviated as shore bridge) 300 or a portal crane (abbreviated as portal crane, the shore bridge is also applicable to the portal crane) and traveling rails 304a and 304b penetrating through the front edge of the wharf are arranged at the front edge sea side berth 21, and are used for loading and unloading operations of the container ship 10 at a port and transferring the container 100 between the container ship 10 and the collection truck 400 or the portal crane 500; a container transfer platform 306 is erected below the rear cantilever 302 of the shore bridge 300 for the exchange and temporary storage of containers between the shore bridge 300 and the gantry crane 500.
The operation arrangement of the shore bridge 300 can be that one shore bridge corresponds to one ship loading and unloading operation, or a plurality of shore bridges are loaded and unloaded in one ship; or a plurality of berth shore bridges are used for loading and unloading a plurality of ships simultaneously, or the combinations of the shore bridges with uncertain number and the ships with uncertain number are used for loading and unloading containers simultaneously;
the container transfer platform 306 container piling area is completely in the loading and unloading operation range of the shore bridge rear cantilever 302 and the front cantilever 501 of the portal crane 500 above the yard in front of the port, and the container piling area of the transfer platform 306 is provided with at least one row of transverse transfer box positions with at least one layer. The transfer platform 306 is used for the connection between the rear cantilever 302 of the shore bridge 300 and the front cantilever 501 of the gantry crane 500 above the yard in front of the port or for the temporary stacking of containers waiting for the loading and unloading of the ship 10 or the waiting gantry crane 500 in a short time when the shore bridge 300 is continuously loaded and unloaded.
The container transfer platform 306 is not provided with a shore bridge, and can be replaced by a longitudinal transfer yard 812 which is parallel to a shore line and is arranged below the platform, the transfer yard is arranged in the loading and unloading operation range of a rear cantilever 302 of the shore bridge 300 and a front cantilever 501 of the portal crane 500 of the yard in front of a port, the transfer yard is longitudinally arranged in parallel to a travelling rail 504a of the portal crane 500 on the sea, and the transfer box position which is not less than one row in the transverse direction and is not less than one layer in the number of layers is arranged.
At least one container truck 400 loading and unloading area and a collecting truck running channel 200 are arranged between two running rails 304a and 304b of the shore bridge 300, and are used for realizing the loading, unloading and transportation operation of a water and public transport highway collecting truck and an internal collecting truck inside a port to and from the port and between yards.
At least one longitudinally moving gantry crane 500 and traveling rails 504a and 504b parallel to the shore line and having a length not shorter than the length of the shore bridge rails can be arranged at the front edge of the port wharf, and the loading and unloading operation range of the longitudinally moving gantry crane 500 and the transversely moving gantry crane covers the container transfer platform 306 (or the transfer yard 812) and the container transfer position. A gantry crane 600 which can move longitudinally and a running rail 603 which is parallel to the shore line are provided above the railway loading and unloading line 700. The gantry crane 500 is used for transferring containers to be subjected to direct continuous operation of the molten iron intermodal vehicle and ship between the shore bridge 300 and the railway loading and unloading gantry crane 600. The gantry crane 500 is provided with a yard 810 in a span mode, the yard 810 is longitudinally arranged in parallel to the running rails 504 of the gantry crane 500, and the number of the cross connecting boxes is not less than one row in the transverse direction and not less than one layer. A hand-over storage yard 811 is arranged below a rear cantilever 502 of the portal crane 500 close to a land side portal crane and is longitudinally arranged parallel to a traveling rail 504 of the portal crane 500, the hand-over storage yard is used for hand-over of containers between the portal crane 500 and the railway loading and unloading portal crane 600, or temporary stacking of the containers when the containers wait for loading and unloading of the portal crane 500 or wait for loading and unloading of railway vehicles 710 in a short time, and a hand-over box position which is not less than one row in the transverse direction and not less than one layer in the number of layers is arranged in a container stacking area of the hand-over storage yard 811. A container yard 810 with at least one row and at least one layer in the transverse direction is arranged between the two running rails 504a and 504b of the gantry crane 500 and is used for piling containers needing the indirect force connection between the gantry crane 500 and the adjacent gantry crane 500 at the part for piling, temporarily piling the containers at a port and the like. Or when the time of the ship and the time of the railway vehicle taking and delivering are short and are not connected, the container is used as a site for temporarily stacking the containers so as not to interrupt the loading and unloading operation. The containers stacked in the delivery yard 811 are all located within the working range of the rear jib 502 of the gantry crane 500 and the front jib 601 of the gantry crane 600.
The rear suspension arm 502 of the gantry crane 500 at the front yard of the quay overlaps the transverse lifting area of the suspension arm 601 of the gantry crane 600 across the railway loading and unloading line, and both lifting areas cover the delivery yard 811. During operation, the rear cantilevers 502 of the gantry crane 500 and the front cantilevers 601 of the gantry crane 600 are arranged in a staggered mode, space conflict of fixed equipment structures does not exist in loading and unloading operation, and container crane equipment in a loading and unloading operation area is provided with anti-collision devices.
The front cantilever 501 of the gantry crane 500 at the front yard of the quay is partially overlapped with the rear cantilever 302 of the quay 300 in the transverse hoisting and moving operation area, and both hoisting areas cover the transfer box position on the container transfer platform 306 or the transfer box position on the transfer yard 812. During operation, the structures of the gantry crane 500 and the rear suspension arm 302 of the shore bridge 300 are arranged in a staggered mode, space conflict of fixed equipment structures does not exist in loading and unloading operation, and container crane equipment in a loading and unloading operation area is provided with anti-collision devices.
The container transfer platform 306 is located on the lower portions of the rear shore bridge cantilever 302 and the front gantry crane cantilever 501 at the same time on the vertical height, and the vertical height difference between the container transfer platform 306 and the rear shore bridge cantilever 302 and the front gantry crane cantilever 501 is the minimum under the condition that the vertical hoisting safety operation ranges of the spreader 305 of the shore bridge and the spreader 503 of the gantry crane 500 are met.
The gantry crane 500 handing-over yard 811 is located gantry crane 600 gantry crane front cantilever 601, gantry crane 500 gantry crane rear cantilever 502 lower part on vertical height simultaneously, satisfying under 600 gantry crane hoist 601, the vertical safe operating range condition of lifting by crane 503 of gantry crane, gantry crane 500 handing-over yard 811 and gantry crane 600 gantry crane front cantilever 601, gantry crane 500 gantry crane rear cantilever 502 vertical difference in height is minimum.
Multiple groups of gantry crane running rails 504 can be arranged in parallel in the same yard 810 span, multiple gantry cranes 500 can be arranged in the same running rails 504a and 504b, the gantry cranes 500 divide virtual operation areas according to operation lengths, and the operation areas are partially crossed. The gantry cranes 500 may serve one quay crane 300, or may serve a plurality of quay cranes 300 simultaneously in parallel.
Containers temporarily stored in the highway intermodal or harbor are directly loaded and unloaded from the ship 10 by the shore bridge 300 onto the truck 400 of the truck-collecting lane 200 between two spans 304a and 304b of the shore bridge.
One or more truck collecting lanes 210 are arranged under the gantry crane 500 to serve as a traveling channel of the container truck 410 to be temporarily stored in a storage yard.
When the operation of directly taking the container hot-metal intermodal transportation vehicle and the operation of temporarily storing the container and the container in the yard and carrying the container in the public-water intermodal transportation are simultaneously carried out, the portal crane 500 is not stopped at the crossing of the truck collection vehicle, and a traveling channel of the truck collection vehicle 410 from the truck collection lane 210 to the fixed yard 810 is provided.
A portal crane 600 and traveling rails 603a and 603b parallel to a shoreline are arranged at the front edge of the wharf at the rear upper part close to the land side in a high position, one or more railway loading and unloading lines 700 are arranged under the wharf in a spanning mode, and the railway loading and unloading lines 700 are used for parking railway vehicles 710 for transporting containers. The gantry crane 600 spans or is below the rear boom 602 and one or more container truck loading bays and walkways may be arranged in parallel as desired. A storage yard 820 is arranged under the gantry crane 600, loading and unloading areas of trucks 420 and 430 and walking channels 220 and 230 are arranged under a rear cantilever 602b of the gantry crane 600, and a storage yard 840 is arranged on the outer side of the rear cantilever of the gantry crane. The container truck 420 and the traveling passage 220 are used for transportation of a railway intermodal container, and the container truck 430 and the traveling passage 230 are used for transportation of a railway intermodal container; one or more storage yards can be arranged under the portal crane 600 span or the rear cantilever 602 according to the requirement, the storage yards 820 and 840 are longitudinally arranged in parallel along the railway track 603, a row of box positions with no less than one transverse layer and no less than one layer of layers are arranged, and the storage yards are used for storing railway and public-water intermodal containers and temporarily storing the force connection between the portal crane 600 and the adjacent portal crane 600; and a traveling channel of the collection truck is arranged between the yards according to the requirement, and the collection truck 420 does not have the gantry crane 600 to work at the place when crossing the road port of the collection truck.
Multiple railway load lines 700 may be used to hold multiple trains of railway vehicles 710 and multiple trains of vehicles 710 may be used for container ship straight pick-up continuity. When one train of vehicles is loaded and unloaded, the other train of vehicles which are loaded and unloaded exchanges empty vehicles and heavy vehicles with a station (a yard), and the two loading and unloading lines 701 and 702 are alternately replaced for empty vehicles and heavy vehicles, so that the continuous loading and unloading operation of the container vehicle and the container ship is realized. 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 direct container taking of the molten iron combined transport vehicle and the direct container taking of the iron and public combined transport container can realize the simultaneous loading and unloading.
The plurality of railway loading and unloading lines 700 can be used for parking a plurality of rows of vehicles 710, and the plurality of rows of vehicles 710 can be used for railway direction-divided group loading and unloading operation in the container ship direct taking operation. The train of each track defines a transport direction, and the vehicles of different railway tracks carry containers in different transport directions. The containers unloaded from the shore bridge 300 pass through the container transfer platform 306, the port yard gantry crane 500, the transfer yard 811 and the railway loading and unloading gantry crane 600 to be loaded into vehicles on the same station track in the same transportation direction, and the containers in the same direction can not be marshalled at the station after the loading of the vehicles on the same station track is finished, so that a direct train in the same direction is formed, and the direct train is directly sent out to enter the 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 on different railroad tracks carry different types of containers, and the same track carries the same type of containers. The containers unloaded from the shore bridge 300 pass through the container transfer platform 306, the port yard gantry crane 500, the cross-over yard 811, and the rail loading and unloading gantry crane 600 to be loaded into vehicles of the same type as the vehicles. Containers in the same direction can form the same type of container direct train without marshalling in a station after loading of vehicles on the same station track is finished.
The utility model discloses contain the multi-type intermodal content that highway collection truck vehicle and boat directly got the transportation mode and constitute, because the water route directly gets the operation mode with highway intermodal vehicle and boat is ripe technical process, though the utility model discloses a component parts, this paper is no longer detailed description. But the direct loading and unloading operation of ships, roads and railway vehicles at the same time at the front edge of a wharf is within the range of system composition, functions and operation flow included in the project.
Referring to fig. 1 and fig. 2, the embodiment further discloses a three-dimensional continuous loading and unloading operation method for directly taking container vehicles and ships, and the 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;
the empty railway vehicle runs to a railway loading and unloading line spanned by a second crane from a station according to an instruction issued by the railway container transportation management system;
the first crane grabs and hoists the molten iron intermodal container from the ship to a container transfer platform or a transfer yard under a rear cantilever of the first crane according to an operation plan formulated by a port container management system;
when the arrival times of the heavy ship and the empty wagon can be matched, the third crane runs to a container transfer platform or a transfer yard under the rear cantilever of the first crane, lifts the container to the transfer yard corresponding to the rear cantilever of the third crane, lifts the container to the railway empty wagon in the transfer yard by the second crane, and circulates until the railway empty wagon is full, and the railway heavy wagon loaded with the container is controlled to run out of a railway loading and unloading line;
furthermore, according to an operation plan formulated by the port container management system, the empty vehicles of the public transportation collection trucks drive into the front edge of the wharf along a specified road route and are transported to the lower part of the first crane along a lane, the first crane grabs and lifts the public transportation containers from the ship to the empty vehicles of the public transportation collection trucks striding under the first crane according to the operation plan formulated by the port container management system, the public transportation collection trucks drive out of the front edge of the wharf along the specified road route, and the process is repeated until the unloading of the public containers is finished.
Furthermore, according to an operation plan formulated by a port container management system, empty vehicles of the water and public transport collection trucks are driven into the lower part of a second crane along a specified road route, containers on the ships to be unloaded are hoisted to a container transfer platform or a handover yard under a rear cantilever of the first crane by the first crane, containers are hoisted to the container transfer platform or the handover yard under the rear cantilever of the first crane by a third crane, the containers are hoisted to the handover yard corresponding to the rear cantilever of the third crane, the containers are hoisted to empty vehicles of a plurality of collection trucks on the highway by the second crane in the handover yard, unloading and loading on the highway are completed once, and the process is repeated until loading of the containers on the highway is completed.
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;
the railway heavy vehicle loading the container runs to a railway loading and unloading line spanned by the second crane from the station according to an instruction issued by the railway container transportation management system;
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, the container is placed below the front cantilever of the second crane and in a transfer yard 811 adjacent to the third crane, the third crane lifts the container in the transfer yard 811 and then is placed on the container transfer platform 306 or the transfer yard 812 under the rear cantilever of the first crane, the first crane lifts the container transfer platform 306 or the container in the transfer yard 812 under the rear cantilever of the first crane and operates towards the ship, the container is unloaded on the ship, a hooking operation is completed, the first crane trolley returns to the rear cantilever to wait for the next container to be loaded continuously, and the process is circulated until the railway vehicle is unloaded and the railway vehicle is controlled to drive out of the railway line.
According to an operation plan formulated by a port container management system, a water highway intermodal container collection truck loading containers drives into the front edge of a wharf along a specified road route, the water highway intermodal container collection truck is conveyed to a position under a first crane along a lane, the first crane lifts the containers loaded on the container collection truck, the containers are loaded to a container ship and unloaded, the container collection truck drives out of the front edge of the wharf along a specified road, and the process is repeated until the highway containers are completely loaded on the ship.
According to the operation plan formulated by the port container management system, the water intermodal container collection trucks 420 and 430 are driven under the rear cantilever of the second crane 600 along the specified roads 220 and 230, the second crane 600 lifts the containers to move to the second container transfer yard 811, the third crane 500 places the containers in the second container transfer yard 811 on the container transfer platform 306 or the first container transfer yard 812, the first crane 300 lifts the containers to be shipped to the container ship 10, and the road unloading and shipping are carried out for one time, and the operation is repeated in this way until the road containers are completely shipped.
Further, according to the operation plan formulated by the port container management system, the water highway intermodal container collection truck loading the containers drives into the lower part of the second crane along the specified road route, the second crane 600 lifts the containers to move to the container transfer yard 811, the containers of the container transfer yard 811 are lifted by the third crane 500 and then placed on the container transfer platform 306 or the container transfer yard 812 corresponding to the rear cantilever of the first crane, the containers to be loaded on the container transfer platform 306 or the container transfer yard 812 corresponding to the rear cantilever of the first crane are lifted by the first crane and loaded on the container ship, the road unloading and the loading are completed once, and the process is repeated until the road container loading is completed.
The utility model discloses an unloading ship loading flow still includes following step: when the empty railway vehicle does not reach the loading and unloading line in the waiting process of hauling out and pushing in and exchanging the empty railway vehicle, or the arrival time of the empty railway vehicle is not matched with the short-time capacity of the container ship, and the unloading can not be stopped, the first crane continues unloading the ship, the first crane unloads the container from the ship to the container transfer platform or the transfer yard under the rear cantilever of the first crane, the third crane lifts the container to the transfer yard corresponding to the rear cantilever of the third crane for temporary storage, when the transfer yard position corresponding to the rear cantilever of the third crane is full, the second crane temporarily stores the transferred container in the yard under the second crane, after the empty railway vehicle arrives, the container temporarily stored in the yard corresponding to the rear cantilever of the third crane and the yard under the second crane are lifted from the transfer yard to the railway vehicle, and the whole train of containers are loaded and loaded completely, controlling the heavy railway vehicle loaded with the container to exit the railway loading and unloading line;
the unloading and loading process comprises the following steps: when the railway vehicle loaded with the containers arrives, the container ships do not arrive or are prepared, the short-time capacity is not matched, and the unloading can not be stopped, the second crane continues unloading, the second crane unloads the containers from the railway vehicle, the containers are directly placed in a yard under the second crane for temporary storage, or the second crane unloads the containers from the railway vehicle, the containers are placed in a transfer yard 811 for temporary storage, or the containers are placed in a yard 810 under the second crane or a container transfer platform 306 and a first container transfer yard 812 corresponding to a front cantilever of the second crane through a third crane for temporary storage, the containers temporarily in each yard are sequentially lifted from temporary container positions after the ships arrive, the first crane loads the containers directly or after the containers are transferred, and the railway empty vehicles are controlled to drive out of the railway line after the containers are completely unloaded by the train.
The following are several specific embodiments of the three-dimensional continuous loading and unloading method for the container vehicle and ship of the present invention.
Example 1
Use 1 thigh railway loading and unloading line as the example, the utility model discloses a boats and ships unload railway loading car ship and directly get continuous operation flow, include following step:
(1) the empty train of railway containers delivers the railway vehicle 710 empty by railway locomotive to the railway loading and unloading line 700 spanned by the gantry crane 600 according to the instruction given by the railway container transportation management system.
(2) The quay crane grabs and hoists the highway/water intermodal container from the ship 10 to the quay crane 300 to straddle the highway/water intermodal truck 400 empty vehicle according to an operation plan, and the truck exits from the front edge of the quay along a specified road route;
the shore bridge grabs and hoists the molten iron intermodal container from the ship 10 to a transfer box position of the container transfer platform 306 under the cantilever 302 after the shore bridge 300 according to an operation plan.
(3) When the arrival times of the heavy ship and the empty train can be matched, the portal crane 500 operates to the container transfer platform 306 to transfer the container positions, the containers are lifted to the transfer container positions of the transfer yard 811 below the front cantilever 601 of the portal crane 600 above the railway vehicle 710 to be loaded through transverse and longitudinal displacement, and the containers are lifted to the railway vehicle 710 by the portal crane 600 in the transfer yard 811. And circulating the steps until the railway vehicle is full, and driving the railway locomotive traction train out of the railway loading and unloading line.
The plurality of gantry cranes 500 and the operation area of the gantry crane 600 need to be divided, so that operation conflict is prevented. The working areas can be divided according to the working range or the number of the synchronous working gantry cranes can be divided, and in order to realize the container handover, the working areas are partially overlapped. For example, the shore bridge 300a and the left area thereof are received by the gantry crane 500a, the shore bridge 300a and the right area thereof are received by the gantry crane 500b, and the two gantry cranes are overlapped in the shore bridge 300a area; the gantry crane 500b and its left area can be taken over by the gantry crane 600b, the gantry crane 500b and its right area can be taken over by 600c, and the two gantry cranes 600b, 600c are overlapping working areas in the area of the gantry crane 500 b.
When the container is handed over between the gantry crane 500 and the gantry crane 600, the gantry crane 500 can be selected to be kept immovable in the longitudinal direction, the container is unloaded from the handing-over yard 811, and the gantry crane 600 moves in the longitudinal direction to hoist the container to the railway vehicle 710 of the corresponding railway loading and unloading line 700; or the gantry crane 500 can be selected to move longitudinally to the horizontal position of the gantry crane 600 to unload the container, and the gantry crane 600 lifts the container to the railway vehicle 710 of the corresponding railway loading and unloading line 700; it is also possible that both gantry cranes 500 and 600 perform longitudinal movements for a certain distance within their respective working ranges.
Because the train is a long and large train (the length of a train can reach kilometers), when the running range of the containers connected with the shore bridge 300, the portal crane 500 and the portal crane 600 exceeds the range of the operation area set by one portal crane, a plurality of portal cranes can carry the containers in a relay manner. For example, when the longitudinal distance between the ship unloader 10A and the quay crane 300A and the railway vehicle 710 to be loaded is large, the quay crane 300A lifts the container 100 to be loaded to the container transfer platform 306, the portal crane 500b lifts the container to move right to the edge of the operation area, the container is placed in the area corresponding to the container yard 810A or 811A in the operation overlapping area of the portal cranes 500c and 500b, the portal crane 500c lifts the container to continue to move right and left in the relay direction (the relay process of the portal crane 500 can be continued for many times as required) to the proper transfer position, the portal crane 500c lifts the container to move right and vertically to the horizontal position corresponding to the portal crane 600c, the container is placed in the transfer yard 811, the portal crane 600c lifts the container to move right and vertical to the edge of the operation area and still does not reach the position of the railway vehicle to be loaded, and places the container in the portal crane 600c, The gantry crane 600d adjacent to the position 820B corresponding to the overlapping region 820 d is continuously relayed to move longitudinally and rightwards to the corresponding railway vehicle position for loading (the relay process of the gantry crane 600 can be continued for a plurality of times as required).
(4) When the empty railway vehicle 710 does not reach the loading and unloading line in the waiting process of the hauling-out and pushing-in and exchanging of the empty railway vehicle, or the arrival time of the railway vehicle 710 is not matched with the short-time capacity of the container ship 10, and the ship unloading can not be stopped, the shore bridge 300 continues to unload the ship, the shore bridge 300 unloads the container from the ship 10 to the container transfer platform 306 or the transfer yard 812, the gantry crane 500 lifts the container to the transfer yard 811 for temporary storage, and when the transfer yard 811 is full, the transfer container can be temporarily stored in the transfer yard 820 by the gantry crane 600. After the railway vehicle arrives, the containers temporarily stored in the storage yard 811 and the storage yard 820 are lifted from the cross-over box position and transferred to the railway vehicle 710.
(5) 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.
(6) 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.
(7) The container ships 10a and 10b may be simultaneously moored at the dockside berths 21a and 21b for unloading, and the quay bridges 300a and 300b may be simultaneously used for unloading the different ships 10a and 10b, respectively, or one of the ships. The gantry cranes 500a, 500b, 500c, and 500d flexibly divide the working area as needed, and may all transfer containers to the gantry crane 600 for one shore bridge 300, or may transfer containers to the gantry crane 600 for a plurality of shore bridges 300, respectively. The gantry cranes 600a, 600b, 600c, 600d flexibly partition the work area as required. The ship 10, the shore bridge 300, the gantry crane 500 and the gantry crane 600 can be flexibly arranged and combined for loading and unloading railway vehicles for the ship according to the operation plan.
Example 2
Use 2 stocks of railway loading and unloading lines as the example, but not limited to 2 stocks as the example, the utility model discloses a continuous operation flow is directly got to boats and ships railway loading car ship of unloading, include following step:
in the present embodiment, the contents of the combination, arrangement and matching of the ship 10, the shore bridge 300, the gantry crane 500 and the gantry crane 600 are the same as the contents of the aforementioned case of analyzing the unloading and loading of the 1-strand railway loading and unloading line, and will not be 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 water and public transport containers to the empty vehicles of the water and public transport collection truck 400 according to the operation plan, and the collection truck 400 is driven out of the front edge of the wharf along the route of the specified road 200; the shore bridge 300 picks up and lifts the molten iron intermodal container from the ship 10 to a container transfer platform 306 under a cantilever 302 after the shore bridge.
(3) The gantry crane 500 moves to the delivery station, lifts the container, transfers the container to the delivery yard 811 by the lateral displacement, and transfers the container to the railway vehicle 711 on the railway loading and unloading line 701 by the longitudinal movement of the gantry crane 600 and the lateral displacement of the spreader 601. This is repeated until the rail vehicle 711 is full and the rail locomotive pulls the train 711 out of the rail 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 a cross-over yard 811, where it lifts the containers and transfers them to the rail vehicles 712 on the rail handling line 702 by longitudinal travel and lateral displacement of the spreader 601. This is repeated until the rail vehicle 712 is full and the rail locomotive pulls the train 712 out of the rail loading line 702.
(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. And (4) circulating according to the processes of (3) and (4), realizing the continuous unloading and loading operation of the ship and the railway vehicle.
(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 3
Use 1 strand railway loading and unloading line as an example, the utility model discloses a railway unloading boats and ships loading and ships directly get continuous operation flow includes following step:
(1) the railway container loading train 710 is delivered to the railway loading and unloading line 700 spanned by the gantry crane 600 by a railway locomotive through a station according to an instruction given by the railway container docking management system.
(2) When the arrival time of the heavy vehicle and the empty ship can be matched, the gantry crane 600 loads the railway vehicle 710 with containers and lifts the containers, the containers are moved to a corresponding handover yard 811 through the longitudinal movement of the gantry crane and the transverse displacement of the spreader 601, the containers are placed in the handover yard 811, the gantry crane 500 lifts the containers, the containers are placed on the corresponding container transfer platform 306 through the longitudinal movement of the gantry crane and the transverse displacement of the spreader 503, the containers are lifted from the container transfer platform 306 by the shore bridge 300, the shore bridge trolley and the spreader 305 are moved to the ship 10, the containers are unloaded from the ship 10, a hooking operation is completed, and the cantilever transfer platform 306 waits for the next container to be loaded continuously after the shore bridge trolley returns. The gantry crane 600 and the gantry crane 500 are cycled in this way until the railway vehicle is empty and the train of railway locomotive traction vehicles 710 exits the railway loading and unloading line 700.
The plurality of gantry cranes 600 and the operation area of the gantry crane 500 need to be separated in labor, so that operation conflict is prevented. The working areas can be divided according to the working range or the number of the synchronous working gantry cranes can be divided, and in order to realize the container handover, the working areas are partially overlapped. For example, the shore bridge 300a and the left area thereof are received by the gantry crane 500a, the shore bridge 300a and the right area thereof are received by the gantry crane 500b, and the two gantry cranes are overlapped in the shore bridge 300a area; the gantry crane 500b and its left area can be taken over by the gantry crane 600b, the gantry crane 500b and its right area can be taken over by 600c, and the two gantry cranes 600b, 600c are overlapping working areas in the area of the gantry crane 500 b.
When the container is handed over between the gantry crane 600 and the gantry crane 500, the gantry crane 600 can be selected to be longitudinally kept stationary, the container is placed nearby in a handing-over yard 811, the gantry crane 500 is longitudinally moved to a corresponding container position of the handing-over yard, the container is hoisted to be longitudinally moved to the container transfer platform 306, and the container is transferred to a shore bridge; alternatively, the gantry crane 600 may be moved longitudinally to a place 811 near the gantry crane 500 near the shore bridge 300 to unload the container, and the gantry crane 500 lifts the container to move longitudinally to the horizontal position of the shore bridge 300 handover platform 306, and transfers the container to the shore bridge; the gantry crane 500 and the gantry crane 600 can perform longitudinal movement within their respective working ranges for a certain distance.
Because the train is a long and large train group (the length of a train can reach kilometers), when the running range of the containers connected with the gantry crane 500, the portal crane 600 and the shore bridge 300 exceeds the range of the operation area set by one portal crane, a plurality of portal cranes can carry the containers in a relay manner. For example, when the longitudinal distance between the loading quayside crane 300 and the railway vehicle 710 of the unloading railway loading and unloading line 700 is large, the container to be loaded is lifted from the railway vehicle 710 of the loading and unloading line 700 by the portal crane 600d, and is placed in the corresponding area of the railway container yard 820B in the operation overlapping area of the portal cranes 600d and 600c by moving to the edge of the operation area longitudinally and leftwards, and is continuously relayed by the adjacent portal crane 600c to move longitudinally and leftwards (the relay process of the portal crane 600 is optionally continued for a plurality of times until the suitable handover position) to the horizontal position of the portal crane 500c, the portal crane 600c places the container at the handover yard 811 handover box position below the portal crane 500c, and the portal crane 500c moves longitudinally and leftwards to the edge of the operation area thereof, and places the container at the container yard 810A of the operation overlapping area of the portal cranes 500c and 500B, 811A, moving the adjacent gantry cranes 500b to the right side (the relay process of the gantry cranes 500 may be continued for a plurality of times until the gantry cranes are connected to the proper place) to the proper horizontal position of the cantilever 302 behind the quay crane 300, placing the containers on the container transfer platform 306 by the gantry cranes 500b, hoisting the containers to be loaded on the container ship 10 by the quay crane 300, unloading and loading once, and repeating the above steps until loading is completed.
(3) According to the operation plan, the water and public transport collection truck 400 is driven into the front edge of the wharf along the route of the specified road 200, is transported to the position below the shore bridge along the lane, is lifted by the shore bridge trolley to load the containers of the collection truck 400, is loaded to the container ship to be unloaded, and is driven out of the front edge of the wharf along the specified road, so that the circulation is carried out until the loading of the highway containers is finished. Or the water and public transport collection trucks 420 and 430 drive into the rear cantilever of the portal crane 600 along the specified roads 220 and 230, the portal crane 600 lifts the containers to longitudinally and transversely move to the proper position of the handing-over yard 811, the portal crane 500 places the containers on the container transferring platform 306, the shore bridge 300 lifts the containers to be loaded to the container ship 10, the highway unloading and loading are completed once, and the process is repeated in the cycle until the highway containers are loaded to the ship.
(4) When the railway vehicle 710 arrives, the container ship 10 has not arrived or is ready, the short-time capacity is not matched, and the unloading can not be stopped, the gantry crane 600 continues unloading, the container is unloaded from the railway vehicle 710, the longitudinal movement is carried out to the position adjacent to the door of the corresponding gantry crane 500, the gantry crane 600 places the container at the cross-over container position of the cross-over storage yard 811 for temporary storage, or the gantry crane 500 longitudinally moves to the horizontal position of the rear cantilever 302 of the corresponding shore bridge 300, and the container is placed at the cross-over storage yard 812 or the gantry crane 500 strides down the storage yard 810, or the gantry crane 600 directly places the container at the striding down storage yard 820 for temporary storage. After the ship 10 arrives, the containers are sequentially lifted from the temporary storage spaces at the storage sites 812, 810, 811 and 820, and loaded onto the ship by the shore bridge 300 directly or after transfer.
(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 delivery of goods tickets and real objects without stopping the train through electronic information acquisition at a port inspection gateway.
(7) The container ships 10a and 10b may be simultaneously moored at the dockside berths 21a and 21b for loading, and the quay bridges 300a and 300b may simultaneously carry out loading operations for different ships 10a and 10b, respectively, or may simultaneously carry out loading operations for one of the ships. The gantry cranes 600a, 600b, 600c, 600d flexibly divide the working area as required, and all containers can be placed in the delivery yard 811 below the rear cantilever of one gantry crane 500, or the containers can be placed in the delivery yard 811 corresponding to different gantry cranes 500a, 500b, 500c, 500 d. The gantry cranes 500a, 500b, 500c, 500d flexibly partition the working area as required, can all transfer containers to the container transfer platform 306 for one shore bridge, and can also transfer containers to the respective container transfer platform 306 for a plurality of shore bridges respectively, and then lift the containers by the shore bridges for shipment. The ship 10, the shore bridge 300, the gantry crane 500 and the gantry crane 600 can be flexibly arranged and combined for unloading and loading according to the operation plan.
Example 4
Use 2 stocks of railway loading and unloading lines as the example, but not limited to 2 stocks as the example, the utility model discloses a railway unloading shipment car ship directly gets continuous operation flow includes following step:
in the present embodiment, the contents of the combination, arrangement and matching of the ship 10, the shore bridge 300, the gantry crane 500 and the gantry crane 600 are the same as the contents of the aforementioned 1-strand railway loading and unloading line unloading and loading analysis case, and will not be 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, the container is transferred to the position, close to the cross-over yard 811, of the cross-over box position of the gantry crane 500 through longitudinal traveling and transverse displacement, the gantry crane 500 lifts the container to place the container at the cross-over box position of the container transfer platform 306 through transverse displacement and longitudinal movement, and the quayside trolley lifts the container at the cross-over box position to transport the container 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 quay crane trolley lifts the water intermodal container from the collection truck 400 to ship according to the operation plan; the intermodal containers are hoisted from the container transfer platform 306 to the container vessel 10. The dump truck exits the quay front along the prescribed lane 200. And circulating the steps until all the road containers are loaded on the ship. Or the water and public transport collection trucks 420 and 430 drive into the rear cantilever of the portal crane 600 along the specified roads 220 and 230, the portal crane lifts the containers longitudinally and transversely to the proper position of the handing-over yard 811, the portal crane 500 places the containers on the container transfer platform 306, the shore bridge 300 lifts the containers to be loaded to the container ship 10, the highway unloading and loading are completed once, and the process is repeated in the cycle until the highway containers are loaded to 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 transfers the container to the cross-over location 811 adjacent to the gantry crane 500 for unloading through longitudinal traveling and transverse displacement, and the gantry crane 500 lifts the container to transfer the container to the cross-over location of the container transfer platform 306 for unloading through transverse displacement and longitudinal traveling. The quay crane trolley lifts the container at the transfer location and transports it to the container ship 10, unloads the container, and returns to the quay crane and the cantilever 302 waits for a 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) circulating according to the processes of (3) and (4), realizing the continuous 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 marshalling and then sends out or directly sends out on a loading and unloading line.
Example 5
The utility model discloses parallel arrangement gantry crane's operation method, including following step:
the operation mode and the flow are the same as those of the embodiment 4, and the difference is that more ships and shore bridges can be operated simultaneously.
When a plurality of ships and a plurality of shore bridges operate simultaneously in the operation process and the number of the gantry cranes and the number of the railway loading and unloading lines cannot meet the operation requirement, the gantry cranes may conflict with each other in the container transportation target path. In order to carry out synchronous loading and unloading operations of a plurality of ships and a plurality of shore bridges, a sufficient railway loading and unloading line and a gantry crane need to be configured in addition to the optimization of a control system. Therefore, a storage yard in front of the wharf front edge can be parallel to the portal crane rails 504a and 504b, a row of portal crane rails and a plurality of portal cranes are added, and the port storage yard 810 is still positioned between the two rows of portal crane rails; a row of gantry crane rails and a plurality of gantry cranes are additionally arranged beside a storage yard land side railway line in front of the wharf along the paths parallel to the gantry crane rails 603a and 603b, one or more railway loading and unloading lines are additionally arranged to be parallel to the existing railway line, and all the railway lines are positioned under the span of the gantry cranes.
In the loading and unloading operation, the operation combination of the portal crane 500, the portal crane 600, the railway loading and unloading line 700, the railway vehicle 710 and the shore bridge 300 is not unique, and each device is scheduled by the port management system to be scheduled and scheduled according to the optimal path.
The water public transport, the molten iron public transport, the iron public transport and the like can be carried out simultaneously according to the requirements. The location of each yard can be, but is not limited to, the ground. The utility model discloses be located near harbour forward position storage yard land side with the railway loading and unloading line that leads to such as special topography, site conditions of solution, and the elevation is far above the repacking problem of the container under the pier storage yard condition. The container transfer platform is arranged below the rear cantilever of the quay crane, the gantry crane capable of moving longitudinally is arranged on the temporary yard behind the quay crane at the front edge of the port, the handing-over yard is arranged on the ground below the rear cantilever of the gantry crane, containers hoisted by the quay crane are firstly placed on the container transfer platform, then the handing-over yard placed below the rear cantilever of the handing-over yard is hoisted by the gantry crane above the temporary yard at the front edge of the port, and then the containers are hoisted by the gantry crane above a railway line and are conveyed to a railway vehicle.
The three-dimensional continuous loading and unloading operation system and the method effectively solve the limitation that containers are directly reloaded under special terrain and site conditions, avoid the problem of height difference of direct utilization of the container cards between a shore bridge and a railway loading and unloading gantry crane, save the level of the container cards and the climbing transportation link, solve the direct taking problem under the condition that vehicles and ships are not matched for a short time, greatly improve the operation efficiency, and realize the high-efficiency seamless connection of the molten iron combined transportation in the real sense.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (8)

1. The utility model provides a three-dimensional continuous loading and unloading operation system that container car and ship were directly got which characterized in that: comprises a port terminal and a first crane used for loading and unloading containers on a ship on the shore, wherein the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shore line and a second crane used for loading and unloading the containers on the railway loading and unloading line, the container transferring system is characterized in that a third crane is arranged between the sea side of the second crane and the land side of the first crane, a container transferring platform or/and a first container transferring yard are arranged between the first crane and the third crane, the container transferring platform is simultaneously positioned in the loading and unloading area of the first crane and the loading and unloading area of the third crane, the first container transferring yard is simultaneously positioned in the loading and unloading area of the first crane and the loading and unloading area of the third crane, a second container transferring yard is arranged between the third crane and the second crane, and the second container transferring yard is simultaneously positioned in the loading and unloading area of the third crane and the loading and unloading area of the second crane.
2. The system of claim 1, wherein: the container transfer platform is positioned in the loading and unloading range of the rear cantilever of the first crane and the loading and unloading range of the front cantilever of the third crane; the container transfer platform is arranged on a first crane land side portal.
3. The system of claim 1, wherein: the railway loading and unloading line and the second crane are arranged on the high ground above the rear side of the third crane on the front edge of the wharf; the first crane and the third crane are arranged on the ground of the wharf frontage, and the high ground above the rear side of the land side of the third crane is higher than the ground of the wharf frontage.
4. The system of claim 1, wherein: a first crane walking rail parallel to a shoreline is arranged on the shoreside of the wharf front edge, and at least one first crane is supported on the first crane walking rail; a third crane running rail parallel to the shoreline is arranged on the land side of the wharf front edge, which is positioned on the first crane, at least one third crane is supported on the third crane running rail, a second crane running rail parallel to the shoreline is arranged on the high land above the land side rear part of the third crane, at least one second crane is supported on the second crane running rail, and a railway loading and unloading line is positioned below the second crane.
5. The system of claim 1, wherein: the front edge of the wharf is provided with a truck collecting lane extending to the lower part of the first crane and used for a truck to travel, so that transportation of the highway and water combined transport container is realized; and a truck collecting lane extending to the lower part of the second crane is arranged beside the railway loading and unloading line and used for a truck to run, so that the transportation of the highway-railway combined transportation container or/and the transportation of the highway-railway combined transportation container are realized.
6. The system of claim 1, wherein: a storage yard is arranged below the second cranes and is used for temporary storage of the relay handover between two adjacent second cranes or temporary storage of containers;
and a storage yard is arranged below the third cranes and is used for temporary storage of relay handover between two adjacent third cranes, or temporary storage of port containers, or a temporary storage yard of containers when the train taking and delivering time of a ship and a railway is short and the train taking and delivering time is not connected, or the temporary storage yard of public water intermodal containers.
7. The system of claim 6, wherein: all yards, container handing-over yards all arrange along vertically being on a parallel with the shoreline, and set up transversely to be no less than one row, and the number of piles is no less than the handing-over case position of one deck.
8. The system of claim 1, wherein: and a card collecting lane extending to the lower part of the third crane is arranged at the front edge of the wharf and used for realizing transportation of the highway-water combined transportation container.
CN202023235425.0U 2020-12-28 2020-12-28 Three-dimensional continuous loading and unloading operation system for directly taking container vehicles and ships Active CN215248288U (en)

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Application Number Priority Date Filing Date Title
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