A method for improving the train transportation efficiency of port iron ore

Abstract

The present invention discloses a method for improving the train transportation efficiency of port iron ore, which relates to a railway track transportation system. A loading station with the same loading efficiency as the original loading station is added at the port as the second loading station; a second freight train is equipped, and the total loading capacity of the second freight train is less than that of the original freight train, so that there is a time difference between loading the original freight train and loading the second freight train when loading simultaneously; a second intermediate station is added between the port and the original intermediate station, and the time for the train to travel from the second intermediate station to the second loading station is less than the time difference; the second loading station is connected to the second intermediate station through an independent railway track. The present invention speeds up the operation of the train, avoids the problem of long waiting time of empty cars in the port caused by single-station loading, realizes fast entry and exit of resources, reduces the occupation of resource inventory funds, and improves the transportation efficiency of port iron ore trains.

Description

Technical Field

[0001] The present invention relates to a railway track transportation system, and more particularly, to a method for improving the efficiency of iron ore train transportation at a port. Background Art

[0002] Imported iron ore is mostly transported by ultra-large ore carriers, which require transshipment or unloading at large ore terminals before reaching steel mill terminals. Smaller vessels also travel directly from the port of shipment to the steel mill's port. After unloading at the port or terminal, the iron ore is partially transported by rail to the steel mill. Port iron ore transportation encompasses the entire process of transporting iron ore from the unloading port / terminal to the steel mill. As a key component of iron ore utilization in steel mills, improving the efficiency of port iron ore train transportation can accelerate iron ore resource inventory turnover, achieve faster resource inflows and outflows, reduce inventory capital tied up in enterprises, achieve clean transportation, enhance corporate image, and create positive economic benefits for enterprises.

[0003] The iron ore transportation at the port of steel enterprises is mainly carried out by train. The iron ore train transportation at the port includes a cycle process in which an empty car is dispatched from the enterprise site - passes through an intermediate site - arrives at the port site to be loaded - a fully loaded train with iron ore is dispatched from the port - passes through an intermediate site - arrives at the enterprise site - a fully loaded train is unloaded - and an empty car is dispatched from the enterprise site.

[0004] There are typically only single-track lines between points, so trains must meet at these stations. Furthermore, due to the limited number of loading stations at ports and the lengthy loading process, empty trains are forced to wait at intermediate or enterprise stations. This results in both empty and fully loaded trains spending extended periods at various stations, slowing vehicle turnover and reducing transport efficiency. Therefore, optimizing operational standards at each stage is crucial. Summary of the invention

[0005] The technical problem to be solved by the present invention is to address the deficiencies of the existing technology and provide a method for improving the efficiency of iron ore train transportation in ports, thereby solving the problem that empty and fully loaded trains in the current iron ore transportation system easily stay for too long at various stations, resulting in slow vehicle turnover and low transportation efficiency.

[0006] A method for improving the train transportation efficiency of port iron ore. A loading station with the same loading efficiency as the original loading station is added at the port as the second loading station; a second freight train is equipped, and the total loading capacity of the second freight train is less than that of the original freight train, so that there is a time difference between filling the original freight train and filling the second freight train during simultaneous loading; a second intermediate station is added between the port and the original intermediate station, and the time for the train to travel from the second intermediate station to the second loading station is less than the time difference; the second loading station is connected to the second intermediate station by an independent railway track.

[0007] The number of loading carriages of the original freight train and the second freight train is the same, so that the unloading time of the original freight train and the second freight train is the same.

[0008] The travel time between the original intermediate station and the enterprise station is the same as the travel time between the second intermediate station and the port.

[0009] The time taken from the second intermediate station to the original loading station and the time taken from the second intermediate station to the second loading station are the same.

[0010] Beneficial effects

[0011] The advantages of the present invention are as follows: By adding a loading station and introducing freight trains with different loading capacities, there is a time difference in the loading time compared to the original freight train, avoiding the problem of intersection when loading and dispatching simultaneously. This not only speeds up the operation of the trains but also avoids the problem of long waiting time of empty cars at the port due to single-station loading, realizes the fast in and out of resources, reduces the occupation of resource inventory funds, and improves the transportation efficiency of port iron ore trains. Description of the drawings

[0012] Figure 1 It is a schematic structural diagram of the optimized iron ore transportation system of the present invention. Detailed implementation manners

[0013] The following is a further description of the present invention in combination with embodiments, which does not constitute any limitation to the present invention. Any limited modifications made by anyone within the scope of the claims of the present invention are still within the scope of the claims of the present invention.

[0014] Refer to Figure 1 , a method for improving the train transportation efficiency of port iron ore of the present invention, adds a loading station with the same loading efficiency as the original loading station (corresponding to the loading station B in Figure 1 at the port as the second loading station (corresponding to Figure 1The loading station A). That is, the loading station A can be built to be the same as the loading station B without any other modifications, which is conducive to the uniformity of the loading stations and facilitates construction. Since the two loading stations are the same, the time required to fill trains of the same model is also the same. However, if two trains of the same model are loaded simultaneously at the two loading stations, it can be considered that the two trains will depart simultaneously on the premise of ignoring errors. However, for most current dedicated iron ore railways, they are single-track railways, which will cause conflicts between the two trains.

[0015] To solve this problem, the present invention equips the iron ore transportation system with a second freight train and sets the total loading capacity of the second freight train to be less than that of the original freight train, so that there is a time difference between loading the original freight train and loading the second freight train when loading simultaneously. By having different total loading capacities of the trains to create a time difference in loading, the problem of train operation conflicts when loading simultaneously at two loading stations is solved.

[0016] Considering the subsequent unloading standard requirements, the present invention sets the number of loading carriages of the original freight train and the second freight train to be the same, so that the unloading time of the original freight train and the second freight train is the same. In this way, both the unloading standard requirements are met, and there is no need to adjust or change the process, maximizing the retention of the original unloading process.

[0017] In addition, to improve the operation efficiency of the trains, the present invention also optimizes other stations.

[0018] First, the present invention optimizes the intermediate stations by adding new ones. Specifically, a second intermediate station (corresponding to the intermediate station 1 in Figure 1 is added between the port and the original intermediate station (corresponding to the intermediate station 2 in Figure 1 ), so that the time taken for the train to travel from the intermediate station 1 to any one of the two loading stations is the same, and the time taken for the train to travel from the intermediate station 1 to any one of the two loading stations is less than the time difference. The two loading stations are respectively connected to the intermediate station 1 through independent railway tracks.

[0019] For example, with the standard loading operation time, the original freight train requires 235 minutes for loading; to meet the design requirements, the loading time of the second freight train is set to 190 minutes, with a difference of 45 minutes between the two. Considering the error, the time taken from intermediate station 1 to any loading station can be set to 35 minutes, so that there is at least a 10-minute time difference between two fully loaded trains to ensure the safety of operation. That is, when loading at two stations simultaneously, the second freight train at loading station A is filled and departs first. After 35 minutes of travel, it meets the empty train at intermediate station 1. After the meeting, the empty train travels into the railway track connected to loading station A. Since the railway tracks between the two loading stations and intermediate station 1 are not shared, it will not meet the original freight train at loading station B. When the empty train enters the road towards loading station A, if the original freight train at loading station B is fully loaded, it can depart, and all three trains can run normally without meeting each other, improving the operation efficiency of the trains.

[0020] Secondly, optimize the travel time between the original intermediate station and the enterprise station. Specifically, the travel time between intermediate station 2 and the enterprise station is the same as the travel time between intermediate station 1 and the port, so that when two oncoming trains depart simultaneously, the waiting time of one of them at the intermediate station is the shortest. Continuing with the above example, the optimized travel time from the enterprise station to intermediate station 2 is 35 minutes. When the satisfied trains depart from the loading station, if the trains at the enterprise station also depart simultaneously, after 35 minutes of operation, they will respectively travel to the two intermediate stations. At this time, only one of the trains needs to stop and wait for the meeting, and the waiting time is the designed travel time between the two intermediate stations, such as 50 minutes. If the travel time from the enterprise station to intermediate station 2 is different from the travel time from the loading station to intermediate station 1 and the two trains depart simultaneously, there will be a time difference. Adding this time difference to the designed travel time between the two intermediate stations will require a longer waiting time, which is not conducive to the train dispatching.

[0021] The above are only the preferred embodiments of the present invention. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which will not affect the implementation effect of the present invention and the practicality of the patent.

Claims

1. A method for improving the transportation efficiency of port iron ore trains, characterized in that, Add a loading station with the same loading efficiency as the original loading station at the port as the second loading station; equip a second freight train, the total loading capacity of the second freight train being less than that of the original freight train, so that there is a time difference between loading the original freight train full and loading the second freight train full during simultaneous loading; add a second intermediate station between the port and the original intermediate station, and make the time for the train to travel from the second intermediate station to the second loading station less than the time difference; connect the second loading station to the second intermediate station by an independent railway track.

2. The method for improving the train transportation efficiency of port iron ore according to claim 1, characterized in that The number of loading carriages of the original freight train and the second freight train is the same, so that the unloading times of the original freight train and the second freight train are the same.

3. A method for improving the transportation efficiency of port iron ore trains according to claim 1, characterized in that, The travel time between the original intermediate station and the enterprise station is the same as the travel time between the second intermediate station and the port.

4. A method for improving the transportation efficiency of port iron ore trains according to claim 1, characterized in that, The time taken from the second intermediate station to the original loading station and the time taken from the second intermediate station to the second loading station are the same.

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