Goods multimodal transport system integrating high-speed rail express transport and subway distribution

Abstract

The invention belongs to the field of rail transit transportation, and particularly relates to a cargo multimodal transport system integrating high-speed rail express transportation and subway distribution. Comprising a high-speed rail trunk line transportation subsystem for cargo transportation between two cities, an urban underground distribution subsystem, node infrastructures communicating the high-speed rail trunk line transportation subsystem and the urban underground distribution subsystem, and carrying equipment for realizing cargo transportation of the high-speed rail trunk line transportation subsystem and the urban underground distribution subsystem. According to the invention, adverse effects of freight activities on subway passenger service can be avoided; a traditional traffic mode is effectively promoted to be upgraded and transformed to be efficient, intelligent and integrated, and therefore the rapidly-increased differentiated transportation service requirements are met.

Description

Technical Field

[0001] The present invention belongs to the field of rail transportation, and in particular relates to a cargo multimodal transport system integrating high-speed rail express transport and subway distribution. Background Art

[0002] High-speed rail express covers most large and medium-sized cities in China. However, the high-speed rail express products currently launched are very limited. First, transportation activities are mainly completed by confirming trains and scheduled EMUs. Generally, small packages are placed on the luggage racks and empty seats of passenger trains. After arriving at the station, loading and unloading are completed manually. The low utilization rate of carriage space and non-mechanized operations limit the potential of high-speed rail freight. Second, the railway department mainly engages in "station-to-station" transportation and "door-to-door delivery" after arrival, while more than 90% of the urban distribution market is occupied by private logistics service providers. The fragmentation of service models and the lack of "niche" have led to the current high-speed rail express relying heavily on high value-added businesses, and it is difficult to expand to the general logistics market. Third, for routes where passenger business is "in short supply", the direct economic benefits brought by the allocation of capacity to express delivery may be far less than the increase in ticket sales. The above problems constitute the main obstacles to the development of high-speed rail express. Summary of the invention

[0003] The object of the present invention is to provide a multimodal freight transport system integrating high-speed rail express transport and subway distribution.

[0004] The technical solution to achieve the purpose of the present invention is: a multimodal freight transport system integrating high-speed rail express and subway distribution, including a high-speed rail trunk line transport subsystem for freight transportation between two cities, an urban underground distribution subsystem, a node infrastructure connecting the high-speed rail trunk line transport subsystem and the urban underground distribution subsystem, and carrying and handling equipment for realizing the transfer of freight between the high-speed rail trunk line transport subsystem and the urban underground distribution subsystem.

[0005] Furthermore, the high-speed rail trunk line transportation subsystem adopts three modes: high-speed rail freight trains, high-speed rail passenger and freight combined motion train sets, or passenger carriages mixed with freight.

[0006] Furthermore, the high-speed rail passenger-freight combined train consists of 8 or 16 passenger cars connected to several special freight cars. The total number of cars is determined according to the corresponding parameters of platform facilities, passenger flow sections and safety factors; the high-speed rail freight train consists of 8 to 16 special freight cars.

[0007] Furthermore, the freight cars used in high-speed rail passenger-freight combined trains or high-speed rail freight trains have uniform sizes, and the standardized compartment equipment is embedded in the freight cars, which are used to accommodate medium and large container units; the doors of the freight cars are designed according to the specifications of the container units, and after the train stops at the station, automatic docking and loading and unloading are completed with the help of automatic guided vehicles (AGVs).

[0008] Furthermore, the reference values ​​for the length, width and height of a freight compartment are 25m×3m×4m; the reference values ​​for the length, width and height of a large container unit are 2.5m×2m×2m, and the reference values ​​for the length, width and height of a medium container unit are 2m×1.6m×1.6.

[0009] Furthermore, the urban underground distribution subsystem is a subway network subsystem, and the node infrastructure is the underground logistics operation area set up in the underground space of the high-speed railway station and the subway platform level of the high-speed railway station;

[0010] The goods in the high-speed rail trunk line transportation subsystem enter the underground logistics operation area through the vertical shaft, then enter the freight car of the subway train through the transfer channel, and then reach the freight destination station through the subway network subsystem.

[0011] Furthermore, the urban underground distribution subsystem is a three-level network node system of logistics park + distribution center + terminal outlets. After the goods arrive at the destination high-speed rail station via trunk transportation, they are transferred to the underground space of the station. The high-speed rail station is the underground starting station. Shuttle trains are used to directly transfer the container units according to their types to the second-level network node, namely the distribution center; and then different types of goods are distributed to the terminal outlets in the jurisdiction.

[0012] Furthermore, the urban underground distribution subsystem develops a "hub-level" underground logistics tunnel freight network as the center, which connects various urban blocks from near to far; when the goods are transported to the high-speed rail station, all the goods are processed inside the high-speed rail station and then enter the underground distribution process; each urban block contains three-level ULS nodes, and the first-level ULS nodes located in each block are responsible for transshipment and storage.

[0013] Compared with the prior art, the present invention has the following significant advantages:

[0014] The present invention is more comprehensive and can avoid the adverse effects of freight activities on subway passenger services.

[0015] The present invention effectively promotes the transformation of traditional transportation modes to efficient, intelligent and integrated upgrades, thereby meeting the rapidly increasing demand for differentiated transportation services.

[0016] The full-process automated logistics solution makes up for the shortcomings of the two systems in terms of profitability, upstream and downstream connection efficiency, business integrity, market competitiveness, etc. It is of great significance in improving logistics efficiency and punctuality, reducing social logistics costs, enhancing transportation resilience, and saving energy and reducing emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of a multimodal freight transport system integrating high-speed rail express and subway distribution according to the present invention.

[0018] Figure 2It is a schematic diagram of space allocation for passenger and freight trains of the present invention.

[0019] Figure 3 This is a schematic diagram of high-speed rail-subway cargo transfer according to the present invention. DETAILED DESCRIPTION

[0020] The present invention is further described in detail below in conjunction with the accompanying drawings.

[0021] A cargo multimodal transport system integrating high-speed rail express and subway distribution includes the following steps:

[0022] First, in terms of trunk line transportation, that is, from city B to city A, while continuing to use the traditional passenger car mixed freight strategy to undertake a small part of the business (such as personal expedited items), consider using two new systems, high-speed rail freight trains or high-speed rail passenger and freight combined trains, to undertake most of the freight business.

[0023] High-speed rail passenger and freight combined trains can be composed of 8 or 16 passenger cars commonly used at present and several special freight cars. For lines and sections with less passenger flow, combined trains can also be designed without increasing the number of cars, such as 8 passenger cars + 8 special freight cars. High-speed rail freight trains are composed of 8 to 16 special freight cars, which run on the same track as passenger trains. The special freight cars in the above two new systems have uniform dimensions, with a reference value of 25m×3m×4m in length, width and height. They are equipped with standardized compartment equipment for accommodating medium and large container units. The reference values ​​of the length, width and height of large unit containers are 2.5m×2m×2m, and the reference values ​​of the length, width and height of medium-sized unit containers are 2m×1.6m×1.6m. The doors of the special freight container cars are modified accordingly according to the specifications of the unit containers.

[0024] After adopting the above two new types of trains, high-speed rail platforms and equipment facilities need to be modified accordingly. For example, when adopting high-speed rail freight trains, high-speed rail stations need to be rebuilt to provide independent freight platform parking areas and auxiliary lines for special trains to enter / leave the station area.

[0025] After the train arrives at the station, the unit container is automatically docked and loaded and unloaded with the help of an automatic guided vehicle (AGV). Subsequently, the AGV transports the goods to a temporary storage area in the platform area, where vertical transportation machinery or shaft passages can be designed synchronously to connect the high-speed railway station platform and the underground space operation area. In addition, the use of the unit container mode can significantly improve the utilization rate of the carriages. The containers can be independently designed to adapt to different load conditions (such as cold chain, etc.), which can greatly enrich the types of transportable goods. The use of AGV can achieve rapid automated loading and unloading, thereby shortening the handling time within the station.

[0026] When the trunk transportation process between cities is completed, there are three different forms of cargo transportation within urban areas.

[0027] Based on the integrated development idea of ​​the system, in view of the connection between the high-speed railway station and the subway line, it is considered to use the underground space of the station to set up a logistics automation operation area. After the train loaded with goods arrives at the destination station, the container unit is transferred to this area through the lifting shaft, and then necessary operations such as unpacking, sorting, and temporary storage are carried out. Furthermore, the operation area is connected to the subway platform area, and the processed goods are input into the subway train, which is then sent to each destination subway station by the subway train. After being transported to the destination station, it can be picked up by passengers themselves or delivered to customers by manual or drone delivery.

[0028] Based on the second integrated development idea of ​​the system, the urban logistics generally adopts a three-level network node system of "logistics park + distribution center + terminal outlets". After the goods arrive at the destination high-speed railway station via trunk transportation, they are transferred to the underground space of the station. At this time, the high-speed railway station is the underground departure station, and the container units are directly transferred to the second-level network node, the distribution center, according to the type by shuttle train. The distribution center is mainly responsible for distribution warehousing within a certain urban area, and then distributes different types of goods to the terminal outlets in the jurisdiction. If the distribution center covers a large area and is far away from the high-speed railway station, it can be considered to add underground hub nodes with the same function to narrow the transportation range.

[0029] Based on the third integrated development idea of ​​the system, a "hub-level" underground logistics tunnel freight network is developed with the high-speed rail station as the center, connecting various urban blocks "from near to far". When the goods are transported to the high-speed rail station, all the goods are processed inside the high-speed rail station and then enter the underground distribution process. Each urban block contains three levels of ULS nodes. The first-level ULS nodes located in each block are only responsible for transshipment and storage, without the need for unpacking and sorting. The node site selection is more flexible and the network is highly scalable. In the later stage of operation, the "hub-level" underground network can be connected to the park, and a "community-level" pipeline distribution network can be built around the first-level node to undertake more local distribution business.

Claims

1. A freight multimodal transport system integrating high-speed rail express and subway distribution, characterized in that: It includes a high-speed rail trunk line transportation subsystem for transporting goods between two cities, an urban underground distribution subsystem, node infrastructure connecting the high-speed rail trunk line transportation subsystem and the urban underground distribution subsystem, and carrying and handling equipment for realizing the transfer of goods between the high-speed rail trunk line transportation subsystem and the urban underground distribution subsystem.

2. The system according to claim 1, characterized in that The high-speed rail trunk line transportation subsystem adopts three types of systems: high-speed rail freight trains, high-speed rail passenger and freight combined train sets, or passenger carriages mixed with freight.

3. The system according to claim 2, characterized in that The high-speed rail passenger and freight combined train consists of 8 or 16 passenger cars connected to several special freight cars. The total number of cars is determined according to the corresponding parameters of platform facilities, passenger flow sections and safety factors. The high-speed rail freight train consists of 8 to 16 special freight cars.

4. The system according to claim 3, characterized in that The freight cars used in high-speed rail passenger-freight combined trains or high-speed rail freight trains have uniform sizes, and standardized compartment equipment is embedded in the freight cars, which are used to accommodate medium and large container units. The doors of the freight cars are designed according to the specifications of the container units. After the train stops at the station, automatic docking and loading and unloading are completed with the help of automatic guided vehicles (AGVs).

5. The system according to claim 4, characterized in that The reference values ​​for the length, width and height of a freight compartment are 25m×3m×4m; the reference values ​​for the length, width and height of a large container unit are 2.5m×2m×2m, and the reference values ​​for the length, width and height of a medium container unit are 2m×1.6m×1.

6.

6. The system according to claim 1, characterized in that The urban underground distribution subsystem is the subway network subsystem, and the node infrastructure is the underground logistics operation area set up in the underground space of the high-speed railway station and the subway platform level of the high-speed railway station; The goods in the high-speed rail trunk line transportation subsystem enter the underground logistics operation area through the vertical shaft, then enter the freight car of the subway train through the transfer channel, and then reach the freight destination station through the subway network subsystem.

7. The system according to claim 1, characterized in that The urban underground distribution subsystem is a three-level network node system of logistics park + distribution center + terminal outlets. After the goods arrive at the destination high-speed railway station via trunk transportation, they are transferred to the underground space of the station. The high-speed railway station is the underground starting station. Shuttle trains are used to directly transfer the container units according to their types to the second-level network node, namely the distribution center; then different types of goods are distributed to the terminal outlets in the jurisdiction.

8. The system according to claim 1, characterized in that The urban underground distribution subsystem develops a "hub-level" underground logistics tunnel freight network as the center, which connects various urban blocks from near to far. When the goods are transported to the high-speed rail station, all the goods are processed inside the high-speed rail station and then enter the underground distribution process. Each urban block contains three-level ULS nodes, and the first-level ULS nodes located in each block are responsible for transshipment and storage.

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