Three-dimensional continuous loading and unloading system and method for direct loading of containers from vehicles and ships

Abstract

The present invention relates to a three-dimensional continuous loading and unloading operation system and method for direct pickup of containers from ships and vehicles, the system comprises a port terminal and a first crane for loading and unloading containers on ships at the shore, the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shoreline and a second crane for loading and unloading containers on the railway loading and unloading line, a third crane is provided between the sea side of the second crane and the land side of the first crane, a transfer platform and / or a handover yard is provided between the first crane and the third crane, and a handover yard is provided between the third crane and the second crane. Under the condition that the elevation of the railway station is much higher than the port and the front yard of the terminal due to special terrain and site conditions, the present invention can meet the existing water-road transport, rail-road transport and port internal container truck operation system processes, and at the same time can implement the continuous operation process of direct pickup of vehicles and ships in rail-water transport, and realize the efficient and seamless connection of rail-water transport in a true sense.

Description

Technical Field

[0001] The present invention relates to the technical field of cargo transportation, and in particular to a three-dimensional continuous loading and unloading operation system and method for directly taking containers from vehicles or ships. Background Art

[0002] Containerized rail-water transport refers to the process of transporting and transferring containers from railways to ships or from ships to railways, realizing the spatial and temporal displacement of goods. The entire process only requires "one declaration, one inspection, and one release". It is currently the world's most advanced integrated transportation method, with comprehensive advantages such as achieving seamless connection of cargo transportation, saving logistics costs, reducing energy consumption, and reducing pollutant emissions.

[0003] At present, the connection process of container rail-water transport mode mainly includes the following:

[0004] 1. Terminal-road-rail freight yard mode (port external loading mode)

[0005] In this mode, there is a certain distance of 2 to 5 km (30 km for Yangshan Port) between the railway container station and the terminal. The transshipment between water transport and railway requires a short road transport. This mode adds an external truck transport link, and the transportation cost and time cost increase accordingly. It is not convenient for the unified management of the railway-water transport system. This mode is adopted between Shanghai Yangshan Port and Shanghai Luchao Port Railway Container Station, Shenzhen Yantian Port and Pingyan Railway Yantian Station. Most domestic container railway-water transport connections adopt this mode.

[0006] 2. Terminal-yard-railway loading and unloading area mode (port internal loading and unloading mode)

[0007] In this mode, the railway loading and unloading line is laid near the terminal yard, and the loading and unloading machinery and rail cranes in the yard are used to load and unload train containers, which reduces the external truck transportation link and saves transportation costs and time costs. Lianyungang Container Terminal, Dalian Port Container Terminal, Tianjin Port Container Terminal, Qingdao Qianwan Container Terminal, etc. all adopt this mode. This mode can also be subdivided into two layout modes according to the volume of rail-water combined transport: one with a railway loading and unloading area yard (average volume) and one without a railway loading and unloading area yard (large volume). The horizontal transportation within the port relies on internal container trucks.

[0008] 3. Water transport-railway vehicle and ship direct access mode

[0009] In this mode, the railway loading and unloading line extends to the front of the wharf, and the transshipment between water transport and railway transport does not go through the yard operation, but directly transships ships and railway vehicles, so that containers can be directly transshipped without going through the yard storage, reducing the storage operation links and the number of loading and unloading machinery, greatly saving the yard area, reducing the transshipment time, and having high social and economic benefits. However, since this mode requires a high degree of coordination between the arrival and departure time of vehicles and ships, and the loading and unloading operation plan of loading and unloading machinery, it is rarely used at home and abroad.

[0010] The existing technical limitations of the vehicle-ship replacement mode are analyzed as follows:

[0011] The operation process of mode 1 is: ship ←→ shore container crane (quay crane) ←→ internal container truck ←→ yard and yard gantry crane ←→ external container truck ←→ railway yard ←→ railway loading and unloading line gantry crane ←→ railway vehicle

[0012] The operation process of mode 2 is: ship ←→ shore container crane (quay crane) ←→ internal container truck ←→ yard and yard gantry crane ←→ railway loading and unloading line gantry crane ←→ railway vehicle

[0013] The operation process of mode 3 is: ship ←→ quayside container crane ←→ railway loading and unloading line vehicle at the front of the wharf

[0014] In the existing rail-water combined transport vehicle-ship direct access mode, the transshipment operation between water transport and rail transport does not need to go through the yard operation, and can be directly transshipped. In addition to maintaining information exchange between water transport and railways, coordinating the arrival and departure times of railway trains, the departure and arrival times of dock ships, and the loading and unloading operation plans of loading and unloading machinery and vehicles, this operation mode generally requires keeping the railway loading and unloading line and the dock or dock yard at the same level (not required for the dock-road-rail freight yard mode), so as to facilitate the rail-water combined transport, rail-road combined transport container transshipment operations, and other port operations to proceed smoothly and without affecting each other. However, when the railway loading and unloading line cannot be directly extended to the front of the dock due to special terrain, site and other restrictions, there is a large height difference between the railway loading and unloading line and the dock yard, and there are difficulties in extending the railway line (generally, a railway line that drops or rises 6m requires a line length of 1000m to descend or climb), and the three cannot be kept at the same level, direct vehicle-ship access will not be possible. For example, the following situations:

[0015] (1) Introduction of mountain port railway

[0016] There are few flat lands in coastal mountainous areas, so generally no ports are built. Some areas build ports on the tidal flats between the mountains and the ocean. For example, most ports in southern Zhejiang and Fujian are built in the narrow space between the mountains and the ocean. The height of the port construction depends on the tide level and the water depth of the ship's navigation channel and the berthing dock. The height of the railway line depends on the curve radius determined by the flood level of mountain rivers and the running speed of mountain trains, as well as the engineering economics, social benefits and investment returns. Therefore, the height of these railway lines is generally much higher than the height of the port terminal yard. The slope of the railway entering the port requires a long extension line to reduce the height, and the engineering cost is huge, some even exceeding the port construction cost. For this reason, some ports have given up railway port transportation.

[0017] In inland mountainous urban ports, there is a large height difference between the city and the port, some of which are even nearly 100 meters. Many ports are built by pushing the peaks of the mountains and filling the valleys. The site is narrow, the height difference is large, and it is difficult to introduce railway loading and unloading lines. For example, in the upper reaches of the Yangtze River, Yichang-Yibin and the ports along the Jinsha River, it is very difficult to descend the railway to the elevation of the river valley port. The railway downhill extension line is very long, the engineering volume is huge, and there is almost no railway loading and unloading line to introduce port transportation.

[0018] (2) Introduction of railways to ports and ports in plain river valleys

[0019] The water level of rivers in plain valleys varies greatly between the dry season and the flood season, so rivers in plains are equipped with levees to prevent floods from spreading. Flood control levees in plains are generally 5 to 10 meters above the ground. The trestle, roads, and loading and unloading equipment in front of the port terminal are located outside the levee. All or part of the yards of some ports are also located on the beach outside the levee. According to the current "Flood Control Regulations", the railway line cannot break through the levee and cross directly when entering the port. It is necessary to extend the line at the ground height to the height of the river levee, and after crossing the levee, lower the height to enter the terminal yard or the front of the pier. The uphill and downhill extension of the railway line over the levee is several thousand meters long, which is costly. At the same time, the line slope affects the traction quality of the railway train. There is no terrain space for downhill extension outside the levee of some ports.

[0020] (3) Introduction of new and old port railways in densely populated urban areas

[0021] Urban ports were generally built a long time ago. At that time, the port had a small volume and a small site. With the development of the economy, the port could not meet the demand for volume and needed to be expanded and radiated to the inland. At this time, the port was surrounded by the city and there was no space for expansion. The introduction of the railway line path required crossing the city road, and entering the port required entering the height of the yard, which made construction more difficult. Some areas have good waterway and shoreline conditions suitable for the construction of new ports, but there is no sufficient port ground space. In this environment, the introduction of railway loading and unloading lines also has layout space problems.

[0022] Therefore, developing a three-dimensional continuous loading and unloading operation system and method for direct access to containers from vehicles and ships is an effective way to solve the problem of direct access to containers from vehicles and ships when there is a height difference between the railway loading and unloading line and the wharf or the yard in front of the wharf due to special terrain and site conditions. Summary of the invention

[0023] The purpose of the present invention is to overcome the defects of the prior art and provide a three-dimensional continuous loading and unloading operation system and method for direct pickup of containers by vehicles and ships. The present invention can meet the existing water-road combined transport, rail-road combined transport and port internal container truck operation system processes under the condition that the elevation of the railway station is much higher than the port and its front yard due to special terrain and site conditions, and can implement the continuous operation process of direct pickup of vehicles and ships in rail-water combined transport. It can solve the limitation of using port container trucks to directly load and unload between the quay crane and the railway loading and unloading gantry crane without touching the ground, reduce the workload of horizontal transportation of container trucks, the number of times containers enter and exit the yard, and the number of repeated loading and unloading, and solve the problem of direct pickup of vehicles and ships when the vehicle and ship are not matched in a short time, greatly improve the operation efficiency, and with the support of the transportation information system, realize the efficient and seamless connection of rail-water combined transport in a true sense.

[0024] The technical solution of the present invention is implemented as follows: The present invention discloses a three-dimensional continuous loading and unloading operation system for direct pickup of containers from vehicles and ships, including a port terminal and a first crane for loading and unloading containers on the ship at the shore, the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shoreline and a second crane for loading and unloading containers on the railway loading and unloading line, a third crane is provided between the sea side of the second crane and the land side of the first crane, a container transfer platform and / or a first container handover yard are provided between the first crane and the third crane, the container transfer platform is located in both the loading and unloading area of ​​the first crane and the loading and unloading area of ​​the third crane, the first container handover yard is located in both the loading and unloading area of ​​the first crane and the loading and unloading area of ​​the third crane, a second container handover yard is provided between the third crane and the second crane, and the second container handover yard is located in both the loading and unloading area of ​​the third crane and the loading and unloading area of ​​the second crane.

[0025] The port terminal has the function of rail-water intermodal container transshipment, and container ships can berth at the coastal berths in front of the terminal.

[0026] Furthermore, the container transfer platform is located in the loading and unloading range of the rear cantilever of the first crane and the loading and unloading range of the front cantilever of the third crane; the container transfer platform is arranged on the land side gantry of the first crane.

[0027] The container transfer platform is equipped with container handover positions, and the number of container positions is determined by the size of the overlapping area between the rear cantilever of the quay crane and the front cantilever of the gantry crane and the container transport capacity.

[0028] The span of the first crane is determined according to the lifting weight and the operating range of the front and rear cantilevers. The span of the third crane is determined according to the width of the yard in front of the terminal, the extendable range of the front and rear cantilevers of the third crane, and the container transportation capacity. The number of third cranes is determined according to the number of first and second cranes and the container transportation capacity.

[0029] Furthermore, the railway loading and unloading line and the second crane are arranged on a high ground above the land side rear of the third crane at the front of the wharf; the first crane and the third crane are arranged on the ground at the front of the wharf, and the ground of the high ground above the land side rear of the third crane is higher than the ground at the front of the wharf;

[0030] A first crane running track parallel to the shoreline is provided on the shore at the front of the wharf, and at least one first crane is supported on the first crane running track; a third crane running track parallel to the shoreline is provided on the land side of the first crane at the front of the wharf, and at least one third crane is supported on the third crane running track; a second crane running track parallel to the shoreline is provided on the high ground above the land side of the third crane, and at least one second crane is supported on the second crane running track, and the railway loading and unloading line is located below the second crane. The two adjacent third cranes on the third crane running track realize longitudinal container handover through the yard below the third crane. The two adjacent second cranes on the second crane running track realize longitudinal container relay handover through the yard below the second crane.

[0031] The railway line is led out from the adjacent railway station and arranged parallel to the quay crane running line. The length and number of loading and unloading lines are determined according to the length of the shore berths and the volume of rail-water combined transport. A second crane is installed above the railway loading and unloading line. The span of the second crane is determined according to the extendable range of the front cantilever of the gantry crane and the number of loading and unloading line tracks. The number of second cranes is determined according to the length of the loading and unloading line and the container volume.

[0032] Furthermore, all storage yards and delivery yards are arranged longitudinally parallel to the shoreline, and are provided with delivery container positions with no less than one row and no less than one layer in the horizontal direction.

[0033] Furthermore, a truck lane extending to the bottom of the first crane is provided at the front of the wharf for the movement of trucks to realize the transportation of road-water intermodal containers; a truck lane extending to the bottom of the second crane is provided next to the railway loading and unloading line for the movement of trucks to realize the transportation of road-rail intermodal containers or / and road-water intermodal containers.

[0034] Furthermore, a storage yard is provided below the second crane for temporary storage or temporary stacking of containers for power transfer between two adjacent second cranes;

[0035] A yard is set up under the third crane, which is used for temporary storage between two adjacent third cranes, or temporary storage of containers at the port, or as a temporary stacking site for containers when the ship schedule and the railway pick-up and delivery time are not connected, or storage of road-water intermodal containers; a truck lane extending to the bottom of the third crane is set at the front of the wharf, which is used to realize the transportation of road-water intermodal containers, and of course it can also be used as a walking channel for container trucks that need to enter the yard for temporary storage.

[0036] The present invention discloses a three-dimensional continuous loading and unloading method for directly taking containers from ships and vehicles. The process of unloading and loading ships includes the following steps:

[0037] The empty railway car moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system;

[0038] The first crane grabs and lifts the iron-water intermodal container from the ship to the container transfer platform or the first container handover yard according to the operation plan formulated by the port container management system;

[0039] When the arrival time of the loaded ship and the empty car matches, the third crane runs to the container transfer platform or the first container delivery yard, lifts the container, and transports the container to the second container delivery yard. The second crane lifts the container to the empty railway car at the second container delivery yard, and the cycle continues until the empty railway car is full, and the loaded railway car with the container is controlled to leave the railway loading and unloading line;

[0040] The unloading and loading process includes the following steps:

[0041] The railway heavy vehicle loaded with containers moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system;

[0042] When the arrival times of the loaded vehicle and the empty ship match, the second crane lifts the container loaded on the railway vehicle and places the container on the second container delivery yard. The third crane lifts the container from the second container delivery yard and places it on the container transfer platform or the first container delivery yard. The first crane lifts the container from the container transfer platform or the first container delivery yard and runs to the ship, unloading the container from the ship to complete the one-hook loading operation. After the first crane trolley returns, the cantilever waits for the next container to continue loading, and the cycle continues until the railway vehicle is unloaded and the empty railway vehicle is controlled to drive out of the railway loading and unloading line.

[0043] Furthermore, according to the operation plan formulated by the port container management system, the empty road-water transport container truck drives into the front of the wharf along the specified road route and is transported to the bottom of the first crane along the lane. The first crane grabs the road-water transport container from the ship and lifts it to the empty road-water transport container truck under the first crane according to the operation plan formulated by the port container management system. The road-water transport container truck drives out of the front of the wharf along the specified road route, and the cycle continues until the road container is unloaded from the ship.

[0044] According to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives into the front of the wharf along the specified road route, and is transported along the lane to the first crane. The first crane lifts the containers loaded on the truck and loads them onto the container ship for unloading. The truck then drives out of the front of the wharf along the specified road, and the cycle continues until the road containers are loaded on the ship.

[0045] Furthermore, according to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives under the second crane along the specified road route, the second crane lifts the container and runs it to the second container delivery yard, the third crane lifts the container from the second container delivery yard and places it on the container transfer platform or the first container delivery yard, the first crane lifts the container to be loaded on the container transfer platform or the first container delivery yard and loads it into the container ship, and the road unloading and loading is completed once, and the cycle repeats until the road container loading is completed.

[0046] The ship unloading and loading process of the present invention also includes the following steps: when the empty railway car has not arrived at the loading and unloading line during the waiting process of the railway heavy car being pulled out and the empty railway car being pushed forward for exchange, or the arrival time of the empty railway car does not match the short-term capacity of the container ship, and the ship unloading cannot be stopped, the first crane continues to unload the ship, the first crane unloads the container from the ship to the container transfer platform or the first container delivery yard, the third crane lifts the container from the container transfer platform or the first container delivery yard to the second container delivery yard corresponding to the rear cantilever of the third crane for temporary storage, when the delivery container position of the second container delivery yard is full, the second crane temporarily stores the delivery container in the yard below the second crane, and after the empty railway car arrives, the containers temporarily stored in each delivery yard and yard are lifted from the delivery container position and transferred to the railway vehicle, and after the loading of the containers of the entire train is completed, the railway heavy vehicle loaded with containers is controlled to drive out of the railway loading and unloading line;

[0047] The unloading and loading process includes the following steps: when the railway vehicle loaded with containers arrives, the container ship has not arrived or is ready, there is a short-term capacity mismatch, and the unloading cannot be stopped, the second crane continues to unload the vehicle, the second crane unloads the container from the railway vehicle, and directly places the container in the yard under its span for temporary storage, or the second crane unloads the container from the railway vehicle and places the container in the second container handover yard corresponding to the rear cantilever of the third crane for temporary storage, or the third crane places the container in the yard under its span or the first container handover yard corresponding to its front cantilever for temporary storage, and after the ship arrives, the containers temporarily stored in each yard are lifted from the temporary container position in sequence, and loaded by the first crane directly or after the handover. After the unloading of the entire train of containers is completed, the empty railway car is controlled to leave the railway loading and unloading line.

[0048] The first crane is a shore bridge crane or a portal crane.

[0049] The second crane is a gantry crane. The third crane is a gantry crane.

[0050] The present invention has at least the following beneficial effects:

[0051] (1) The present invention is suitable for special terrain and site conditions and improves technical feasibility.

[0052] Due to the terrain conditions of some ports, the elevation of the railway loading and unloading line connection point is much higher than the dock. If the railway loading and unloading line is directly arranged on the loading and unloading operation area of ​​the quay crane in front of the dock, a large longitudinal slope is required, which has poor technical feasibility and low safety. If the railway line is arranged near the land side of the yard in front of the dock and the container trucks are used for transfer inside the port, problems such as the climbing ability and efficiency of the container trucks will be faced (the container trucks climb the slope to the railway yard for loading and unloading). The three-dimensional continuous loading and unloading operation system and method for direct vehicle and ship access proposed in this patent solves the limitation of realizing the non-ground replacement of containers through traditional horizontal transfer equipment under the actual special terrain and site conditions that the elevation of the railway loading and unloading line connection point is much higher than that of the dock, and avoids the height difference problem, climbing ability and efficiency problem of directly using the container trucks to reverse between the quay crane and the railway loading and unloading gantry crane. Through the efficient cooperation of the container transfer platform (or handover yard) + gantry crane + handover yard transfer equipment proposed this time, a truly seamless connection of iron-water transport can be achieved. This technology is also applicable to situations where there is no obvious height difference between the dock, the front yard of the dock, and the railway line.

[0053] (ii) The present invention reduces the number of operating steps and improves transportation efficiency.

[0054] Compared with the traditional direct vehicle-ship mode (the railway line is located near the port yard), the three-dimensional continuous loading and unloading operation system and method proposed in this patent saves the use of short-distance transportation of container trucks within the port to complete container transshipment, reduces the number of times container trucks repeatedly enter and exit the yard, thereby reducing operation links, improving transportation efficiency, and saving short-distance transportation costs.

[0055] (III) The present invention saves storage yard area, has a high degree of automation and reduces costs.

[0056] This patent can realize the efficient continuous transshipment and non-ground transportation of containers in rail-water transport. Containers do not need to be repeatedly stored in the yard. When the arrival and departure times of vehicles and ships are short and do not match, container transfer platforms and handover yards can be used for buffering, thereby greatly saving yard area and reducing port storage and operating costs. At the same time, since the container loading and unloading operations between ships and railway vehicles can be automated, the loading and unloading efficiency is high, human resources are saved, and the cost of container intermodal connection and transshipment is reduced.

[0057] (iv) The present invention can still efficiently realize intermodal transport even if the arrival and departure times of vehicles and ships do not match.

[0058] This solution improves the direct pickup method between vehicles and ships. Even when the arrival and departure time of the ship and train cannot be coordinated in a short time, the container can still be unloaded to the temporary yard in time to ensure the continuous loading and unloading operation of the other party. It reduces the waiting time between trains and ships, and can effectively improve the utilization efficiency of port loading and unloading machinery, shorten container transportation time, and improve container transportation efficiency.

[0059] (V) The present invention improves the utilization efficiency of the front of the wharf and improves the level of multimodal transport. Since the direct pickup operation of the iron-water transport vehicle and ship at the front of the wharf is realized through the quay crane-container transfer platform or the handover yard-gantry crane-handover yard-gantry crane-railway line railway vehicle, and the road-water transport is realized through the quay crane-container truck or quay crane-container transfer platform or the handover yard-gantry crane-handover yard-gantry crane-container truck, the handover of the iron-water transport vehicle and ship at the front of the wharf and the handover of the road-water transport container are staggered in the channel space and do not interfere with each other, thus improving the utilization efficiency of the front of the wharf; in addition, the technology of this scheme, in addition to ensuring the continuous loading and unloading operation of the iron-water transport vehicle and ship directly taking the container, can also meet the smooth progress of road-water transport and rail-road transport without the need for additional loading and unloading machinery and equipment, and can improve the comprehensive level of iron-water, road-water, and rail-road multimodal transport. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0061] Figure 1 A schematic diagram of the structure of a three-dimensional continuous loading and unloading system for direct loading of containers from vehicles and ships provided by an embodiment of the present invention (a solution for switching between a railway line higher than a quay crane);

[0062] Figure 2 A plan view of a three-dimensional continuous loading and unloading system for direct loading and unloading of containers from vehicles and ships provided in one embodiment of the present invention (a solution for switching between a railway line higher than a quay crane). DETAILED DESCRIPTION

[0063] The technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0064] See also Figure 1 and Figure 2 The embodiment of the present invention provides a three-dimensional continuous loading and unloading operation system for directly picking up containers from vehicles and ships, including a port terminal and a first crane 300 for loading and unloading containers on the ship at the shore, the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shoreline and a second crane 600 for loading and unloading containers on the railway loading and unloading line, a third crane 500 is provided between the sea side of the second crane and the land side of the first crane, a container transfer platform 306 and / or a first container handover yard 812 are provided between the first crane 300 and the third crane 500, the container transfer platform and the first container handover yard are located in the loading and unloading area of ​​the first crane and the loading and unloading area of ​​the third crane at the same time; a second container handover yard 811 is provided between the third crane 500 and the second crane 600, and the second container handover yard is located in the loading and unloading area of ​​the third crane and the loading and unloading area of ​​the second crane at the same time.

[0065] A yard 820 is set below the second crane 500, which is used for the storage of railway-road and road-water transport containers and the temporary storage between two adjacent second cranes; a yard 810 is set below the third crane 500, which is used for the temporary storage between two adjacent third cranes, or the storage of temporary containers at the port, or as a temporary storage site for containers when the ship schedule and the railway pick-up and delivery time are not connected.

[0066] The port terminal of this embodiment has the function of container transshipment of water-road intermodal transport and rail-water multimodal transport, and one or more container ships 10 can be berthed at the seaside berth 21 at the front 20 of the terminal. The container terminal is used to berth container ships and load and unload containers, and can realize water-road intermodal transport and rail-water intermodal transport.

[0067] In this embodiment, a shore gantry crane (abbreviated as: quay crane) 300 or a gantry crane (abbreviated as gantry crane, the quay crane described in this article is also applicable to gantry cranes) and running tracks 304a, 304b running through the front edge of the wharf are installed in front of the coastal berth 21, which are used for loading and unloading operations of container ships 10 at the port, and transferring containers 100 between container ships 10 and container trucks 400 or gantry cranes 500; a container transfer platform 306 is installed at the door below the rear cantilever 302 of the quay crane 300, which is used for exchanging and temporarily storing containers between the quay crane 300 and the gantry crane 500.

[0068] The operation arrangement of the quay crane 300 can be one quay crane corresponding to one ship for loading and unloading operations, or multiple quay cranes for loading and unloading operations on one ship; or one quay crane at multiple berths for loading and unloading operations on multiple ships at the same time, or multiple quay cranes at multiple berths for loading and unloading operations on one ship at the same time, or an indefinite number of quay cranes and an indefinite number of ships for loading and unloading containers at the same time;

[0069] The container storage area of ​​the container transfer platform 306 is all within the loading and unloading operation range of the rear cantilever 302 of the quay crane and the front cantilever 501 of the gantry crane 500 above the port front yard. The container storage area of ​​the transfer platform 306 is provided with at least one horizontal row and at least one layer of transfer container positions. The transfer platform 306 is used for the transfer of containers between the rear cantilever 302 of the quay crane 300 and the front cantilever 501 of the gantry crane 500 above the port front yard during continuous loading and unloading operations of the quay crane 300, or for temporary storage of containers when they are waiting for a short time for loading and unloading by a loading and unloading ship 10 or waiting for loading and unloading by the gantry crane 500.

[0070] A quay crane without a container transfer platform 306 can also be replaced by a longitudinal transfer yard 812 below the platform parallel to the shoreline. The transfer yard is within the loading and unloading operation range of the rear cantilever 302 of the quay crane 300 and the front cantilever 501 of the gantry crane 500 in the port front yard. The transfer yard is arranged longitudinally parallel to the sea survey of the running track 504a of the gantry crane 500, and is provided with transfer container positions with at least one row and at least one layer in the horizontal direction.

[0071] At least one container truck 400 loading and unloading area and a container truck running channel 200 are provided between the two running rails 304a, 304b under the quay crane 300, for realizing the loading and unloading and transportation operations of road container trucks of water-road combined transport and internal container trucks traveling between the port and the yard.

[0072] At least one longitudinally movable gantry crane 500 and running tracks 504a and 504b parallel to the shoreline and not shorter than the length of the quay crane track can be set up at the front of the port terminal. The loading and unloading operation range of the longitudinal movement and transverse movement lifting of the gantry crane 500 covers the container transfer platform 306 (or the transfer yard 812) container transfer position. A longitudinally movable gantry crane 600 and a running track 603 parallel to the shoreline are set above the railway loading and unloading line 700. The gantry crane 500 is used to transfer containers that need to be directly taken by vehicles and ships for continuous operation of iron-water intermodal transport between the quay crane 300 and the railway loading and unloading gantry crane 600. A yard 810 is set under the gantry crane 500, and the yard 810 is arranged longitudinally parallel to the running track 504 of the gantry crane 500, and the number of transfer boxes is set to be not less than one row and not less than one layer in the transverse direction. A handover yard 811 is provided below the rear cantilever 502 of the gantry crane 500 on the land side. The handover yard is arranged longitudinally parallel to the running rail 504 of the gantry crane 500, and is used for handover of containers between the gantry crane 500 and the railway loading and unloading gantry crane 600, or for temporary stacking of containers when they are waiting for loading and unloading by the gantry crane 500 or waiting for loading and unloading by railway vehicles 710 for a short time. The handover yard 811 container storage area is provided with handover positions with at least one row and at least one layer in the horizontal direction. A container yard 810 with at least one row and at least one layer in the horizontal direction is provided between the two running rails 504a and 504b of the gantry crane 500, and is used for stacking some containers that need to be handed over between the gantry crane 500 and its adjacent gantry crane 500 and temporary storage of containers at the port, etc. Or when the ship schedule and the railway pickup and delivery time are not connected for a short time, in order not to interrupt the loading and unloading operation, it is used as a temporary stacking site for containers. All containers stored in the transfer yard 811 are placed within the operating range of the rear cantilever 502 of the gantry crane 500 and the front cantilever 601 of the gantry crane 600.

[0073] The lateral lifting and moving operation area of ​​the rear cantilever 502 of the gantry crane 500 in the front yard of the wharf partially overlaps with the lateral lifting and moving operation area of ​​the cantilever 601 of the gantry crane 600 across the railway loading and unloading line, and the lifting areas of both sides cover the handover yard 811. During operation, the rear cantilever 502 of the gantry crane 500 and the front cantilever 601 of the gantry crane 600 are arranged in a staggered manner, and there is no spatial conflict between the fixed equipment structure during the loading and unloading operation, and the container crane equipment in the loading and unloading operation area is equipped with anti-collision devices.

[0074] The lateral lifting and moving operation area of ​​the front cantilever 501 of the gantry crane 500 at the front yard of the wharf partially overlaps with the lateral lifting and moving operation area of ​​the rear cantilever 302 of the quay crane 300, and both lifting areas cover the container transfer position on the container transfer platform 306 or the container transfer position on the transfer yard 812. During operation, the structures between the gantry crane 500 and the rear cantilever 302 of the quay crane 300 are arranged in a staggered manner, and there is no spatial conflict between the fixed equipment structure during the loading and unloading operation, and the container crane equipment in the loading and unloading operation area is equipped with anti-collision devices.

[0075] The container transfer platform 306 is located at the lower part of the rear cantilever 302 of the quay crane and the front cantilever 501 of the gantry crane 500 in terms of vertical height. Under the condition that the vertical lifting safety operation range of the hoist 305 of the quay crane 300 and the gantry crane 500 hoist 503 is met, the vertical height difference between the container transfer platform 306 and the rear cantilever 302 of the quay crane and the front cantilever 501 of the gantry crane is the smallest.

[0076] The gantry crane 500 delivery yard 811 is located at the lower part of the front cantilever 601 of the gantry crane 600 and the rear cantilever 502 of the gantry crane 500 in terms of vertical height. Under the condition that the vertical lifting safety operation range of the gantry crane 600 gantry crane hoist 601 and the gantry crane gantry crane hoist 503 is met, the vertical height difference between the gantry crane 500 delivery yard 811 and the front cantilever 601 of the gantry crane 600 and the rear cantilever 502 of the gantry crane 500 is the smallest.

[0077] Multiple sets of gantry crane running rails 504 can be arranged in parallel within the same yard 810 span, and multiple gantry cranes 500 can be arranged within the same running rails 504a and 504b. The gantry cranes 500 are divided into virtual operation areas according to the operation length, and the operation areas are partially overlapped. Multiple gantry cranes 500 can serve one quay crane 300, or they can serve multiple quay cranes 300 to operate in parallel at the same time.

[0078] Containers for combined road and water transport or temporary storage at ports are directly loaded and unloaded from the ship 10 by the quay crane 300 to the truck lane 200 between the two spans 304a and 304b of the quay crane and to the truck 400.

[0079] One or more container truck lanes 210 are arranged under the span of the gantry crane 500, serving as travel passages for container container trucks 410 that need to enter the storage yard for temporary storage.

[0080] When the container rail-water transport vehicle-ship direct pickup operation is carried out simultaneously with the operation of temporarily storing containers in the yard and the road-water transport container, the gantry crane 500 does not stop at the truck crossing where the truck crosses, and a walking passage is provided for the truck 410 from the truck lane 210 to the fixed yard 810.

[0081] A gantry crane 600 and running tracks 603a, 603b parallel to the shoreline are arranged on the high ground at the rear upper part of the front land side of the wharf, and one or more railway loading and unloading lines 700 are arranged under the span, and the railway loading and unloading lines 700 are used to park railway vehicles 710 for transporting containers. One or more container truck loading and unloading areas and running passages can be arranged in parallel under the span of the gantry crane 600 or under the rear cantilever 602 as needed. A yard 820 is arranged under the span of the gantry crane 600, and loading and unloading areas for container trucks 420, 430 and running passages 220, 230 are arranged under the rear cantilever 602b of the gantry crane 600, and a yard 840 is arranged outside the rear cantilever of the gantry crane. Container truck 420 and running channel 220 are used for the transportation of railway-road intermodal containers, while container truck 430 and running channel 230 are used for the transportation of road-water intermodal containers. One or more stacking yards can be arranged under the span of gantry crane 600 or under rear cantilever 602 as needed. Stacking yards 820 and 840 are arranged longitudinally and parallelly along railway track 603, with container spaces of not less than one row and not less than one layer in the horizontal direction. The stacking yards are used for the storage of railway-road and road-water intermodal containers and the temporary storage of the gantry crane 600 and its adjacent gantry crane 600 by power transfer. Running channels for container trucks are set between stacking yards as needed. When container truck 420 crosses container truck crossing, no gantry crane 600 should be operating there.

[0082] Multiple railway loading and unloading lines 700 can be used to park multiple trains of railway vehicles 710, and multiple trains of vehicles 710 can be used for continuous operations of direct pickup of containers from ships and trucks. When one train of vehicles is loading and unloading, another train of vehicles that has completed loading and unloading exchanges empty and loaded vehicles with the station (yard), and the two loading and unloading lines 701 and 702 alternately replace empty and loaded vehicles to meet the continuous direct pickup of containers from ships and trucks. Multiple trains of vehicles can be used for continuous operations of direct pickup of containers from ships and trucks, or for alternating transportation of containers entering and leaving the port. Rail-water combined transport containers and rail-road combined transport containers can be loaded and unloaded at the same time.

[0083] Multiple railway loading and unloading lines 700 can be used to park multiple trains of vehicles 710, and multiple trains of vehicles 710 can be used for railway direction-by-direction assembly and unloading operations in container ship-to-ship direct pickup operations. The trains of each track define a transportation direction, and vehicles on different railway tracks load containers of different transportation directions. The containers unloaded from the ship by the quay crane 300 are loaded into vehicles on the same track in the same transportation direction through the container transfer platform 306, the port yard gantry crane 500, the handover yard 811, and the railway loading and unloading gantry crane 600. After the containers in the same direction are loaded on the vehicles in the same track, they can be formed into a direct train in the same direction without being assembled at the station, and directly depart for trunk transportation.

[0084] Multiple railway loading and unloading lines 700 can be used to park multiple trains of vehicles 710, and multiple trains of vehicles 710 can be used for the classification and loading of railway containers in the direct pickup operation of container vehicles and ships. The trains of each track define a container type to meet different needs in railway transportation. The railway transportation requirements of dry cargo containers, bulk cargo containers, liquid containers, refrigerated containers, insulated containers, and dangerous goods containers are different (for example: the refrigerator needs to be powered during the transportation of refrigerated containers). Vehicles on different railway tracks are loaded with different types of containers, and the same track is loaded with the same type of containers. The containers unloaded from the ship by the quay crane 300 are loaded into vehicles of the same type of track through the container transfer platform 306, the port yard gantry crane 500, the handover yard 811, and the railway loading and unloading gantry crane 600. After the containers in the same direction are loaded on the vehicles on the same track, they can be formed into a direct train of containers of the same type without being marshaled at the station.

[0085] The present invention includes multimodal transport content consisting of road container trucks and ships. Since the waterway and road combined transport and ship direct transport operation is a mature technical process, although it is an integral part of the present invention, it will not be described in detail herein. However, the simultaneous realization of ship, road, and railway ship direct loading and unloading operations at a dock front is within the scope of the system composition, functions, and operation processes included in this project.

[0086] See also Figure 1 and Figure 2 This embodiment also discloses a three-dimensional continuous loading and unloading method for containers directly taken from ships and vehicles. The process of unloading and loading ships includes the following steps:

[0087] The transport vessel delivers the container loading manifest to the port container management system. The port container management system exchanges information with the railway container management system based on the container loading manifest and formulates the ship unloading and truck loading plan;

[0088] The empty railway car moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system;

[0089] The first crane grabs and lifts the iron-water intermodal container from the ship to the container transfer platform or handover yard under the rear cantilever of the first crane according to the operation plan formulated by the port container management system;

[0090] When the arrival time of the loaded ship and the empty car can match, the third crane runs to the container transfer platform or the handover yard under the rear cantilever of the first crane, lifts the container, and transports the container to the handover yard corresponding to the rear cantilever of the third crane. The second crane lifts the container from the handover yard to the empty railway car, and the cycle continues until the empty railway car is full, and the loaded railway car with the container is controlled to leave the railway loading and unloading line;

[0091] Furthermore, according to the operation plan formulated by the port container management system, the empty road-water transport container truck drives into the front of the wharf along the specified road route and is transported along the lane to the first crane. The first crane grabs the road-water transport container from the ship and lifts it to the empty road-water transport container truck under the first crane according to the operation plan formulated by the port container management system. The road-water transport container truck drives out of the front of the wharf along the specified road route, and the cycle continues until the road container is unloaded from the ship.

[0092] Furthermore, according to the operation plan formulated by the port container management system, the empty water-road transport container truck drives along the specified road route to the bottom of the second crane, and the first crane lifts the container on the ship to be unloaded to the container transfer platform or delivery yard under the rear cantilever of the first crane. The third crane runs to the container transfer platform or delivery yard under the rear cantilever of the first crane, lifts the container, and lifts the container to the delivery yard corresponding to the rear cantilever of the third crane. The second crane lifts the container at the delivery yard to the empty road container truck, and the road unloading and loading is completed, and the cycle is repeated until the road container loading is completed.

[0093] The unloading and loading process includes the following steps:

[0094] When the railway vehicles loaded with containers arrive at the adjacent station of the port, they submit the railway container vehicle marshaling sequence and the loaded container numbers to the port railway container management system; when the container transport ship arrives at the designated port terminal berth, the transport ship submits the container loading manifest to the port container management system. The port container management system exchanges container information with the railway container management system based on the ship loading manifest and formulates unloading and loading plans;

[0095] The railway heavy vehicle loaded with containers moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system;

[0096] When the arrival times of the loaded vehicle and the empty ship match, the second crane lifts the container loaded on the railway vehicle and places the container on the delivery yard 811 under the front cantilever of the second crane and near the third crane. The third crane lifts the container on the delivery yard 811 and places it on the container transfer platform 306 or the delivery yard 812 under the rear cantilever of the first crane. The first crane lifts the container on the container transfer platform 306 or the delivery yard 812 under the rear cantilever of the first crane and runs it towards the ship, unloading the container from the ship and completing the one-hook loading operation. The trolley of the first crane returns to the rear cantilever and waits for the next container to continue loading. This cycle repeats until the railway vehicle is unloaded and the empty railway vehicle is controlled to drive out of the railway loading and unloading line.

[0097] According to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives into the front of the wharf along the specified road route, and is transported along the lane to the first crane. The first crane lifts the containers loaded on the truck and loads them onto the container ship for unloading. The truck then drives out of the front of the wharf along the specified road, and the cycle continues until the road containers are loaded on the ship.

[0098] According to the operation plan formulated by the port container management system, the water-road combined transport trucks 420 and 430 drive along the specified roads 220 and 230 and enter under the rear cantilever of the second crane 600. The second crane 600 lifts the container and runs it to the second container delivery yard 811. The third crane 500 places the container in the second container delivery yard 811 on the container transfer platform 306 or the first container delivery yard 812. The first crane 300 lifts the container to be loaded onto the container ship 10, and the road unloading and loading are repeated until the road container is loaded onto the ship.

[0099] Furthermore, according to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives under the second crane along the specified road route, the second crane 600 lifts the container and runs it to the container handover yard 811, the third crane 500 lifts the container in the handover yard 811 and places it on the container transfer platform 306 or the handover yard 812 corresponding to the rear cantilever of the first crane, the first crane lifts the container to be loaded on the container transfer platform 306 or the handover yard 812 corresponding to the rear cantilever of the first crane and loads it into the container ship, and the road unloading and loading is completed once, and the cycle is repeated until the road container loading is completed.

[0100] The ship unloading and loading process of the present invention also includes the following steps: when the empty railway car has not arrived at the loading and unloading line during the waiting process of the railway heavy car being pulled out and the empty railway car being pushed forward and exchanged, or the arrival time of the empty railway car does not match the short-term capacity of the container ship, and the ship unloading cannot be stopped, the first crane continues to unload the ship, the first crane unloads the container from the ship to the container transfer platform or the handover yard under the rear cantilever of the first crane, the third crane lifts the container to the handover yard corresponding to the rear cantilever of the third crane for temporary storage, when the handover container position of the handover yard corresponding to the rear cantilever of the third crane is full, the second crane temporarily stores the handover container in the yard below the second crane, and after the empty railway car arrives, the container temporarily stored in the yard corresponding to the rear cantilever of the third crane and the yard below the second crane is lifted from the handover container position and transferred to the railway vehicle, after the whole train of containers is loaded, the railway heavy vehicle loaded with containers is controlled to drive out of the railway loading and unloading line;

[0101] The unloading and loading process includes the following steps: when the railway vehicle loaded with containers arrives, the container ship has not arrived or is ready, there is a short-term capacity mismatch, and the unloading cannot be stopped, the second crane continues to unload the vehicle, the second crane unloads the container from the railway vehicle, and directly places the container in the yard under it for temporary storage, or the second crane unloads the container from the railway vehicle and places the container in the handover yard 811 for temporary storage, or the third crane places the container in the yard 810 under it or the container transfer platform 306 corresponding to its front cantilever, the first container handover yard 812 for temporary storage, and after the ship arrives, the containers temporarily in each yard are sequentially lifted from the temporary container positions, and loaded by the first crane directly or after the handover. After the unloading of the entire train of containers is completed, the empty railway vehicle is controlled to leave the railway loading and unloading line.

[0102] Described below are several specific embodiments of the three-dimensional continuous loading and unloading method for directly taking containers from vehicles and ships of the present invention.

[0103] Example 1

[0104] Taking a railway loading and unloading line as an example, the continuous operation process of ship unloading and railway loading and direct loading from ship to ship of the present invention includes the following steps:

[0105] (1) Empty Railway Container Car Train According to the instructions issued by the railway container transportation management system, the station uses a railway locomotive to transport the empty railway car 710 to the railway loading and unloading line 700 under the gantry crane 600.

[0106] (2) The quay crane, according to the operation plan, grabs and lifts the road-water transport container from the ship 10 to the empty road-water transport container truck 400 under the span of the quay crane 300, and the container truck drives out of the front of the wharf along the specified road route;

[0107] According to the operation plan, the quay crane grabs and lifts the iron-water intermodal container from the ship 10 to the container transfer position of the container transfer platform 306 under the rear cantilever 302 of the quay crane 300.

[0108] (3) When the arrival time of the loaded ship and the empty car can match, the gantry crane 500 runs to the container transfer platform 306 to lift the container, and through lateral and longitudinal displacement, lift the container to the delivery yard 811 below the front cantilever 601 of the gantry crane 600 above the railway car 710 to be loaded, and the gantry crane 600 lifts the container from the delivery yard 811 to the railway car 710. This cycle is repeated until the railway car is fully loaded and the railway locomotive traction train drives out of the railway loading and unloading line.

[0109] The operation areas of multiple gantry cranes 500 and gantry cranes 600 need to be divided to prevent operation conflicts. The division of labor can be based on the scope of operation or the number of gantry cranes operating simultaneously. In order to achieve container handover, the operation areas are partially overlapped. For example, the quay crane 300a and its left area are undertaken by the gantry crane 500a, and the quay crane 300a and its right area are undertaken by the gantry crane 500b. The two gantry cranes have overlapping operation areas in the quay crane 300a area; the gantry crane 500b and its left area can be undertaken by the gantry crane 600b, and the gantry crane 500b and its right area can be undertaken by 600c. The two gantry cranes 600b and 600c have overlapping operation areas in the gantry crane 500b area.

[0110] When the container is handed over between the gantry crane 500 and the gantry crane 600, the gantry crane 500 can be selected to remain stationary longitudinally, unload the container at the handover yard 811, and the gantry crane 600 can be moved longitudinally to lift the container and load it to the corresponding railway loading and unloading line 700 railway vehicle 710; the gantry crane 500 can also be selected to move longitudinally to the horizontal position of the gantry crane 600 to unload the container, and the gantry crane 600 can lift the container and load it to the corresponding railway loading and unloading line 700 railway vehicle 710; or the gantry cranes 500 and 600 can both complete a certain distance of longitudinal movement within their respective operating ranges.

[0111] Since the railway train is a long and large train set (a train length can reach one kilometer), when the travel range of the container to be transferred to the quay crane 300, gantry crane 500, and gantry crane 600 exceeds the operating area set by a gantry crane, multiple gantry cranes can be used to relay the transportation. For example, when the longitudinal distance between the quay crane 300a of the unloading ship 10a and the railway vehicle 710 to be loaded is large, the quay crane 300a will lift the container 100 to be loaded to the container transfer platform 306, and the gantry crane 500b will lift the container and move it longitudinally to the right to the edge of its operating area, and put the container in the corresponding area of ​​the container yard 810A or 811A where the gantry cranes 500c and 500b overlap, and the adjacent gantry crane 500c will lift the container and continue to relay and move it longitudinally to the right (the gantry crane 500 relay process can be continued multiple times as needed) to the appropriate At the handover position, gantry crane 500c lifts the container and moves it longitudinally to the horizontal position corresponding to gantry crane 600c, and places the container on the handover yard 811. Gantry crane 600c lifts the container and moves it longitudinally to the right to the edge of its operation area but not to the position of the vehicle to be loaded. The container is placed at the corresponding position of the yard 820B in the overlapping area of ​​gantry cranes 600c and 600d. The adjacent gantry crane 600d continues to relay and move it longitudinally to the right to the corresponding railway vehicle position for loading (the relay process of gantry crane 600 can be continued multiple times as needed).

[0112] (4) When the empty railway vehicle 710 has not arrived at the loading and unloading line during the waiting process of the railway heavy vehicle pulling out and the empty vehicle pushing in, or the arrival time of the railway vehicle 710 does not match the short-term capacity of the container ship 10, and the unloading cannot be stopped, the quay crane 300 continues to unload the ship, and the quay crane 300 unloads the container from the ship 10 to the container transfer platform 306 or the delivery yard 812, and the gantry crane 500 lifts the container to the delivery yard 811 for temporary storage. When the delivery container position of the delivery yard 811 is full, the gantry crane 600 can temporarily store the delivery container in the yard 820. After the railway vehicle arrives, the containers temporarily stored in the yard 811 and the yard 820 are lifted from the delivery container position and transferred to the railway vehicle 710.

[0113] (5) After all containers have been loaded onto the train, the traction locomotive will tow the train to the nearest station for marshalling and then depart, or the train will depart directly from the loading and unloading line.

[0114] (6) Highway container trucks and railway trains can complete the transfer of cargo tickets and physical goods without stopping at port inspection checkpoints through electronic information collection.

[0115] (7) Container ships 10a and 10b can be berthed at the front berths 21a and 21b of the wharf at the same time for unloading operations. The quay cranes 300a and 300b can unload different ships 10a and 10b at the same time, or can unload one of the ships at the same time. The gantry cranes 500a, 500b, 500c, and 500d can flexibly divide the operation area as needed. All containers can be transferred to the gantry crane 600 by one quay crane 300, or containers can be transferred to the gantry crane 600 by multiple quay cranes 300. The gantry cranes 600a, 600b, 600c, and 600d can flexibly divide the operation area as needed. The ship 10, the quay crane 300, the gantry crane 500, and the gantry crane 600 can be flexibly arranged and combined according to the operation plan to unload ships and load railway vehicles.

[0116] Example 2

[0117] Taking two railway loading and unloading lines as an example, but not limited to two lines, the ship unloading and railway loading and vehicle-to-ship direct continuous operation process of the present invention includes the following steps:

[0118] The combination arrangement and matching content of the ship 10, the quay crane 300, the gantry crane 500 and the gantry crane 600 in this case is the same as that of the aforementioned one-share railway loading and unloading line ship unloading and loading analysis case, and will not be described again.

[0119] (1) Empty Railway Container Carriage According to the instructions issued by the railway container transportation management system, the station uses a railway locomotive to transport the empty railway car 711 to the railway loading and unloading line 701 under the gantry crane 600.

[0120] (2) The quay crane 300 unloads the intermodal container onto an empty intermodal truck 400 according to the operation plan, and the truck 400 drives out of the front of the wharf along the specified road 200; the quay crane 300 grabs and lifts the intermodal container from the ship 10 to the container transfer platform 306 under the rear cantilever 302 of the quay crane.

[0121] (3) The gantry crane 500 moves to the delivery container position, lifts the container, and transfers the container to the delivery yard 811 through lateral displacement. The gantry crane 600 moves longitudinally and the lifting device 601 moves laterally to transfer the container to the railway vehicle 711 on the railway loading and unloading line 701. This cycle is repeated until the railway vehicle 711 is fully loaded and the railway locomotive pulls the vehicle train 711 out of the railway loading and unloading line 701.

[0122] (4) During the loading process of railway vehicle 711 on railway loading line 701, the railway locomotive delivers an empty railway vehicle train 712 to railway loading line 702. The gantry crane 600 runs to the container delivery position of the delivery yard 811, lifts the container, and transfers the container to the railway vehicle 712 on the railway loading and unloading line 702 through longitudinal movement and lateral displacement of the lifting device 601. This cycle is repeated until the railway vehicle 712 is fully loaded, and the railway locomotive pulls the vehicle train 712 with loaded vehicles to drive out of the railway loading and unloading line 702.

[0123] (5) During the loading process of railway vehicles 712 on railway loading line 702, the railway locomotive delivers a train of empty railway vehicles 711 to railway loading line 701. According to the process cycle of items (3) and (4), the continuous unloading and loading operation of the ship and the railway vehicle is realized.

[0124] (6) After all containers have been loaded onto the train, the traction locomotive will tow the train to the nearest station for marshaling or directly depart from the loading and unloading line.

[0125] Example 3

[0126] Taking a railway loading and unloading line as an example, the continuous operation process of railway unloading and ship loading and direct loading of vehicles and ships of the present invention includes the following steps:

[0127] (1) According to the instructions issued by the railway container docking management system, the railway station uses a railway locomotive to send the railway loaded container heavy vehicle 710 to the railway loading and unloading line 700 under the gantry crane 600.

[0128] (2) When the arrival time of the loaded vehicle and the empty ship can match, the gantry crane 600 lifts the container loaded on the railway vehicle 710, moves to the corresponding transfer yard 811 through the longitudinal movement of the gantry crane and the lateral displacement of the lifting device 601, and places the container on the transfer yard 811. The gantry crane 500 lifts the container, and places the container on the corresponding container transfer platform 306 through the longitudinal movement of the gantry crane and the lateral displacement of the lifting device 503. The quay crane 300 lifts the container on the container transfer platform 306, and the quay crane trolley and the lifting device 305 move toward the ship 10, unloading the container from the ship 10, completing the one-hook loading operation. After the quay crane trolley returns, the cantilever transfer platform 306 waits for the next container to continue loading. The gantry crane 600 and the gantry crane 500 cycle in this way until the railway vehicle is unloaded and the empty vehicle 710 of the railway locomotive traction vehicle train drives out of the railway loading and unloading line 700.

[0129] The operation areas of multiple gantry cranes 600 and gantry cranes 500 need to be divided to prevent operation conflicts. The division of labor can be based on the scope of operation or the number of gantry cranes operating simultaneously. In order to achieve container handover, the operation areas are partially overlapped. For example, the quay crane 300a and its left area are undertaken by the gantry crane 500a, and the quay crane 300a and its right area are undertaken by the gantry crane 500b. The two gantry cranes have overlapping operation areas in the quay crane 300a area; the gantry crane 500b and its left area can be undertaken by the gantry crane 600b, and the gantry crane 500b and its right area can be undertaken by 600c. The two gantry cranes 600b and 600c have overlapping operation areas in the gantry crane 500b area.

[0130] When the container is handed over between the gantry crane 600 and the gantry crane 500, the gantry crane 600 can be selected to remain stationary longitudinally, and the container can be placed nearby at the handover yard 811, and the gantry crane 500 can be longitudinally moved to the corresponding container position of the handover yard, lift the container and move it longitudinally to the container transfer platform 306, and then transfer the container to the quay crane; the gantry crane 600 can also be selected to longitudinally move to the handover yard 811 near the gantry crane 500 close to the quay crane 300 to unload the container, and the gantry crane 500 can lift the container and move it longitudinally to the horizontal position of the handover platform 306 of the quay crane 300, and then transfer the container to the quay crane; or the gantry crane 500 and the gantry crane 600 can also complete a certain distance of longitudinal movement within their respective operating ranges.

[0131] Since the railway train is a long and large train set (a train length can reach one kilometer), when the travel range of the container to be handed over to the gantry crane 500, the gantry crane 600, and the quay crane 300 exceeds the operating area set by a gantry crane, multiple gantry cranes can be used to relay the transportation. For example, when the longitudinal distance between the loading quay crane 300 and the railway vehicle 710 of the railway loading and unloading line 700 to be unloaded is large, the gantry crane 600d will lift the container to be loaded from the railway vehicle 710 of the railway loading and unloading line 700, and move it longitudinally to the left to the edge of its operating area, and place the container in the corresponding area of ​​the railway container yard 820B area where the gantry cranes 600d and 600c overlap, and its adjacent gantry crane 600c will continue to relay and move longitudinally to the left (the relay process of the gantry crane 600 can be continued for multiple times depending on the situation until the appropriate handover position) to the horizontal position of the gantry crane 500c, and the gantry crane 600c will place the container on the gantry crane 500c. At the container handover position of the handover yard 811 below, the gantry crane 500c moves longitudinally to the left to the edge of its operation area, and places the container at the corresponding position of the container yard 810A, 811A in the overlapping operation area of ​​the gantry cranes 500c and 500b, and its adjacent gantry crane 500b continues to relay and move longitudinally to the left (the relay process of the gantry crane 500 can be continued for multiple times depending on the situation, until a suitable handover position) to a suitable horizontal position of the rear cantilever 302 of the quay crane 300, and the gantry crane 500b places the container on the container transfer platform 306, and the quay crane 300 lifts the container to be loaded onto the container ship 10, and the unloading and loading are completed at one time, and this cycle is repeated until the loading is completed.

[0132] (3) According to the operation plan, the water-road combined transport truck 400 drives along the specified road 200 to the front of the wharf, and is transported along the lane to the quay crane. The quay crane trolley lifts the container loaded on the truck 400 and loads it to the container ship for unloading. The truck drives out of the wharf along the specified road, and the cycle repeats until the road container is loaded on the ship. Alternatively, the water-road combined transport trucks 420 and 430 drive along the specified roads 220 and 230 to the rear cantilever of the portal crane 600. The portal crane 600 lifts the container and moves it longitudinally and transversely to the appropriate position of the handover yard 811. The portal crane 500 places the container on the container transfer platform 306. The quay crane 300 lifts the container to be loaded on the container ship 10. The road unloading and loading are completed once. The cycle repeats until the road container is loaded on the ship.

[0133] (4) When the railway vehicle 710 arrives, but the container ship 10 has not arrived or is ready, and the capacity does not match in a short time, and the unloading cannot be stopped, the gantry crane 600 continues to unload the container, unloads the container from the railway vehicle 710, and moves longitudinally to the position near the corresponding gantry crane 500. The gantry crane 600 places the container at the handover yard 811 for temporary storage, or the gantry crane 500 moves longitudinally to the horizontal position of the rear cantilever 302 of the corresponding quay crane 300, and places the container at the handover yard 812 or the yard 810 under the gantry crane 500, or the gantry crane 600 directly places the container at the yard 820 under its span for temporary storage. After the ship 10 arrives, the containers temporarily in the yards 812, 810, 811, and 820 are lifted from the temporary container positions in sequence, and loaded on the ship by the quay crane 300 directly or after the handover.

[0134] (5) After all containers in the train are unloaded, the traction locomotive will tow the empty train to the nearest station for marshalling and then depart or depart directly from the loading and unloading line.

[0135] (6) Highway container trucks and railway trains can complete the transfer of cargo tickets and physical goods without stopping at port inspection checkpoints through electronic information collection.

[0136] (7) Container ships 10a and 10b can be berthed at the front berths 21a and 21b of the wharf at the same time for loading operations. The quay cranes 300a and 300b can load different ships 10a and 10b at the same time, or load one of the ships at the same time. The gantry cranes 600a, 600b, 600c, and 600d can flexibly divide the operation area as needed. All containers can be placed in the handover yard 811 under the rear cantilever of a gantry crane 500, or the containers can be placed in the handover yards 811 corresponding to different gantry cranes 500a, 500b, 500c, and 500d. The gantry cranes 500a, 500b, 500c, and 500d can flexibly divide the operation area as needed. All containers can be transferred to the container transfer platform 306 by one gantry crane, or multiple gantry cranes can transfer containers to their respective container transfer platforms 306, and then the gantry cranes can lift the containers for loading. The ship 10, the quay crane 300, the gantry crane 500 and the gantry crane 600 can be flexibly arranged and combined for unloading and loading according to the operation plan.

[0137] Example 4

[0138] Taking two railway loading and unloading lines as an example, but not limited to two lines, the railway unloading and loading and unloading continuous operation process of the present invention includes the following steps:

[0139] The combination and arrangement of the ship 10, the quay crane 300, the gantry crane 500 and the gantry crane 600 in this case are the same as those in the aforementioned analysis case of unloading and loading a car and a ship on a railway loading and unloading line, and will not be described again.

[0140] (1) According to the instructions issued by the railway container transportation management system, the railway station uses a railway locomotive to deliver the railway vehicle 711 to the railway loading and unloading line 701 under the gantry crane 600.

[0141] (2) The gantry crane 600 moves to the railway vehicle 711 on the railway loading and unloading line 701 to lift the container, and transfer the container to the delivery position of the gantry crane 500 near the delivery yard 811 through longitudinal movement and lateral displacement. The gantry crane 500 lifts the container and places the container on the delivery position of the container transfer platform 306 through lateral displacement and longitudinal movement. The quay crane trolley lifts the container at the delivery position and transports it to the container ship 10. This cycle is repeated until the railway vehicle is unloaded, and the railway locomotive pulls the empty vehicle train 711 out of the railway loading and unloading line 701.

[0142] (3) The quay crane trolley lifts the water-road intermodal container from the container truck 400 and loads it onto the ship according to the operation plan; lifts the iron-water intermodal container from the container transfer platform 306 and loads it onto the container ship 10. The container truck drives out of the front of the wharf along the specified lane 200. This cycle is repeated until all road containers are loaded onto the ship. Alternatively, the water-road intermodal container trucks 420 and 430 drive along the specified roads 220 and 230 and enter under the rear cantilever of the portal crane 600. The portal crane lifts the container and runs it longitudinally and transversely to the appropriate position of the handover yard 811. The portal crane 500 places the container on the container transfer platform 306. The quay crane 300 lifts the container to be loaded onto the container ship 10. The road unloading and loading are completed once. This cycle is repeated until the road containers are loaded onto the ship.

[0143] (4) During the unloading process of the railway vehicle 711 on the railway loading line 701, the railway locomotive sends a train of railway vehicles 712 loaded with heavy vehicles to the railway loading and unloading line 702. The gantry crane 600 moves to the top of the vehicle, lifts the container, and transfers the container to the handover container position of the handover yard 811 near the gantry crane 500 through longitudinal movement and lateral displacement for unloading. The gantry crane 500 lifts the container and transfers the container to the handover container position of the container transfer platform 306 through lateral displacement and longitudinal movement for unloading. The quay crane trolley lifts the container at the handover container position and transports it to the container ship 10, unloads the container, and returns to the quay crane to wait for the subsequent container on the cantilever 302. This cycle is repeated until all the railway vehicles 712 on the railway loading and unloading line 702 are unloaded, and the railway locomotive pulls the vehicle train 712 to drive out of the railway loading and unloading line 702 empty.

[0144] (5) During the unloading process of the railway vehicle 712 on the railway loading and unloading line 702, the railway locomotive delivers a train of heavy railway vehicles 711 to the railway loading line 701. According to the process cycle of items (3) and (4), the unloading and loading of the railway vehicle on the ship and the continuous operation of the direct connection between the ship and the railway vehicle is realized.

[0145] (6) After the loading and unloading of containers on the entire train is completed, the traction locomotive will tow the empty train to the nearest station for marshaling and then depart or depart directly from the loading and unloading line.

[0146] Example 5

[0147] The operating method of the parallel-arranged gantry crane of the present invention comprises the following steps:

[0148] The operation method and process are the same as those of Example 4, except that more ships and quay cranes can operate simultaneously.

[0149] In the operation process, when there are multiple ships and multiple quay cranes operating at the same time, and the number of gantry cranes and the number of railway loading and unloading lines cannot meet the operation requirements, the gantry cranes may conflict with each other in the target path of container transportation. In order to undertake the synchronous loading and unloading operations of multiple ships and multiple quay cranes, in addition to the optimization of the control system, it is also necessary to configure sufficient railway loading and unloading lines and gantry cranes. Therefore, a row of gantry crane tracks and multiple gantry cranes can be added in parallel to the gantry crane tracks 504a and 504b in the front yard of the dock, and the port yard 810 is still located in the middle of the two rows of gantry crane tracks; a row of gantry crane tracks and multiple gantry cranes are added along the land-side railway line in the front yard of the dock, parallel to the gantry crane tracks 603a and 603b, and one or more railway loading and unloading lines are added in parallel with the existing railway lines. All railway lines are located under the span of the gantry crane.

[0150] The operating combination of gantry crane 500, gantry crane 600, railway loading and unloading line 700, railway vehicle 710 and quay crane 300 in loading and unloading operations is not unique. The port management system dispatches the operating process of each equipment according to the optimal path planning.

[0151] Water-road combined transport, rail-water combined transport, rail-road combined transport processes, etc. can be carried out simultaneously as needed. The location of each yard can be set on the ground, but is not limited to the ground. The present invention solves the problem of container transfer under the condition that the railway loading and unloading line is located near the land side of the port front yard due to special terrain, site conditions, etc., and the elevation is much higher than the terminal yard. A container transfer platform is set under the rear cantilever of the quay crane, and a gantry crane that can move longitudinally is set at the temporary yard behind the quay crane at the front of the port terminal. A handover yard is set on the ground below the rear cantilever of the gantry crane. The container lifted by the quay crane is first placed on the container transfer platform, and then lifted by the gantry crane above the temporary yard at the front of the port and placed in the handover yard below its rear cantilever, and then lifted by the gantry crane above the railway line and sent to the railway vehicle.

[0152] This three-dimensional continuous loading and unloading operation system and method effectively solves the limitations of direct container transshipment under special terrain and site conditions, avoids the height difference problem of directly using container trucks to load and unload between the quay crane and the railway loading and unloading gantry crane, saves the horizontal and climbing transportation links of container trucks, and solves the problem of direct pickup when the vehicle and ship are not matched in a short time, greatly improving the operation efficiency and realizing truly efficient and seamless connection of rail-water transport.

[0153] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A three-dimensional continuous loading and unloading system for containers directly taken from vehicles and ships. Features: It comprises a railway container transportation management system, a port container management system, a port terminal, and a first crane for loading and unloading containers on a ship at the shore, wherein the land side of the first crane is provided with at least one railway loading and unloading line parallel to the shore line and a second crane for loading and unloading containers on the railway loading and unloading line, a third crane is provided between the sea side of the second crane and the land side of the first crane, a container transfer platform and / or a first container handover yard are provided between the first crane and the third crane, the container transfer platform is located at both the loading and unloading area of ​​the first crane and the loading and unloading area of ​​the third crane, the first container handover yard is located at both the loading and unloading area of ​​the first crane and the loading and unloading area of ​​the third crane, a second container handover yard is provided between the third crane and the second crane, and the second container handover yard is located at both the loading and unloading area of ​​the third crane and the loading and unloading area of ​​the second crane; The railway loading and unloading line and the second crane are arranged on a high ground above the land side rear of the third crane at the front of the wharf; the first crane and the third crane are arranged on the ground at the front of the wharf, and the ground of the high ground above the land side rear of the third crane is higher than the ground at the front of the wharf; The empty railway car moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system; The first crane grabs and lifts the iron-water intermodal container from the ship to the container transfer platform or the first container handover yard according to the operation plan formulated by the port container management system; When the arrival time of the loaded ship and the empty car matches, the third crane runs to the container transfer platform or the first container delivery yard, lifts the container, and transports the container to the second container delivery yard. The second crane lifts the container to the empty railway car at the second container delivery yard, and the cycle continues until the empty railway car is full, and the loaded railway car with the container is controlled to leave the railway loading and unloading line; The unloading and loading process also includes the following steps: when the empty railway car has not arrived at the loading and unloading line during the waiting process of the railway heavy car being pulled out and the empty railway car being pushed forward, or the arrival time of the empty railway car does not match the container ship, and the unloading cannot be stopped, the first crane continues to unload the ship, the first crane unloads the container from the ship to the container transfer platform or the first container handover yard, the third crane lifts the container from the container transfer platform or the first container handover yard to the second container handover yard corresponding to the rear cantilever of the third crane for temporary storage, when the handover container position of the second container handover yard is full, the second crane temporarily stores the handover container in the yard below the second crane, and waits for the empty railway car to arrive, then lifts the containers temporarily stored in each handover yard and yard from the handover container position and transfers them to the railway vehicle, after the whole train of containers is loaded, the railway heavy vehicle loaded with containers is controlled to drive out of the railway loading and unloading line; The railway heavy vehicle loaded with containers moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system; When the arrival time of the loaded vehicle and the empty ship can match, the second crane will lift the container loaded on the railway vehicle and place the container on the second container delivery yard. The third crane will lift the container on the second container delivery yard and place it on the container transfer platform or the first container delivery yard. The first crane will lift the container on the container transfer platform or the first container delivery yard and run to the ship to unload the container on the ship, completing the one-hook loading operation. After the trolley of the first crane returns, the cantilever will wait for the next container to continue loading, and the cycle will continue until the railway vehicle is unloaded and the empty railway vehicle is controlled to drive out of the railway loading and unloading line. The unloading and loading process also includes the following steps: when the railway vehicle loaded with containers arrives, the container ship has not arrived or is ready, and the unloading cannot be stopped, the second crane continues to unload the vehicle, the second crane unloads the container from the railway vehicle, and directly places the container in the yard under its span for temporary storage, or the second crane unloads the container from the railway vehicle and places the container in the second container handover yard corresponding to the rear cantilever of the third crane for temporary storage, or the third crane places the container in the yard under its span or the first container handover yard corresponding to its front cantilever for temporary storage, and after the ship arrives, the containers temporarily stored in each yard are sequentially lifted from the temporary container positions, and loaded by the first crane directly or after the handover, and after the unloading of the entire train of containers is completed, the empty railway car is controlled to leave the railway loading and unloading line.

2. The system according to claim 1, Features: The container transfer platform is located in the loading and unloading range of the rear cantilever of the first crane and the loading and unloading range of the front cantilever of the third crane; the container transfer platform is arranged on the land side gantry of the first crane.

3. The system according to claim 1, Features: A first crane running track parallel to the shoreline is provided on the shore at the front of the wharf, and at least one first crane is supported on the first crane running track; a third crane running track parallel to the shoreline is provided on the land side of the first crane at the front of the wharf, and at least one third crane is supported on the third crane running track; a second crane running track parallel to the shoreline is provided on the high ground above the land side of the third crane, and at least one second crane is supported on the second crane running track, and the railway loading and unloading line is located below the second crane.

4. The system according to claim 1, Features: A truck lane extending to the bottom of the first crane is provided at the front of the wharf for the movement of trucks to realize the transportation of road-water intermodal containers; a truck lane extending to the bottom of the second crane is provided next to the railway loading and unloading line for the movement of trucks to realize the transportation of road-water intermodal containers or / and road-rail intermodal containers.

5. The system according to claim 1, Features: A yard is set up under the second crane, which is used for temporary storage of assisted handover between two adjacent second cranes or temporary storage of containers; a yard is set up under the third crane, which is used for temporary storage of assisted handover between two adjacent third cranes, or temporary storage of containers at the port, or as a temporary stacking site for containers when the ship schedule and the railway pick-up and delivery time are not connected, or storage of road-water transport containers; a truck lane extending to the bottom of the third crane is set at the front of the wharf to realize the transportation of road-water transport containers.

6. The system according to claim 5, Features: All storage yards and transfer yards are arranged longitudinally parallel to the shoreline, and are equipped with transfer container positions with no less than one row and no less than one layer in the horizontal direction.

7. A three-dimensional continuous loading and unloading method for containers directly taken from vehicles and ships, It is characterized in that The process of unloading and loading a ship includes the following steps: The empty railway car moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system; The first crane grabs and lifts the iron-water intermodal container from the ship to the container transfer platform or the first container handover yard according to the operation plan formulated by the port container management system; When the arrival time of the loaded ship and the empty car matches, the third crane runs to the container transfer platform or the first container delivery yard, lifts the container, and transports the container to the second container delivery yard. The second crane lifts the container to the empty railway car at the second container delivery yard, and the cycle continues until the empty railway car is full, and the loaded railway car with the container is controlled to leave the railway loading and unloading line; The unloading and loading process also includes the following steps: when the empty railway car has not arrived at the loading and unloading line during the waiting process of the railway heavy car being pulled out and the empty railway car being pushed forward, or the arrival time of the empty railway car does not match the container ship, and the unloading cannot be stopped, the first crane continues to unload the ship, the first crane unloads the container from the ship to the container transfer platform or the first container handover yard, the third crane lifts the container from the container transfer platform or the first container handover yard to the second container handover yard corresponding to the rear cantilever of the third crane for temporary storage, when the handover container position of the second container handover yard is full, the second crane temporarily stores the handover container in the yard below the second crane, and waits for the empty railway car to arrive, then lifts the containers temporarily stored in each handover yard and yard from the handover container position and transfers them to the railway vehicle, after the whole train of containers is loaded, the railway heavy vehicle loaded with containers is controlled to drive out of the railway loading and unloading line; The unloading and loading process includes the following steps: The railway heavy vehicle loaded with containers moves from the station to the railway loading and unloading line under the second crane span according to the instructions issued by the railway container transportation management system; When the arrival time of the loaded vehicle and the empty ship can match, the second crane will lift the container loaded on the railway vehicle and place the container on the second container delivery yard. The third crane will lift the container on the second container delivery yard and place it on the container transfer platform or the first container delivery yard. The first crane will lift the container on the container transfer platform or the first container delivery yard and run to the ship to unload the container on the ship, completing the one-hook loading operation. After the trolley of the first crane returns, the cantilever will wait for the next container to continue loading, and the cycle will continue until the railway vehicle is unloaded and the empty railway vehicle is controlled to drive out of the railway loading and unloading line. The unloading and loading process includes the following steps: when the railway vehicle loaded with containers arrives, the container ship has not arrived or is ready, and the unloading cannot be stopped, the second crane continues to unload the vehicle, the second crane unloads the container from the railway vehicle, and directly places the container in the yard under its span for temporary storage, or the second crane unloads the container from the railway vehicle and places the container in the second container handover yard corresponding to the rear cantilever of the third crane for temporary storage, or the third crane places the container in the yard under its span or the first container handover yard corresponding to its front cantilever for temporary storage, and after the ship arrives, the containers temporarily stored in each yard are sequentially lifted from the temporary container positions, and loaded by the first crane directly or after the handover. After the unloading of the entire train of containers is completed, the empty railway car is controlled to leave the railway loading and unloading line.

8. The method according to claim 7, Features: According to the operation plan formulated by the port container management system, the empty road-water transport container truck drives into the front of the wharf along the specified road route and is transported to the first crane along the lane. The first crane grabs the road-water transport container from the ship and lifts it to the empty road-water transport container truck under the first crane according to the operation plan formulated by the port container management system. The road-water transport container truck drives out of the front of the wharf along the specified road route, and the cycle continues until the road container is unloaded from the ship. According to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives into the front of the wharf along the specified road route, and is transported along the lane to the first crane. The first crane lifts the containers loaded on the truck and loads them onto the container ship for unloading. The truck then drives out of the front of the wharf along the specified road, and the cycle continues until the road containers are loaded on the ship.

9. The method according to claim 7, Features: According to the operation plan formulated by the port container management system, the water-road combined transport truck loaded with containers drives under the second crane along the specified road route, the second crane lifts the container and runs it to the second container delivery yard, the third crane lifts the container from the second container delivery yard and places it on the container transfer platform or the first container delivery yard, the first crane lifts the container to be loaded on the container transfer platform or the first container delivery yard and loads it into the container ship, and the road unloading and loading is completed once, and the cycle continues until the road container loading is completed.

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