CN215557401U - Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship - Google Patents

Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship Download PDF

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Publication number
CN215557401U
CN215557401U CN202023219307.0U CN202023219307U CN215557401U CN 215557401 U CN215557401 U CN 215557401U CN 202023219307 U CN202023219307 U CN 202023219307U CN 215557401 U CN215557401 U CN 215557401U
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China
Prior art keywords
cantilever
railway
container
unloading
loading
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CN202023219307.0U
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Inventor
王刚
田道明
何红忠
赵德林
肖宇松
何旭龙
李兵
宾松
谢鹏
葛大勇
周伟丽
沈毓婷
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Yichang Transportation Investment Co ltd
China Railway Wuhan Survey and Design and Institute Co Ltd
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Yichang Transportation Investment Co ltd
China Railway Wuhan Survey and Design and Institute Co Ltd
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Priority to CN202023219307.0U priority Critical patent/CN215557401U/en
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Abstract

A direct-taking continuous loading and unloading operation system of a molten iron combined transport vehicle and ship comprises a shore bridge, wherein a transverse cantilever is arranged on the shore bridge, the cantilever comprises a front cantilever and a rear cantilever, a shore bridge trolley which reciprocates between the front cantilever and the rear cantilever along the length direction of the cantilever is arranged on the cantilever, the shore bridge trolley is connected with a shore bridge sling for hoisting or lowering a container, the front cantilever is positioned above a sea side berth at the front edge of a wharf, the container to be hoisted is positioned on a container ship at the sea side berth, the rear cantilever is positioned above a railway track, a loading and unloading system for receiving the container lowered by the shore bridge spreader and transporting the container to a railway vehicle is arranged at the railway track, the shore bridge spreader is used for lifting the container from a container ship below the front cantilever, moving the container to the end of the rear cantilever and putting the container down to a loading and unloading system below the rear cantilever.

Description

Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship
Technical Field
The utility model relates to the field of container molten iron combined transportation, in particular to a direct-taking continuous loading and unloading operation system for a molten iron combined transportation vehicle and ship.
Background
The current container molten iron intermodal transportation modes mainly comprise the following three modes.
Mode one, operation flow: the method comprises the steps of (1) ship ← → a shore container crane (shore bridge) ← → an internal collection truck ← → a rear yard and yard gantry machine ← → an external collection truck ← → a railway container yard ← → a railway loading and unloading linear gantry crane ← → a railway vehicle, and in the mode, a railway loading and unloading yard and a port wharf are independently arranged, and in the mode, the external collection truck is adopted for container exchange transportation between the railway loading and unloading yard and the wharf yard, and the container transportation of the molten iron is realized by connecting an external road between the railway loading and unloading yard and the wharf yard;
mode two, operation flow: the method comprises the following steps of (1) ship ← → a shore container crane (shore bridge) ← → an internal collection truck ← → a rear yard and yard gantry crane ← → a railway loading and unloading line gantry crane ← → a railway vehicle, and a mode II railway loading and unloading line is positioned in the yard behind the port, wherein the railway container loading and unloading line and the quay bridge have a certain distance in the mode, and the container reloading transportation needs to be provided with a certain number of internal collection trucks for short barge through road transportation in the yard;
mode three, operation flow: the method comprises the steps of ← → a shore container crane ← → a railway loading and unloading line vehicle at the front edge of a wharf, a mode three-iron road loading and unloading line extends to the front edge of the wharf, reloading operation between waterway transportation and railway transportation does not pass through yard operation, and 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, and the occupied area of the storage yard can be reduced;
existing mode prior art limitation analysis:
the first mode is as follows:
1) the distance between the railway container loading and unloading yard and the wharf storage yard is long, the containers between the two yards need to be handed over by an external truck, and the transportation and time cost is high.
2) The loading and unloading equipment and the storage yard are independently arranged, so that the repeated investment of the equipment and the storage yard is caused from the perspective of the overall layout of the combined transportation of the molten iron, and the engineering investment cost is higher.
3) The link of the molten iron combined transportation is complex, the efficiency is low, and the development strategy of 'getting through the last kilometer' of the molten iron combined transportation advocated by the state at present is not met.
4) The railway loading and unloading field and the port storage yard need high rear depth conditions, the connecting road between the railway loading and unloading field and the port is not suitable to be too long, the height difference between the two fields is limited by the length of the connecting road, and the larger the height difference is, the longer the line length of the connecting road is, and the higher the external transportation cost and the time cost of the container are.
And a second mode:
1) the mode is suitable for wharfs with large transportation capacity, and the cost is reduced by flattening the transportation capacity.
2) The railway loading and unloading area is required to be equipped with loading and unloading equipment and a storage yard, so that the engineering investment is large and the operation cost is increased.
3) The railway loading and unloading field and the port yard need to have higher rear depth condition and need to be positioned on the same horizontal elevation as the port yard, so that the height of the track of a railway loading and unloading area of a railway introduced into a port is limited. Especially, when a port in an area with large water level change amplitude of an internal river needs to pass through a large dike, the limit condition on the elevation is more.
And a third mode:
1) under the premise that a railway vehicle to be loaded and unloaded does not have power to stay on a loading and unloading line at the front of a wharf and a ship is fixedly anchored at a berth position during loading and unloading at a port, the direct loading and unloading of containers between the ship and the railway vehicle are realized by longitudinally moving a wharf front shore bridge cart, only about 10 standard containers can be loaded and unloaded in each hour, the loading and unloading operation efficiency is low, and synchronous operation of a plurality of shore bridges cannot be realized.
2) On the premise that the railway vehicle to be loaded and unloaded has traction power and can be matched with a shore bridge cart and a shore bridge trolley, the railway vehicle to be loaded and unloaded longitudinally moves under the traction of power equipment to be aligned with a shore bridge, and the reloading operation of containers directly taken by vehicles and ships is realized. The layout has higher efficiency in a vehicle and ship direct taking mode, but the longitudinal traction of the vehicle requires longer shoreline which is twice of the length of the vehicle to be loaded, and simultaneously has high requirement on the alignment precision of traction power equipment.
3) The time matching requirement of the railway train and the operation ship in the mode is high, the time of arrival and departure of the railway train, the time of arrival and development of a wharf ship and the consistency and reasonability of a loading and unloading operation plan of a loading and unloading mechanical vehicle are well coordinated through information intercommunication between the ship and a railway train workshop, a large amount of idle time for mutual waiting of the railway train and the ship is avoided, and the overall loading and unloading efficiency is reduced.
4) The railway loading and unloading line is introduced into the front edge of a wharf of a shoreline, in order to reduce interference with internal traffic, the elevation of a railway loading and unloading line track is consistent with or slightly lower than the elevation of a road surface at the front edge of the wharf, so that higher requirements are put forward on railway line selection and longitudinal section condition gradient, and the railway loading and unloading line under the mode cannot be attracted under the condition that the height difference between a railway track contact point and the wharf of the port is too large.
And (4) analyzing and concluding:
the mode I and the mode II are widely applied to the molten iron intermodal transportation in China, the related technology is relatively mature, but the mode cannot realize the seamless connection of the molten iron intermodal transportation, the transportation efficiency is low, the operation cost is high, the mode is only suitable for the transportation of the scattered cargo flows, and the development strategy of the molten iron intermodal transportation mode of the comprehensive transportation in China is not met; the second mode is more suitable for the port with large combined transportation workload of molten iron, and the investment cost for small workload is relatively high; and the third mode gradually shows the development space and advantages along with the change of the large traffic pipe pattern in China and the development of information technology.
The depth condition of the rear part of the wharf in the first mode and the second mode is higher, and the front part and the rear part of a shoreline embankment are required to have enough construction space, so that the influence of factors such as terrain conditions, urban planning, construction land and the like is limited, and the mode III adopts a vehicle-ship direct taking mode, so that the space at the front edge of the wharf is fully utilized, the area of a storage yard is saved, the land construction space is greatly reduced, and certain conflict exists with the short lightering transportation of vehicles inside the port.
The elevation of the railway loading and unloading line track of the third mode is limited by the construction elevation of the wharf, and the effect of reducing the elevation is achieved by the railway line spreading for the large height difference between the railway track connecting station and the wharf, so that the construction cost of the railway is greatly increased, and the popularization of the third mode under the condition that the height difference between the railway line and the wharf cannot be overcome is limited.
SUMMERY OF THE UTILITY MODEL
In view of the technical defects and technical drawbacks in the prior art, an embodiment of the present invention provides a direct-fetching continuous loading and unloading operation system for a molten iron transportation vehicle and a ship, which overcomes or at least partially solves the above problems, and has the following specific schemes:
a direct-taking continuous loading and unloading operation system of a molten iron combined transport vehicle and ship comprises a shore bridge, wherein a transverse cantilever is arranged on the shore bridge, the cantilever comprises a front cantilever and a rear cantilever, a shore bridge trolley which reciprocates between the front cantilever and the rear cantilever along the length direction of the cantilever is arranged on the cantilever, the shore bridge trolley is connected with a shore bridge sling for hoisting or lowering a container, the front cantilever is positioned above a sea side berth at the front edge of a wharf, the container to be hoisted is positioned on a container ship at the sea side berth, the rear cantilever is positioned above a railway track, a loading and unloading system for receiving the container lowered by the shore bridge spreader and transporting the container to a railway vehicle is arranged at the railway track, the shore bridge spreader is used for lifting the container from the container ship below the front cantilever, moving the container to the end of the rear cantilever and putting the container down to a loading and unloading system below the rear cantilever;
the crane comprises a cantilever, a front cantilever and a rear cantilever, wherein a first slide rail along the length direction of the cantilever is arranged on the cantilever, the first slide rail extends from the front cantilever to the rear cantilever, and the shore bridge trolley is connected to the first slide rail in a sliding manner.
Further, the handling system includes that it is used for lifting by crane the first hoisting device on to rail vehicle and being located to be located rail vehicle department the AGV lane of rail way one side towards the railway longitudinal direction extension, AGV lane one end is located the rear overhang arm below, the other end is located first hoisting device below, the AVG dolly that has stayed along the operation of AGV lane on the AGV lane, the AVG dolly is used for accepting the container that bank bridge hoist transferred in rear overhang arm below, and will the container is carried first hoisting device below along the AGV lane, first hoisting device is used for with container on the AVG dolly lifts by crane to rail vehicle on.
Further, the first crane is a first railway gantry crane, a cross beam of the first railway gantry crane crosses a railway track, a first loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the first railway gantry crane, a first gantry crane for hoisting or lowering a container is connected to the first loading and unloading trolley, the AVG trolley is used for receiving the container lowered by the shore bridge crane and moves the container to the position below the cross beam of the first railway gantry crane along the longitudinal movement of an AGV lane, and the first railway gantry crane is used for hoisting the container by the first gantry crane, moving the container to the position above a railway vehicle and lowering the container to the railway vehicle;
the first railway portal crane is characterized in that a beam of the first railway portal crane is provided with a second slide rail along the length direction of the beam, and the first loading and unloading trolley is connected to the second slide rail in a sliding manner.
Further, the operating system still includes the temporary stack system, the temporary stack system includes collection truck, collection card lane and second hoisting device, the one end in collection card lane is located bank bridge cantilever below, and the other end is located the second hoisting device below, collection truck move in on the collection card lane, second hoisting device below is provided with the temporary stack yard, collection truck is used for moving to bank bridge cantilever below and accepts the container that bank bridge hoist was transferred to move along collection truck lane to the second hoisting device below, second hoisting device is used for hoisting from collection truck the container is transferred the container to the container the temporary stack yard.
Further, the second hoisting device is a second railway portal crane, a temporary yard is arranged below a cross beam of the second railway portal crane, a second loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the second railway portal crane, a second door type lifting appliance for lifting or lowering containers is connected to the second loading and unloading trolley, the collection truck is used for moving to the position below a shore bridge cantilever to carry the containers lowered by the shore bridge lifting appliance and moving to the position below the cross beam of the second railway portal crane along a collection truck path, and the second door type lifting appliance is used for lifting the containers from the collection truck and lowering the containers to the temporary yard.
Furthermore, the beams of the second railway gantry crane comprise a front beam close to the shore bridge, a rear beam far away from one side of the shore bridge and a middle beam between the front beam and the rear beam, the other end of the truck collecting lane is positioned below the rear beam, the temporary yard is positioned below the middle beam, the handling system is positioned below the front beam, and the truck collecting vehicle is also used for hoisting the container from the temporary yard and lowering the container onto the handling system below the front beam;
and a third slide rail along the length direction of the beam is arranged on the beam of the second railway portal crane, and the second loading and unloading trolley is connected to the third slide rail in a sliding manner.
The utility model has the following beneficial effects:
the scheme of the utility model realizes a vehicle and ship direct taking handover mode under the condition that the height difference exists between the railway loading and unloading line and the front edge of the wharf, and solves the height difference problem between the railway loading and unloading line and the front edge of the wharf through the sinking type loading and unloading system on the premise of saving wharf storage yards and reducing short barge transportation cost; the intelligent automation of the relative positioning of the container and the vehicle to be loaded is realized through the platform AGV trolley, the alignment link of a shore bridge and the vehicle to be loaded is cancelled, the longitudinal traveling distance of a wharf loading and unloading system portal crane, a yard portal crane and the shore bridge is reduced, and the loading efficiency of the whole container is improved; the problem of unmatched handing-over of loading and unloading time under the special condition of a vehicle and a ship is solved through the outside storage yard of the loading and unloading system, and efficient seamless connection of the combined molten iron transportation with the elevation of a railway loading and unloading line lower than that of the front edge of a wharf is achieved.
Drawings
Fig. 1 is a schematic mechanism diagram of a direct-fetching continuous loading and unloading system for a molten iron transportation vehicle and vessel according to an embodiment of the present invention;
in the figure: 100. container, 300, shore bridge, 301, front cantilever, 302, rear cantilever, 303, shore bridge trolley, 304, shore bridge spreader, 400, dump truck, 600, first railway gantry crane, 601, first portal spreader, 602, front beam, 603, rear beam, 800, temporary yard, 70, handling system, 700, second railway gantry crane, 701, second portal spreader, 710, railroad train, 730, AVG trolley.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part 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.
As shown in fig. 1, as a first embodiment of the present invention, there is provided a continuous loading and unloading operation system for directly taking a molten iron intermodal vehicle or ship, comprising a shore bridge 300, wherein a transverse cantilever is arranged on the shore bridge 300, the cantilever comprises a front cantilever 301 and a rear cantilever 302, the cantilever is provided with a shore bridge trolley 303 reciprocating between the front cantilever 301 and the rear cantilever 302 along the length direction of the cantilever, the shore bridge trolley 303 is connected with a shore bridge spreader 304 for lifting or lowering a container 100, the front cantilever 301 is located above a sea side berth at the front edge of a quay, the container 100 to be lifted is located on a container ship at the sea side berth, the rear cantilever 302 is located above a railway track, the railway track is provided with a loading and unloading system 70 for receiving the container 100 lowered by the shore bridge spreader 304 and transporting the container 100 to a railway vehicle 710, the shore bridge spreader 304 is used for lifting the container 100 from the container ship below the front cantilever 301, moving the container 100 to the end of the rear boom 302 and lowering the container 100 onto the handling system 70 below the rear boom 302;
wherein, be provided with on the cantilever along cantilever length direction's first slide rail, first slide rail extends to back cantilever 302 by the preceding cantilever 301 of cantilever, bank bridge dolly 303 sliding connection in on the first slide rail, wherein, bank bridge 300 can have a plurality ofly, and is a plurality of bank bridge 300 arranges in proper order along longitudinal direction.
Wherein, the handling system 70 comprises a first lifting device located at the railway vehicle 710 for lifting the container 100 to the railway vehicle 710 and an AGV lane located at one side of the railway track extending towards the longitudinal direction of the railway, one end of the AGV lane is located below the rear cantilever 302, the other end is located below the first lifting device, an AVG trolley 730 running along the AGV lane is stopped on the AGV lane, the AVG trolley 730 is located on the AGV lane below the rear cantilever 302 when the container 100 is not loaded, and is used for receiving the container 100 placed by the shore bridge spreader 304 below the rear cantilever 302 and conveying the container 100 to the lower part of the first lifting device along the AGV lane, and the first lifting device is used for lifting the container 100 on the AVG trolley 730 to the railway vehicle 710.
Preferably, the first lifting device is a first railway gantry crane 600, a cross beam of the first railway gantry crane 600 crosses a railway track, a first loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the first railway gantry crane 600, a first gantry crane 601 for lifting or lowering the container 100 is connected to the first loading and unloading trolley, the AVG trolley 730 is used for receiving the container 100 lowered by the shore bridge crane 304 and moves the container 100 to the position below the cross beam of the first railway gantry crane 600 along the longitudinal direction of an AGV lane, and the first railway gantry crane 600 is used for lifting the container 100 by the first gantry crane 601, moving the container 100 to the position above a railway vehicle 710 and lowering the container 100 to the railway vehicle 710;
the number of the first railway gantry crane 600 may be one or more, a second slide rail along the length direction of the cross beam is arranged on the cross beam of the first railway gantry crane 600, and the first loading and unloading trolley is slidably connected to the second slide rail.
In the above embodiment, when it is required to transport the container 100 on the sea side berth container ship to the railway vehicle 710, the quay crane truck 303 is controlled to move to the front cantilever 301, the quay crane spreader 304 is lowered onto the container ship under the front cantilever 301, the container 100 to be lifted is lifted by the quay crane spreader 304, then the quay crane truck 303 is controlled to move to the rear cantilever 302 of the cantilever, the container 100 is lowered by the quay crane spreader 304 onto the AVG truck 730 under the rear cantilever 302, the container 100 is transported along the AGV lane to under the first railway portal crane 600 by the AVG truck 730, the first railway portal crane 600 lifts the container 100 on the AVG truck 730 onto the railway vehicle 710, the first railway portal crane 600 lifts the container 100 on the AVG truck 730 by the first portal crane 601, moves the container 100 to over the railway vehicle 710, and the container 100 is lowered onto the railway vehicle 710, thereby completing the straight-through loading and unloading work of the ship.
Preferably, the working system further comprises a temporary piling system, the temporary piling system comprises a truck 400, a truck collection lane and a second hoisting device, one end of the truck collection lane is positioned below the cantilever of the shore bridge 300, the other end of the truck collection lane is positioned below the second hoisting device, the truck collection 400 runs on the truck collection lane, a temporary piling site is arranged below the second hoisting device, the truck collection 400 is used for moving to the position below the cantilever of the shore bridge 300 to receive the container 100 placed by the shore bridge spreader 304 and moving to the position below the second hoisting device along the truck collection lane, and the second hoisting device is used for hoisting the container 100 from the truck collection 400 and placing the container 100 to the temporary piling site.
Preferably, the second crane is a second railway gantry crane 700, a temporary yard is arranged below a cross beam of the second railway gantry crane 700, a second loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the second railway gantry crane 700, the second loading and unloading trolley is connected with a second portal crane 701 for hoisting or lowering the container 100, the container truck 400 is used for moving to the position below a cantilever of the shore bridge 300 to receive the container 100 lowered by the shore bridge crane 304 and moving to the position below the cross beam of the second railway gantry crane 700 along a truck collection track, and the second portal crane 701 is used for hoisting the container 100 from the container truck 400 and lowering the container 100 to the temporary yard.
Preferably, the beams of the second railroad portal crane 700 include a front beam 602 near the shore crane 300, a rear beam 603 far from the side of the shore crane 300, and a middle beam between the front beam 602 and the rear beam 603, the other end of the truck bed is located below the rear beam 603, the temporary yard is located below the middle beam, the handling system 70 is located below the front beam 602, and the truck 400 is further used for lifting the container 100 from the temporary yard and lowering the container 100 onto the handling system 70 under the front beam 602;
the number of the second railway gantry crane 700 may be one or more, a third slide rail along the length direction of the cross beam is arranged on the cross beam of the second railway gantry crane 700, and the second loading and unloading trolley is connected to the third slide rail in a sliding manner; the shore bridge lifting appliance 304, the first door type lifting appliance 601 and the second door type lifting appliance 701 are all automatic telescopic lifting appliances.
In the above embodiment, in case that the time of the loading and unloading vehicle is not matched with that of the container ship, the quay crane spreader 304 may be controlled to lower the container 100 onto the collection truck 400, the collection truck 400 carries the container 100 and moves along the collection truck track to below the rear cross member 603 of the second railroad portal crane 700, the container 100 is lifted from the collection truck 400 by the second portal spreader 701 of the second railroad portal crane 700 and moves the container 100 down to the temporary yard, a small number of containers 100 to be loaded and unloaded may be stocked in the temporary yard 800, thereby greatly saving the area of the yard and reducing the harbor stockpiling and working costs, when the loading and unloading vehicle is idle, the container 100 is lifted from the temporary yard 800 by the second portal spreader 701 of the second railroad portal crane 700, moves to the front cross member 602 and lowers the container 100 onto the AVG trolley 730 below the front cross member 602, the container 100 is transferred along the AGV lane to the lower side of the first railway gantry crane 600 by the AVG trolley 730, the first lifting device is used for lifting the container 100 on the AVG trolley 730 onto the railway vehicle 710, the first railway gantry crane 600 lifts the container 100 on the AVG trolley 730 by the first gantry crane 601, moves the container 100 above the railway vehicle 710, and lowers the container 100 onto the railway vehicle 710. Because the loading and unloading operation of the container 100 between the ship and the railway vehicle 710 can be automatically controlled, the loading and unloading efficiency is high, the human resources are saved, and the transportation cost of the intermodal transportation and the connection of the container 100 is reduced.
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 utility model, 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 (6)

1. The utility model provides a continuous loading and unloading operation system is directly got to liquid iron intermodal vehicle ship, a serial communication port, including the bank bridge, be provided with horizontal cantilever on the bank bridge, be provided with on the cantilever and come and go the bank bridge dolly between front cantilever and back cantilever along cantilever length direction, be connected with the bank bridge hoist that is used for lifting by crane or transfer the container on the bank bridge dolly, the cantilever includes front cantilever and back cantilever, front cantilever is located the sea side berth top at pier front, and the container of treating to lift by crane is located on the container boats and ships at sea side berth, back cantilever is located the railway rails top, railway rails department is provided with and is used for accepting the container that the bank bridge hoist was transferred and will the loading and unloading system on the rail vehicle is transported to the container.
2. The direct-taking continuous loading and unloading system of the molten iron linkage vehicle and ship according to claim 1, wherein the loading and unloading system comprises a first hoisting device located at the railway vehicle for hoisting a container onto the railway vehicle and an AGV lane located at one side of the railway track and extending towards the longitudinal direction of the railway, one end of the AGV lane is located below the rear suspension arm, the other end of the AGV lane is located below the first hoisting device, and an AVG trolley which runs along the AGV lane stops on the AGV lane.
3. The direct-taking continuous loading and unloading operation system for the molten iron intermodal vehicle and vessel as claimed in claim 2, wherein the first lifting device is a first railway portal crane, a cross beam of the first railway portal crane crosses a railway track, a first loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the first railway portal crane, and the first loading and unloading trolley is connected with a first portal lifting appliance which is used for lifting or lowering a container.
4. The molten iron intermodal vehicle and ship direct-taking continuous loading and unloading operation system as claimed in claim 1, wherein the operation system further comprises a temporary stacking system, the temporary stacking system comprises a truck, a truck collecting lane and a second hoisting device, one end of the truck collecting lane is located below a shore bridge cantilever, the other end of the truck collecting lane is located below the second hoisting device, the truck collecting lane runs on the truck collecting lane, and a temporary stacking yard is arranged below the second hoisting device.
5. The continuous loading and unloading operation system for the direct taking of the molten iron intermodal vehicle and ship according to claim 4 is characterized in that the second hoisting device is a second railway portal crane, a temporary stacking yard is arranged below a cross beam of the second railway portal crane, a second loading and unloading trolley which moves back and forth along the length direction of the cross beam is arranged on the cross beam of the second railway portal crane, and the second loading and unloading trolley is connected with a second portal type lifting appliance used for lifting or lowering a container.
6. The continuous handling operation system for direct taking of the molten iron intermodal vehicle and vessel according to claim 5, wherein the cross beams of the second railway portal crane comprise a front cross beam close to the shore bridge, a rear cross beam far away from one side of the shore bridge and a middle cross beam between the front cross beam and the rear cross beam, the other end of the truck collecting lane is located below the rear cross beam, the temporary stacking yard is located below the middle cross beam, and the handling system is located below the front cross beam.
CN202023219307.0U 2020-12-28 2020-12-28 Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship Active CN215557401U (en)

Priority Applications (1)

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CN202023219307.0U CN215557401U (en) 2020-12-28 2020-12-28 Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202023219307.0U CN215557401U (en) 2020-12-28 2020-12-28 Direct-taking continuous loading and unloading operation system for molten iron combined transport vehicle and ship

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Publication Number Publication Date
CN215557401U true CN215557401U (en) 2022-01-18

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