RU2388680C2 - Terminal for flow container processing based on kuzovkov's double incline - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to terminal for flow container processing using the port double incline. Proposed terminal comprises double incline, loading shop, systems of longitudinal and lateral conveyors, container platforms, hoisting cranes and computer-based control system. Terminals for containers loading on/unloading from railway cars are located at double incline between its crown and branching of delivery track, while conveyor lines run separately to every said loading/unloading site on appropriate track branch on two opposite sides. Additional branches are introduced into gap between double incline crown and first point starting branching of delivery tracks. Said additional branches are intended for distributing processed cars between separate tracks furnished with car loading/unloading facilities whereat car is stopped and locked by car decelerator. Then cars are again grouped on one track for further distribution between double incline delivery tracks.

EFFECT: higher efficiency with no increase in process area.

2 cl, 28 dwg

Description

FIELD OF THE INVENTION

The invention “A terminal for in-line processing of containers based on the Kuzovkov sorting slide” relates to the fields of transport equipment, material handling equipment, port facilities, and logistics.

State of the art

The container terminal of a modern port, as a rule, has loading cranes located on the shoreline that handle container ships, a container platform on which transport lots are stored pending loading, sections for loading and unloading containers from rail and road vehicles, inspection zones and other auxiliary platforms. The movement of containers between zones is carried out by the following types of special equipment [1]:

- forklifts with front forklift or with a retractable crane;

- gantry rail cranes;

- trackless pneumatic wheel cranes;

- gantry forklifts.

The listed types of loaders can move only one container in one run, which imposes significant restrictions on the terminal's throughput, making it directly dependent on the amount of such equipment. A significant drawback of forklift trucks is the need to provide them with access roads to stacks, which reduces the useful area of the container site. Gantry rail and rail cranes save space, but have less productivity, more weight and are very expensive. Gantry forklifts do not allow the creation of high stacks (usually 2 tiers).

With an increase in cargo flows, ports are faced with problems of equipment performance and lack of processing capacity of terminals. As practice shows, these problems are solved by expanding the area of terminals and increasing the fleet of equipment. But this approach is accompanied by an increase in capital and operating costs, and in some cases is a serious problem, especially for ports located within the city.

Alternative solutions to the above problems, such as [2], go along the path of optimizing existing processes, modernizing existing equipment, and modifying shunting work. But all of them are still focused on piece work with a single object. To solve the problem of increasing the number of containers processed per unit of time without increasing the area of the terminal and equipment fleet, a transition to in-line transportation and loading methods is required.

Sorting slides at railway stations are used to dissolve trains, sort cars and form batches for shipment to their destination. Information on cases of combining loading / unloading and sorting wagons on sorting hills was not found.

Disclosure of invention

The basis of the invention consists in combining sorting and cargo operations and organizing the in-line processing of containers by including the container terminal in the technological process of sorting slide operation. Processing accuracy is ensured by the use of conveyor lines for the delivery of containers to processing and storage sites.

Figure 1 presents an example of the placement of such a terminal at the port station. All equipment (conveyors, crane and railway tracks) is stationary on a massive specially profiled terminal base at several levels.

In the arrival park, trains are destined for processing by the terminal. In the departure park, trains are formed from the processed wagons for dispatch to the destination. The arrival park is located above the departure park; the paths between them are located on a slope. A loading workshop is arranged between the top of the sorting slide and the beginning of the branches of the receiving tracks. Passing under it, the railway track first branches out into several parallel branches going to the loading points, and then these branches reassemble into one track for further sorting by branches of the departure park.

A pre-disengaged train from the arrival park is approaching the hill. When dissolving, the cars are automatically sent to the processing sites along the corresponding branches of the loading workshop. At the loading point, the car stops with a moderator. After performing the necessary operations, the moderator releases the car, and it rolls down to the sorting platform, combined with the departure park (this is how Kuzovkova sorting slide works).

The delivery of containers to the places of loading and storage is carried out by a special conveyor. It has two types of lines - longitudinal and transverse, which move the containers, respectively, in the longitudinal and transverse directions relative to the coastline. The conveyor is built on a modular basis. Modules of the same type are identical and completely interchangeable. Each module has its own unique number, which is entered into the database of the terminal information system and is automatically determined when the module is connected to the network.

The container site and the loading shop are serviced by overhead cranes, the paths of which are located on columns (overpasses) in several rows. Container carriers are served by several shore-mounted cantilever cranes moving along the coastline of the terminal.

The complex of buildings (MCC, hardware and utility unit) is located away from the working areas of the terminal. From the Loading Control Center (MCC), all terminal processes are managed through a computer control system. The MCC receives information from transport and logistics companies, road services. This allows you to create operational and medium-term loading plans and determine the optimal storage options and container routes along the terminal. The MCC also constantly monitors the status of terminal devices and systems, compiles optimal schedules for service and repair work.

In the normal mode of operation, all terminal devices operate according to specified programs and generated plans. However, in case of interruptions in the supply of transport or during unscheduled repairs, the control system is switched to semi-automatic mode, in which the operator indicates only general operations (for example, the route of a specific container), and the system performs the necessary actions. In emergency situations, the operation of terminal systems can be carried out manually (up to each specific device).

The control room manages its own substation, which provides power to the terminal from the industrial network. Depending on the intensity of work, the corresponding operating mode is selected. The substation, which has its own generating capacity, ensures uninterrupted supply of the terminal with electricity of the required quality. In the event of a power outage, the substation's reserves should be sufficient to complete current operations at all nodes of the terminal and bring all equipment to a safe state.

During the time that a conventional loader will move one container from one place to another (for example, from a cargo area to a container) and make the necessary maneuvers to return for the next, a whole batch of containers can be transferred along the conveyor. The use of the Kuzovkov sorting slide eliminates the need for shunting operations (dissolution of the train, transportation of cars to processing sites, collection of processed cars, formation of shipping lots), which in addition to time saves space (lack of additional loading / unloading places, access roads) and energy resources (delivery to places of processing and cleaning of cars occur under the influence of gravity). Placing the terminal equipment at different levels eliminates the intersection of various tracks, which saves time and increases operational safety (in existing terminals, all equipment is located on a single base and crossing tracks of lifting, transport and other equipment is inevitable). The numerical values of the claimed and related technical results will depend on the specific implementations of each node and the terminal as a whole.

Brief description of drawings (illustrations)

Figure 1. General view of the container terminal

The onshore conveyor 1 and the main longitudinal conveyor 2 carry out the movement of containers between the container platform and onshore cantilever cranes 9 serving the container ships 10. The conveyor 2 also ensures the delivery of containers to the loading workshop 3 with transverse conveyors, the number of which is equal to the number of simultaneously serviced railway cars. Additional longitudinal conveyor 4 duplicates the functions of the main longitudinal conveyor 2, and is also intended for service and auxiliary operations. Its application allows you to significantly expand the functionality (combining the loading and unloading of cars, sorting containers, etc.), increase flexibility (feeding and cleaning containers from two conveyors simultaneously) and the reliability of the terminal (work in case of failure of the main conveyor). At the joints of the longitudinal (2 and 4) and transverse conveyors of workshop 3, special devices are installed to change the direction of movement of the containers - transmission mechanisms.

Before getting to the container platform or to the loading workshop, the containers go through identification and inspection posts 5, where their numbers are read automatically, as well as the contents are screened (for customs purposes), weighing and checking the condition of the container body. Data is transmitted to the MCC, where the optimal route of each container is automatically determined. Similar functions are performed for cars and containers installed on them (in the case of supply for unloading) the rolling stock identification post 6. It is located before the start of the slope of the sorting slide and can timely “cut off” cars not intended for processing.

Railway line 7 is necessary for the direct transshipment of a container or other cargo from a railway carriage to a ship (or vice versa), bypassing the conveyor chain. This will be useful when working with special or dangerous goods, as well as for other operational purposes. The reserve site can be used to compensate for seasonal fluctuations in cargo traffic, visual inspection of containers and other additional operations. In the economic zone, measures are being taken to repair and maintain the terminal and its units. A container repair workshop may also be located here. For these purposes, an economic unit and a railway line 8 are provided. Railway line 11 is designed for maintenance and repair of the terminal.

Figure 2. Cross conveyor section

To assess the dimensions of the section, the drawing shows a container type 1AA according to GOST 18477-79. Rollers through the bearing units are fixed in the side 1 and central 2 trusses. Under the central farm is a drive unit 3, consisting of an electric motor, gearbox and control system. By means of a chain drive 4, rotation from the output shaft of the gearbox is transmitted to the drive roller 5, from which it also passes through the chain to the driven rollers 6. Mounting holes 7 are provided in the trusses through which the section is mounted on the columns. Each section is connected to power and control lines along the conveyor branches and can be independently controlled from the MCC. Section rollers can be rotated in both directions at different speeds. To improve the smooth running of the container, the contact surface of the rollers can be made of damping materials.

Figure 3. Longitudinal conveyor section

To assess the dimensions of the section in the drawing, a portion of a container of type 1AA according to GOST 18477-79 is conventionally shown. The rollers 1 are fixed in the side trusses 2 and 3. Under section 3, a drive unit 4 is mounted, the rotation of which is transmitted to the rollers via a chain or worm gear hidden inside section 3. Four mounting holes 5 are located at the edges of the section. As well as the transverse, the longitudinal section is included in the system through the power and control lines. A fully type 1AA container is placed on two of these sections.

Figure 4. Gear section

The wheels 1 are attached to the frame 2, under which the drive unit 3 is located. The rotation from it is distributed inside the frame by worm gears and transmitted to each wheel through chains. Sections are attached to the lifting base through holes 4.

Figure 5. Transmission gear assembly

The lifting base is two longitudinal beams 2 connected by several crossbars 3. Two sections are installed on them 1. The mechanism is raised and lowered by hydraulic or mechanical pistons 4. The design of this mechanism allows its wheels to pass freely between the rollers of the longitudinal conveyor sections.

6. Loading shop device

Crane ways 1 through reinforced concrete beams 2 are based on columns 3 mounted in the base of the terminal. On them along the entire branch of the transverse conveyor, an overhead crane 4 with a load gripping device 5 moves. Sections of the transverse conveyor 7 are installed on special racks 8, which rest on columns 10 through trusses 9. The installation height of the sections allows the rolling stock 11 empty and loaded with containers to freely pass under the workshop Racks 8 have damping elements that allow damping shock and vibration during conveyor operation, which increases the smoothness of the movement of containers and extends the life of the sections.

Crane ways are laid over each branch of the conveyor across the entire width of the loading shop. This allows not only servicing the cross conveyor branch, but also “grabbing” any of the containers that have accumulated on the conveyor in the loading queue. Passage galleries for service personnel are run along conveyors and crane tracks. In addition, in the lower tier, security zones are provided in certain places.

7. Container site device

The bridge crane 1, equipped with a load gripping device, moves along the crane tracks, which, through the beams, rest on the columns 2. The columns are mounted in the base of the terminal 3. The main 4 and additional 6 longitudinal conveyors are located on the same level. The onshore longitudinal conveyor 5 runs lower (made specifically for the convenience of onshore cantilever cranes).

The length of the container site is not limited. The width of the site depends on the distance between the main and additional longitudinal conveyors, which, in turn, is determined by the width of the loading workshop (according to the number of simultaneously processed wagons). The storage height of the containers, along with the width and length, sets the capacity of the container site and is 5-8 containers. To protect against adverse external factors, the site can be equipped not only with a roof, but also with side walls.

Fig. 8. Terminal management system

Information about the numbers and condition of containers and rolling stock, telemetry of devices and systems of the terminal goes to the control room, where it is converted and transmitted to the MCC, and also recorded in the archive of the terminal. On the basis of information from the equipment room and data from transport and logistics information systems, the PMU develops optimal plans for the storage and loading of containers, sets up transport lots and composes container trains.

Based on the results of tasks from the MCC, the control room generates the appropriate commands for the terminal's executive mechanisms: traffic lights, turnouts and railcar moderators on railway tracks, cranes on the container site and in the loading workshop, conveyors and transmission mechanisms. The control lines along which the commands are transmitted, along with the power lines pass through the entire terminal. Via radio or wire communication, interactions with operators of cantilever cranes, shunting locomotives and repair crews are carried out. The terminal information system monitors the operating time, current parameters and history of each actuator. This allows you to predict the occurrence of malfunctions and plan repair activities.

The implementation of the invention

For a better understanding of the operation of the entire terminal, we consider the operation of its individual nodes. In Fig.9. The operation of the cross conveyor is shown:

but. The container is on its way to the next section;

b. Even before the container touches the first roller, the next section begins to rotate the rollers at the same speed as the previous one, to ensure smooth reception of the load;

at. Two adjacent sections rotate the rollers at the same speed, thereby smoothly transferring the container;

d. After the container has completely switched to the next section, the previous one stops its work;

e. Next, the transfer procedure is repeated.

The longitudinal conveyor carries out its work in a similar way. This mode, by minimizing idle operation, allows you to save electricity and equipment life.

Figure 10 shows the operation of the transmission mechanism:

but. A container is conveyed along a longitudinal conveyor to the place of transfer to its transverse conveyor;

b. Having approached the place of transfer, the container stops exactly above the lifting device;

at. A lifting device lifts the container to the level of the cross conveyor;

d. By rotating the wheels, the lifting device transfers the container to the transverse conveyor. In this case, the extreme section of the transverse conveyor rotates its rollers at the same speed as the transmission mechanism. This ensures smooth reception of the container. After the operation is completed, the transfer mechanism returns to its original position to accept the next container.

The general case of the operation of the loading workshop is shown in Fig. 11 (depending on the tasks and the required degree of efficiency, this process can be turned separately into loading or unloading, as well as into accelerated loading / unloading, when containers are fed or cleaned from both conveyors):

but. A wagon submitted for unloading upon arrival at the place of work is fixed in the required position by a special brake mechanism (wagon moderator). The beam crane moves to a central position and lowers the load gripping device;

b. Having captured the container, the crane-beam begins its rise to the level of the transverse conveyor;

at. After lifting the container, the crane beam, breaking the protective fence, lowers it onto the receiving branch of the transverse conveyor;

The container begins its journey on the conveyor. In the process of arrival of the container intended for loading onto the wagon, the crane-beam begins to approach it until it stops in the required position;

e. Having grabbed the container, the crane-crane slightly raises it to overcome the safety stop, and moves to the central position for loading;

e. The container is lowered onto the railway platform. The mutual orientation of the platform and the container is automatically adjusted and ensures the exact hit of the container in the regular mounting points on the platform;

g. After installation, the container is released from capture, the brake system releases the car and the platform rolls down for sorting. The beam crane returns the load gripping mechanism to its original position for receiving the next load.

The modular principle of terminal construction makes its maintenance simple and efficient. In order not to interrupt the operation of the terminal, the failed unit is changed to a similar one. Repair of the problem block is carried out by the repair shops of the economic block. In stock should always be several replacement kits for all nodes of the terminal. Delivery of the replacement unit to the place of replacement and transportation of the failed unit to the place of repair is carried out on conveyors in a special container, which is a standard 40-foot container converted for these purposes. To replace the unit, lifting equipment is used in the area of operation of which a failure has occurred.

The present invention allows the full range of operations with containers. Below are just a few basic examples of the terminal. Depending on the situation with the cargo flow and current tasks, reverse procedures are possible (reloading from a train to a container ship), as well as any combination of these processes.

Regular unloading of the container ship (Fig.12). In normal mode, the coastal loader begins to process the container ship from the bow of the vessel. Thanks to the use of the conveyor, the loader processes the entire range of containers on the deck in one setting, and then moves to the next one. The container enters the onshore conveyor, which sends it to the container site through an identification post. Having determined the number and affiliation of the container, the MCC calculates its optimal route and location and issues commands to the cranes on the container site. Cranes have a container to wait in line and, by the time the appropriate composition is disbanded, load it onto the near longitudinal conveyor. Proceeding along the longitudinal conveyor to the loading workshop, the container enters the required branch of the transverse conveyor, through which it is delivered to the loading point onto the wagon.

Direct overload (Fig.13). It is convenient if, at the time of unloading of the container ship, the corresponding container train has been submitted for processing. Then it is possible to quickly process the cargo, passing the stage of waiting in line at the container site. The reloader moves the containers to the main longitudinal conveyor, through which they immediately go to the loading workshop. In this case, the containers do not pass identification and inspection posts. Identification and visual inspection operations can be carried out by video systems mounted on cranes, or by a special field team.

Accelerated processing (Fig.14). To reduce the time of unloading the vessel, several reloaders operating in parallel are allowed. One starts unloading from the bow, the second - from the middle of the vessel. By doing so, you can double the speed of processing a container ship. An increase in the intensity of loading onto railway cars can be ensured by the supply of containers along the transverse branch of the conveyor to the loading point simultaneously from opposite sides. For this, cranes at the container site load part of the containers onto an additional longitudinal conveyor.

Simultaneous overload (Fig. 15). In a situation where the container ship and the train must quickly "exchange" containers, the regime of simultaneous transshipment will help. The ship starts handling the vessel, which is responsible for unloading in this situation. After the release of several rows on deck, a second loading crane enters the business. On the coastal and main longitudinal conveyors, the containers are simultaneously cleaned and conveyed. Processing of the rolling stock occurs by analogy with the description of the work of the loading workshop, when the arriving wagon is first freed from the brought container and then loaded with a new one.

Literature

1. Malikov O. The science of stacks // RZD-Partner. - 2008. - No. 5 (129). - S. 44-45.

2. Vargunin V.I. et al. Know-how in working with a container // RZD-Partner. - 2007. - No. 21 (121). - S.60-61.

Claims (2)

1. A terminal for container processing of containers, consisting of a sorting slide, a loading workshop, a system of longitudinal and transverse conveyors, container platforms, cranes, a computer control system, characterized in that the places for loading / unloading containers on railway cars are located on a sorting hill between it the top and branching of the receiving tracks, and the conveyor lines along which the containers are moved are suitable separately for each place of loading / unloading cars on the corresponding branch the road from two opposite sides. 2. Sorting slide, characterized in that an additional branching is inserted into the gap between the top of the sorting slide and the first arrow starting the branch of the receiving paths, on which the wagons to be processed are first routed along separate tracks, each of which has a place for loading / unloading, where the car is stopped and fixed by the car moderator, and then reassembled on one track for subsequent redistribution along the receiving paths of the sorting slide.

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