WO2023000921A1

WO2023000921A1 - Track-bridge integrated rapid transport system and cross-dam transport system

Info

Publication number: WO2023000921A1
Application number: PCT/CN2022/101177
Authority: WO
Inventors: 向正新; 苏利杰; 崔灿; 王全虎; 彭全海; 刘爱文; 梅琨; 黄美林; 陈治国
Original assignee: 中车长江运输设备集团有限公司
Priority date: 2021-07-22
Filing date: 2022-06-24
Publication date: 2023-01-26
Also published as: CN113602826B; CN113602826A

Abstract

A track-bridge integrated rapid transport system and a cross-dam transport system, which solve the technical problem of low cargo transfer efficiency of existing multi-modal transport equipment. The track-bridge integrated rapid transport system comprises a bridge frame (200), a loading/unloading hoisting device (100) and a replacement device (400). The bridge frame (200) is provided with a track mounting position (201) which allows a track assembly (310) of an air track system (300) to pass through. The air track system (300) can directly pass through the bridge frame (200). The loading/unloading hoisting device (100) is mounted on the bridge frame (200) and reciprocates on the bridge frame (200) to transfer goods between a ship (600) and the replacement device (400). The replacement device (400) is disposed in an area below the loading/unloading hoisting device (100) and the track mounting position (201), and the replacement device (400) can reciprocate. The replacement device (400) can transfer goods between the loading/unloading hoisting device (100) and the air track system (300).

Description

A track-bridge integrated rapid transit system and a dam overturning transportation system

Cross References to Related Applications

This disclosure claims the priority of a Chinese patent application filed on July 22, 2021 with application number 202110833039.1 and titled "A rail-bridge integrated rapid transit system and dam overturning transportation system", the entire contents of which are hereby incorporated by reference .

technical field

The disclosure belongs to the technical field of cargo loading, unloading and transshipment equipment, and in particular relates to a rail-bridge integrated rapid transit system and a dam overturning transportation system.

Background technique

For the current multimodal transport equipment, the front of the shoreline of the inland river generally uses a quay bridge to dock with the ship. The quay bridge is installed on the shore of the port wharf, and the ground of the quay is laid with tracks. The door frame of the quay bridge is composed of a cart walking equipment, and the quay bridge is driven by the cart walking equipment to walk along the track, that is, the longitudinal direction of the river bank. The lifting trolley is installed on the front girder of the quay bridge, and the lifting trolley can realize the lifting of goods (such as containers) and the vertical movement along the river bank (along the direction of the bridge). The bridge frame of the quayside bridge is required to run longitudinally (horizontal bridge direction) along the river bank.

The goods transported by quayside cranes are generally temporarily stored in ports. At present, my country’s port collection and distribution system mainly relies on roads (high roads account for as much as 84%). Road transport has great environmental pollution and high transportation costs, especially for the connection of the last mile of container ports. The problem has become the primary problem in the development of my country's comprehensive transportation system.

Contents of the invention

This disclosure provides a track-bridge integrated rapid transit system and a dam overturning transportation system, which perfectly matches the grabbing and transportation equipment at the front of the shoreline with the empty rail, so that the empty rail system can realize the engineering application of container transportation at the front of the inland river shoreline, through One or more implementations of the present disclosure solve the technical problem of poor connection of multimodal transport equipment in the prior art during container transshipment.

The first aspect of the present disclosure provides a track-bridge integrated rapid transit system, including a bridge frame, a loading and unloading lifting device and a loading device; wherein: the bridge frame is set on the river bank, and the bridge frame is provided with a The track of the system constitutes the track installation position; the loading and unloading lifting device is installed on the bridge, and the loading and unloading lifting device reciprocates on the bridge to dock the ship and the changing device; The changing device is arranged in the area below the loading and unloading lifting device and the track installation position, and the changing device moves back and forth in the area below the loading and unloading lifting device and the track installation position, so as to The loading and unloading lifting device is docked with the empty rail system.

The second aspect of the present disclosure provides a dam overturning transportation system, including two rail-bridge integrated rapid transit systems and an empty rail system of the first aspect; the two rail-bridge integrated rapid transit systems are respectively arranged on the river dam On the upstream river bank and the downstream river bank; the empty rail system connects the two rail-bridge integrated rapid transit systems to transfer goods between the two rail-bridge integrated rapid transit systems.

Description of drawings

Fig. 1 shows a schematic structural view of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 2 shows a first schematic structural view of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 3 shows a second structural schematic diagram of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 4 shows a schematic structural view of bridges in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 5 shows a schematic structural diagram of leg components in a bridge frame according to one or more embodiments of the present disclosure.

Fig. 6 shows a schematic structural diagram of main girders in a bridge frame according to one or more embodiments of the present disclosure.

Fig. 7 shows a first structural schematic diagram of a main beam composition according to one or more embodiments of the present disclosure.

Fig. 8 shows a schematic structural diagram of the composition of the upper frame in the bridge according to one or more embodiments of the present disclosure.

Fig. 9 shows a partial enlarged view at A of a bridge frame according to one or more embodiments of the present disclosure.

Fig. 10 shows a partial enlarged view at B of a bridge frame according to one or more embodiments of the present disclosure.

Fig. 11 shows a schematic structural view of a loading, unloading and lifting device in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 12 shows a schematic structural diagram of a replacement device in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 13 shows a schematic structural diagram of the composition of the changing platform in the changing device according to one or more embodiments of the present disclosure.

Fig. 14 shows a diagram 1 of the vertical movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 15 shows a diagram 2 of the vertical movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 16 shows a diagram 1 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 17 shows a diagram 2 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 18 shows a diagram 3 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.

Fig. 19 shows a schematic structural diagram of a dam overturning transportation system according to one or more embodiments of the present disclosure.

Explanation of reference signs: 100-loading and unloading lifting device; 110-translation vehicle, 111-connection suspension; 120-rail beam; 134-spreader; 140-sliding line power-taking device. 200-bridge, 201-track installation position; 210-upper frame composition, 211-column assembly, 212-bend joint assembly, 213-connecting beam assembly; 220-tie rod composition, 221-tie rod assembly, 2211-tie rod Plate, 2212-tie rod, 222-support assembly, 2221-support plate, 2222-rib plate, 223-center pin assembly; 230-main beam composition, 231-front beam, 232-rear beam, 233-vertical Arm, 234-intermediate connection section, 235-running plate; 240-loading and unloading track composition; 250-outrigger composition, 2501-upper leg, 2502-lower leg, 2503-connection layer, 251-front upper leg total Cheng, 252-upper beam assembly, 253-front connection assembly, 254-front lower outrigger assembly, 255-rear upper outrigger assembly, 256-rear connection assembly, 257-middle beam assembly, 258- Rear lower outrigger assembly, 259-reserved connection interface; 260-corbel; 270-fence and accessories. 300-empty track system; 310-track composition; 320-cargo moving car. 400-replacement device, 410-replacement platform composition, 411-front beam assembly, 412-rear beam assembly, 413-longitudinal beam assembly, 414-strengthening beam assembly, 415-bolt plate assembly, 420 -replacement transfer car; 430-replacement track; 440-protection and accessories. 500-container; 600-ship; 700-river dam.

detailed description

Aiming at the technical problems of cumbersome and low-efficiency loading, unloading and transshipment operations of existing multimodal transport equipment, in order to realize the grabbing and transportation of frontier containers and seamless connection with empty rails, the present disclosure provides a rail-bridge integrated rapid transit system, which will The grabbing and transportation equipment at the front of the shoreline is perfectly matched with the empty rail, which enables the empty rail system to realize the engineering application of container transportation at the front of the inland river shoreline. The basic idea of the present disclosure is as follows:

A rail-bridge integrated rapid transit system includes a bridge frame, a loading and unloading lifting device and a loading and unloading device. The bridge frame is set on the river bank and can extend above the ships in the river. The structure of the bridge frame has been improved for the existing quay bridge. The bridge frame is equipped with a track installation position for the track composition of the empty track system. The rail system can be directly installed in the bridge frame; the loading and unloading lifting device is installed on the bridge frame, and the loading and unloading lifting device moves back and forth on the bridge frame. Transshipment between devices; the loading and unloading device is set in the area below the loading and unloading lifting device and the track installation position, and the changing device can move back and forth, and the changing device can directly connect the loading and unloading lifting device and the empty rail system, so that the goods can be moved between Transfer between the loading and unloading lifting device and the empty rail system.

Therefore, the track-bridge integrated rapid transit system provided by the present disclosure realizes the seamless connection between ship transportation and the mature empty rail system through the bridge frame, loading and unloading lifting device and changing device, so that the empty rail system realizes the container at the frontier of the inland river bank The engineering application of transportation has opened up a new type of transportation scenario for the air rail system and promoted the development of multimodal transportation.

In order to make those skilled in the art of the present disclosure understand the present disclosure more clearly, the technical solution of the present disclosure will be described in detail below through specific embodiments in conjunction with the accompanying drawings.

In a first aspect of the present disclosure, a rail-bridge integrated rapid transit system is provided. Referring to FIGS. 1 to 3 for details, the system includes a bridge frame 200 , a loading and unloading lifting device 100 and a loading and unloading device 400 . The bridge frame 200 is arranged on the river bank, and the front end of the bridge frame 200 can extend above the ship 600 in the river channel. Compared with the existing quayside bridge, the bridge frame 200 is provided with a track installation for the track composition 310 of the empty rail system 300 to pass through. At 201 , the empty rail system 300 can be directly installed in the bridge frame 200 . The loading and unloading lifting device 100 is installed on the bridge frame 200, and the loading and unloading lifting device 100 can reciprocate on the bridge frame 200. The loading and unloading lifting device 200 can directly connect the ship 600 and the transshipment device 400, so as to realize the cargo on the ship 600 and the transshipment device. Transshipment between 400. The changing device 400 is set in the area below the loading and unloading lifting device 100 and the track installation position 201, and the changing device can move back and forth, that is, the changing device 400 can be in the area below the loading and unloading lifting device 100 and the empty rail system 300 Shuttle movement, thereby directly docking the loading and unloading lifting device 100 and the empty rail system 300 , realizing the transfer of goods between the loading and unloading lifting device 100 and the empty rail system 300 .

When the ship 600 carries goods to the bottom of the bridge frame 200 , the loading and unloading lifting device 100 moves along the bridge frame 200 to above the ship 600 , and the loading and unloading lifting device 100 transfers the goods on the ship 600 to the top of the changing device 400 . The changing device 400 starts to move after receiving the goods, and transfers the goods to the bottom of the empty rail system 300, and the goods are transported to the remote end by the empty rail system 300. The vehicle-ship container direct picking method is adopted to directly lift, transfer and store the goods, making the loading, unloading and transshipment operations of the goods more flexible.

In the entire rail-bridge integrated MRT system, the bridge frame 200 is the support base of the system, and the empty rail system 300 , the loading and unloading lifting device 100 and the replacement device 400 are either installed on the bridge frame 200 or supported and fixed by the bridge frame 200 . Considering the need of passing through the empty rail system 300, the bridge frame 200 of the present disclosure can be obtained by setting the rail installation position 201 on the outrigger or back beam of the existing quay bridge. The specific structure of the rail installation position 201 can refer to the empty rail Tracks in system 300 make up 310 mounting structures. The specific structure of the bridge frame and its track installation position 201 is not limited in this disclosure.

Referring specifically to FIG. 4 , in one or more embodiments, the bridge frame 200 includes a front girder 231 , a rear girder 232 , an outrigger assembly 250 and a corbel assembly 260 . The front girder 231 is provided with a loading and unloading rail composition 240 along its axial direction. The loading and unloading lifting device 100 is installed on the front girder 231 , and the loading and unloading lifting device 100 can reciprocate along the loading and unloading rail composition 240 . The changing device 400 is installed on the leg assembly 250 of the bridge frame 200 . The corbel composition 260 is arranged in the outrigger composition 250, and the corbel composition 260 is connected with the rear girder 232, and the corbel composition 260 is used for installing the rail composition 310 of the empty rail system 300, that is, the corbel composition 260 constitutes the above-mentioned rail installation position 201 . Compared with the existing quay bridge structure, the bridge frame 200 of the present disclosure cancels the counterweight on the rear girder, and designs the corbel composition 260 for the empty rail system 300. For the specific structure of the corbel composition 260, please refer to the empty rail system 300 The middle support piles form a support structure of 310 to the track, and the specific content will not be explained here. For other specific structures of the bridge frame, reference may be made to existing quay bridges, and the specific content is not limited in this disclosure.

Specifically referring to FIG. 4 , the bridge frame 200 provided in this embodiment includes an upper frame composition 210 , an outrigger composition 250 , a main girder composition 230 , a tie rod composition 220 , a loading and unloading track composition 240 and a corbel composition 260 . Wherein the upper frame composition 210, the outrigger composition 250, the main girder composition 230 and the tie rod composition 220 constitute the main frame of the bridge frame 200, the upper frame composition 210 is located at the top of the main frame, and the outrigger composition 250 is located at the bottom of the main frame. The main beam composition 230 is located between the upper frame composition 210 and the outrigger composition 250, and the main beam composition 230 is perpendicular to the upper frame composition 210 and the outrigger composition 250, and one end of the main beam composition 230 is fixed on the upper frame composition 210 and the outrigger composition. Between the leg components 250, a rear beam 232 is formed, and the other end of the main beam component 230 protrudes to form a front beam 231, which is a cantilever beam. The two ends of the tie rod composition 220 are respectively connected to the upper frame composition 210 and the main beam composition 230, and the upper frame composition 210 and the front beam 231 are connected through the tie rod composition 220, and the upper frame composition 210 and the rear frame composition 232 are used to ensure the rigidity of the main beam composition 230 and The overall stability of the bridge frame 200. The loading and unloading rail composition 240 is arranged on the front beam 231 along the axial direction of the main beam composition 230, and is used for installing a device for loading and unloading lifting goods. The corbel composition 260 is set in the outrigger composition 250, and the corbel composition 260 is connected with the rear girder 232. The corbel composition 260 can support the track composition 310 of the existing empty rail system 300, so that the empty rail system 300 is directly installed on the In the bridge frame 200 , the installation position formed by the corbel assembly 260 can serve as the track installation position 201 . For the sake of safety, the bridge frame 200 provided in this embodiment also includes a fence and accessories 270 .

In order to facilitate the connection of the various components of the bridge frame 200, in one or more embodiments, flange interfaces are reserved for each component, and the final connections are all bolted. In order to facilitate transportation and installation, in one or more embodiments, the upper frame component 210, the outrigger component 250 and the main beam component 230 are all designed in sections, and each part is connected by flanges, which can meet the requirements of ordinary road transportation. The structure of each component of the bridge frame 200 will be described in detail below.

The outrigger composition 250 is one of the core components of the bridge frame 200. The weight of the bridge frame 200 and the loads of the loading and unloading lifting device 100 and the goods carried on the bridge frame 200 are all borne by the outrigger composition 250. Its structure is rigorously designed for its force characteristics. For the stability of the overall structure, the structural design of the bridge frame 200 adopts a four-leg structure, and the outriggers are connected together by beams to ensure the overall stability of the outriggers. And in order to facilitate docking with the empty rail system 300, in one or more embodiments, the outrigger composition 250 is designed as a double-layer structure, including an upper outrigger 2501 and a lower outrigger 2502, and between the upper outrigger 2501 and the lower outrigger 2502 A connection layer 2503 for connection is provided between them. As shown in FIG. 5 , a connection layer 2503 is provided with a reserved connection interface 259 for connecting to other devices. In the upper floor support leg 2501 and the lower floor support leg 2502, the upper floor support leg 2501 is used to install the girder composition 230, and the lower floor support leg 2502 mainly plays a load-bearing role.

Referring to Fig. 5, the outrigger composition 250 includes two front upper outrigger assemblies 251, two rear upper outrigger assemblies 255, two upper beam assemblies 252, a front connection assembly 253, a rear connection assembly 256, two Middle beam assembly 257, two front lower outrigger assemblies 254 and two rear lower outrigger assemblies 258. Among them: two front upper outrigger assemblies 251 are connected into an H-shaped structure through one of the upper beam assemblies 252, two rear upper outrigger assemblies 255 are connected into an H-shaped structure through another upper beam assembly 252, and two The H-shaped structure constitutes the upper leg 2501; the front connection assembly 253 and the rear connection assembly 256 are connected into a rectangular frame structure through two middle beam assemblies 257, forming the connection layer 2503; the two front lower leg assemblies 254 are respectively connected to The two ends of the front connection assembly 253 are connected, and the two rear lower outrigger assemblies 258 are respectively connected with the two ends of the rear connection assembly 256 to form the lower leg 2502 .

Specifically, the front upper outrigger assembly 251, the front lower outrigger assembly 254, the rear upper outrigger assembly 255 and the rear lower outrigger assembly 258 all adopt a box-shaped structure welded by plates, and the middle part of the box-shaped structure is provided with Reinforce the partition to ensure the stability of the structure. The outrigger composition 250 is designed in combination with the overall force characteristics of the bridge frame 200, and the analysis shows that there is a large difference in the force of the front and rear outriggers. Therefore, the front and rear outriggers are individually designed according to their force characteristics. The cross-sectional dimension of the lower outrigger assembly 254 is larger than that of the rear upper outrigger assembly 255 and the rear lower outrigger assembly 258, so as to ensure that the strength of the outrigger matches the load.

In order to facilitate the connection of each part of the leg composition 250, the front connecting assembly 253 is connected with the front upper leg assembly 251 and the front lower leg assembly 254 through a flange structure; the rear connection assembly 256 is connected with the rear leg assembly through a flange structure. The upper outrigger assembly 255 is connected to the rear lower outrigger assembly 258; the front connecting assembly 253 and the rear connecting assembly 256 are both provided with reserved connection interfaces 259. The front connection assembly 253 and the rear connection assembly 256 realize the connection with the three-side interface (the front/rear upper leg assembly 255, the front/rear lower leg assembly 258 and the middle beam assembly 257) through the arc transition , which also avoids stress concentration in the structure and ensures the overall stability of the outrigger component 250 .

The main girder component 230 is another core component of the bridge frame 200. In the overall structural design of the bridge frame 200, a longer main girder cantilever, namely the front girder 231, is designed according to its functional requirements, as shown in FIG. 6 . Considering the stress characteristics of the cantilever, in one or more embodiments, a certain pre-arch is set on the front beam 231, as shown in Figure 7, to resist the downward deflection of the front cantilever, the amount of pre-arch d (d represents the pre-bending Vertical height) is calculated according to the cantilever length of the front frame 231 and the load. The front girder 231 is designed as a pre-arched beam to reduce the impact of the uneven movement of the loading and unloading lifting device 100 due to the downward deflection of the cantilever.

In order to facilitate the transportation and installation of the main beam composition 230 in the later stage, the main beam composition 230 is manufactured in sections. In one or more embodiments, the two-span main beam is divided into 6 sections, as shown in Figure 7, wherein the front span is the front span. The crossbeam 231 is divided into two sections, and the rear crossbeam 232 is one section. A vertical arm 233 is provided in the middle of the rear beam 232 for mounting the corbel assembly 260 .

The structural design of the upper frame composition 210 and the tie rod composition 220 is to increase the rigidity of the main beam composition 230 . The upper frame composition 210 mainly provides a fulcrum for the tie rod composition 220 to ensure the stability of the tie rod composition 220 , and the tie rod composition 220 pulls the main beam composition 230 .

Referring to FIG. 8 , in one or more embodiments, the upper frame composition 210 includes a column assembly 211 , a bent joint assembly 212 and a connecting beam assembly 213 , which are frame-shaped as a whole, and the two column assemblies of the upper frame composition 210 211 are respectively connected with the middle connection section 234 of the two-span main beam of the main beam composition 230 . The design of the elbow joint assembly 212 avoids stress concentration in the structure. The upper frame composition 210 also adopts a box-shaped structure design, and in order to ensure the later transportation and installation, it adopts the form of segmented flange connection.

Referring to FIG. 9 and FIG. 10 , in one or more embodiments, the tie rod assembly 220 includes a tie rod assembly 221 , a support assembly 222 and a central pin assembly 223 . Wherein: the tie rod assembly 221 includes a tie rod plate 2211 and a tie rod 2212. In one or more embodiments, the tie rod 2212 is made of a steel pipe, that is, the tie rod assembly 221 is welded by the tie rod plate 2211 and the steel pipe. The support assembly 222 includes two support plates 2221 and several rib plates 2222, the rib plates 2222 are to ensure the connection strength of the support plates 2221, the support assembly 222 and the tie rod plate 2211 of the tie rod assembly 221 pass through the central pin assembly 223 connection fixed. Since the tie rod composition 220 is used to connect the main beam composition 230 and the upper frame composition 210, in one or more embodiments, the two ends of the main beam composition 230 and the upper frame composition 210 are provided with a support assembly 222, in order to ensure The connection strength of the support, the support assembly 222 on the main beam composition 230 is installed on the profiled plate 235 of the main beam component 230, and the profiled plate 235 adopts a fish-belly structure design, providing for the design of the support assembly 222 Sufficient space ensures the design strength of the bearing assembly 222.

The bridge frame 200 of this embodiment can be perfectly matched with the existing empty rail system 300 by setting the corbel composition 260 in the outrigger composition 250. On the one hand, the empty rail system 300 acts as the counterweight of the bridge frame 200, making the The bridge frame 200 does not require an additional counterweight mechanism, the overall force is reasonable, and it has a high anti-overturning capability; In the rail-bridge integrated MRT system provided in the present disclosure, the bridge frame 200 adopts the above-mentioned structural layout mode, which is beneficial to the structural force of the rail-bridge system, improves the anti-overturning ability of the system, and also reduces the design requirements of the pier column foundation.

The loading and unloading lifting device 100 can adopt the trolley traveling mechanism of the existing quay crane system, or other cargo transportation devices, and the specific structure is not limited in this disclosure. Referring specifically to Fig. 11, the loading and unloading lifting device 100 includes a translation car 110, a track beam 120 and a lifting car 130; 110 is provided with a connecting hanger 111; the track beam 120 is installed on the connecting hanger 111 of the translation vehicle 110, and the axis of the track beam 120 is perpendicular to the translation direction of the translation vehicle 110, and the function of the track beam 120 is to provide a lift for the lifting vehicle 130. The walking track makes the hoisting vehicle 130 able to walk along the track beam 120, that is, along the longitudinal direction (cross bridge direction) of the river bank; Longitudinal (transverse bridge direction) transfer, lifting car 130 is installed on the track beam 120, and lifting car 130 comprises vehicle frame composition 131, track traveling mechanism 132, spreader 134 and the hoisting mechanism 133 that is used to lift spreader 134, and track traveling mechanism 132 and the lifting mechanism 133 are installed on the vehicle frame composition 131 respectively, and the track running mechanism 132 cooperates with the track beam 120 so that the lifting vehicle 130 moves along the track beam 120 under the drive of the track running mechanism 132 . The track beam 120 is provided with a trolley line power taking device 140 for supplying power to the lifting vehicle 130 .

Since the track beam 120 has a certain length, the track beam 120 is generally driven to move by a plurality of translational vehicles 110, that is, the loading and unloading lifting device 100 includes N translational vehicles 110, and the N translational vehicles 110 are sequentially arranged along the axial direction of the track beam 120. The track beam 120 is installed on the connecting hangers 111 of N translation vehicles 110 , and each translation vehicle 110 should be evenly and symmetrically distributed on the track beam 120 to avoid uneven stress on the track beam 120 . According to the capacity design, the specific number of lifting vehicles 130 can also be set to a plurality, that is, the loading and unloading lifting device 100 includes N-1 lifting vehicles 130, and the N-1 lifting vehicles 130 are respectively installed on the track beam 120 and adjacent to each other. A lifting car 130 is set between the two translation cars 110 .

In one or more embodiments, there are three bridge frames 200. Correspondingly, the loading and unloading lifting device 100 includes three translation vehicles 110, one rail beam 120 and two lifting vehicles 130. The three translation vehicles 110 are respectively installed On the front girders 231 of the three bridge frames 200, the two translation vehicles 110 located on the outside are provided with a translation travel mechanism, and the translation vehicle 110 in the middle is only used for support and guidance, and the translation travel mechanism drives the translation vehicle 110 along the axis of the track beam 120 to walk. The specific structure of the translation traveling mechanism can refer to any existing traveling mechanism, such as the trolley traveling mechanism of the quay crane system, and the specific structure of the translation traveling mechanism is not limited in this disclosure. In one or more embodiments, the translation travel mechanism includes a motor, a reducer, a transmission shaft and a road wheel connected in sequence, and the translation vehicle 110 in the middle is also equipped with a transmission shaft and a road wheel for walking on the track. The motor, therefore, the translation car 110 in the middle is not used for driving, but only plays the role of support and guidance.

The loading, unloading and lifting device 100 can independently complete the transfer of goods in the longitudinal direction of the river bank (horizontal bridge direction), the river bank vertical direction (along the bridge direction) and the vertical direction, so the bottom of the bridge frame 200 can cancel the cart traveling mechanism of the existing quay bridge, and the system The foundation only needs to be based on fixed pile foundations. In the rail-bridge integrated MRT system of this embodiment, the bridge frame 200 is directly installed on the fixed pile foundation, and the outrigger components 250 of the bridge frame 200 are connected and fixed to the pile foundation through anchor bolts.

The changing device 400 is arranged in the area below the loading and unloading lifting device 100 and the empty rail system 300. Considering the installation height of each equipment, the changing device 400 is installed on the outrigger component 250 of the bridge frame 200, for example, on the outrigger component 250 The changing device 400 is installed on the connecting layer 2503 of the bridge, of course, the changing device 400 can also be supported by two bridges 200 at the same time. In one or more embodiments, the changing device 400 is installed on the reserved connection interfaces 259 of two adjacent bridges 200 . Since the changing device 400 needs to be supported by two bridge frames 200 at the same time, the number of bridge frames 200 should be more than two. The number of changing devices 400 is one less than the number of bridge frames 200, ensuring that each changing device 400 is installed between two adjacent bridge frames 200 respectively.

The changeover device 400 comprises a changeover platform composition 410, a changeover transfer car 420 and a changeover track 430, the changeover track 430 is formed and installed on the changeover platform composition 410, and the changeover transfer car 420 is formed along the changeover track 430 Move to dock the loading and unloading lifting device 100 and the empty rail system 300; the outrigger component 250 of the bridge frame 200 is provided with a reserved connection interface 259, and the replacement platform component 410 is installed on the bridge frame 200 through the reserved connection interface 259. In order to improve the operation safety, the replacement track 430 is also provided with a stopper component, which is mainly used to provide the track limit function for the replacement transfer vehicle 420 . In consideration of safety, the changing device 400 provided in this embodiment also includes a protective and accessory component 240 .

The replacement platform composition 410 mainly provides structural support for the replacement device 400, and a cantilever with a certain length is designed according to the system requirements for the front-end box connection operation. The transfer transfer vehicle 420 mainly realizes the longitudinal (according to the bridge) transportation of goods to the bottom of the empty rail line, and has a jacking function, which meets the functional requirements of the cargo moving vehicle 320 of the empty rail system 300 for container grabbing operations. 420 can refer to any existing rail cargo transfer vehicle, such as the container 500 transfer vehicle of the empty rail system 300, and the specific structure of the replacement transfer vehicle 420 is not limited in this disclosure.

The changeover platform composition 410 is mainly designed according to the changeover transfer vehicle 420, see Fig. 12 and Fig. 13 for details, in one or more embodiments, the changeover platform composition 410 includes a front crossbeam assembly 411 and a rear crossbeam assembly 412 , longitudinal beam assembly 413, reinforcing beam assembly 414 and bolted plate assembly 415. The front crossbeam assembly 411 and the rear crossbeam assembly 412 are connected as a whole through the longitudinal beam assembly 413, and the center of the front crossbeam assembly 411 protrudes forward to form a cantilever, which is used for front-end connection box operation; the reinforcement beam assembly 414 is installed on the longitudinal On the beam assembly 413 , the bolted plate assembly 415 is arranged on the front beam assembly 411 and the rear beam assembly 412 for connecting the replacement platform assembly 410 and the bridge frame 200 .

The rail-bridge integrated MRT system provided in this embodiment is equipped with a corresponding master control system and detection device, the master control system and the detection device work in the conventional connection mode disclosed in the related art, and the detection signal of the detection device includes but is not limited to the spreader 134 moving position signal, translation car 110 moving position signal, lifting car 130 moving position signal, etc.

Referring to Fig. 14 to Fig. 18, three bridge frames 200, two changing devices 400 (hereinafter referred to as No. 1 changing platform and No. 2 changing platform), three translation vehicles 110, one track beam 120 and Taking the rail-bridge integrated MRT system with 2 lifting vehicles 130 as an example, the working principle of the rail-bridge integrated MRT system is introduced in detail:

The track-bridge integrated rapid transit system controls the loading and unloading lifting device 100 to drive the container 500 spreader 134 through the positioning of the container 500 on the ship 600. The captain, the same below) moves to realize the centering operation of the container 500. The lateral movement of the container 500 is shown in FIG. 14 and FIG. 15 , the lifting vehicle 130 drives the spreader 134 to move along the track beam 120 , so that the spreader 134 is horizontally aligned with the container 500 with hoisting. The longitudinal movement of the container 500 is shown in Figures 16 and 18. The three translational vehicles 110 drive the track beam 120 and the lifting vehicle 130 to move along the front beam 231 of the bridge frame 200, so that the spreader 134 is longitudinally aligned with the container 500 with hoisting.

After the track-bridge integrated rapid transit system judges that the spreader 134 is aligned with the container 500, the lifting vehicle 130 hoists, lowers the spreader 134, grabs the container 500 on the ship 600, and then lifts the container 500 to a safe height.

The track-bridge integrated rapid transit system judges that the container grabbing operation is completed, and identifies the distance between the grabbed container 500 and the No. 1 and No. 2 reloading platforms, and selects the nearest platform to realize the unloading operation.

The lifting vehicle 130 and translational vehicle 110 of the loading and unloading lifting device 100 drive the container 500 to perform horizontal and vertical adjustments to realize the centering operation between the container 500 and the transfer vehicle 420 of the transshipment device 400 Drop boxes on the 420.

The rail-bridge integrated MRT system judges that the unloading operation process of the container 500 is completed, and the loading and unloading transfer vehicle drives the container 500 to move in the longitudinal direction, arrives at the bottom of the designated empty rail line and stops, and lifts the container 500 to the designated height.

After the container 500 is centered, the freight car 320 of the empty rail system 300 realizes the container grabbing operation, and then transports the container 500 to a designated location.

According to the rail-bridge integrated rapid transit system provided by one or more embodiments of the present disclosure, the empty rail system 300 and the loading and unloading lifting device 100 are seamlessly connected through the loading and unloading device 400, and the "vehicle-ship" container direct picking method is adopted. Direct lifting, transshipment and stacking of container 500 reduces the number of precise positioning of reloading container 500, improves system transportation efficiency, conforms to the development direction of intelligent container 500 stations, and realizes rail-water combined transportation of railway container 500, making the loading, unloading and transshipment of goods more efficient flexible.

In the second aspect of the present disclosure, a dam overturning transportation system is provided. The system adopts the empty rail system 300 to realize the dam overturning operation mode of "cargo can't pass the ship" in view of the difficulty and slowness of inland waterway ships to cross the dam. .

Referring to FIG. 19 , the dam overturning transportation system includes an empty rail system 300 and two rail-bridge integrated rapid transit systems according to the first aspect of the present disclosure. The two rail-bridge integrated rapid transit systems are respectively arranged on the river bank upstream and downstream of the river dam 700 On the river bank of the river, the two rail-bridge integrated MRT systems are integrated through the docking of the empty rail system 300. The empty rail system 300 is arranged on the river bank along the flow direction of the river, and the empty rail system 300 extends upstream and downstream of the river dam 700. And the river dam 700 covering the river course. A plurality of bridge frames 200 of the two rail-bridge integrated MRT systems are respectively arranged on the upstream and downstream river banks of the dam 700 , and the empty rail system 300 is respectively docked with the loading and unloading lifting device 100 of each bridge frame 200 . The specific number of bridge frames 200 depends on the transport capacity of the inland waterway ship 600, which is not limited in the present disclosure.

In one or more embodiments, the number of bridge frames 200 is 6, wherein 3 bridge frames 200 are arranged on the river bank upstream of the dam 700, and the remaining 3 bridge frames 200 are arranged on the river bank downstream of the river dam 700; the 3 bridge frames upstream 200 and the three downstream bridge frames 200 are respectively provided with a set of unloading and lifting device 100 , so that the spreader 134 of the loading and unloading lifting device 100 can move among the three bridge frames 200 . The loading and unloading lifting device 100 includes 3

translation vehicles

110, 1 track beam 120 and 2 lifting vehicles 130; among the 3 translation vehicles 110, the 2 translation vehicles 110 on the outside are provided with a translation travel mechanism, and the track beam 120 passes through 3 The connection suspension 111 of a translation vehicle 110 is installed and fixed, and the two lifting vehicles 130 are arranged axially along the track beam 120; the three bridge frames 200 of the upstream and the three bridge frames 200 of the downstream are respectively provided with two changing devices 400, each The changing device 400 is respectively installed between two adjacent bridge frames 200 .

The working principle of the dam overturning transportation system provided by the present disclosure is as follows:

The upstream track-bridge integrated rapid transit system controls the loading and unloading lifting device 100 to drive the container 500 spreader 134 through the positioning of the container 500 on the ship 600 in the horizontal direction (horizontal bridge direction, parallel to the length direction of the ship 600, the same below) and longitudinal ( Move along the direction of the bridge, perpendicular to the length direction of the ship 600, the same below), to realize the centering operation of the container 500. The lateral movement of the container 500 is shown in FIG. 14 and FIG. 15 , the lifting vehicle 130 drives the spreader 134 to move along the track beam 120 , so that the spreader 134 is horizontally aligned with the container 500 with hoisting. The longitudinal movement of the container 500 is shown in Figures 16 and 18. The three translational vehicles 110 drive the track beam 120 and the lifting vehicle 130 to move along the front beam 231 of the bridge frame 200, so that the spreader 134 is longitudinally aligned with the container 500 with hoisting.

After the upstream track-bridge integrated rapid transit system judges that the spreader 134 is aligned with the container 500, the lifting vehicle 130 hoists, lowers the spreader 134, grabs the container 500 on the ship 600, and then lifts the container 500 to a safe height.

The upstream rail-bridge integrated rapid transit system judges that the container grabbing operation is completed, and identifies the distance between the 500 grabbed containers and the No. 1 and No. 2 reloading platforms, and selects the nearest platform to realize the container dropping operation.

The lifting vehicle 130 and translational vehicle 110 of the upstream loading and unloading lifting device 100 drive the container 500 to perform horizontal and vertical adjustments, so as to realize the centering operation between the container 500 and the reloading transfer vehicle 420 of the reloading device 400, and realize the alignment during the reloading and transfer. Pick up the drop box on the car 420.

The upstream track-bridge integrated MRT system judges that the unloading operation process of the container 500 is completed, and the loading and unloading transfer vehicle drives the container 500 to move in the longitudinal direction, arrives at the bottom of the designated empty rail line and stops, and lifts the container 500 to the designated height.

After the container 500 is centered in the empty rail system 300, the cargo moving vehicle 320 realizes the container grabbing operation, and then transports the container 500 to the downstream rail-bridge integrated rapid transit system. As shown in Figure 19.

The empty rail system 300 transports the container 500 to the downstream rail-bridge integrated rapid transit system, and arrives at the designated platform according to the instructions, and realizes the alignment with the transshipment vehicle 420, and the container 500 is unloaded.

The downstream rail-bridge integrated rapid transit system judges that the drop-off operation is completed, and the reloading transfer car 420 moves longitudinally to the designated position of the front cantilever of the reloading platform.

The loading, unloading and lifting device 100 of the downstream rail-bridge integrated rapid transit system is adjusted along the horizontal and vertical directions to realize the alignment with the container 500, and the falling spreader 134 realizes the grasping operation of the container 500.

The downstream rail-bridge integrated rapid transit system judges that the grabbing operation is completed, lifts the container 500 to a safe distance, and then transports the container 500 to the drop-off point of the ship 600 given by the system, and realizes the drop-off operation of the container 500.

After the drop operation is completed, the container 500 spreader 134 is lifted to a safe height, and the next operation process is carried out.

The ship 600 carries the container 500 and continues to transport, completing the "dam turning" of the container 500.

The dam overturning transportation system provided by one or more embodiments of the present disclosure utilizes the empty rail system 300 to realize the dam overturning operation mode in which cargo passes through the ship 600 meters away, and solves the current problem of difficult and slow dam crossing for ships in inland waterways. Compared with the traditional ship lock mode or ship lift, the improvement of navigation capacity is limited, and the construction period is long, the investment is large, and the maintenance cost is high. In addition, the navigation of the ship lock has the following disadvantages: 1. Affected by the upstream and downstream water levels, the water level needs to be at an appropriate height to open the lock and pass the ship; 2. During the maintenance and repair of the ship lock, it needs to be closed; 3. The ship lock is used as a hydropower station. A part of the hub is a permanent fortification, and it is too difficult to transform; 4. It takes a long time for ships to pass through the lock, and there are few ships in a single pass, which is not suitable for large-volume waterway transportation. However, the use of trucks to overturn the dam through the road has problems such as large infrastructure investment, high transshipment costs, heavy pollution, and high road maintenance costs.

Therefore, the dam overturning transportation system according to one or more embodiments of the present disclosure has the following advantages:

1) The dam overturning transportation system according to one or more embodiments of the present disclosure utilizes the empty rail system which is a mature product, opens up a new type of transportation scene for the empty rail system, and promotes the development of multimodal transportation. The application of the empty rail system enables the container transportation to be completed in the air, reducing the requirements for the shoreline frontier site during the transportation process. The bridge frame structure cooperates with the empty track system to realize the dam turning operation mode of "goods cannot pass the ship", which solves the problem of difficult and slow crossing of inland waterway ships existing in the prior art.

2) The dam overturning transportation system in one or more embodiments of the present disclosure adopts a loading and unloading lifting device that can independently complete the transshipment of goods in the longitudinal direction of the river bank, the vertical direction of the river bank and the vertical direction, so the bottom of the bridge frame can cancel the large size of the existing bridge frame. Vehicle traveling mechanism, the foundation of the system only needs to be based on fixed pile foundations. Compared with conventional wharf foundations, this disclosure greatly reduces the foundation cost of the shoreline frontier, and greatly reduces the geology of the frontier of the shoreline. Therefore, the bridge structure can be constructed on the bank of the river dam, so that the invention has high environmental applicability.

3) The dam overturning transportation system according to one or more embodiments of the present disclosure realizes fully unmanned operation in container grabbing and transportation operations, and plays a positive role in promoting the establishment of an intelligent transportation system.

Having described preferred embodiments of the present disclosure, additional changes and modifications can be made to these embodiments by those of ordinary skill in the art once the basic inventive concept is appreciated. Therefore, it is intended that the appended claims be construed to cover the preferred embodiment and all changes and modifications which fall within the scope of the present disclosure.

Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and equivalent technologies thereof, the present disclosure also intends to include these modifications and variations.

Claims

A track-bridge integrated rapid transit system, including a bridge frame, a loading and unloading lifting device and a loading and unloading device; wherein:

The bridge frame is arranged on the river bank, and the bridge frame is provided with a track installation position for the track composition of the empty rail system to pass through;

The loading and unloading lifting device is installed on the bridge, and the loading and unloading lifting device reciprocates on the bridge to dock the ship and the changing device;

The changing device is arranged in the area below the loading and unloading lifting device and the track installation position, and the changing device moves back and forth in the area below the loading and unloading lifting device and the track installation position, To dock the loading and unloading lifting device with the empty rail system.
The track-bridge integrated rapid transit system according to claim 1, wherein: the bridge frame includes a front girder, a rear girder, outriggers and corbels; wherein:

The front girder is provided with a loading and unloading track along its axial direction, the loading and unloading lifting device is installed on the front girder, and the loading and unloading lifting device can reciprocate along the loading and unloading track composition;

The changing device is installed on the leg assembly;

The corbel composition is arranged in the support leg composition, and the corbel composition is connected with the rear girder, and the corbel composition constitutes the track installation position.
The track-bridge integrated rapid transit system as claimed in claim 2, wherein: said outriggers are composed of a double-layer structure, including upper outriggers and lower outriggers, and useful On the connection layer connected, the connection layer is provided with a reserved connection interface, and the replacement platform component is installed on the leg component through the reserved connection interface.
The track-bridge integrated rapid transit system as claimed in claim 3, wherein: the outriggers are composed of four-leg structures, including two front upper outrigger assemblies, two rear upper outrigger assemblies, and two upper beam assemblies , front connection assembly, rear connection assembly, two middle beam assemblies, two front lower outrigger assemblies and two rear lower outrigger assemblies; the two front upper outrigger assemblies pass through one of them The upper beam assembly is connected into an H-shaped structure, and the two rear upper leg assemblies are connected into an H-shaped structure through another upper beam assembly, and the two H-shaped structures form the upper support legs; the front connection assembly and the rear connection assembly are connected to form a rectangular frame structure through the two middle beam assemblies, forming the connection layer; the two front lower outrigger assemblies are respectively connected to the The two ends of the front connection assembly are connected, and the two rear lower leg assemblies are respectively connected with the two ends of the rear connection assembly to form the lower leg.
The track-bridge integrated rapid transit system according to claim 4, wherein: the front connecting assembly is connected to the front upper outrigger assembly and the front lower outrigger assembly through a flange structure; the rear connection The assembly is connected to the rear upper outrigger assembly and the rear lower outrigger assembly through a flange structure; both the front connection assembly and the rear connection assembly are provided with the reserved connection interface.
The track-bridge integrated rapid transit system according to claim 4, wherein: said front upper outrigger assembly, said front lower outrigger assembly, said rear upper outrigger assembly and said rear lower outrigger assembly A box-shaped structure welded by plates is adopted in Chengdu, and a reinforced partition is arranged in the middle of the box-shaped structure; the cross-sectional dimensions of the front upper outrigger assembly and the front lower outrigger assembly are larger than the rear upper outrigger assembly. Cross-sectional dimensions of the leg assembly and the rear lower outrigger assembly.
The track-bridge integrated rapid transit system according to claim 2, wherein: said bridge frame further comprises an upper frame composition and a tie rod composition, said upper frame composition is located at the top of said bridge frame, and said outrigger composition is located at the top of said bridge frame Bottom end; a main beam composition is arranged between the upper frame composition and the outrigger composition, and one end of the main beam composition is fixed between the upper frame composition and the outrigger composition to form the rear The other end of the main beam is extended to form the front beam; the two ends of the tie rods are respectively connected to the upper frame and the main beam.
The track-bridge integrated rapid transit system according to claim 7, wherein: the tie rod assembly includes a tie rod assembly, a support assembly and a central pin assembly; the tie rod assembly includes a tie rod plate and a tie rod; the support The assembly includes two support plates and several rib plates, the two ends of the main beam and the upper frame are provided with the support assembly, the support assembly and the tie rod assembly The tie rod plate is connected and fixed through the center pin assembly.
The track-bridge integrated rapid transit system according to claim 2, wherein: the front girder is a pre-arch beam with a pre-arch amount.
The track-bridge integrated rapid transit system as claimed in claim 2, wherein: the middle part of the rear girder is provided with a drop arm, and the corbel assembly is installed on the drop arm.
The track-bridge integrated rapid transit system according to any one of claims 2-10, wherein: the bridge frame is provided with N pieces, N≥2; the changing device is provided with N-1 pieces, and the changing The device is installed between two adjacent bridge frames.
The track-bridge integrated rapid transit system as claimed in claim 11, wherein: the changing device comprises a changing platform, a changing transfer car and a changing track; the changing platform is installed on two adjacent between the bridge frames; the replacement track composition is installed on the replacement platform composition; the replacement transfer vehicle reciprocates along the replacement track composition to connect the loading and unloading lifting device with the Empty track system.
The track-bridge integrated rapid transit system as claimed in claim 12, wherein: the replacement platform consists of a front beam assembly, a rear beam assembly, a longitudinal beam assembly, a reinforcing beam assembly and a bolted plate assembly; wherein : the front beam assembly and the rear beam assembly are connected as a whole through the longitudinal beam assembly; the reinforcing beam assembly is installed on the longitudinal beam assembly; the bolted plate assembly is arranged on The front crossbeam assembly and the rear crossbeam assembly are used to connect the replacement platform composition with the bridge frame.
The track-bridge integrated rapid transit system according to claim 11, wherein: the loading and unloading lifting device includes N translation cars, rail beams and N-1 lifting cars; the translation cars move along the loading and unloading track, The translation car is provided with a connecting hanger; the track beam is installed on the connecting hangers of the N translation cars, and the axis of the track beam is perpendicular to the translation direction of the translation car; N-1 The lifting vehicles are respectively installed on the track beams, and the lifting vehicles include a frame composition, a track running mechanism, a spreader and a lifting mechanism for lifting the spreader, and the track running mechanism and the lifting mechanism They are respectively installed on the vehicle frame components, and the track running mechanism cooperates with the track beam, so that the lifting vehicle moves along the track beam driven by the track running mechanism.
The track-bridge integrated rapid transit system according to claim 14, wherein: there are three bridge frames; the loading and unloading lifting device includes three translation cars, one track beam and two lifting car; the 2 translation vehicles located on the outside of the 3 translation vehicles are provided with a translation travel mechanism, and the translation vehicle is driven by the translation travel mechanism to move along the loading and unloading track; the track beam passes through 3 The connection and suspension of the two translation vehicles are installed and fixed, and the two lifting vehicles are arranged along the axial direction of the track beam.
The rail-bridge integrated rapid transit system according to any one of claims 1-10, 12-15, wherein: the rail-bridge integrated rapid transit system also includes a fixed pile foundation, and the bridge frame is connected to the pile foundation through anchor bolts fixed.
A dam overturning transportation system, comprising the rail-bridge integrated rapid transit system and the empty rail system described in any one of the two claims 1-16; the two rail-bridge integrated rapid transit systems are respectively arranged on the upper reaches of the dam On the river bank and the downstream river bank; the empty rail system connects the two rail-bridge integrated rapid transit systems to transfer goods between the two rail-bridge integrated rapid transit systems.
The dam overturning transportation system according to claim 17, wherein: the number of said bridge frames is 6, wherein 3 of said bridge frames are arranged on the river bank upstream of said river dam, and the remaining 3 of said bridge frames are arranged on said river The river bank downstream of the dam; a set of loading and unloading lifting devices are respectively provided on the 3 bridges upstream and 3 bridges downstream; the 3 bridges upstream and 3 bridges downstream are respectively provided There are two changing devices, and each changing device is respectively installed between two adjacent bridge frames.