A system and method for rapid fixed-volume loading of railway open wagons

Abstract

The present invention relates to a system and method for rapid fixed-volume loading of railway open wagons, comprising: a sequentially connected material storage bin, a feeder, a belt conveyor, a metering bin with a discharge gate, and a loading chute installed on the train route that can be extended or swung up and down. The belt conveyor head is provided with a material volume monitoring sensor group, and the metering bin is provided with a material level height sensor group. The present invention utilizes the material volume monitoring sensor group to calculate the volume of material on the conveyor belt, and utilizes the material level height sensor group within the metering bin to accurately calculate the volume of bulk material output by the metering bin, controlling the volume of material output by the metering bin to be equal to the volume of the planned loading volume of the current vehicle. This changes the traditional method of using weight to measure the loading volume of materials at loading stations, namely, it can fully utilize the capacity of the wagon and avoid spillage caused by overloading, greatly increasing the discharge speed and improving loading efficiency. At the same time, by abandoning the fixed-volume bin, the cost of steel structure frames and belt conveyor material transportation is reduced.

Description

Technical Field

[0001] The present invention relates to a system and method for rapid constant-volume loading of railway open wagons, a transportation machinery system and method, and an automatic loading device and method for bulk materials. Background Art

[0002] Traditional automated loading systems for bulk materials are based on quantitative weighing, or in other words, quantitative loading systems. These systems typically require a dedicated weighing container. After placing the material into the container, the material is statically weighed before loading onto the truck. The loading quantity is determined by weight. The advantage of this loading method is that weighing is a simple measurement method that is widely used and accepted in the sale of bulk materials. Furthermore, weighing instruments are available in a wide variety of types and are technologically mature, offering a wide range of options. In fact, weighing has become the absolute measurement method in bulk commodity transactions; without it, people would not even know how to trade bulk goods. In modern society, only a very small number of commodities, such as liquids like oil, are measured using volumetric methods. For solid bulk materials, weighing is the only method used. There is a very troublesome problem at train loading stations that use weighing as the measurement method: when the train is a mixed train, that is, when the train is composed of carriages of various types, the loading station only measures the loading volume according to the tonnage of each carriage. Due to the different volumes of carriages and the different specific gravity of bulk materials, some carriages will not be fully loaded and the capacity of the carriages cannot be fully utilized, while some carriages will be overfilled or even spilled, resulting in the loading volume not meeting the requirements and causing economic disputes.

[0003] Another issue with quantitative loading stations is that, as mentioned earlier, weighing requires a weighing container. Therefore, traditional automated bulk material loading stations are equipped with a weighing bin (also called a quantitative bin) and a buffer bin for unloading into the weighing bin. The quantitative bin and buffer bin are typically arranged vertically to utilize gravity for material feeding. This vertical arrangement inevitably increases the overall height of the loading station, and the increased height of the loading station means an increase in the height of the steel structure, which leads to increased overall costs. How to fully utilize the car capacity, prevent spillage, and simplify the loading system is a challenge that needs to be solved. Summary of the Invention

[0004] To overcome the problems of the prior art, the present invention proposes a system and method for rapid, fixed-volume loading of railway open cars. This system and method eliminates the need for weighing to measure load capacity and instead uses car volume as the loading measurement. This fully utilizes the car volume while preventing spillage. Furthermore, it simplifies the loading station structure and reduces the steel frame requirements.

[0005] The object of the present invention is achieved as follows: a railway open car rapid fixed volume loading system includes: a storage bin, a feeder, a belt conveyor, a metering bin with a discharge gate, and a loading chute installed on the train route that can be telescopic or swing-lifted. The head of the belt conveyor is provided with a material volume monitoring sensor group, and the metering bin is provided with a material level height sensor group.

[0006] Furthermore, the material volume monitoring sensor group is a laser radar or a video camera and a belt speed sensor, or a combination of a laser radar, a video camera and a belt speed sensor.

[0007] Furthermore, the material level sensor group is a laser radar or a video camera or a combination of a laser radar and a video camera.

[0008] Furthermore, the material level sensor group further includes at least one rod-type material level sensor for monitoring the highest material level and the lowest material level.

[0009] Furthermore, a car position monitoring sensor group is provided on the train route.

[0010] Furthermore, a material density detection device is provided on one side of the belt conveyor.

[0011] A method for quickly loading a railway open car using the above system, the method comprises the following steps:

[0012] Step 1, Startup: The system starts up, connects to the host computer, and obtains the current loading data, including: total loading weight, material density, number of carriages in the train formation, carriage sequence and model, and the volume of each type of carriage;

[0013] Step 2, initialization: the material volume monitoring sensor group monitors whether there is material at the head of the belt conveyor. If there is material, the material volume of the belt conveyor head is calculated. The material level height sensor group monitors the material height in the metering bin. If the material height in the metering bin is lower than the minimum material height, the belt conveyor is started to transport the material to the metering bin. The material volume monitoring sensor group monitors the volume of the material entering the metering bin. The material level height sensor group monitors the height of the material in the metering bin. When the material height in the metering bin reaches or exceeds the minimum material height, the belt conveyor is shut down and the material transport into the metering bin is stopped. The initial material volume and weight in the metering bin are then calculated based on the material density.

[0014] Step 3: Prepare the loading plan: Calculate the loading capacity of each car based on the total loading volume, material density, number of cars in the train, car sequence and model, and the volume of each car model;

[0015] Step 4, replenishing materials: Start the belt conveyor to continuously transport materials into the metering bin. At the same time, the material volume monitoring sensor group monitors the amount of material entering the metering bin, and the material level sensor group monitors the change in the material height in the metering bin to calculate the material amount in the metering bin. The material density detection device monitors the material density.

[0016] Step 5, Carriage Scanning: Before the carriage arrives at the loading station and during the loading process, the carriage position monitoring sensor group scans the carriage to obtain the accurate carriage position, so as to determine the accurate chute lowering and lifting time, as well as the chute lowering height;

[0017] Step 6, unloading: When the carriage reaches the loading position, the chute is lowered, the discharge gate is opened, and the material flows into the carriage through the chute. At the same time, the height change of the material in the metering bin is monitored to see if the material pile height reaches the planned loading quantity:

[0018] H 计划 =H1-H2+ΔH

[0019] Among them: H 计划 The height of the material pile in the metering bin corresponding to the planned loading volume; H1 is the height of the material pile in the metering bin at the beginning of unloading; H2 is the height of the material pile in the metering bin at the end of unloading; ΔH is the accumulation height of the material input into the metering bin by the belt conveyor during the unloading process;

[0020] When reaching H 计划 When the material pile height reaches a certain level, close the discharge gate and retract the chute to complete the discharge of one carriage;

[0021] Step 7, judgment: judge whether it is the last carriage. If "yes", end the loading process. If "no", return to step 5 and proceed to the next unloading cycle.

[0022] Furthermore, the method for obtaining the material density in step 2 includes: obtaining the original data of the current material from the host computer, sampling on the belt conveyor for real-time monitoring, and correcting the original data with the real-time monitoring data.

[0023] Furthermore, the preparation of the loading plan in step 3 includes the following sub-steps:

[0024] Sub-step 1, calculate total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the materials planned to be loaded based on the total weight of the materials planned to be loaded;

[0025] Sub-step 2, total weight and total volume comparison: Compare the total load weight of the train with the total weight of the materials planned to be loaded, and compare the total volume of the train with the total volume of the materials planned to be loaded, to determine whether the total load weight of the train is greater than the total weight of the materials planned to be loaded, and whether the total volume of the train is greater than the total volume of the materials planned to be loaded. If "yes", continue the loading process; if "no", adjust the loading plan;

[0026] Sub-step 3, determine the loading capacity of each carriage: According to the load capacity of each carriage, determine the volume of materials loaded in each carriage, and verify whether the volume of loaded materials exceeds the capacity of the carriage. If "yes", adjust the loading capacity of materials between carriages; if "no", end the preparation of loading plan.

[0027] Furthermore, the preparation of the loading plan in step 3 includes the following sub-steps:

[0028] Sub-step 1, calculate total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the materials planned to be loaded based on the total weight of the materials planned to be loaded;

[0029] Sub-step 2, total weight and total volume comparison: Compare the total load weight of the train with the total weight of the materials planned to be loaded, as well as the total volume of the train with the total volume of the materials planned to be loaded, to determine whether the total load weight of the train is greater than the total weight of the materials planned to be loaded, and whether the total volume of the train is greater than the total volume of the materials planned to be loaded. If "yes", continue the loading process; if "no", adjust the loading plan;

[0030] Sub-step 3, determine the loading capacity of each compartment: According to the volume of each compartment, determine the weight of the material loaded in each compartment, and verify whether the weight of the loaded material exceeds the load capacity of the compartment. If "yes", adjust the load capacity of the compartment material; if "no", end the preparation of the loading plan.

[0031] The advantages and beneficial effects of the present invention are as follows: the present invention utilizes a material volume monitoring sensor group to calculate the volume of the material on the conveyor belt, and utilizes a material level height sensor group within the metering bin to accurately calculate the bulk material volume output by the metering bin, and controls the material volume output by the metering bin to be equal to the planned loading volume of the current vehicle. This changes the traditional method of using weight to measure the material loading volume at loading stations, thereby fully utilizing the capacity of the vehicle compartment and avoiding spillage caused by overloading. It also prevents overloading of the vehicle compartment, eliminating safety hazards. The lack of a weighing process greatly increases the material discharge speed, improving loading efficiency. Furthermore, the elimination of the quantitative bin and the use of only one layer of silos significantly reduces the overall height of the loading station, reducing the cost of the steel structure frame and the cost of the belt conveyor. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention will be further described below with reference to the accompanying drawings and examples.

[0033] Figure 1 It is a schematic diagram of the structure of the system described in Embodiments 1 and 5 of the present invention;

[0034] Figure 2 Schematic diagram of the cross-sectional shape of the material piled on the belt conveyor according to the second embodiment of the present invention;

[0035] Figure 3 is a flow chart of the vehicle loading method according to the seventh embodiment of the present invention;

[0036] Figure 4 It is a schematic diagram of the principle of the loading and metering method described in Example 7 of the present invention. DETAILED DESCRIPTION

[0037] Example 1:

[0038] This embodiment is a railway open car rapid fixed capacity loading system, such as Figure 1 This embodiment comprises: a storage bin 1, a feeder 2, a belt conveyor 3, a metering bin 4 with a discharge gate 401, and a loading chute 5 that can be extended or swung upward and downward and installed on the train route. The head of the belt conveyor is equipped with a material volume monitoring sensor group 6, and the metering bin is equipped with a material level height sensor group 7.

[0039] The loading station described in this embodiment is for the automatic loading of train 01 formed by wagons (carriages) of different models, and of course it is also suitable for the automatic loading of trains with uniform wagons. The biggest difference from the traditional quantitative loading station is that the loading station described in this embodiment has only one layer of silo (metering silo), which reduces one weighing silo (or buffer silo) and the corresponding weighing link (or buffer link). Reducing one silo greatly reduces the height of the steel structure frame of the loading station, and also greatly reduces the conveying height of the belt conveyor that conveys materials to the top of the metering silo (the length of the belt conveyor with the same slope can be reduced, reducing the conveying power of the belt conveyor), thereby significantly reducing the construction cost and use cost of the loading station. More importantly, the weighing link is eliminated, which speeds up the loading process and significantly improves the loading efficiency.

[0040] The principle behind this embodiment is to utilize various precise sensors to monitor changes in the volume of materials within the metering bin and determine the loading quantity based on this change. Since weight and volume have a linear relationship, which can be directly calculated through density, the precise monitoring of material volume changes using modern, advanced sensors is well established. Therefore, using volume as the basis for measurement is a viable alternative to weight-based measurement.

[0041] The storage bin, feeder, belt conveyor, and loading chute are all traditional. The requirement for the metering bin is that the upper and lower halves are conical funnels, and the upper half is a cylindrical shape that is consistent from top to bottom, that is, the horizontal cross-section shape is completely consistent, in order to simplify the calculation of volume. The metering bin can be cylindrical or rectangular, as well as other polygonal shapes. Like a traditional buffer bin or quantitative bin, the funnel in the lower half of the metering bin can be one or more, that is, there can be one or more corresponding discharge ports, and the upper half can also be designed to be a combination of several cylindrical shapes, such as: the lower half has four funnel discharge ports, and the upper half is connected to a square barrel with rounded corners.

[0042] The key to this embodiment lies in the material volume monitoring sensor group and the material level height sensor group.

[0043] A material volume monitoring sensor set is installed at the head of the conveyor belt, i.e., at the end where the material is discharged, to monitor the amount (volume) of material entering the metering bin. This sensor set can be a laser radar, which uses a laser to scan the shape of the material pile on the conveyor belt and calculate the cross-sectional shape of the material pile based on this shape. The cross-sectional shape of the material pile is defined as the cross-sectional shape of the material pile perpendicular to the direction of belt movement. Lasers are also used to detect the speed of the conveyor belt and calculate the volume of material entering the metering bin in real time. Alternatively, video monitoring can be used, using a 3D camera to analyze video images of the material piled on the conveyor belt, capturing the cross-sectional shape of the material pile in real time and subsequently calculating the amount (volume) of material entering the metering bin in real time. To reduce the amount of calculations required, a speed sensor that monitors the movement of the conveyor belt can be installed in conjunction with the camera. Alternatively, the laser radar, 3D camera, and speed sensor can be installed simultaneously to verify the calculation parameters and obtain a more accurate material volume value.

[0044] The material level sensor assembly also consists of multiple sensors, typically laser radars or 3D cameras, as well as a rod-type material level sensor. These sensors scan the material level in the silo from different angles, accurately calculating the volume change of the material pile and providing precise data for loading quantities. To effectively monitor the precise height of the material in the silo and the minimum and maximum limits of the material pile, one or more rod-type material level sensors can be installed to monitor the material level from different locations within the silo, preventing problems with material being too low or too high.

[0045] In order to make loading more accurate, a car position monitoring sensor group can be set up on the train route (preferably before the chute) to monitor the position of the car in real time and strictly control the raising and lowering of the chute.

[0046] The key factor in converting material weight and volume is the material's density. Typically, the density of a material is fixed, and sellers often provide a specific density when selling commercial materials. However, in the actual sales process, this density is measured under certain conditions, such as a certain density (the degree of compaction within the measured volume) and humidity. During actual loading, the material is rarely compacted and simply piles up naturally. Larger particles have a greater impact on the density, leading to significant discrepancies between the specified density and the actual density during loading. Therefore, real-time material testing is necessary to improve the accuracy of volumetric measurement. For this purpose, sampling facilities can be installed at the material output point of the conveyor belt to conduct real-time density testing.

[0047] Example 2:

[0048] This embodiment is an improvement of the first embodiment, and is a refinement of the material volume monitoring sensor group in the first embodiment. The material volume monitoring sensor group described in this embodiment is a laser radar or a video camera and a belt speed sensor, or a combination of a laser radar, a video camera and a belt speed sensor.

[0049] The use of laser radar can accurately scan the surface of the material and determine the curved surface shape of the material pile. The cross-sectional shape of the material pile can be calculated based on the curved surface shape. The lower cross-sectional shape of the accumulated material 02 on the belt 301 is determined by the belt pulley of the belt conveyor. The belt conveyor has a horizontal support pulley 302 and two inclined support pulleys 303 and 304 on both sides. Figure 2 As shown in FIG, the top curve of the material accumulation from the inclined belt roller on one side to the inclined belt roller on the other side is obtained by laser radar scanning, and then the cross-sectional area A can be obtained by calculation.

[0050] Using video cameras, 3D cameras can also be used to determine effects similar to lidar.

[0051] Alternatively, a combination of LiDAR or 3D cameras can be used. In practice, multiple radars or cameras can be used to scan the material pile from multiple angles, with the data then cross-validated to obtain more accurate data.

[0052] Example 3:

[0053] This embodiment is an improvement of the above embodiment and a refinement of the material level height sensor group in the above embodiment. The material level height sensor group described in this embodiment is a laser radar or a video camera or a combination of a laser radar and a video camera.

[0054] The material level sensor group can use laser radar and 3D video cameras to monitor the changes in the material pile height in the metering bin with near-precision. The material level sensor group can also use a combination of laser radar and video cameras, and can also use a rod-type material level sensor, which is mainly used to monitor the minimum and maximum material levels.

[0055] Example 4:

[0056] This embodiment is an improvement of the above embodiment and a refinement of the material level height sensor group in the above embodiment. The material level height sensor group described in this embodiment also includes at least one rod-type material level height sensor for monitoring the highest material level and the lowest material level.

[0057] Rod-type material level height sensors usually need to be installed in two or three, set at different locations in the metering bin to monitor the material level height at different locations to obtain accurate material level values.

[0058] Embodiment 5:

[0059] This embodiment is an improvement of the above embodiment and a refinement of the above embodiment regarding the train route. The train route described in this embodiment is provided with a car position monitoring sensor group 8, such as Figure 1 shown.

[0060] The carriage position monitoring sensor group can adopt a grating group, that is, multiple gratings are set at intervals on both sides of the train to monitor the gaps between carriages. The precise carriage position can be obtained by calculating the position of the gaps.

[0061] Example 6:

[0062] This embodiment is an improvement of the above embodiment and a refinement of the belt conveyor in the above embodiment. A material density detection device is provided on one side of the belt conveyor described in this embodiment.

[0063] The material density detection device can be set up with a container of a certain (known) capacity, such as a 10cm 3 The cylindrical barrel is used to randomly sample the material flowing out of the belt conveyor head, and the cylindrical barrel is filled and weighed to calculate the current accurate density of the material. A flat plate can also be used as a container to hold the material, so that a fixed number (for example, 10cm 3 ) The material naturally falls onto the flat plate to form a conical material pile. The material pile is scanned by a laser radar or a 3D video camera to obtain the precise material volume, thereby accurately obtaining the current material density.

[0064] Embodiment seven:

[0065] This embodiment is a method for rapidly loading open railway cars using the system described in the previous embodiment. The method can be simply expressed as calculating the total load and capacity of the train. By calculating the total weight and volume of the materials, the method compares whether the current train can safely and efficiently load and transport the goods. The load and capacity of each car are then allocated to ensure that the entire train can be properly and balancedly loaded with all the goods. The loading process uses the material's capacity as the measurement criterion, rather than the conventional weight, to improve loading efficiency and safety.

[0066] The specific steps of the method are as follows: Figure 3 As shown:

[0067] Step 1, Start: Start the system, connect to the host computer, and obtain the current loading data, including: total loading weight, material density, number of carriages in the train formation, carriage sequence and model, and the volume of each model of carriage.

[0068] The usual tests at system startup include testing each sensor group and system self-test, while this step mainly detects the status of the material in the system, that is, whether there is material on the conveyor belt and how much material is in the metering bin. Another important action after startup is to establish a link with the host computer to obtain various data. This data includes: various data on the material and various data on the train. The material data includes the particle size, humidity, and of course the most important density. Conventional loading stations use weight as the measurement standard, while this embodiment uses capacity as the measurement standard. Weight is used as the measurement standard before and after loading, that is, two conversions between weight and capacity are required. For this purpose, relatively accurate density data is required to achieve the purpose of accurate loading.

[0069] Step 2, initialization: the material volume monitoring sensor group monitors whether there is material at the head of the belt conveyor. If there is material, the material volume at the head of the belt conveyor is calculated. The material level height sensor group monitors the material height in the metering bin. If the material height in the metering bin is lower than the minimum material height, the belt conveyor is started to transport the material to the metering bin. The material volume monitoring sensor group monitors the volume of the material entering the metering bin. The material level height sensor group monitors the height of the material in the metering bin until the material height in the metering bin reaches or exceeds the minimum material height. Then the belt conveyor is turned off and the material transportation to the metering bin is stopped. Then the initial material volume and weight in the metering bin are calculated based on the material density.

[0070] Initialization actually involves monitoring whether there are any remaining materials in the loading station, calculating the amount of remaining materials, and detecting whether each sensor is working properly.

[0071] Step 3, prepare the loading plan: calculate the loading capacity of each car based on the total loading volume, material density, the number of cars in the train formation, the order and model of the cars, and the volume of each type of car.

[0072] The total amount of materials loaded on a train is calculated based on the usual weight. Since the train may consist of various types of carriages, for example, C62, C70, C80 and other types of open wagons, with a carrying capacity of 60 tons, 70 tons, and 80 tons respectively, the capacity is 71m 3 、77m 3 、87m 3 Once a train is assembled, the capacity and carrying capacity of each carriage are determined, and the total capacity and volume of the entire train are also determined. By storing the carrying capacity and volume of each type of carriage in a database, the total capacity and volume of the train can be easily calculated.

[0073] Traditional automatic loading calculates the loading volume based on the carrying capacity of each car (the weight of the material carried). This method of calculating the loading volume by weighing is not reasonable. When the entire train is loaded with the same material, the density of the material is the same (only under the influence of the humidity of the material itself, the density of the material will change slightly). During loading, the car with a larger volume can accommodate more material. If the car is filled, the weight of the material it carries will even exceed the weight that the car can carry. Some cars have lower side plates and can only accommodate less material, so that the load-bearing weight of the car cannot be reached. If the car is automatically loaded according to the conventional measurement standard of weight, the smaller car may have scattered materials. If the car is automatically loaded according to the measurement standard of volume, the larger car may be overloaded. For example: C62 open car, with a load capacity of 60 tons and a volume of 71m 3 , if the loading density is 0.85 tons / m 3 The coal capacity of C70 is 70 tons and the volume is 77m 3 , if the loading density is 0.85 tons / m 3 The coal in the carriage can only reach 65.45 tons when fully loaded. If it is measured at 70 tons, it will exceed the capacity of the carriage and materials will be scattered.

[0074] To solve this problem, this embodiment uses the capacity of the carriage as the basis for calculating the loading capacity, that is, the loading capacity is calculated based on the volume of material that the carriage can accommodate. In this way, the carriage can be filled as much as possible. This loading measurement method is very beneficial for materials with a density less than 1, such as coal, and each carriage can be filled as much as possible, thereby improving transportation efficiency.

[0075] Due to the density of the material ρ (unit: ton / m3 ) Material weight M (unit: ton) and material volume V (unit: m 3 ) can be easily converted:

[0076]

[0077] As long as the material density value is accurate, the difference generated during the conversion between the weight and volume of the material is within the allowable range.

[0078] Calculating loading quantities based on train capacity raises the question of how to ensure the volume of loaded materials meets both the train's capacity requirements and the train's load capacity. To ensure the weight and volume of loaded materials meet the train's load capacity and volume, the train's car capacity (total capacity) and total carrying capacity (total load) can be calculated. This is then compared with the total weight and volume of the planned loading. If the total load and volume of the train are greater than or equal to the total weight and volume of the planned loading, the loading plan proceeds. The capacity and load of each car are then individually evaluated to ensure they meet the weight and volume requirements. If the total load and volume of the train are less than the total weight and volume of the planned loading, the loading plan needs to be adjusted, such as by reducing the total weight of the loaded materials. In other words, both the weight and volume of the loaded materials must meet the requirements for proper loading without spillage or overloading.

[0079] In the actual loading process, the total loading weight is usually determined by the sales department and the customer through the purchase contract, and the train is marshaled by the railway department according to the total loading weight. In other words, the train is marshaled according to the total weight specified in the purchase contract. Both the planned total loading weight and the total weight of the train formation are relatively certain, and the volume of the train after formation is also certain. It’s just that the planned loading volume is related to the density of the material. The density of the material is different (for example: the density of ore and sand is larger, while the density of coal is smaller). In the same volume, the weight of the material is not the same, but the bulk materials usually loaded at the same loading station are basically unchanged, so the material density can be considered to be the same.

[0080] According to the above analysis, before the train enters the loading station, the total load-bearing weight and total volume of the entire train have been determined. As for the planned loading volume, the total planned loading volume can be determined by multiplying the total planned loading weight and the material density. The total load-bearing weight and total volume of the train are compared with the total planned loading weight and the total planned loading volume. If the total planned loading weight and the total planned loading volume are less than the total load-bearing weight and the total volume of the train, the judgment of each car is to determine whether each car meets the requirement that the planned loading weight and the planned loading volume are less than the car load-bearing weight and the car volume. The loading volume of each car is adjusted according to this requirement so that each car meets both the load-bearing weight requirement and the car volume requirement.

[0081] The specific method for judging the carrying capacity and volume of each compartment can be to determine the volume by weight (weight priority), or to determine the weight by volume (volume priority).

[0082] Step 4, replenishing materials: start the belt conveyor to continuously transport materials into the metering bin. At the same time, the material volume monitoring sensor group monitors the amount of material entering the metering bin, and the material level height sensor group monitors the change of material height in the metering bin, calculates the amount of material in the metering bin, and the material density detection device monitors the material density.

[0083] The material replenishment should be carried out continuously during the whole train loading process. The conveyor belt will be stopped only when the material level in the metering bin reaches the maximum level. Generally speaking, the metering bin should store at least one car's worth of material to meet the loading needs.

[0084] Step 5, carriage scanning: Before the carriage arrives at the loading station and during the loading process, the carriage position monitoring sensor group scans the carriage to obtain the accurate carriage position, so as to determine the accurate chute lowering and lifting time, as well as the chute lowering height.

[0085] Carriage scanning is primarily used to determine the exact location of the carriage, which in turn determines the precise timing for lowering and retracting the chute. This accurate timing and location helps ensure that the material is evenly filled throughout the carriage. While confirming the carriage's location, it's also important to verify the model of the carriage currently arriving at the loading station to ensure it matches the planned model, thus avoiding errors and material loss.

[0086] Step 6, unloading: When the carriage reaches the loading position, the chute is lowered, the discharge gate is opened, and the material flows into the carriage through the chute. At the same time, the change in the height of the material in the metering bin is monitored to see if the material pile height reaches the planned loading quantity.

[0087] H 计划 =H1-H2+ΔH

[0088] Among them: H 计划 The height of the material pile in the weighing bin changes when the planned loading volume is used; H1 is the height of the material pile in the weighing bin at the beginning of unloading; H2 is the height of the material pile in the weighing bin at the end of unloading; ΔH is the accumulation height of the material input into the weighing bin by the belt conveyor during unloading;

[0089] When reaching H 计划 When the material pile height reaches a certain level, close the discharge gate and retract the chute to complete the discharge of one carriage;

[0090] The discharge process is the key to constant volume loading. The principle of the above formula is as follows: Figure 3 As shown. Capacity is expressed in volume V (m 3 ), in this embodiment, since the metering bin is a cylindrical body with the same vertical consistency, the horizontal cross-sectional area S of the metering bin is the same from top to bottom, then:

[0091] V=S×H

[0092] Therefore, changes in volume are reflected in changes in the material pile height H, and the output of a partial volume of material is reflected as a decrease in the material pile height within the metering bin. Changes in the material pile height are monitored by a level sensor group, enabling the precise calculation of the material output volume, transforming traditional quantitative loading into fixed-volume loading.

[0093] During the constant volume loading process, the material level sensor group can detect the material pile height H1 in the metering bin at the beginning of discharging, the material pile height H2 in the metering bin at the end of discharging, and the accumulation height ΔH of the material input into the metering bin by the belt conveyor during discharging. Figure 3 , what we want to get is the height H of the material pile in the material weighing bin when the planned loading quantity is reached. 计划 :

[0094] H 计划 =H1-H3

[0095] Where: is the height of the material pile in the metering bin when the discharge gate is closed, assuming the conveyor belt is not delivering material to the metering bin during loading. This formula expresses that during the discharge process, when the conveyor belt is stopped, that is, not delivering material to the metering bin, the volume of material discharged when the discharge gate is opened is the height of the material pile when the gate is opened minus the height of the material pile when the discharge gate is closed.

[0096] However, in reality, when the discharge gate is open, the belt conveyor continues to transport materials into the metering bin. That is, when the discharge gate is closed, the material pile height in the metering bin is not only H3, but also includes the part of the material ΔH that the belt conveyor inputs into the metering bin during the gate opening process. In other words, when the discharge gate is closed, the material pile height monitored by the material level height sensor group is not H3, but the actual height of the material pile when the discharge gate is closed, H2, and H2 should be:

[0097] H2=H3+ΔH

[0098] That is to say:

[0099] H3=H2-ΔH

[0100] From this we can get:

[0101] H 计划 =H1-H3

[0102] =H1-(H2-ΔH)

[0103] =H1-H2+ΔH

[0104] Where: ΔH is the material pile height added by the material input into the metering bin by the belt conveyor during the gate opening process:

[0105]

[0106] Where: ΔV is the volume of material in the metering bin that is input by the belt conveyor when the discharge gate is open. The amount of ΔV is determined by the conveying rate of the belt conveyor:

[0107]

[0108] Where: A is the cross-sectional area of ​​the material pile on the belt (see Figure 2 ); l is the movement distance of the material on the belt conveyor (see Figure 1 ).

[0109] This step differs from the unloading process at a traditional loading station in that it does not involve a weighing process. Since the traditional loading process requires weighing, and the weighing process utilizes the vehicle's travel time between two carriages, to ensure sufficient time to discharge and weigh the materials into the quantitative bin, the train's operating speed must be slowed during actual loading. This means the train's overall loading speed is reduced (the train cannot move rapidly during unloading while moving slowly between the two carriages), and loading efficiency is also reduced. In this embodiment, the lack of a weighing process eliminates the bottleneck of weighing speed limitations. Instead, the train's forward speed is limited by the chute's lifting and lowering speed. As long as the chute's lifting and lowering speed is appropriate to avoid collisions with the front and rear side panels of the carriages, the train's speed can be significantly increased, significantly improving the train's overall loading efficiency. According to actual measurements, it can reach 5,000 tons per hour, an efficiency unimaginable at a traditional quantitative loading station.

[0110] Step 7, judgment: judge whether it is the last carriage. If "yes", end the loading process. If "no", return to step 5 and proceed to the next unloading cycle.

[0111] Unloading materials from a train is a cyclic process. After unloading a car, it is necessary to determine whether it is the last car. The unloading process is repeated until the last car is loaded.

[0112] Embodiment 8:

[0113] This embodiment is an improvement of the above embodiment and is a refinement of step 2 of the above embodiment. The method for obtaining the material density in step 2 described in this embodiment includes: obtaining the original data of the current material from the host computer, taking samples on the belt conveyor for real-time monitoring, and correcting the original data with the real-time monitoring data.

[0114] The density parameter of materials is very critical in constant volume loading. Its accuracy affects the accuracy of material loading, and relatively accurate values ​​are required. Usually, the conventional density of materials is measured under ideal conditions. The test conditions include: the material is relatively dense (the sample being tested is compacted to a certain extent) and the humidity is constant (the sample being tested is produced according to a certain humidity standard). These conditions are somewhat different from the actual state of the material during loading. For example, the material pile is formed naturally by free fall without vibration compaction. At the same time, the humidity state of the material also affects the density of the material. Therefore, the density is monitored in real time during the loading process, and the given conventional density is corrected using the real-time monitored density data to achieve the numerical conversion between theoretical density and weight as much as possible to avoid commercial disputes.

[0115] Embodiment 9:

[0116] This embodiment is an improvement of the above embodiment and a refinement of step 3 of the above embodiment. The preparation of the loading plan in step 3 of this embodiment includes the following sub-steps:

[0117] Sub-step 1, calculate the total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the materials planned to be loaded based on the total weight of the materials planned to be loaded.

[0118] The total load capacity and volume of a train are determined during train formation, along with the front-to-back arrangement of the individual cars. The planned loading capacity (including weight and volume) is also specified in the contract between the sales department and the customer. Therefore, the railway department forms trains based on the sales department's requirements. Therefore, this loading plan preparation method should be implemented during train formation. However, in reality, loading stations often lack control over the railway department's train formation. Therefore, prior to loading, they must verify the load capacity and volume of already formed trains using train information provided by the railway department. During this verification process, a loading plan specific to each car is prepared.

[0119] Sub-step 2, total weight and total volume comparison: compare the total load of the train with the total weight of the materials planned to be loaded, and compare the total volume of the train with the total volume of the materials planned to be loaded, to determine whether the total load of the train is greater than the total weight of the materials planned to be loaded, and whether the total volume of the train is greater than the total volume of the materials planned to be loaded. If "yes", continue the loading process; if "no", adjust the loading plan.

[0120] When the material density is greater than 1, the weight of the material is large, and the volume of the open car often has a large margin. Without overloading, as much cargo as possible can be loaded. In this case, the main check is the load capacity, including the total load capacity of the train and the load capacity of each car. When the material density is less than 1, the weight of the material is small, and the volume of the open car often does not have a large margin, but the load capacity has a large margin. In this case, the main check is the volume of the car, and the car can be filled as much as possible, even overflowing, to fully utilize the load capacity of the car.

[0121] Sub-step 3, determine the loading capacity of each carriage: According to the load capacity of each carriage, determine the volume of materials loaded in each carriage, and verify whether the volume of loaded materials exceeds the capacity of the carriage. If "yes", adjust the loading capacity of materials between carriages; if "no", end the preparation of loading plan.

[0122] The loading plan described in this embodiment is based on the car's volume as a prerequisite (volume is prioritized). First, the car's volume is determined to be greater than or equal to the volume of the loaded materials. Then, the weight of the materials is verified to be greater than the car's load capacity. This verification method is primarily used for materials with a density less than 1, such as coal. For these materials with low density, the ability to accommodate them in the car is a major concern, so prior verification is necessary to avoid overloading and resulting in material spillage.

[0123] The aforementioned adjustment of the material loading capacity between carriages means that some types of carriages have a smaller load capacity but a larger volume, while on the contrary some types of carriages have a larger load capacity but a smaller volume. When overload or overcapacity occurs, adjustments are made between such carriages to achieve optimization so that a balance is reached between the load capacity and capacity of each carriage, that is, the load capacity and volume requirements are met while being able to load as much material as possible, while achieving a balanced overall loading of the entire train, so that each carriage is not loaded too much or too little.

[0124] Embodiment 10:

[0125] This embodiment is an improvement of the above embodiment and a refinement of step 3 of the above embodiment. The preparation of the loading plan in step 3 of this embodiment includes the following sub-steps:

[0126] Sub-step 1, calculate the total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the materials planned to be loaded based on the total weight of the materials planned to be loaded.

[0127] Sub-step 2, total weight and total volume comparison: Compare the total load weight of the train and the total weight of the materials planned to be loaded, as well as the total volume of the train and the total volume of the materials planned to be loaded, to determine whether the total load weight of the train is greater than the total weight of the materials planned to be loaded, and whether the total volume of the train is greater than the total volume of the materials planned to be loaded. If "yes", continue the loading process; if "no", adjust the loading plan.

[0128] Sub-step 3, determine the loading capacity of each compartment: According to the volume of each compartment, determine the weight of the material loaded in each compartment, and verify whether the weight of the loaded material exceeds the load capacity of the compartment. If "yes", adjust the load capacity of the compartment material; if "no", end the preparation of the loading plan.

[0129] The first two sub-steps of preparing a loading plan in this embodiment are identical to those in Example 9, except that sub-step 3 uses weight as a prerequisite. First, the vehicle's load capacity is determined to be greater than or equal to the weight of the loaded materials, and then the volume of the materials is verified to be greater than the vehicle's capacity. This verification method is primarily intended for materials with a density greater than 1, such as sand and gravel. These materials are relatively dense, and the vehicle's ability to carry them is a major concern, so prior confirmation and verification are necessary to avoid overloading.

[0130] Finally, it should be noted that the above is only used to illustrate the technical solution of the present invention and is not limiting. Although the present invention is described in detail with reference to the preferred arrangement scheme, ordinary technicians in this field should understand that the technical solution of the present invention (such as the form of the loading station, the material transportation method, the sequence of steps, etc.) can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention.

Claims

1. A method for rapid fixed-capacity loading of railway open wagons, the system based on which the method is based includes: The storage bin, feeder, belt conveyor, metering bin with a discharge gate, and loading chute installed on the train route that can be extended or swung up and down are connected in sequence. The head of the belt conveyor is provided with a material volume monitoring sensor group, and the metering bin is provided with a material level height sensor group; the material volume monitoring sensor group is a laser radar or a video camera and a belt speed sensor, or a combination of a laser radar, a video camera and a belt speed sensor; the material level height sensor group is a laser radar or a video camera, or a combination of a laser radar and a video camera; the material level height sensor group also includes at least one rod-type material level height sensor for monitoring the highest and lowest material levels; a carriage position monitoring sensor group is provided on the train route; a material density detection device is provided on one side of the belt conveyor; The method is characterized in that the steps are as follows: Step 1, Startup: The system starts up, connects to the host computer, and obtains the current loading data, including: total loading weight, material density, number of carriages in the train formation, carriage sequence and model, and the volume of each type of carriage; Step 2, initialization: the material volume monitoring sensor group monitors whether there is material at the head of the belt conveyor. If there is material, the material volume of the belt conveyor head is calculated. The material level height sensor group monitors the material height in the metering bin. If the material height in the metering bin is lower than the minimum material height, the belt conveyor is started to transport the material to the metering bin. The material volume monitoring sensor group monitors the volume of the material entering the metering bin. The material level height sensor group monitors the height of the material in the metering bin. When the material height in the metering bin reaches or exceeds the minimum material height, the belt conveyor is shut down and the material transport into the metering bin is stopped. The initial material volume and weight in the metering bin are then calculated based on the material density. Step 3: Prepare a loading plan: Calculate the loading capacity of each car based on the total loading volume, material density, the number of cars in the train, the order and type of cars, and the volume of each car type. There are two specific methods: Method 1: Sub-step 1, calculate total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the planned loading materials based on the total weight of the planned loading materials; Sub-step 2, total weight and total volume comparison: Compare the total train load weight with the total weight of the materials planned to be loaded, and compare the total train volume with the total volume of the materials planned to be loaded. Determine whether the total train load weight is greater than the total weight of the materials planned to be loaded, and whether the total train volume is greater than the total volume of the materials planned to be loaded. If yes, continue the loading process; if no, adjust the loading plan. Sub-step 3, Develop the Loading Capacity for Each Carriage: Based on the load capacity of each carriage, determine the volume of material to be loaded in each carriage and verify whether the volume of the loaded material exceeds the carriage capacity. If "yes", adjust the material loading capacity between carriages; if "no", terminate the loading plan. Method 2: Sub-step 1, calculate total weight and total volume: Based on the parameters of each car, calculate the total load weight and total volume of all cars on the train, and calculate the total volume of the planned loading materials based on the total weight of the planned loading materials; Sub-step 2, total weight and total volume comparison: Compare the total train load and the total weight of the planned materials to be loaded, as well as the total train volume and the total volume of the planned materials to be loaded. Determine whether the total train load is greater than the total weight of the planned materials to be loaded, and whether the total train volume is greater than the total volume of the planned materials to be loaded. If yes, continue the loading process; if no, adjust the loading plan. Sub-step 3, determine the loading capacity of each compartment: Based on the volume of each compartment, determine the weight of the material loaded in each compartment and verify whether the weight of the loaded material exceeds the load capacity of the compartment. If "yes", adjust the load capacity of the compartment; if "no", end the loading plan. Step 4, replenishing materials: Start the belt conveyor to continuously transport materials into the metering bin. At the same time, the material volume monitoring sensor group monitors the amount of material entering the metering bin, and the material level sensor group monitors the change in the material height in the metering bin to calculate the material amount in the metering bin. The material density detection device monitors the material density. Step 5, Carriage Scanning: Before the carriage arrives at the loading station and during the loading process, the carriage position monitoring sensor group scans the carriage to obtain the accurate carriage position, so as to determine the accurate chute lowering and lifting time, as well as the chute lowering height; Step 6, unloading: When the carriage reaches the loading position, the chute is lowered, the discharge gate is opened, and the material flows into the carriage through the chute. At the same time, the height change of the material in the metering bin is monitored to see if the material pile height reaches the planned loading quantity: H 计划 =H1-H2+ΔH Among them: H 计划 The height of the material pile in the metering bin corresponding to the planned loading volume; H1 is the height of the material pile in the metering bin at the beginning of unloading; H2 is the height of the material pile in the metering bin at the end of unloading; ΔH is the accumulation height of the material input into the metering bin by the belt conveyor during the unloading process; When reaching H 计划 When the material pile height reaches a certain level, close the discharge gate and retract the chute to complete the discharge of one carriage; Step 7, judgment: judge whether it is the last car, if "yes" then end the loading process, if "no" then return to step 5 and proceed to the next unloading cycle.

2. The method according to claim 1, characterized in that The method for obtaining the material density in step 2 includes: obtaining the original data of the current material from the host computer, sampling on the belt conveyor for real-time monitoring, and correcting the original data with the real-time monitoring data.

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