An iron-water combined transport direct ship-rail continuous loading and unloading operation system and method

Abstract

An iron-water combined transport ship-railway car direct loading and unloading continuous operation system, including a quay crane. A transverse cantilever is arranged on the quay crane. The cantilever includes a front cantilever and a rear cantilever. An overhead crane trolley that moves back and forth between the front cantilever and the rear cantilever along the length direction of the cantilever is arranged on the cantilever. An overhead crane spreader for lifting or lowering a container is connected to the overhead crane trolley. The front cantilever is located above the seaside berth at the quay front. The container to be lifted is on a container ship at the seaside berth. The rear cantilever is located above the railway track. An unloading and loading system for receiving the container lowered by the overhead crane spreader at the railway track and transporting the container onto a railway vehicle is arranged at the railway track. The overhead crane spreader is used to lift the container from the container ship under the front cantilever, move the container to the end of the rear cantilever and lower the container onto the unloading and loading system under the rear cantilever.

Description

Technical Field

[0001] The present invention relates to the field of intermodal transport of containerized molten iron, and particularly to an intermodal transport system and method for direct loading and unloading of ships and vehicles in continuous operation. Background Art

[0002] Currently, there are mainly three modes of intermodal transport of containerized molten iron as follows.

[0003] Mode 1. Operating process: Ship ←→ Quayside Container Crane (QC) ←→ Internal Container Truck ←→ Rear Yard and Yard Gantry Crane ←→ External Container Truck ←→ Railway Container Yard ←→ Gantry Crane on Railway Loading and Unloading Line ←→ Railway Vehicle. In Mode 1, the railway loading and unloading yard and the port terminal are independently set up. In this mode, the container exchange and transportation between the railway loading and unloading and the terminal yard use external container trucks, and the handover of intermodal transport containers is realized through the external road connecting the railway loading and unloading yard and the terminal yard.

[0004] Mode 2. Operating process: Ship ←→ Quayside Container Crane (QC) ←→ Internal Container Truck ←→ Rear Yard and Yard Gantry Crane ←→ Gantry Crane on Railway Loading and Unloading Line ←→ Railway Vehicle. In Mode 2, the railway loading and unloading line is located in the rear yard of the port. In this mode, there is a certain distance between the railway container loading and unloading line and the quay crane of the terminal, and a certain number of internal container trucks need to be equipped for short-distance transportation through the internal road for container transshipment.

[0005] Mode 3. Operating process: Ship ←→ Quayside Container Crane ←→ Vehicle on the Railway Loading and Unloading Line at the Terminal Front. In Mode 3, the railway loading and unloading line extends to the terminal front. The transshipment operation between waterway transportation and railway transportation does not pass through the yard operation, and the container can be directly loaded and unloaded between the ship and the vehicle through the quay crane. Thus, the container can be directly transshipped without being stacked in the yard, reducing the container truck transportation link, the yard stacking operation link, and the number of handling machines, and can reduce the yard occupation area.

[0006] Analysis of the limitations of the existing technologies in the existing modes:

[0007] Mode 1:

[0008] 1) The distance between the railway container loading and unloading yard and the terminal yard is relatively far, and the container handover between the two yards needs to be completed by external container trucks, resulting in high transportation and time costs.

[0009] 2) The handling equipment and yard are independently set up. From the perspective of the overall layout of intermodal transport of containerized molten iron, it causes duplicate investment in equipment and yard, and the project investment cost is relatively high.

[0010] 3) The transportation link of intermodal transport of containerized molten iron is complex and the efficiency is low.

[0011] 4) Railway loading and unloading yards and port yards require relatively high rear depth conditions. The connecting road between the railway loading and unloading yard and the port should not be too long. Moreover, the height difference between the two yards is restricted by the length of the connecting road. The greater the height difference, the longer the connecting road alignment will be, and the higher the external transportation cost and time cost of containers.

[0012] Mode 2:

[0013] 1) The internal container truck transportation link and loading and unloading transportation equipment are added, increasing the transportation cost of on-site equipment and yards. This mode is suitable for large-capacity terminals, and the cost can be reduced by spreading the volume.

[0014] 2) Loading and unloading equipment and yards need to be equipped in the railway loading and unloading area, with a large project investment and increased operating costs.

[0015] 3) Railway loading and unloading yards and port yards require relatively high rear depth conditions and are required to be at the same horizontal elevation. This restricts the track elevation of the railway loading and unloading area where the railway enters the port. Especially in ports in areas with large changes in inland water levels, when passing through the dike, there are more restrictions on the elevation.

[0016] Mode 3:

[0017] 1) When the railway vehicles to be loaded and unloaded stay at the quay front loading and unloading line without power and the ship is fixed at the berth during the loading and unloading in the port, the direct container transfer between the ship and the railway vehicle is achieved through the longitudinal movement of the quay crane trolley at the quay front. Only about 10 standard containers can be loaded and unloaded per hour, with low loading and unloading efficiency. At the same time, synchronous operation of multiple quay cranes cannot be achieved.

[0018] 2) When the railway vehicles to be loaded and unloaded have traction power and can cooperate with the quay crane trolley and the quay crane car, the railway loading and unloading vehicle moves longitudinally under the traction of the power equipment to align with the quay crane, realizing the container transfer operation of direct ship-railway pickup. This layout has relatively high efficiency in the direct ship-railway pickup mode. However, due to the longitudinal traction requirement of the vehicle, the quay line length needs to be relatively long, which is twice the length of the vehicle to be loaded, and at the same time, high accuracy requirements are imposed on the alignment of the traction power equipment.

[0019] 3) In this mode, relatively high requirements are imposed on the time matching between railway trains and operating ships. It is necessary to coordinate the arrival and departure times of railway trains, the arrival and departure times of ships at the port, and the consistency and rationality of the loading and unloading operation plans of loading and unloading machinery vehicles through information intercommunication between ships and railway trains, so as to avoid a large amount of mutual waiting idle time for railway trains and ships and reduce the overall loading and unloading efficiency.

[0020] 4) The railway loading and unloading line is introduced to the front of the quay of the shoreline. To reduce the interference with the internal traffic, the track elevation of the railway loading and unloading line is the same as or slightly lower than the road surface elevation of the quay front. This poses higher requirements for the route selection and longitudinal section condition slope of the railway line. When the elevation difference between the railway connection point and the port quay is too large, it is impossible to introduce the railway loading and unloading line under this mode.

[0021] Analysis conclusion:

[0022] Mode 1 and Mode 2 are widely used in the combined transport of railway and waterway, and the related technologies are relatively mature. However, Mode 1 cannot achieve seamless connection of the combined transport of railway and waterway, with low transport efficiency and high operation cost, and is only applicable to the transport of scattered cargo flows; Mode 2 is more suitable for ports with large volumes of combined transport operations of railway and waterway, and the investment cost for ports with small volumes of operations is relatively high; With the development of information technology, the development space and advantages of Mode 3 will gradually emerge.

[0023] Modes 1 and 2 have relatively high requirements for the depth conditions behind the quay, and sufficient construction space is required both in front of and behind the shore dike of the shoreline. This is restricted by factors such as terrain conditions, urban planning, and construction land. Mode 3 adopts the direct ship-to-truck loading and unloading mode, makes full use of the space in front of the quay, saves the yard area, and greatly reduces the land construction space, but there is a certain conflict with the short-distance transfer transportation of internal port vehicles.

[0024] The track elevation of the railway loading and unloading line in Mode 3 is restricted by the construction elevation of the quay. When the elevation difference between the railway connection station and the quay is large, it is necessary to extend the railway line to achieve the effect of reducing the elevation, which greatly increases the construction cost of the railway. This restricts the implementation and promotion of Mode 3 when the elevation difference between the line and the quay cannot be overcome. Summary of the Invention

[0025] In view of the technical defects and drawbacks existing in the prior art, the embodiments of the present invention provide a combined transport of railway and waterway direct ship-to-truck continuous loading and unloading operation system and method that overcome or at least partially solve the above problems. The specific solutions are as follows:

[0026] As a first aspect of the present invention, there is provided an integrated iron-water transportation vehicle-ship direct loading and unloading continuous operation system, including a quay crane. A transverse cantilever is provided on the quay crane. The cantilever includes a front cantilever and a rear cantilever. An quay crane trolley that moves back and forth between the front cantilever and the rear cantilever along the length direction of the cantilever is provided on the cantilever. An quay crane spreader for lifting or lowering a container is connected to the quay crane trolley. The front cantilever is located above the seaside berth at the dock front, and the container to be lifted is on a container ship at the seaside berth. The rear cantilever is located above the railway track. An loading and unloading system for receiving the container lowered by the quay crane spreader and transporting the container onto a railway vehicle is provided at the railway track. The quay crane spreader is used to lift the container from the container ship under the front cantilever, move the container to the end of the rear cantilever, and lower the container onto the loading and unloading system under the rear cantilever;

[0027] Wherein, a first slide rail along the length direction of the cantilever is provided on the cantilever. The first slide rail extends from the front cantilever to the rear cantilever of the cantilever, and the quay crane trolley is slidably connected to the first slide rail.

[0028] Further, the loading and unloading system includes a first lifting device for lifting the container onto the railway vehicle at the railway vehicle location and an AGV lane extending in the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located under the rear cantilever, and the other end is located under the first lifting device. An AGV trolley running along the AGV lane stays on the AGV lane. The AGV trolley is used to receive the container lowered by the quay crane spreader under the rear cantilever and transport the container along the AGV lane to under the first lifting device. The first lifting device is used to lift the container on the AGV trolley onto the railway vehicle.

[0029] Further, the first lifting device is a first railway gantry crane. The cross beam of the first railway gantry crane spans across the railway track. A first loading and unloading trolley that moves back and forth along the length direction of the cross beam is provided on the cross beam of the first railway gantry crane. A first gantry spreader for lifting or lowering a container is connected to the first loading and unloading trolley. The AGV trolley is used to receive the container lowered by the quay crane spreader and longitudinally move along the AGV lane to move the container under the cross beam of the first railway gantry crane. The first railway gantry crane is used to lift the container through the first gantry spreader, move the container above the railway vehicle, and lower the container onto the railway vehicle;

[0030] Wherein, a second slide rail along the length direction of the cross beam is provided on the cross beam of the first railway gantry crane, and the first loading and unloading trolley is slidably connected to the second slide rail.

[0031] Furthermore, the operating system further includes a temporary stacking system, which includes a container truck, a container truck lane, and a second lifting device. One end of the container truck lane is located below the quay crane boom, and the other end is located below the second lifting device. The container truck runs on the container truck lane. A temporary stacking yard is arranged below the second lifting device. The container truck is used to move below the quay crane boom to receive the container lowered by the quay crane spreader, and then move along the container truck lane to below the second lifting device. The second lifting device is used to lift the container from the container truck and lower the container to the temporary stacking yard.

[0032] Furthermore, the second lifting device is a second railway gantry crane. A temporary stacking yard is arranged below the crossbeam of the second railway gantry crane. A second loading and unloading trolley that moves back and forth along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane. A second gantry spreader for lifting or lowering the container is connected to the second loading and unloading trolley. The container truck is used to move below the quay crane boom to receive the container lowered by the quay crane spreader, and then move along the container truck lane to below the crossbeam of the second railway gantry crane. The second gantry spreader is used to lift the container from the container truck and lower the container to the temporary stacking yard.

[0033] Furthermore, the crossbeam of the second railway gantry crane includes a front crossbeam close to the quay crane, a rear crossbeam on the side far from the quay crane, and an intermediate crossbeam located between the front crossbeam and the rear crossbeam. The other end of the container truck lane is located below the rear crossbeam. The temporary stacking yard is located below the intermediate crossbeam. The loading and unloading system is located below the front crossbeam. The container truck is also used to lift the container from the temporary stacking yard and lower the container to the loading and unloading system below the front crossbeam;

[0034] Wherein, a third slide rail along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane. The second loading and unloading trolley is slidably connected to the third slide rail.

[0035] As the second aspect of the present invention, a method for directly loading and unloading molten iron in a combined rail and water transportation vehicle in a continuous manner is provided. The method includes:

[0036] A seaside berth for a container ship is arranged under the front boom of the quay crane, and a loading and unloading system is arranged under the rear boom of the quay crane;

[0037] Control the quay crane trolley to move to the front boom of the boom, lower the quay crane spreader to the container ship below the front boom, and lift the container to be lifted by the quay crane spreader;

[0038] Control the quay crane trolley to move to the rear boom of the boom, and lower the container to the loading and unloading system below the rear boom through the quay crane spreader;

[0039] Receive the container lowered by the quay crane spreader through the loading and unloading system, and transport the container to the railway vehicle.

[0040] Further, the loading and unloading system includes a first lifting device located at the railway vehicle for lifting the container onto the railway vehicle, and an AGV lane extending along the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located under the rear cantilever, and the other end is located under the first lifting device. An AGV car running along the AGV lane stays on the AGV lane. The AGV car is used to receive the container lowered by the quay crane spreader under the rear cantilever and transport the container along the AGV lane to under the first lifting device. The first lifting device is used to lift the container on the AGV car onto the railway vehicle.

[0041] Further, the method further includes: setting up a temporary stacking system. When the direct ship-rail operation does not match for a short time, evacuate the containers unloaded by the continuous operation of the quay crane through the temporary stacking system;

[0042] Wherein, the operation system further includes a temporary stacking system. The temporary stacking system includes a container truck, a container truck lane, and a second lifting device. One end of the container truck lane is located under the quay crane cantilever, and the other end is located under the second lifting device. The container truck runs on the container truck lane. A temporary stacking yard is arranged under the second lifting device. The container truck is used to move under the quay crane cantilever to receive the container lowered by the quay crane spreader when the direct ship-rail operation does not match for a short time, and move along the container truck lane to under the second lifting device. The second lifting device is used to lift the container from the container truck and lower the container to the temporary stacking yard;

[0043] Further, the second lifting device is a second railway gantry crane. A second loading and unloading trolley moving back and forth along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane. A second gantry spreader for lifting or lowering the container is connected to the second loading and unloading trolley. The crossbeam of the second railway gantry crane includes a front crossbeam close to the quay crane, a rear crossbeam on the side far from the quay crane, and an intermediate crossbeam located between the front crossbeam and the rear crossbeam. The other end of the container truck lane is located under the rear crossbeam, the temporary stacking yard is located under the intermediate crossbeam, and the loading and unloading system is located under the front crossbeam. The container truck is also used to lift the container from the temporary stacking yard and lower the container to the loading and unloading system under the front crossbeam.

[0044] The present invention has the following beneficial effects:

[0045] The solution of the present invention realizes the transfer mode of direct ship-railway pickup in the case of height difference between the railway loading and unloading line and the quay front. On the premise of saving the quay yard and reducing the short-distance transportation cost, the height difference problem between the railway loading and unloading line and the quay front is solved by a sunken loading and unloading system; the intelligent automation of the relative positioning of the container and the vehicle to be loaded is realized through the platform AGV vehicle, the alignment link between the quay crane and the vehicle to be loaded is cancelled, the longitudinal travel distances of the gantry crane, the yard gantry crane and the quay crane in the terminal loading and unloading system are reduced, and the overall container loading efficiency is improved; the transfer problem of the mismatch of the loading and unloading time in special cases of ships and vehicles is solved through the yard outside the loading and unloading system, and the efficient seamless connection of the railway-water combined transport with the railway loading and unloading line elevation lower than the quay front elevation is realized. Description of the Drawings

[0046] Figure 1 It is a schematic diagram of the mechanism of a railway-water combined transport ship-railway direct pickup continuous loading and unloading operation system provided by an embodiment of the present invention;

[0047] Figure 2 It is a flowchart of a railway-water combined transport ship-railway direct pickup continuous loading and unloading operation method provided by an embodiment of the present invention;

[0048] In the figure: 100, container; 300, quay crane; 301, front cantilever; 302, rear cantilever; 303, quay crane trolley; 304, quay crane spreader; 400, container truck; 700, first railway gantry crane; 701, first gantry spreader; 602, front cross beam; 603, rear cross beam; 800, temporary storage yard; 70, loading and unloading system; 600, second railway gantry crane; 601, second gantry spreader; 710, railway vehicle; 730, AGV vehicle. Detailed Embodiments

[0049] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0050] Such as Figure 1As shown, as the first embodiment of the present invention, a direct loading and unloading operation system for iron-water combined transport of ships and vehicles is provided, including a quay crane 300. A transverse cantilever is provided on the quay crane 300. The cantilever includes a front cantilever 301 and a rear cantilever 302. An overhead crane trolley 303 that travels back and forth between the front cantilever 301 and the rear cantilever 302 along the length direction of the cantilever is provided on the cantilever. An overhead crane spreader 304 for lifting or lowering a container 100 is connected to the overhead crane trolley 303. The front cantilever 301 is located above the seaside berth at the quay front. The container 100 to be lifted is on a container ship at the seaside berth. The rear cantilever 302 is located above the railway track. An unloading and loading system 70 for receiving the container 100 lowered by the overhead crane spreader 304 and transporting the container 100 onto a railway vehicle 710 is provided at the railway track. The overhead crane spreader 304 is used to lift the container 100 from the container ship under the front cantilever 301, move the container 100 to the end of the rear cantilever 302 and lower the container 100 onto the unloading and loading system 70 under the rear cantilever 302;

[0051] Wherein, a first slide rail along the length direction of the cantilever is provided on the cantilever. The first slide rail extends from the front cantilever 301 of the cantilever to the rear cantilever 302. The overhead crane trolley 303 is slidably connected to the first slide rail. Wherein, there can be multiple quay cranes 300, and the multiple quay cranes 300 are arranged in sequence along the longitudinal direction.

[0052] Wherein, the unloading and loading system 70 includes a first lifting device located at the railway vehicle 710 for lifting the container 100 onto the railway vehicle 710 and an AGV lane extending in the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located under the rear cantilever 302, and the other end is located under the first lifting device. An AGV trolley 730 that travels along the AGV lane stays on the AGV lane. When not loaded with the container 100, the AGV trolley 730 is on the AGV lane under the rear cantilever 302, and is used to receive the container 100 lowered by the overhead crane spreader 304 under the rear cantilever 302 and transport the container 100 along the AGV lane to under the first lifting device. The first lifting device is used to lift the container 100 on the AGV trolley 730 onto the railway vehicle 710.

[0053] Preferably, the first lifting device is a first railway gantry crane 700. The crossbeam of the first railway gantry crane 700 spans across the railway track. A first loading and unloading trolley that moves back and forth along the length direction of the crossbeam is arranged on the crossbeam of the first railway gantry crane 700. A first gantry spreader 701 for lifting or lowering the container 100 is connected to the first loading and unloading trolley. The AGV trolley 730 is used to receive the container 100 lowered by the quay crane spreader 304, and longitudinally move along the AGV lane to move the container 100 to below the crossbeam of the first railway gantry crane 700. The first railway gantry crane 700 is used to lift the container 100 through the first gantry spreader 701, move the container 100 above the railway vehicle 710, and lower the container 100 onto the railway vehicle 710;

[0054] Wherein, the first railway gantry crane 700 can be one or more. A second slide rail along the length direction of the crossbeam is arranged on the crossbeam of the first railway gantry crane 700. The first loading and unloading trolley is slidably connected to the second slide rail.

[0055] In the above embodiment, when it is necessary to transport the container 100 on the container ship at the seaside berth to the railway vehicle 710, control the quay crane trolley 303 to move to the front boom 301, lower the quay crane spreader 304 to the container ship below the front boom 301, lift the container 100 to be lifted through the quay crane spreader 304, then control the quay crane trolley 303 to move to the rear boom 302 of the boom, and lower the container 100 onto the AGV trolley 730 below the rear boom 302 through the quay crane spreader 304. The AGV trolley 730 transports the container 100 along the AGV lane to below the first railway gantry crane 700. The first lifting device is used to lift the container 100 on the AGV trolley 730 onto the railway vehicle 710. The first railway gantry crane 700 lifts the container 100 on the AGV trolley 730 through the first gantry spreader 701, moves the container 100 above the railway vehicle 710, and lowers the container 100 onto the railway vehicle 710, thereby completing the direct ship-to-rail continuous loading and unloading operation.

[0056] Preferably, the operating system further includes a temporary stacking system, which includes a container truck 400, a container truck lane, and a second lifting device. One end of the container truck lane is located under the boom of the quay crane 300, and the other end is located under the second lifting device. The container truck 400 runs on the container truck lane. A temporary stacking yard is arranged under the second lifting device. The container truck 400 is used to move under the boom of the quay crane 300 to receive the container 100 lowered by the quay crane spreader 304, and move along the container truck lane to under the second lifting device. The second lifting device is used to lift the container 100 from the container truck 400 and lower the container 100 to the temporary stacking yard.

[0057] Preferably, the second lifting device is a second railway gantry crane 600. A temporary stacking yard is arranged under the crossbeam of the second railway gantry crane 600. A second loading and unloading trolley that moves back and forth along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane 600. A second gantry spreader 601 for lifting or lowering the container 100 is connected to the second loading and unloading trolley. The container truck 400 is used to move under the boom of the quay crane 300 to receive the container 100 lowered by the quay crane spreader 304, and move along the container truck lane to under the crossbeam of the second railway gantry crane 600. The second gantry spreader 601 is used to lift the container 100 from the container truck 400 and lower the container 100 to the temporary stacking yard.

[0058] Preferably, the crossbeam of the second railway gantry crane 600 includes a front crossbeam 602 close to the quay crane 300, a rear crossbeam 603 on the side far from the quay crane 300, and an intermediate crossbeam located between the front crossbeam 602 and the rear crossbeam 603. The other end of the container truck lane is located under the rear crossbeam 603. The temporary stacking yard is located under the intermediate crossbeam. The loading and unloading system 70 is located under the front crossbeam 602. The second gantry spreader 600 is also used to lift the container 100 from the temporary stacking yard and lower the container 100 to the loading and unloading system 70 under the front crossbeam 602;

[0059] Among them, the second railway gantry crane 600 can be one or more. A third slide rail along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane 600. The second loading and unloading trolley is slidably connected to the third slide rail; among them, the quay crane spreader 304, the first gantry spreader 701, and the second gantry spreader 601 are all automatic telescopic spreaders.

[0060] In the above embodiments, when the loading and unloading vehicle does not match the container ship in terms of time, the quay crane spreader 304 can be controlled to lower the container 100 onto the container truck 400. The container truck 400 carrying the container 100 moves along the container truck lane to the lower part of the rear crossbeam 603 of the second railway gantry crane 600. The second gantry spreader 601 of the second railway gantry crane 600 lifts the container 100 from the container truck 400 and moves and lowers the container 100 to the temporary storage yard. A small number of containers 100 to be loaded and unloaded can be stored in the temporary storage yard 800, thus greatly saving the yard area and reducing the port storage and operation costs. When the loading and unloading vehicle is idle, the second gantry spreader 601 of the second railway gantry crane 600 then lifts the container 100 from the temporary storage yard 800, moves to the front crossbeam 602 and lowers the container 100 onto the AGV cart 730 below the front crossbeam 602. The AGV cart 730 conveys the container 100 along the AGV lane to below the first railway gantry crane 700. The first lifting device is used to lift the container 100 on the AGV cart 730 onto the railway vehicle 710. The first railway gantry crane 700 lifts the container 100 on the AGV cart 730 by the first gantry spreader 701, moves the container 100 above the railway vehicle 710, and lowers the container 100 onto the railway vehicle 710. Since the loading and unloading operation of the container 100 between the ship and the railway vehicle 710 can be automatically controlled, the loading and unloading efficiency is high, human resources are saved, and the intermodal transfer cost of the container 100 is reduced.

[0061] As Figure 2 shown, as the second embodiment of the present invention, a method for directly loading and unloading iron ore and coal in a continuous manner between ships and trains is provided. The method includes:

[0062] Set the sea side berth of the container ship under the front cantilever 301 of the quay crane 300, and set the loading and unloading system 70 under the rear cantilever 302 of the quay crane 300;

[0063] Control the quay crane trolley 303 to move to the front cantilever 301 of the cantilever, lower the quay crane spreader 304 onto the container ship below the front cantilever 301, and lift the container 100 to be lifted by the quay crane spreader 304;

[0064] Control the quay crane trolley 303 to move to the rear cantilever 302 of the cantilever, and lower the container 100 onto the loading and unloading system 70 below the rear cantilever 302 by the quay crane spreader 304;

[0065] The loading and unloading system 70 receives the container 100 lowered by the quay crane spreader 304 and transports the container 100 to the railway vehicle 710.

[0066] Among them, the loading and unloading system 70 includes a first lifting device located at the railway vehicle 710 for lifting the container 100 onto the railway vehicle 710, and an AGV lane extending along the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located below the rear cantilever 302, and the other end is located below the first lifting device. An AGV car 730 running along the AGV lane stays on the AGV lane. The AGV car 730 is used to receive the container 100 lowered by the quay crane spreader 304 below the rear cantilever 302, and convey the container 100 along the AGV lane to below the first lifting device. The first lifting device is used to lift the container 100 on the AGV car 730 onto the railway vehicle 710.

[0067] Preferably, the method further includes: setting up a temporary stacking system, and when the direct ship-rail operation does not match for a short time, evacuating the containers 100 unloaded continuously by the quay crane 300 through the temporary stacking system;

[0068] Among them, the operation system further includes a temporary stacking system. The temporary stacking system includes a container truck 400, a container truck lane, and a second lifting device. One end of the container truck lane is located below the cantilever of the quay crane 300, and the other end is located below the second lifting device. The container truck 400 runs on the container truck lane. A temporary stacking yard is arranged below the second lifting device. The container truck 400 is used to move below the cantilever of the quay crane 300 to receive the container 100 lowered by the quay crane spreader 304 when the direct ship-rail operation does not match for a short time, and move along the container truck lane to below the second lifting device. The second lifting device is used to lift the container 100 from the container truck 400 and lower the container 100 to the temporary stacking yard;

[0069] Among them, the second lifting device is a second railway gantry crane 600. A second loading and unloading trolley that moves back and forth along the length direction of the cross beam is arranged on the cross beam of the second railway gantry crane 600. A second gantry spreader 601 for lifting or lowering the container 100 is connected to the second loading and unloading trolley. The cross beam of the second railway gantry crane 600 includes a front cross beam 602 close to the quay crane 300, a rear cross beam 603 on the side far from the quay crane 300, and an intermediate cross beam located between the front cross beam 602 and the rear cross beam 603. The other end of the container truck lane is located below the rear cross beam 603, the temporary stacking yard is located below the intermediate cross beam, the loading and unloading system 70 is located below the front cross beam 602, and the second gantry spreader 601 is also used to lift the container 100 from the temporary stacking yard and lower the container 100 to the loading and unloading system 70 below the front cross beam 602.

[0070] The solution of the present invention realizes the transfer mode of direct ship-rail transfer in the case of a height difference between the railway loading and unloading line and the quay front. On the premise of saving the quay yard and reducing the short-distance transportation cost, the height difference problem between the railway loading and unloading line and the quay front is solved by the sunken loading and unloading system 70; the intelligent automation of the relative positioning of the container 100 and the vehicle to be loaded is realized by the platform AGV vehicle, the alignment link between the quay crane 300 and the vehicle to be loaded is cancelled, the longitudinal travel distances of the gantry crane of the terminal loading and unloading system 70, the yard gantry crane and the quay crane 300 are reduced, and the overall container 100 loading efficiency is improved; the transfer problem of the mismatch of the loading and unloading time in special cases of ships and vehicles is solved by the yard outside the loading and unloading system 70, and the efficient seamless connection of the railway-water combined transport with the railway loading and unloading line elevation lower than the quay front elevation is realized.

[0071] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An iron-water combined transport vehicle-ship direct loading and unloading continuous operation system, characterized in that, It includes a quay crane, on which a transverse cantilever is provided. The cantilever includes a front cantilever and a rear cantilever. An quay crane trolley that moves back and forth between the front cantilever and the rear cantilever along the length direction of the cantilever is provided on the cantilever. An quay crane spreader for lifting or lowering a container is connected to the quay crane trolley. The front cantilever is located above the seaside berth at the quay front. The container to be lifted is on a container ship at the seaside berth. The rear cantilever is located above the railway track. An unloading and loading system for receiving the container lowered by the quay crane spreader at the railway track and transporting the container onto a railway vehicle is provided at the railway track. The quay crane spreader is used to lift the container from the container ship under the front cantilever, move the container to the end of the rear cantilever and lower the container onto the unloading and loading system under the rear cantilever. Among them, the unloading and loading system includes a first lifting device located at the railway vehicle for lifting the container onto the railway vehicle and an AGV lane extending in the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located under the rear cantilever, and the other end is located under the first lifting device. An AGV trolley running along the AGV lane stays on the AGV lane. The AGV trolley is used to receive the container lowered by the quay crane spreader under the rear cantilever and transport the container along the AGV lane to under the first lifting device. The first lifting device is used to lift the container on the AGV trolley onto the railway vehicle. Among them, the operation system further includes a temporary stacking system. The temporary stacking system includes a container truck, a container truck lane and a second lifting device. One end of the container truck lane is located under the quay crane cantilever, and the other end is located under the second lifting device. The container truck runs on the container truck lane. A temporary stacking yard is provided under the second lifting device. The container truck is used to move under the quay crane cantilever to receive the container lowered by the quay crane spreader and move along the container truck lane to under the second lifting device. The second lifting device is used to lift the container from the container truck and lower the container onto the temporary stacking yard.

2. The through transport of molten iron by ship and truck direct loading and unloading continuous operation system according to claim 1, characterized in that The first lifting device is a first railway gantry crane. The cross beam of the first railway gantry crane straddles the railway track. A first loading and unloading trolley that moves back and forth along the length direction of the cross beam is provided on the cross beam of the first railway gantry crane. A first gantry spreader for lifting or lowering a container is connected to the first loading and unloading trolley. The AGV trolley is used to receive the container lowered by the quay crane spreader and longitudinally move along the AGV lane to move the container under the cross beam of the first railway gantry crane. The first railway gantry crane is used to lift the container through the first gantry spreader, move the container above the railway vehicle and lower the container onto the railway vehicle.

3. The through transport of molten iron by ship and vehicle direct loading and unloading continuous operation system according to claim 1, characterized in that The second lifting device is a second railway gantry crane. A temporary storage yard is arranged below the crossbeam of the second railway gantry crane. A second loading and unloading trolley that moves back and forth along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane. A second gantry spreader for lifting or lowering a container is connected to the second loading and unloading trolley. The container truck is used to move under the quay crane boom to receive the container lowered by the quay crane spreader and move along the container truck lane to below the crossbeam of the second railway gantry crane. The second gantry spreader is used to lift the container from the container truck and lower the container to the temporary storage yard.

4. The iron-water combined transport vehicle-ship direct loading and unloading continuous operation system according to claim 3, wherein, The crossbeam of the second railway gantry crane includes a front crossbeam close to the quay crane, a rear crossbeam on the side far from the quay crane, and an intermediate crossbeam located between the front crossbeam and the rear crossbeam. The other end of the container truck lane is located below the rear crossbeam. The temporary storage yard is located below the intermediate crossbeam. The loading and unloading system is located below the front crossbeam. The second gantry spreader is also used to lift the container from the temporary storage yard and lower the container to the loading and unloading system below the front crossbeam.

5. A method for direct loading and unloading operation of continuous iron-water combined transport by ship and vehicle, characterized in that, The method includes: Setting a seaside berth for a container ship under the front boom of the quay crane and setting a loading and unloading system under the rear boom of the quay crane; Controlling the quay crane trolley to move to the front boom of the boom, lowering the quay crane spreader to the container ship below the front boom, and lifting the container to be lifted by the quay crane spreader; Controlling the quay crane trolley to move to the rear boom of the boom, and lowering the container to the loading and unloading system below the rear boom through the quay crane spreader; Receiving the container lowered by the quay crane spreader through the loading and unloading system and transporting the container to a railway vehicle; Wherein, the loading and unloading system includes a first lifting device located at the railway vehicle for lifting the container onto the railway vehicle and an AGV lane extending along the longitudinal direction of the railway on one side of the railway track. One end of the AGV lane is located below the rear boom, and the other end is located below the first lifting device. An AGV trolley running along the AGV lane stays on the AGV lane. The AGV trolley is used to receive the container lowered by the quay crane spreader below the rear boom and transport the container along the AGV lane to below the first lifting device. The first lifting device is used to lift the container on the AGV trolley onto the railway vehicle.

6. The continuous loading and unloading operation method for direct taking of molten iron by water and land transportation vehicles and ships according to claim 5, characterized in that The method further includes: setting up a temporary storage system to evacuate the containers unloaded continuously by the quay crane through the temporary storage system when the direct ship-to-rail operation is not matched in a short time; Among them, the operating system further includes a temporary stacking system. The temporary stacking system includes a container truck, a container truck lane, and a second lifting device. One end of the container truck lane is located below the quay crane boom, and the other end is located below the second lifting device. The container truck runs on the container truck lane. A temporary stacking yard is arranged below the second lifting device. The container truck is used to move under the quay crane boom to receive the container lowered by the quay crane spreader when the direct ship-to-truck operation is not matched in a short time, and then move along the container truck lane to below the second lifting device. The second lifting device is used to lift the container from the container truck and lower the container to the temporary stacking yard.

7. The continuous loading and unloading operation method for direct taking of molten iron by combined rail and water transportation vehicles and ships according to claim 6, characterized in that, The second lifting device is a second railway gantry crane. A second loading and unloading trolley that moves back and forth along the length direction of the crossbeam is arranged on the crossbeam of the second railway gantry crane. A second gantry spreader for lifting or lowering the container is connected to the second loading and unloading trolley. The crossbeam of the second railway gantry crane includes a front crossbeam close to the quay crane, a rear crossbeam on the side far from the quay crane, and an intermediate crossbeam located between the front crossbeam and the rear crossbeam. The other end of the container truck lane is located below the rear crossbeam. The temporary stacking yard is located below the intermediate crossbeam. The loading and unloading system is located below the front crossbeam. The second gantry spreader is also used to lift the container from the temporary stacking yard and lower the container to the loading and unloading system below the front crossbeam.

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