KR20190065006A - Intermodal Track Automatic Freight Transport System - Google Patents

Abstract

Disclosed is an intermodal private track automatic freight transport system. An embodiment of the present invention includes: a terminal having a stop part in which a truck loading a container box stops; a platform formed on the stop part and having a plurality of carts in which the container box of the truck is unloaded and loaded; a transfer path connected to the platform; and a moving track unit which is formed on the transfer path and in which the cart is moved. Accordingly, the present invention is possible to minimize a freight transport cost by using the track to transfer a large quantity of the container box, is possible to prevent a traffic jam, and is possible to reduce greenhouse gas and minimize an initial investment cost in comparison with a conventional a lead-in wire railway system.

Description

{Intermodal Track Automatic Freight Transport System}

More particularly, the present invention relates to an automatic modular railway cargo transportation system for intermodal vehicles, and more particularly, to a railway cargo transportation system for intermodal transportation, The present invention relates to an intermodal dedicated trackless automatic cargo transportation system.

Unless otherwise indicated herein, the contents set forth in this section are not prior art to the claims of this application and are not to be construed as prior art to be included in this section.

Container shipments are on the rise, especially in the new ports including Busan and Incheon, due to the formation of a global trading market due to the expansion of free trade.

In Korea, the cost of maintenance due to traffic congestion, air pollution and noise increase due to cargo transportation system mainly based on road transportation, and heavy traffic accidents and road breakage are increasing every year.

In order to solve the environmental pollution problem which is a chronic problem in the road-based cargo transportation system and to reduce the national logistics cost, research on new transportation means is urgently required.

Recently, much research has been actively conducted to establish an integrated transport system that can effectively link roads, railways, shipping, and airplanes, and promote sustainable green growth.

International patent application WO2010043967A1 discloses a " rail transport system for mining. "

The prior art is a rail-based system that transports material independently from an automated, self-propelled railcar to transport it from the mine to the processing site or to the main transport port at the port.

It is an object of the present invention to provide an automatic intermodal automatic freight transportation system capable of minimizing cargo transportation cost, reducing traffic congestion, reducing greenhouse gas, and minimizing initial investment cost compared with existing railway railroad system.

The object of the embodiment is to provide a stopper for stopping a vans loaded with a container box, A platform formed at a stop portion and arranged in a plurality of bogie trays in which a container box of a lorry is lowered or removed; A conveyance passage connected to the platform; And a moving line portion formed in the transfer path and on which the bogie is moved.

And the plurality of bogies are connected by a connecting bar hinged to be rotatable.

The moving line section includes a transition section for changing the direction of the bogie. The transition section is formed such that the interval of the orbits gradually increases and is connected to the platform. The bogie rotates while traveling in the transition section, And the direction of rotation is switched.

Wherein the bogie is hinged to rotate the traveling device formed with the traveling wheel in contact with the rail at the lower part thereof.

The bogie includes fixing means for fixing the container box.

The power unit includes a propelling conductor plate formed on the road, and a linear induction motor formed on the bogie and corresponding to the propulsion conductor plate.

A direction changing means for guiding the rotation of the bogie is formed in the transition section, the direction changing means comprising: a guide wheel protruding from a side surface of the bogie; And a traveling support formed on the traveling line portion and contacting the guide roller.

According to the disclosed embodiments, it is possible to minimize the cargo transportation cost, to prevent traffic congestion, to reduce the greenhouse gas and to minimize the initial investment cost compared to the existing railway railway system by transporting a large number of container boxes using the track railway .

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a configuration diagram showing an intermodal dedicated track automated cargo transportation system according to an embodiment;
2 is an enlarged perspective view of the 'terminal' in FIG. 1,
FIG. 3 is a plan view showing a 'transition section' of the intermodal dedicated track automated cargo transportation system according to the embodiment,
FIG. 4 is a perspective view showing a 'transit section of a transition section' of the intermodal dedicated track automated cargo transportation system according to the embodiment,
FIGS. 5A to 5C are views showing an operation example in a 'transition section' of an intermodal dedicated track automated cargo transportation system according to an embodiment;
FIG. 6 is a front view of a 'general section of a moving line section' of an intermodal dedicated orbital automatic cargo transportation system according to an embodiment,
FIG. 7 is a side view of a 'transition section of a moving line portion' of an intermodal exclusive orbital automatic cargo transportation system according to an embodiment. FIG.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. It does not mean anything.

In addition, the sizes and shapes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation, and the terms defined specifically in consideration of the configuration and operation of the present invention may vary depending on the intention or custom of the user, operator It should be noted that the definitions of these terms should be made on the basis of the contents throughout this specification.

1 is an enlarged perspective view of a 'terminal' in FIG. 1, FIG. 3 is a cross-sectional view of an intermodal dedicated cargo transportation system according to an embodiment of the present invention. FIG. FIG. 4 is a perspective view showing a 'transit section of a transitional section' of an intermodal dedicated tracked automatic cargo transportation system according to the embodiment, and FIGS. 5A to 5C are perspective views showing a transitional section FIG. 6 is a front view and a diagram of a 'general section of a moving line section' of an intermodal dedicated track automated cargo transportation system according to an embodiment. 7 is a side view of the 'transitional section of the moving line section' of the intermodal exclusive orbital automatic cargo transportation system according to the embodiment.

As shown in FIGS. 1 to 7, the intermodal dedicated orbit automatic cargo transportation system according to the embodiment includes a stop section 100 where a vans W carrying a container box stop, ; A platform 200 formed on the stopper 100 and having a plurality of bogies 2 arranged and arranged in a container box 150 of the vans; A conveyance passage (300) connected to the platform (200); And a moving line portion 400 formed on the transfer path 300 and on which the carriage 2 is moved.

The terminals T1 and T2 and the platform 200 are respectively provided at a source and a destination.

A number of parking spaces are formed so that the vans loaded with the container box 150 are stopped to form the stopper 100.

The stopper section 100 is formed on both sides of the platform 200. A lorry which has entered the one stopper section 100 stops temporarily on the truck 2 and takes off or lifts the container box 150, 100).

Therefore, the lorry can move up and down the container box 150 while passing through the truck 2 of the platform 200 in a drive-through manner, thereby increasing the space utilization rate and speeding up work.

The bogie 2 is formed such that the traveling device 24 having the wheels 22 running thereon in contact with the rail 420 of the traveling line part 400 is hinged and rotated.

The traveling device 24 is a bolsterless welding integral structure.

The wheel 22 is installed outside the side frame.

A load of the vehicle body is supported by the bolster, and a rotatable center pivot and a side roller are formed to facilitate the rotation of the vehicle body.

The bogie 2 includes fixing means (not shown) for fixing the container box 150.

The fastening means may comprise a clamping unit that is fastened to the container box (150).

The truck 2 has a length (L = 14.7 m) and a width (W = 2.9 m) so that the container box can be loaded, and the strength and rigidity of the vehicle body are ensured.

The height of the carriage (2) is 1.125 m at the rail face (R.L), and the gauge of the existing railway car is 1,435 mm.

The length of the vehicle body of the truck 2 is made about 2,000 mm larger than the length (12,430 mm to 12,630 mm) of the container box, ensuring ease of getting off and going up and down the trailer.

The height of the vehicle body of the bogie 2 is set to secure a space for installing the bogie under the underframe and maintain compatibility with the height of the railroad cargo terminal (1,100 mm).

The inter-axis distance is 2,500 mm, and the inter-axis distance is set larger than that of the existing wagon bogie 2 in order to form the power means on both axles of the axle.

The wheel diameter is 860 mm, and the wheel diameter is set in consideration of the wheel usage of the existing car, the compatibility of the rail and the rail, safety, and the like.

The distance between the bogies (2) is 9,700 mm, and the distance between the bogies is set in consideration of smooth running, safety, knitting and the like having a minimum curve radius of R150 m.

The performance of the truck 2 is 70 km / h at the maximum speed, 40 km / h at the design speed, and 6 km / h at the terminal transition section. The traveling device 24 of the vehicle is driven by the propulsion power to the linear induction motor Lt; / RTI >

The underframe of the truck 2 is formed with a rotating connecting rod, a braking device, a main power conversion device, an auxiliary power supply device, a vehicle control device, a pneumatic device, and the like.

And a power section for providing the power to which the bogie (2) is driven.

The power section includes a propelling conductor plate 244 formed on the bearing 420 and a linear induction motor 242 formed on the carriage 2 and corresponding to the propelling conductor plate 244.

The island 420 is made of gravel or concrete.

A linear induction motor 242 used as a propulsion power of the bogie 2 is applied and the conductor corresponding to the rotor of the rotary motor is expanded to correspond to the linear motor so that the propulsive force due to the levitation A thrusting plate is formed so that it can occur.

The conductive conductive plate 244 generates a repulsive force against the eddy current generated in the linear induction motor 242 so that the electrical resistance must be small and the thermal expansion coefficient of the rail 420 or the conductive plate 244 The thermal stress intensity against the difference must be secured.

The special trajectory of the intermodal automatic cargo transportation system according to the embodiment requires a work for installing a propelling board together with track materials such as rails, sleepers, and fastening devices of a general railroad.

According to another embodiment, the power section may be an engine that rotates the wheel.

The plurality of bogies (2) are connected by a connecting bar (3) hinged to be rotatable.

In the moving line section 400, the two rails 420 are arranged in parallel, and the distance between the rails 420, that is, the gauge is formed to have the same standard as the ordinary railway track.

Linear track design criteria for general railway are determined by considering the characteristics of the precincts and traffic demand, and the linear design criterion is applied according to the design speed.

If the design speed is reduced, the curve radius and the relaxation curve length can be reduced.

In this embodiment, design standard is required according to the planned linearity and traffic acceptance, and since the car is operated as an unmanned freight leased line, it is necessary to verify the design criteria according to the test bed construction in the future.

Railway design standards were examined to ensure the safety of running at the peak slope of 60 ‰ and the minimum curve radius of R150 m of the bogie (2).

The standard dimension of the gauge is 1,435mm.

When a train passes through a curve, the centrifugal force generated by the train acts outside the curve, which increases the risk of overturning the train outside the curve.

In order to prevent the adverse effect caused by the centrifugal force, it is necessary to secure a certain degree of cant according to the traveling speed of the train to secure the safety of rollover.

The cant is determined by the curve radius of the track and the speed of the train traveling in the curve section. The curve section correlates the train speed with the cant.

In the case of the exclusive orbit of the embodiment, the gauge is 1,435 mm, the height H of the vehicle from the rail reference plane is 3,725 mm considering the height of the car body 1,125 mm and the height of the ISO Dry container box 2,600 mm, To be applied.

When the vehicle travels from a straight line to a curve or from a curve to a straight line, the direction of the vehicle suddenly changes, causing the vehicle to fluctuate. Therefore, the curve length considering the natural vibration period of the vehicle and the straight line length between the curves are secured to reduce irregular fluctuation of the traveling vehicle You must give.

Especially, when the frequency of vibration of the train caused by the change of lateral unbalance acceleration and the natural frequency of the vehicle coincide with each other, the vibration of the train is increased by the resonance and the ride feeling is rapidly deteriorated. Therefore, the curve length and the minimum length of the straight line between the curve should be set so that the vibration frequency is smaller than the natural frequency of the vehicle.

When a train runs on a curved portion, a centrifugal force acts on the outside of the curved line, so a cant for canceling the centrifugal force is provided.

Therefore, cant movements must be gradually reduced for the stability of the running of the train, as it leads to a difference in cant between the straight line and the curved line.

Also, when there is a short cant in such an interval, the value of the unbalanced lateral acceleration changes abruptly, so that there is a risk of riding feeling deterioration and deviation, so that the curvature is gradually changed by setting a relaxation curve.

When a train runs on a curved portion, a centrifugal force acts on the outside of the curved line, so a cant for canceling the centrifugal force is provided.

Therefore, cant movements must be gradually reduced for the stability of the running of the train, as it leads to a difference in cant between the straight line and the curved line.

Also, when there is a short cant in such an interval, the value of the unbalanced lateral acceleration changes abruptly, so that there is a risk of riding feeling deterioration and deviation, so that the curvature is gradually changed by setting a relaxation curve.

There are three types of relaxation curves used in railways: Clothoid curves, Sine half-wave curves, Lemniscate curves, and helix curves. In the case of the intermodal-dedicated track, the types of relaxation curves Dimensional parabola.

The length of the relaxation curve is determined in consideration of the safe degree to prevent derailment of the vehicle, the ride comfort limit considering the time change rate of the cant, and the ride comfort limit considering the time change rate of the excessive centrifugal force received by the train due to the shortage cant.

The safety diagram for preventing the derailment of 3-point support of the vehicle is as follows. The safety factor of 2.0 is applied to the 2,500mm fixed wheelbase of the intermodal development vehicle, the minimum flange depth of 25mm (assumption) The curve length is 320C.

Although it is preferable that the axle of the vehicle is directed to the center of the curve so that the vehicle runs safely, the axle of the vehicle is generally composed of two or three axially fixed frames.

When the vehicle passes through the curved portion, the position of the front and rear axles can not be moved, and the flange of the wheel is difficult to pass smoothly, resulting in an increase in the sway and lateral pressure of the vehicle.

As a result, gauging and lapping increase and rail wear occur. In order to minimize this effect, the gauge along the radius of curvature is enlarged.

The bogie according to the embodiment is formed with a wheel diameter of 860 mm and an axis-to-axis distance of 2,500 mm. In order to secure the running safety of the curved portion of the train, the railroad construction regulations and the HSE (Health and Safety Executive) standards were applied.

In the case of Slack, the health and safety executive (HSE) can define the amount of slack by taking into consideration the inter-axis distance, gauge and wheel gauge difference, and rail and flange contact length for the minimum curve radius.

Based on the specification of the bogie (2), the contact length of the rail and the flange was calculated to be about 300 mm.

The maximum slippage amount (Smax) is limited in order to prevent the derailment of the rail from the rail head during running due to the enlargement of the gauge.

The maximum amount of slip is calculated by considering the slack adjustment value at the amount of slip induced geometrically in the rail 420 and the wheel 22.

In Korea, the maximum value of slack is set to 30mm or less for general railway, and 25mm or less for urban railway.

Meanwhile, the moving line section 400 includes a transition section R for changing the direction of the truck 2.

As shown in Fig. 3, the transition section R

The interval between the trajectories 460 is gradually enlarged to be connected to the platform 200. The trajectory 2 rotates and travels in a linear direction while passing through the transition section R, .

A branching device applied in a railway is a device installed on an orbit to transfer a train or a vehicle from one orbit to another orbit on a track. The structure includes a point, a lead, a crossing, .

The point part is a symmetrical or asymmetric sectional rail serving to cut the rail 420 by cutting the end part of the rail 420 and to make the end of the vehicle closely contact with the basic rail.

In the lead part, the radius of the lead curve refers to the radius (R) of the curve of the lead portion, which means the radius of the outer rail.

A crossing part is a crossing area between a straight rail and a curved rail in a branch, and a guardrail is installed on both sides of the crossing to compensate for the defective parts that are inevitably caused by the structure.

According to the embodiment, the left and right tongue rails do not exist unlike the branch structure of a general railway.

In this case, it is impossible to construct a signal system in which one to two bogies can branch each other. Therefore, the structure of the transition section according to the embodiment includes a lead part and a crossing part.

According to the embodiment, the linear condition of the bogie rotation section is difficult to apply to the tongue rail unlike the ordinary railway, so that there is a possibility that the risk factor of the railway derailment is largely generated. Therefore, guide wheels were applied in the field of vehicles to prevent train derailment.

That is, in the transition section R, a direction switching means for guiding the rotation of the truck 2 is formed.

6 and 7, the direction switching means includes a guide wheel 26 protruding from a side surface of the truck 2; And a traveling support 28 formed on the traveling line unit 400 and contacting the guide wheel 26. [

The guide wheel 26 allows the load to be transmitted from the guide wheel 26 of the vehicle to the traveling support 28, which is a civil engineering structure, with respect to the lateral load generated in the transition section R. [

The bogie was parallel to the rail 420 by inducing the guide wheel 26 and the travel support 28 to change direction after line contact with the lateral load generated in the transition section R during traveling of the bogie 2 So that an orthogonal direction change occurs.

It will be apparent to those skilled in the art that various modifications and variations can be made without departing from the spirit and scope of the invention, and all such changes and modifications are intended to be within the scope of the appended claims. It is self-evident.

2: lane 22: wheel
24: Travel device 26: Guide wheel
28: traveling support 100: stationary part
150: container box 200: platform
242: Linear induction motor 244: Propelling conductor plate
300: conveying passage 400:
420:

Claims (8)

A stationary section where a container car with a container box stops is formed;
A platform formed on the stationary part and having a plurality of bogies arranged and arranged in a container box of the vans;
A transfer passage connected to the platform;
A moving line portion formed in the conveyance passage and moving the carriage;
Wherein the automatic intermodal automatic cargo transportation system comprises: The method according to claim 1,
Wherein each of the plurality of bogies is connected by a connecting bar hinged to be rotatable. The method according to claim 1,
The moving line portion
And a transition section for changing the direction of the bogie,
The transition period
Characterized in that the interval of the trajectory is gradually enlarged to be connected to the platform and the bogie rotates and travels in a linear direction while passing through the transition section, . 3. The method of claim 2,
Wherein the bogie is hinged to a traveling device having a wheel that travels in contact with a rail at a lower portion thereof so as to be rotated. 5. The method of claim 4,
Wherein the bogie includes fixing means for fixing the container box. 5. The method of claim 4,
And a power unit for providing the power to which the vehicle is driven. The method according to claim 6,
The power unit
And a linear induction motor formed on the carriage and corresponding to the propulsion conductor plate,
And the vehicle is driven by magnetic levitation. The method of claim 3,
A direction switching means for guiding the rotation of the truck is formed in the transition section,
The direction switching means
A guide wheel protruding from a side surface of the carriage;
A traveling support formed on the traveling line portion and contacting with the guide roller;
Wherein the automatic intermodal transportation system comprises:

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