Unloading pit and railway-iron combined transportation station operation system and method

Abstract

The invention relates to the technical field of molten iron combined transportation. The invention relates to an unloading pit, in particular to an unloading pit and a molten iron combined transportation station operation system and method. According to the unloading pit and the railway-iron combined transportation station operation system and method, traditional planar arrangement is converted into three-dimensional arrangement so as to adapt to complex terrains such as mountainous areas and hills, the length of a belt corridor is shortened, and the purposes of saving land and reducing energy consumption and cost are achieved.

Description

Technical Field

[0001] This invention relates to the field of rail-water intermodal transport technology. More specifically, this invention relates to an unloading pit, a rail-water intermodal transport station operation system, and a method. Background Technology

[0002] Railway bottom-opening cars, also known as self-unloading bottom-opening cars, have multiple downward-opening unloading doors at the bottom of the car body. They are mainly used for transporting bulk goods (such as coal, ore, sand, gravel, grain, etc.) and can achieve rapid unloading by relying on the weight of the goods themselves.

[0003] Currently, most rail-water intermodal transport stations using bottom-opening unloading systems are laid out in a horizontal configuration. The entire system consists of three parts: a railway operation area, a material distribution and buffer area, and a wharf operation area. Two belt conveyor systems, one for unloading and one for loading, connect the three operation areas. The railway operation area includes a station arrival / departure yard, unloading lines, freight car unloading pits, belt conveyors, and transfer stations. The arrival / departure yard is used to receive loaded cars, dispatch empty cars, and shunt loaded cars to the unloading lines. The unloading lines and the freight car unloading pits below are used to unload loaded cars. The belt conveyors and transfer stations within the unloading pits are responsible for transferring materials to the material distribution and buffer area.

[0004] The existing bottom-opening unloading process generally involves unloading bulk cargo arriving by rail in the railway operation area, then conveying it via a distribution conveyor belt to a distribution buffer area for sorting and storage. During loading, the corresponding bulk cargo for the ship is then conveyed from the distribution buffer area to the dock operation area via a loading conveyor belt. The existing bottom-opening material sorting system generally involves unloading bulk cargo arriving by rail in the railway operation area, then conveying it via a distribution conveyor belt to a distribution buffer area for sorting and storage. Material sorting is mainly achieved through distribution conveyor belts, transfer stations, and silos. The existing bottom-opening unloading process has the following main problems:

[0005] 1. Poor adaptability to complex terrains such as mountainous and hilly areas.

[0006] The existing planar layout is suitable for plain terrain. However, in complex terrain conditions such as mountains and hills where the elevation difference between different functional areas is 20-30m, the planar layout of each work area is often limited by the terrain conditions and cannot be well deployed. Land use is very limited. In difficult areas, it is often necessary to use belt conveyor corridors to connect the various functional areas. Once the length of the belt conveyor corridor reaches more than 20km, its operating cost and energy consumption are high, and the adverse characteristics of power supply difficulties in undeveloped mountainous and hilly areas become more prominent.

[0007] 2. Numerous functional zones, large footprint

[0008] The existing planar layout is divided into three operating areas: loading and unloading at both ends and buffer storage in the middle. There are many functional areas, especially the material distribution buffer area. Depending on the storage requirements, time, and type of transported goods, the material distribution buffer area, as a block of land, generally occupies an area of ​​100 to 300 acres. In complex terrain conditions such as mountainous and hilly areas, or in developed land conditions, it is often difficult to fully meet the land requirements of the material distribution buffer area. This has a significant limitation on the overall loading and unloading efficiency of the entire system and the ability to accommodate various types of goods.

[0009] 3. The functional areas are scattered and difficult to manage.

[0010] In existing horizontal layouts, railways are typically located behind the port area, with material distribution buffer zones and wharf operation areas adjacent to each other, and various functional areas scattered. As large-scale infrastructure for rail-water intermodal transport, the port area and railway are generally managed by different entities. Daily operation and maintenance coordination between them cannot achieve deep integration due to differences in management systems across industries. Advanced cases such as Ningbo-Zhoushan Port and Shenzhen Yantian Port have demonstrated that the key to truly bridging the "last mile" and maximizing transport efficiency in rail-water intermodal transport lies in whether the railway is included under the port area's jurisdiction. The existing horizontal layout naturally leads to multiple management entities, resulting in management inconvenience. Summary of the Invention

[0011] The purpose of this invention is to provide an unloading pit and a rail-water intermodal transport station operation system and method that transforms the traditional planar layout into a three-dimensional layout to adapt to complex terrains such as mountains and hills, shorten the length of the belt conveyor, and achieve the goals of saving land, reducing energy consumption and costs.

[0012] To achieve these objectives and other advantages according to the present invention, an unloading pit for railway bottom-opening gantry cars is provided, comprising:

[0013] The pit is located beneath the railway tracks;

[0014] The first belt conveyor has its feed end extending into the pit;

[0015] The storage bin and the feeder are arranged sequentially inside the pit. The storage bin receives goods unloaded from the bottom-opening gate car on the railway track and is then conveyed to the first belt conveyor by the feeder.

[0016] Furthermore, the unloading pit for a railway bottom-opening door car also includes:

[0017] The head funnel has its inlet connected to the outlet of the first belt conveyor.

[0018] A material leakage pipe is connected to the outlet of the head funnel.

[0019] Furthermore, in the unloading pit for a railway bottom-opening car, multiple storage bins are provided, and the multiple storage bins are arranged sequentially along the rail direction, with the feeder located below the multiple storage bins.

[0020] The present invention also provides an operation system for a rail-water intermodal transport station based on a railway bottom-opening gantry car, comprising:

[0021] An unloading line, wherein an unloading pit as described in any one of claims 1-3 is provided below the unloading line;

[0022] Dock loading system;

[0023] The second belt conveyor has its inlet end connected to the outlet end of the first belt conveyor, and its outlet end connected to the dock loading system.

[0024] Furthermore, in the aforementioned rail-water intermodal transport station operation system based on railway bottom-opening gantry cars, the unloading line of the dock loading system is set parallel or perpendicular to the dock loading system.

[0025] Furthermore, in the aforementioned rail-water intermodal transport station operation system based on railway bottom-opening gantry cars, the unloading lines are set up in parallel when there are two or more lines.

[0026] Furthermore, the aforementioned rail-water intermodal transport station operation system based on bottom-opening railway gantry cars also includes:

[0027] The station arrival / departure yard includes at least one arrival / departure track, which is connected to any of the unloading tracks.

[0028] This invention also provides an operation method for a rail-water intermodal transport station based on a railway bottom-opening gantry car, employing the aforementioned rail-water intermodal transport station operation system, including the following steps:

[0029] S1. After the freight train enters the unloading line, each car passes through the unloading pit in sequence to unload the goods and send them to the designated storage bin for storage.

[0030] S2. The storage bin feeds the goods into the first belt conveyor via the feeder, and the first belt conveyor feeds the materials into the second belt conveyor.

[0031] S3. The second belt conveyor sends the material into the dock loading system, and the loading operation is carried out through the dock loading system.

[0032] Furthermore, in the aforementioned method for operating a rail-water intermodal transport station based on a bottom-opening railway car, the car is equipped with an onboard chip that stores the car number information. The entrance to the storage bin is equipped with an onboard chip reading device. Before the car is unloaded at the unloading pit, the onboard chip reading device reads the car number information stored on the onboard chip. After a successful match, the car is unloaded.

[0033] Furthermore, in the aforementioned method for operating a rail-water intermodal transport station based on a bottom-opening railway car, the number of storage bins is set to m*n, where m is the number of unloading ports of the car and n is a positive integer greater than 1.

[0034] The beneficial effects of this invention are:

[0035] The rail-water intermodal transport station operation system of the present invention has the following advantages: it transforms terrain disadvantages into energy advantages by shifting from "adapting to terrain" to "utilizing terrain"; it significantly reduces logistics paths and management processes by shifting from "dispersed layout" to "vertical integration"; it significantly reduces the total life cycle operating cost by shifting from "high energy consumption and long process" to "low energy consumption and short process"; and it improves environmental protection and safety levels by shifting from "open pollution" to "closed and controllable".

[0036] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0037] Figure 1 This is a cross-sectional view of the unloading pit for a railway bottom-opening car as described in this invention;

[0038] Figure 2 This is a longitudinal cross-sectional view of the unloading pit for a railway bottom-opening car as described in this invention;

[0039] Figure 3 This is a plan view of the rail-water intermodal transport station operation system based on railway bottom-opening gantry cars as described in this invention;

[0040] Figure 4 This is a flowchart of the operation method of the rail-water intermodal transport station based on the bottom-opening railway car as described in this invention.

[0041] The reference numerals in the attached figures are as follows:

[0042] Pit-1; First belt conveyor-2; Storage silo-3; Feeder-4; Head funnel-5; Material leakage pipe-6; No. 1 unloading line-71; Dock loading system-8; Second belt conveyor-9; Station arrival and departure yard-10; Silo A-11A; Silo B-11B; Silo C-11C; Silo D-11D; Silo E-11E; Silo F-11F; Truck A-12A; Truck B-12B; Truck C-12C; Truck D-12D; Truck E-12E; Truck F-12F; Berth 13. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the embodiments of this application, so that those skilled in the art can implement them based on the description. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0044] In the description of this invention, the terms "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0045] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0046] like Figures 1-2 As shown, an embodiment of the present invention provides an unloading pit for railway bottom-opening doors, comprising:

[0047] The pit is located beneath the railway tracks;

[0048] The first belt conveyor has its feed end extending into the pit;

[0049] The storage bin and the feeder are arranged sequentially in the pit. The storage bin receives the goods unloaded from the bottom-opening gate car on the railway track and is conveyed to the first belt conveyor by the feeder.

[0050] The head funnel has its inlet connected to the outlet of the first belt conveyor.

[0051] A material leakage pipe is connected to the outlet of the head funnel.

[0052] In this embodiment, the unloading pit is used when there is a height difference of more than 20m between the railway and the port area. The pit depth reaches 20m, and the storage bin depth is 15m. The unloading pit is used to unload loaded cars. The cars on the loaded cars are railway bottom-opening cars. Each car of the loaded car moves into the pit in sequence. The unloading port of the car is located above the storage bin, and the goods inside the car are unloaded into the storage bin. The storage bin is equipped with a feeder, belt conveyor, discharge pipe, and head funnel. The discharge pipe is connected to the belt conveyor at the bottom of the unloading pit leading to the dock.

[0053] Furthermore, in the unloading pit for a railway bottom-opening car, multiple storage bins are provided, and the multiple storage bins are arranged sequentially along the rail direction, with the feeder located below the multiple storage bins.

[0054] In this embodiment, multiple storage silos are set up to form a material distribution storage area, which serves as the core storage and buffer unit in the three-dimensional layout of the rail-water intermodal transport yard. The storage area strictly stores materials in independent silos according to different cargo categories (such as coal with different calorific values ​​and various types of ore) and cargo owners, achieving physical isolation and fundamentally eliminating the problems of mixed materials and pollution, thus ensuring the quality of goods and the clarity of trade delivery.

[0055] like Figure 3 As shown, embodiments of the present invention also provide an operation system for a rail-water intermodal transport station based on a railway bottom-opening gantry car, comprising:

[0056] The railway operation area includes the station arrival and departure yard, unloading lines and unloading pits; the arrival and departure yard is equipped with a number of supporting railway facilities and equipment, such as arrival and departure lines, unloading lines and other functional station lines, according to the demand for bulk material loading and unloading.

[0057] The unloading pit includes: a pit body located below the rails; a first belt conveyor with its feed end extending into the pit body; multiple storage bins arranged sequentially along the rail direction within the pit body; and a feeder located below the multiple storage bins to transfer goods from the storage bins to the first belt conveyor.

[0058] Multiple storage bins in the unloading pit form a material distribution and storage area;

[0059] The wharf operation area includes bulk cargo berths, ship loaders, conveyor belts, and transfer stations. Bulk cargo berths are used to berth bulk cargo ships, and ship loaders, in conjunction with the conveyor belts and transfer stations, load bulk materials onto the ships. Several ship loaders are installed at the wharf, while car loaders are arranged perpendicular to the berths. The number of car loaders is determined based on the bulk material loading and unloading demand, and they are equipped with conveyor belts of corresponding transport efficiency. The wharf is located at the zero elevation point.

[0060] The second belt conveyor has its inlet end connected to the outlet end of the first belt conveyor, and its outlet end connected to the dock loading system.

[0061] In this embodiment, the system is located where the railway and the port area have an elevation difference of more than 20m. The entire system consists of three parts: the railway operation area, the material distribution and storage area, and the wharf operation area. The material distribution and storage area is integrated into the railway operation area, and a second belt conveyor system is set up between the systems as a connection.

[0062] The railway operation area specifically includes:

[0063] (1) Arrival and departure area

[0064] The arrival / departure yard is the terminus of the railway transport network and the starting point of the waterway transport network. It is responsible for receiving full-load bulk cargo trains from mines or production bases and, through unloading pits equipped with unloading lines, quickly transferring the goods to the storage yards at the dock or directly loading them onto ships. Its specific functions are as follows:

[0065] 1) Arrival, departure, and parking functions for the entire train:

[0066] Train reception: Capable of receiving entire heavy-load unit trains. The effective length of the line and the number of tracks must meet the requirements for stopping and operating the entire train, avoiding the need for disassembling the train for separate operations and ensuring efficiency.

[0067] Departure: After unloading, cleaning and technical inspection, empty cars are ready to be dispatched as a whole train, emptying them in a timely manner and accelerating vehicle turnover.

[0068] 2) Pre-unloading preparation and inspection functions:

[0069] Vehicle technical condition inspection: Before unloading, conduct a quick inspection of the door mechanism, locking device, chassis, etc. of the bottom-opening door vehicle to ensure that it can be opened smoothly and without any safety hazards during unloading.

[0070] Cargo status confirmation: Check for any abnormalities such as freezing, hardening, or overloading in order to initiate the appropriate pre-processing procedures (such as thawing the warehouse).

[0071] Aligning with the unloading position: After the train is pushed to the designated position on the unloading line by the shunting locomotive, it passes through the unloading pit at a constant speed. The car number recognition device can identify the corresponding car number in advance. The ground hydraulic control module opens the bottom door of the car body to unload the material. Once the unloading is completed, the bottom door of the car body is closed.

[0072] 3) Core function of efficient unloading:

[0073] Provides a "gravity unloading" interface: The core design of the arrival / departure line is its integration with the unloading facilities. Long, narrow unloading pits are located below or to the side of the line.

[0074] Process trigger: When the train passes over the unloading pit, the mechanical devices of the bottom-opening vehicles open the bottom doors of the vehicles in sequence or simultaneously, and the goods flow into the unloading pit below by gravity.

[0075] Material conveying start-up: The feeder and belt conveyor system below the unloading pit start up immediately, storing the material in the storage bin or directly transferring it to the dock yard or ship loader.

[0076] 4) Post-unloading processing function:

[0077] Vehicle cleaning and residual material disposal: After unloading, bottom-door trucks often leave residue inside the cargo compartment. A cleaning system (such as a mechanical vibrator, manual cleaning platform, or high-pressure air / water gun) is needed to ensure thorough unloading and avoid wasted transport capacity and measurement disputes.

[0078] Door reset and inspection: Ensure all bottom doors are fully closed and locked to guarantee safe operation of the empty vehicle.

[0079] Empty car assembly and preparation for dispatch: The cleared empty cars are moved to the arrival / departure line for assembly, waiting to be dispatched back.

[0080] (2) Unloading pit

[0081] The system functions of the three-dimensional unloading pit go far beyond simply "receiving materials." It is a comprehensive industrial facility integrating "gravity conversion, buffer storage, flow regulation, environmental dust removal, and safety protection."

[0082] 1) Unloading function

[0083] This is the most fundamental function of the unloading pit. It cleverly utilizes physical principles to transform the "intermittent, large-volume" material arrival of freight trains into the "continuous, stable" logistics of the belt conveyor system.

[0084] Provide unloading operation surface: Provide a parking and alignment position for railway bottom-opening cars, which is the physical space where unloading operations take place.

[0085] Accepting and transferring goods: It receives all bulk materials that are gravity-discharged from the bottom door of the overhead freight cars and is the only interface for transferring materials from railway vehicles to the ground transportation system.

[0086] Utilizing gravitational potential energy: The 20-meter depth provides a sufficient height difference, allowing the material to gain enormous kinetic energy during its descent, which effectively ensures:

[0087] Smooth unloading: sufficient to overcome the internal friction and stickiness of materials, preventing bridging, spillage, and blockage in the pit.

[0088] Impact crushing: It plays a certain role in crushing some potentially caking lumpy materials (such as frozen coal and large pieces of ore), ensuring that the subsequent feeder and belt conveyor can handle them.

[0089] 2) Buffering and storage functions

[0090] Imbalance in regulation capacity ("peak shaving and valley filling"): Railway unloading is done in batches and intermittently. Typically, a whole train has 60 carriages, and the materials are unloaded into the pit in a short period of time, resulting in a very large flow rate.

[0091] Ensuring continuous output: When loading ships at the dock or retrieving materials from the storage yard, the belt conveyor system needs to operate as continuously and stably as possible.

[0092] Functionality: The 20m deep pit, combined with the storage silo below, forms a massive buffer. It absorbs the huge instantaneous flow generated during unloading, and then feeds the material into the conveyor belt at a stable and controllable rate via a feeder at the bottom. This transforms "pulse-like input" into "smooth output," decoupling the railway unloading and dock transportation processes, allowing them to operate independently and efficiently without waiting for each other.

[0093] Ensuring continuous system operation: Even during unloading breaks such as train changes, shunting, and brief equipment maintenance, the materials stored in the pits and silos can continue to supply the belt conveyor, ensuring that the downstream system does not stop and greatly improving the throughput efficiency of the entire port.

[0094] 2. Dock Operation Area

[0095] In the entire rail-water intermodal transport chain, the terminal operation area serves as both the endpoint and the link in the value realization process.

[0096] (1) Material receiving and conveying function

[0097] Material receiving: The system receives bulk materials transferred from below the railway unloading pit via a feeder and belt conveyor.

[0098] Conveying and Distribution: The massive belt conveyor system, like the city's "elevated road network," transports materials to designated storage areas or directly to ship loaders.

[0099] (2) Storage and management functions (buffering and value-added)

[0100] Buffer storage: This resolves the mismatch between the arrival and departure times of trains and ships. Even if no ships are docking temporarily, materials arriving by rail can be stored to ensure the continuity of rail transport.

[0101] Quality blending: Mixing and storing materials of different batches and qualities (such as coal with different calorific values) or taking materials from different sources to blend them into stable products that meet specific customer needs, thereby achieving added value.

[0102] Inventory management: Digital management of information such as the quantity, variety, quality, and location of stored materials to provide a basis for production scheduling decisions.

[0103] In practical applications, depending on the mountainous application scenario, if the terrain limits the land area too much, the dock operation area can only carry out loading and unloading without storage.

[0104] (3) Core ship loading function

[0105] Vessel berthing and mooring: We provide deep-water berths and professional mooring facilities to ensure the stability and safety of large bulk carriers during loading operations.

[0106] Efficient ship loading operations: The operation is carried out using ship loaders. The ship loader is the most critical piece of equipment at the dock. It travels along tracks, and its cantilever belt can extend and retract, and tilt, to precisely and evenly spray materials into all cargo holds of the ship.

[0107] Modern ship loaders are highly automated, effectively preventing uneven loading and automatically adjusting the material drop point according to changes in the ship's draft, achieving fully automated loading.

[0108] The technical effects of the rail-water intermodal transport station operation system in this embodiment are as follows:

[0109] (I) Space Utilization and Terrain Adaptability: From "Two-Dimensional Plane" to "Three-Dimensional Solid"

[0110] 1. Overcoming terrain limitations: Successfully solved the challenge of constructing large-scale logistics hubs in mountainous and hilly areas with scarce land resources and significant topographical variations. The system no longer pursues large areas of flat land, but instead utilizes the terrain and elevation differences for layout, greatly expanding the site selection possibilities for the stations.

[0111] 2. High degree of land intensification: By stacking unloading, conveying, and storage functions in the vertical space (such as a 20m deep unloading pit and underground corridor, and a surface storage yard and elevated conveyor belt), valuable land resources are significantly saved, land acquisition costs and difficulties are reduced, and the requirements of sustainable development are met. In addition, storing goods in the unloading pit can also save and reduce the land area of ​​the terminal.

[0112] 3. Compact structure and optimized layout: The functional modules are highly concentrated in space, which shortens the transfer distance of materials between each link and eliminates the disadvantages of traditional layouts, such as the far-separated functional areas and the scattered layout.

[0113] (II) Cost and efficiency benefits of the project construction and operation: Significant cost reduction and efficiency improvement

[0114] 1. Infrastructure investment decreased

[0115] The length of the belt conveyor corridor is significantly reduced: this is the most direct cost saving. The construction and maintenance costs of the belt conveyor system and its corridor account for a large proportion of the overall project costs. The three-dimensional layout directly reduces its length, saving a significant amount of investment in steel, building materials, and equipment.

[0116] 2. Energy consumption has decreased significantly.

[0117] Reduced energy consumption during transport: Belt conveyor drives are the main energy consumer. Shortening the conveyor corridor directly reduces the operating power and duration of the belt conveyor, resulting in a significant reduction in electricity costs.

[0118] Utilizing gravitational potential energy: The 20-meter height difference design allows materials to flow freely by gravity during unloading and transfer, reducing the additional energy input required for lifting or horizontal long-distance material transport, and significantly optimizing the overall energy consumption of the system.

[0119] 3. Reduced operation and maintenance costs

[0120] Centralized equipment and shortened processes mean fewer equipment points and pipeline lengths that require inspection and maintenance, thus reducing labor and maintenance costs.

[0121] 4. The information system is highly integrated, realizing "one central control room to manage the whole situation", reducing the number of positions and staffing, and improving per capita efficiency.

[0122] (III) System efficiency and reliability: Seamless process integration

[0123] 1. Overall improvement in logistics efficiency

[0124] Reduce intermediate steps: The design concept of "integrated loading, unloading and storage" reduces intermediate steps such as material landing and secondary handling, and realizes seamless and direct logistics of "unloading of heavy vehicles -> underground buffering -> direct conveyor belt transport -> loading of ships at the dock", which greatly speeds up the turnover of materials.

[0125] Enhanced system synergy: The three-dimensional centralized layout shortens the physical and information transmission distances between subsystems such as railway unloading, material transportation, and dock loading, resulting in faster response and easier collaborative operation and rhythm matching, avoiding the "barrel effect" of each link waiting for each other in the traditional model.

[0126] 2. Improved operational reliability

[0127] Shorter processes mean fewer points of failure. Simpler logistics routes reduce the probability of equipment congestion and transmission failures.

[0128] Integrated control systems can detect and locate problems more quickly, and perform overall optimization and scheduling, resulting in a more robust system.

[0129] (iv) Environmental and safety effects: Enhanced controllability

[0130] 1. Minimize environmental impact

[0131] Enclosed three-dimensional structures (such as deep unloading pits and elevated enclosed corridors) can control pollution sources such as dust and noise to the greatest extent within a limited space, creating excellent conditions for centralized and efficient dust removal and noise reduction, and the environmental protection effect is far superior to that of open planar layouts.

[0132] Saving land is itself the greatest protection for the surrounding ecological environment.

[0133] 2. Enhanced security

[0134] This achieves separation of personnel and goods, as well as separation of personnel and machinery. Personnel primarily operate from the control room and equipment platforms, avoiding direct contact with large mobile machinery and logistics lines, significantly reducing the risk of safety accidents. The compact layout makes safety monitoring and management more centralized and efficient.

[0135] like Figure 4 As shown, embodiments of the present invention also provide an operational method for a rail-water intermodal transport station based on a railway bottom-opening gantry car, employing the aforementioned rail-water intermodal transport station operational system, including the following steps:

[0136] S1. After the freight train enters the unloading line, each car passes through the unloading pit in sequence to unload the goods and send them to the designated storage bin for storage.

[0137] S2. The storage bin feeds the goods into the first belt conveyor via the feeder, and the first belt conveyor feeds the materials into the second belt conveyor.

[0138] S3. The second belt conveyor sends the material into the dock loading system, and the loading operation is carried out through the dock loading system.

[0139] In this embodiment, the bulk cargo arriving by rail is unloaded at the rail operation area and can be transported by belt conveyor to the dock operation area for direct loading onto ships or stored in the dock yard. Alternatively, the grain storage silos below the unloading pit can be used for material distribution and storage. The materials stored in the silos are transported by belt conveyor to the dock operation area for loading onto ships after the ships arrive. The rail cargo returns after the railcars are unloaded.

[0140] Preferably, as another embodiment of the present invention, the carriage is equipped with an on-board chip, which stores the carriage number information. The storage bin entrance is equipped with an on-board chip reading device. Before the carriage is unloaded in the unloading pit, the on-board chip reading device reads the carriage number information stored on the on-board chip. After successful matching, the carriage is unloaded.

[0141] In this embodiment, the freight train is equipped with an AEI (Autonomous Air Quality) chip for vehicle number recognition, and the railway operation area is equipped with a railway freight management system. After a freight car is loaded onto the railway, its vehicle number, cargo name, type, cargo owner, destination, weight, and other information are automatically entered into the railway freight management system. After the freight car is incorporated into the train, its train number, position within the train (staging sequence), and train location tracking can be entered into the railway freight system through the railway dispatching system. AEI reading devices for vehicle number recognition are installed at the entrance of the railway loading / unloading line and the entrance of the material distribution bin.

[0142] Furthermore, in the aforementioned method for operating a rail-water intermodal transport station based on a bottom-opening railway car, the number of storage bins is set to m*n, where m is the number of unloading ports of the car and n is a positive integer greater than 1.

[0143] In this embodiment, such as Figure 2-3 As shown, m is 2, n is 3, there are 6 storage bins, and the number of unloading ports on the carriages is 2. The freight train moves 3 carriage lengths at a time on the unloading line, and three carriages can be unloaded simultaneously each time.

[0144] like Figure 3 As shown, there are two unloading lines, of which:

[0145] In unloading line #1, storage bins #1 and #2 correspond to the same carriage and store the same goods, together forming silo A; storage bins #3 and #4 correspond to the same carriage and store the same goods, together forming silo B; storage bins #5 and #6 correspond to the same carriage and store the same goods, together forming silo C.

[0146] At this point, the freight train's carriages are also divided into freight cars A, B, and C, which correspond to silos A, B, and C, respectively. The freight train is divided into multiple groups of freight cars A, B, and C, arranged side-by-side along the length of the unloading line. Under the action of the tractor, the freight train moves three carriages at a time, ensuring that silos A, B, and C always contain freight cars A, B, and C. In this way, freight cars A, B, and C carry different types of goods, silo A stores the type of goods corresponding to freight car A, silo B stores the type of goods corresponding to freight car B, and silo C stores the type of goods corresponding to freight car C.

[0147] In unloading line #2, storage bins #1 and #2 correspond to the same carriage and store the same goods, forming silo D together; storage bins #3 and #4 correspond to the same carriage and store the same goods, forming silo E together; storage bins #5 and #6 correspond to the same carriage and store the same goods, forming silo F together.

[0148] At this point, the freight train's carriages are also divided into freight cars D, E, and F, which correspond to silos D, E, and F, respectively. The freight train is divided into multiple groups of freight cars D, E, and F, arranged side-by-side along the length of the unloading line. Under the action of the tractor, the freight train moves three carriages at a time, ensuring that silos D, E, and F always contain freight cars D, E, and F. In this way, freight cars D, E, and F carry different types of goods, silo D stores the type of goods corresponding to freight car D, silo E stores the type of goods corresponding to freight car E, and silo F stores the type of goods corresponding to freight car F.

[0149] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the embodiments, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of this application do not depart from the spirit and scope of the technical solutions of this application, and should all be covered within the scope of the claims of this application.

Claims

1. An unloading pit for railway bottom-opening doors cars, characterized in that, include: The pit is located beneath the railway tracks; The first belt conveyor has its feed end extending into the pit; The storage bin and the feeder are arranged sequentially inside the pit. The storage bin receives goods unloaded from the bottom-opening gate car on the railway track and is then conveyed to the first belt conveyor by the feeder.

2. The unloading pit for a railway bottom-opening door car as described in claim 1, characterized in that, Also includes: The head funnel has its inlet connected to the outlet of the first belt conveyor. A material leakage pipe is connected to the outlet of the head funnel.

3. The unloading pit for railway bottom-opening doors as described in claim 1, characterized in that, The storage bins are configured in multiple ways, and the multiple storage bins are arranged sequentially along the direction of the railway track. The feeder is located below the multiple storage bins.

4. A rail-water intermodal transport station operation system based on railway bottom-opening gantry cars, characterized in that, include: An unloading line, wherein an unloading pit as described in any one of claims 1-3 is provided below the unloading line; Dock loading system; The second belt conveyor has its inlet end connected to the outlet end of the first belt conveyor, and its outlet end connected to the dock loading system.

5. The rail-water intermodal transport station operation system based on bottom-opening railway gantry cars as described in claim 4, characterized in that, The unloading line of the dock loading system is set parallel or perpendicular to the dock loading system.

6. The rail-water intermodal transport station operation system based on bottom-opening railway gantry cars as described in claim 4, characterized in that, When there are two or more unloading lines, they are set up in parallel.

7. The rail-water intermodal transport station operation system based on bottom-opening railway gantry cars as described in claim 6, characterized in that, Also includes: The station arrival / departure yard includes at least one arrival / departure track, which is connected to any of the unloading tracks.

8. A method for operating a rail-water intermodal transport station based on a bottom-opening railway car, employing the rail-water intermodal transport station operation system as described in any one of claims 4-7, characterized in that, Includes the following steps: S1. After the freight train enters the unloading line, each car passes through the unloading pit in sequence to unload the goods and send them to the designated storage bin for storage. S2. The storage bin feeds the goods into the first belt conveyor via the feeder, and the first belt conveyor feeds the materials into the second belt conveyor. S3. The second belt conveyor sends the material into the dock loading system, and the loading operation is carried out through the dock loading system.

9. The method for operating a rail-water intermodal transport station based on a bottom-opening railway car as described in claim 8, characterized in that, The carriage is equipped with an on-board chip that stores the carriage number information. The entrance to the storage bin is equipped with an on-board chip reading device. Before the carriage is unloaded in the unloading pit, the on-board chip reading device reads the carriage number information stored on the on-board chip. After a successful match, the carriage is unloaded.

10. The method for operating a rail-water intermodal transport station based on a bottom-opening railway car as described in claim 8, characterized in that, The number of storage bins is set to m*n, where m is the number of unloading ports of the carriage and n is a positive integer greater than 1.

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