A 12000 tons / hour super-large flow ore loading system for heavy haul train

Abstract

The application discloses a 12000-ton / hour super-large flow ore loading system for heavy-haul trains, which comprises a track-crossing unloading frame, a carriage of the heavy-haul train passes through the loading of ore from under the unloading frame, the unloading frame is sequentially provided with an upper buffer bin, a weighing and metering bin, a lower buffer bin and a loading chute from top to bottom, the upper buffer bin is provided with four unloading gates downward to the weighing and metering bin, each unloading gate corresponds to a conical buffer bin, the inner side wall of the weighing and metering bin is a conical downward sliding side wall, a terminal server is connected with the unloading gates of the upper buffer bin, the discharge gates of the weighing and metering bin and the chute gates through a PLC programmable controller, a bin position sensor is arranged on the upper buffer bin, a carriage recognition sensor is arranged on the loading chute facing the carriage, and the bin position sensor signal, the carriage recognition sensor and the weighing signal of the weighing and metering bin are connected with the terminal server.

Description

Technical Field

[0001] This invention relates to the field of industrial bulk material conveying technology, and in particular to a 12,000-ton / hour ultra-high flow ore loading system for heavy-duty trains. Background Technology

[0002] Currently, the maximum length of a 123-ton imported heavy-haul ore train car is 8334mm, the maximum width is 3283mm, and the maximum height is 2270mm, with a 1000mm gap between adjacent cars. This model is characterized by a significantly wider car than the domestic C60-C80 series, while its length is significantly shorter. Under the requirement of loading a massive 12,000 tons / hour, if traditional loading station mechanical structure and loading sequence designs are used, spillage will inevitably occur on both sides of the car when passing between cars and during the loading process. Therefore, the current maximum loading capacity of railway rapid quantitative loading stations used for bulk materials such as coal, ore, and grain is only 5000-6000 tons per hour, which cannot meet the growing demand for large-volume, rapid transportation of bulk materials both domestically and internationally. Summary of the Invention

[0003] The purpose of this invention is to propose an ultra-high flow rate ore loading system for heavy-haul trains with a capacity of 12,000 tons / hour, which is designed for the open wagons of 123-ton foreign ore-specific heavy-haul trains.

[0004] To achieve the above objectives, the solution of the present invention is as follows: A high-flow-rate ore loading system for heavy-haul trains with a capacity of 12,000 tons / hour includes an unloading frame spanning the tracks. The train cars pass under the unloading frame to load ore. The unloading frame is sequentially arranged from top to bottom as an upper buffer bin, a weighing and metering bin, a lower buffer bin, and a loading chute. The upper buffer bin has a volume of at least 500 cubic meters, the weighing and metering bin has a volume of at least 70 cubic meters and a weighing capacity of up to 124 tons, the lower buffer bin has a volume of at least 27 cubic meters, and the loading chute has a volume of at least 6 cubic meters. The gate of the loading chute is a swing gate with an up-and-down arc-shaped swing radius of at least 1280 mm. The upper buffer silo has four conical sections at its lower section. Each of the four conical sections has a discharge gate extending down to the weighing and metering silo. Liners are installed inside the conical sections. The inner wall of the lower section of the weighing and metering silo is a conical sliding sidewall. The lower buffer silo is a conical silo. A terminal server controls the discharge gate of the upper buffer silo, the discharge gate of the weighing and metering silo, and the chute gate via a PLC programmable controller. A silo level sensor is installed in the upper buffer silo, and a car compartment identification sensor is installed opposite the loading chute to the car compartment. The silo level sensor signal, the car compartment identification sensor signal, and the weighing and metering silo signal are connected to the terminal server.

[0005] The solution further includes: the upper buffer chamber's conical section, the weighing and metering chamber's arc-shaped conical sliding sidewall, and the lower buffer chamber are three detachable sections. An auxiliary frame is provided next to the unloading frame, and the auxiliary frame is connected in parallel to the unloading frame. A connecting platform is provided on the auxiliary frame corresponding to the upper buffer chamber, weighing and metering chamber, and lower buffer chamber on the unloading frame. The connecting platform is provided with a slide rail with drive rollers. The connecting platform and the slide rail with drive rollers are used for quick repair of the damaged upper buffer chamber's conical section, the weighing and metering chamber's arc-shaped sliding sidewall, and the lower buffer chamber's conical section, or for replacing the damaged inner lining plate of the conical section.

[0006] The further step of the solution is as follows: When repairing the damaged upper buffer compartment's conical section, the weighing and metering compartment's arc-shaped sliding sidewall, and the lower buffer compartment, the connecting bolts between the compartments are removed. The structures of the three detachable compartment sections are supported by steel wheels on the drive roller slides on the connecting platform. The compartments are then driven to the outer connecting platform of the auxiliary frame for repair of the conical section, weighing and metering compartment, and lower buffer compartment. The old liner plates are removed and the new liner plates are installed. After completion, the compartments are driven back to the original vehicle loading system's operating position, the connecting bolts are reinstalled, and normal loading operations are restored.

[0007] The solution further includes: dust discharge ports are respectively provided around the side walls of the weighing and quantitative bin and the conical buffer bin, and dust discharge pipes are provided upward along the side walls of the weighing and quantitative bin and the conical buffer bin, with the dust discharge ports connected to the dust discharge pipes.

[0008] A further aspect of the solution is that the lower inner wall of the weighing and quantitative bin is a rapidly descending arc-shaped conical sidewall.

[0009] The solution further involves the terminal server determining the train carriage speed using the carriage identification sensors and sending a signal to the control room to control the train carriages to pass under the unloading frame at a speed of 0.26 meters per second. The ore loading process is as follows: First, based on the weighing limit of the weighing bins, the loading and weighing of each carriage is determined to be completed in two stages. The loading sequence for 12,000 tons / hour of ore is as follows: S1. Based on the signal from the hopper level sensor, the ore conveying system continuously conveys ore to the upper buffer hopper; S2. Open the unloading gate to weigh the material into the weighing hopper for the first time. The weight of each batch is 50% of the weight of the material loaded in a single car. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the buffer hopper and loading chute, and wait for the chute gate to open. S3. When the front side of the car body is detected to have entered the chute gate of the loading chute, the chute gate of the loading chute is opened to start unloading into the car body. After all the material in the weighing and metering bin has been unloaded, the discharge gate of the weighing and metering bin is closed. S4. Open the unloading gate to discharge and weigh the material into the weighing hopper for the second time. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the loading chute. After all the material in the weighing hopper has been discharged, close the discharge gate of the weighing hopper. At the same time, the chute gate of the loading chute continues to open to discharge material into the car until the material in the loading chute is completely discharged. Close the chute gate and return to S2 to load the next car until the array car is fully loaded.

[0010] The solution further includes: the discharge gate of the weighing and metering bin is a double gate with a total opening of 1200mm.

[0011] A further provision of the scheme is that the time for the double gates of the weighing and quantitative bin to reach a fully open state is no more than 2 seconds.

[0012] The solution further involves determining the loading sequence of each car, which is completed in two stages, by building a system simulation model using Simulink. This simulation model simulates the control effects under different loading types and different warehousing requirements.

[0013] The beneficial effects of this invention are: Traditional single-unit ore loading systems have a maximum annual loading capacity of 15-20 million tons, while the single-unit ultra-high-flow ore loading system of this invention can reach an annual loading capacity of 45 million tons, with an annual loading and transportation capacity 2.25-3 times that of traditional ore railway loading stations. The greater loading capacity, faster loading speed, and the loading of high-density ore mean that the wear rate of the conical liners in the metering bins, buffer bins, and chutes is inevitably too rapid. Therefore, a detachable, track-movable structure was designed for the lower half of the metering bins and buffer bins, and the upper half of the chutes, to accommodate the high-frequency liner replacement requirements and reduce downtime caused by frequent liner replacement operations.

[0014] This invention increases the design capacity of each piece of equipment in the loading system, including: a buffer bin with a design capacity of 1000t, a quantitative bin with a design capacity of 140t, and a chute (including a lower buffer hopper) with a design capacity of 65t. The upper half of the quantitative silo is cylindrical, and the lower half is conical. The conical section adopts a hyperbolic silo wall design to improve the flowability of ore materials. By adding a large-capacity lower buffer hopper at the chute (the lower buffer hopper is connected to the chute), the loading time of a single car is reduced. Since there is no material accumulation at the bottom of the front of the car during the initial loading operation of a single car, the amount of material in the car is rapidly increasing. After the front of the car is full of material, material can enter the car as the car moves, and some material is temporarily stored in the chute. When the ore material is unloaded from the chute (including the lower buffer hopper) into the front of the car, timing control ensures that the front of the car can be completely filled with material without spillage. Through a new structural design and precise timing control of the traditional loading system, this loading system significantly improves the loading efficiency of the traditional ore loading system, doubling the loading efficiency, effectively meeting the needs of large-volume and rapid transportation of bulk ore materials by heavy-haul trains, which is the key advantage of this invention.

[0015] The present invention will be further explained in detail below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0016] Figure 1 This is a front view of the overall structure of the present invention; Figure 2 This is a side view of the overall structure of the present invention; Figure 3 A schematic diagram illustrating the moment when the arc-shaped gate of the chute begins to open, simulating the loading of the first car. Figure 4 A schematic diagram illustrating the second opening of the quantitative storage gate to simulate loading the first car (ensuring the middle of the car is completely filled with ore material); Figure 5 A schematic diagram illustrating the closing period of the arc-shaped gate in the chute (ensuring that all materials in the chute have been completely unloaded to the lower side of the gate, and that there is no residual material after the gate is closed) to simulate the loading of the first car. Figure 6 To simulate continuous loading of the second car, after the quantitative silo completes the first feeding into the chute, the arc gate of the chute opens simultaneously to unload the material into the car (ensuring that the material in the chute is within the range of 50~70t and can completely fill the front of the car). Schematic diagram; Figure 7 To simulate continuous loading of the second car, the quantitative bin gate is opened for the second time, while the arc-shaped gate of the chute remains fully open during the process (to ensure that the middle of the car can be completely filled with ore material). Schematic diagram; Figure 8This diagram simulates the continuous loading of the second car, showing the completion of the loading operation (ensuring that all materials are completely unloaded from the chute; designed according to this sequence, it can ensure that there is no spillage during the loading of multiple trains). Detailed Implementation

[0017] A high-flow-rate ore loading system for heavy-haul trains, such as... Figures 1 to 8 As shown, the loading system includes an unloading frame 1 spanning the track. The carriages 2 of heavy-duty trains pass under the unloading frame 1 to load ore. The unloading frame 1 is sequentially arranged from top to bottom as an upper buffer bin 3, a weighing and metering bin 4, a lower buffer bin 5, and a loading chute 6. Specifically: the upper buffer bin 3 has a volume of not less than 500 cubic meters; the weighing and metering bin 4 has a volume of not less than 70 cubic meters and a weighing capacity of up to 124 tons; the lower buffer bin 5 has a volume of not less than 27 cubic meters; and the loading chute 6 has a volume of not less than 6 cubic meters. The gate of the loading chute 6 is designed with an upward-convex arc shape capable of bearing a material weight of over 65 tons, and swings in an arc shape with a swing radius of not less than 1280 mm. The lower section of the upper buffer bin 3 has four conical sections. The silo body 301 has four conical sections extending down to the weighing and metering silo 4, each equipped with a discharge gate. Liners are installed on the inner side of the conical sections of the silo body 301 to improve its wear resistance. The lower inner wall of the weighing and metering silo 4 is a curved conical sliding sidewall. A terminal server controls the discharge gate of the upper buffer silo, the discharge gate of the weighing and metering silo, and the chute gate via a PLC programmable controller. A silo level sensor, using photoelectric or radar sensors, is installed in the upper buffer silo. A car compartment identification sensor, also using photoelectric or radar sensors, is installed on the loading chute facing the car compartment. The silo level sensor signals, the car compartment identification sensor signals, and the weighing and metering silo signals are connected to the terminal server.

[0018] Due to the extremely high volume of ore loading and unloading, the conical section 301 of the upper buffer silo 3, the weighing and metering silo 4 with its arc-shaped conical sliding sidewall, and the lower buffer silo 5 are prone to damage and require repair and replacement. To facilitate rapid repair and replacement, the conical section 301 of the upper buffer silo, the weighing and metering silo with its arc-shaped conical sliding sidewall, and the lower buffer silo are three detachable sections. An auxiliary frame 101 is installed beside the unloading frame 1, parallel to it. A connecting platform 102 is installed on the auxiliary frame corresponding to the upper buffer silo, weighing and metering silo, and lower buffer silo on the unloading frame. The connecting platform 102 has a slide rail 103 with drive rollers. The connecting platform 102 and the slide rail 103 with drive rollers are used for rapid repair or replacement. Replace the damaged conical section of the upper buffer compartment, the weighing and metering compartment with its arc-shaped conical downward sliding sidewall, and the conical section of the lower buffer compartment, or replace the damaged inner liner of the conical section. When repairing the damaged conical section of the upper buffer compartment, the weighing and metering compartment with its arc-shaped conical downward sliding sidewall, and the lower buffer compartment, remove the connecting bolts between the compartments. The structure of the three detachable compartment sections is supported by steel wheels on the drive roller slides on the connecting platform. Then drive the compartment to the outer connecting platform of the auxiliary frame to repair the conical section of the compartment, the weighing and metering compartment with its arc-shaped conical downward sliding sidewall, and the lower buffer compartment. Perform old liner removal and new liner installation. After completion, drive it back to the original vehicle system operating position, reinstall the connecting bolts, and restore normal vehicle loading operations.

[0019] Among them: multiple dust discharge ports are respectively arranged around the side wall of the weighing and quantitative bin 4 and the side wall of the conical buffer bin 301, and a dust discharge pipe 7 is arranged upward along the side wall of the weighing and quantitative bin 4 and the side wall of the conical buffer bin 301, and the dust discharge ports are connected to the dust discharge pipe 7.

[0020] To facilitate the rapid descent of the ore: the lower inner wall of the weighing and metering bin 4 is a rapidly descending arc-shaped conical sidewall 401.

[0021] As a control mechanism: the carriage identification sensor can determine both the carriage's position and its forward speed. The terminal server determines the train carriage's speed based on the carriage identification sensor and sends a signal to the central control room to control the train carriage to pass under the unloading frame at a speed of 0.26 m / s (i.e., 0.93 km / h). (The loading system can adapt to train speeds from 0 to 1.2 km / h.) The ore loading process is as follows: First, based on the weighing limit of the weighing bin, the loading and weighing of each carriage is determined to be completed in two stages. The loading sequence for 12,000 tons / hour of ore is as follows: S1. Based on the signal from the hopper level sensor, the ore conveying system continuously conveys ore to the upper buffer hopper; S2. Open the unloading gate to weigh the material into the weighing hopper for the first time. The weight of each batch is 50% of the weight of the material loaded in a single car. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the buffer hopper and loading chute, and wait for the chute gate to open. S3. When the front side of the car body is detected to have entered the chute gate of the loading chute, the chute gate of the loading chute is opened to start unloading into the car body. After all the material in the weighing and metering bin is unloaded, the discharge gate of the weighing and metering bin is closed. S4. Open the unloading gate to discharge and weigh the material into the weighing hopper for the second time. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the loading chute. After all the material in the weighing hopper has been discharged, close the discharge gate of the weighing hopper. At the same time, the chute gate of the loading chute continues to open to discharge material into the car until the material in the loading chute is discharged. Close the chute gate and return to S2 to load the next car until the array car is fully loaded.

[0022] Wherein: the discharge gate of the weighing and metering bin is a double gate, and the total opening of the double gate is 1200mm.

[0023] The weighing and metering bin's double-opening gate is pneumatically controlled, ensuring that the time for the double-opening gate to reach the fully open state is no more than 2 seconds.

[0024] Specifically, the loading sequence of each car section, which involves weighing and loading twice, was determined by using a Simulink-based system simulation model to simulate the control effects under different loading types and different warehouse allocation requirements.

[0025] The following is an analysis of the simulation model establishment: A suitable ore particle contact model was set up to simulate the flow pattern of bulk particles during ultra-high flow loading, and it was verified that all key loading sequences could meet the loading requirements.

[0026] In the continuous loading process, the quantity bins, loading chutes, and ore material quantities in each open wagon at each loading time are calculated and analyzed through simulation: the capacity and throughput of the quantity bins, loading chutes, and lower buffer bins can meet the loading efficiency of 12,000 tons / hour.

[0027] Loading capacity calculation: The railway rapid quantitative loading system has an annual loading capacity of 40 million tons / year. The train car's ore loading capacity is 123 tons. Number of carriages per train: 240; Ore loading capacity per train car: 123 tons / car × 240 cars = 29,520 tons; Based on a working year of 330 days, the daily ore loading capacity is: 40 million tons / year / 330 days = 121,200 tons; The daily number of trains is 121,200 tons / 29,520 tons = 4.1 trains. On average, 4 to 5 trains are loaded per day, which can meet the requirements.

[0028] The maximum loading capacity of each train is 12,000 tons / hour, and the shortest loading time is 148 minutes, <180 minutes (target value); the loading time for a single car (including passing through the gap) is 36.6 seconds.

[0029] Daily loading time: 9.84 to 12.3 hours.

[0030] Summary table of main process parameters for vehicle loading

[0031] Figures 3 to 8 The key timing nodes for simulating continuous loading of multiple training carriages are illustrated. In addition to the method of weighing and batching each car twice, the loading process for 12,000 t / h ore can also adopt the following method: weighing and batching each car once, with material cut-off at the bottom gate of the quantitative silo. The timing control of this batching and weighing method is as follows: (1) At the beginning of the loading operation of each car, there is no material accumulation at the bottom of the front end of the car, and the amount of material in the car is in a rapid increase stage. After the front end of the car is full of material, the material can enter the car as the car moves. Some of the material is temporarily stored in the chute. When the ore material is unloaded from the chute (including the lower buffer bucket part) into the front end of the car, the timing control ensures that the front end of the car can be fully loaded with material and that there is no spillage.

[0032] (2) The bottom gate of the quantitative bin opens to unload 55~65t each time. The bottom gate of the quantitative bin responds quickly within 2s to reach the fully open state. When fully open, the opening of a single gate is 600mm and the total opening of the double gate is 1200mm. The bottom gate of the quantitative bin needs to be opened twice during the loading process of each car.

[0033] (3) When the bottom gate of the quantitative hopper is opened for the second time during the single loading process, there is still some material in the lower buffer hopper and chute that has not been unloaded. After all the material in the quantitative hopper is unloaded, the amount of material in the lower buffer hopper and chute should not exceed the limit and there should be no spillage. The radius of the arc gate of the chute is 1280mm.

[0034] (4) The quantitative bin weighing and chute unloading are carried out simultaneously: During the loading process of each car, when the quantitative bin has completed the second unloading to the chute, the bottom gate of the quantitative bin is immediately closed at that moment, and the material to be loaded into the next car begins to be fed into the quantitative bin. During the feeding process, the material in the chute is loaded into the current car at the same time.

[0035] (5) When the material weighing of the next car has been completed in the quantitative bin and the material has been completely unloaded from the lower buffer hopper and the chute, open the bottom gate of the quantitative bin and close the arc gate of the chute. Dispense the first batch of 55-65t of material into the chute. The high-strength arc gate will carry the 55-65t of material for a short time. Wait for the chute to enter the front of the next car to start unloading.

[0036] (6) During the loading of multiple car carriages in succession, before the next car carriage moves to the designated position, the arc gate of the chute is opened for the first time, and the unloading and loading operation begins, sufficient time is reserved to unload materials from the quantitative bin to the chute, so as to ensure that the materials in the chute have been temporarily loaded and to achieve the continuous loading of ultra-large flow of 12,000 t / h.

[0037] The control technology in this embodiment includes: (1) Precise control of coordinated distribution among multiple gates Multiple gates are linked and adjusted according to the allocation demand, avoiding the isolation of single gate control. The unloading task of each gate is broken down in reverse based on the "total allocation demand". Model predictive control (MPC) or fuzzy PID algorithm is used to dynamically allocate the unloading volume command of each gate in real time according to the material level of each bin and the target allocation ratio.

[0038] (2) Precise control of material flow rate Real-time correction of flow deviations ensures that the actual discharge flow rate matches the commanded flow rate. To address flow lag (e.g., the flow rate takes several seconds to stabilize after gate adjustment), a feedforward-feedback composite control is employed. A feedforward algorithm predicts flow changes in advance, and a feedback algorithm corrects the actual deviation. For example, when the flow rate is detected to be lower than the commanded flow rate, the gate opening is increased in advance and dynamically fine-tuned.

[0039] (3) System integration control A PLC (Programmable Logic Controller) is selected as the control core, connecting to the gate actuator to form a physical control loop. Based on industrial control software, multi-gate collaborative algorithms and flow control algorithms are integrated to achieve closed-loop control of "parameter setting - command issuance - data acquisition - real-time adjustment".

[0040] First, a system simulation model was built using Simulink to simulate the control effect under different coal types and different blending requirements. Then, the stability of the algorithm in the actual material environment was verified by testing on a semi-physical platform (such as a small coal blending experimental device).

[0041] (4) Control system optimization Complete sensor calibration, gate stroke debugging, and algorithm parameter adaptation (such as adjusting PID parameters according to the type of coal on site).

[0042] Experiments were conducted under different production scenarios (such as full load, change of coal type, and emergency shutdown and restart) to record data such as bin allocation accuracy, flow fluctuation, and system response time. The effects before and after optimization were compared to complete the full-condition experimental verification.

[0043] To address the issues that arise (such as poor material flowability), optimize the algorithm's robustness (e.g., by adding abnormal data filtering) or improve the hardware (e.g., by using a dustproof sensor).

[0044] Feasibility simulation verification of vehicle assembly process Assuming the train moves at a constant speed, each car can load more than 120 tons, with 100 cars loaded per hour. The total time for a single car, including loading and shifting gears, is 36 seconds, resulting in a loading capacity of 12,000 tons per hour. Discrete element method (DEM) simulations were used to verify the feasibility of this novel loading process with high timing accuracy requirements. A simplified simulation model for ultra-high flow rate, high-speed loading was established, and a suitable particle contact model was set to simulate the flow pattern of bulk particles during ultra-high flow rate loading. This verified that high-speed loading can be achieved for all key loading sequences.

[0045] Simulation results for key nodes in the loading sequence are as follows: Figures 3 to 8 As indicated by the labels (loading of one car is completed in 36 seconds, with a single car's ore loading capacity of 123-124 tons, reaching a loading capacity of 12,000 tons per hour, and this loading process ensures that there is no spillage in any of the key stages).

[0046] This embodiment significantly improves the loading efficiency of traditional ore loading systems by implementing novel structural design and precise timing control, resulting in a doubling of loading efficiency and effectively meeting the needs of large-volume, rapid transportation of bulk ore by heavy-duty trains.

Claims

1. A 12,000-ton / hour ultra-high flow ore loading system for heavy-haul trains, comprising an unloading frame spanning the track, wherein the carriages of the heavy-haul train pass under the unloading frame to load ore, characterized in that, The unloading frame is arranged from top to bottom as follows: an upper buffer silo, a weighing and metering silo, a lower buffer silo, and a loading chute. Specifically: the upper buffer silo has a volume of no less than 500 cubic meters; the weighing and metering silo has a volume of no less than 70 cubic meters and a weighing capacity of up to 124 tons; the lower buffer silo has a volume of no less than 27 cubic meters; and the loading chute has a volume of no less than 6 cubic meters. The gate of the loading chute is a swing gate with an up-and-down arc shape and a swing radius of no less than 1280 mm. The lower section of the upper buffer silo has four conical sections extending downwards to the weighing and metering silo. Each bin is equipped with a discharge gate. A liner is installed on the inner side of the conical bin section. The inner side wall of the lower section of the weighing bin is a conical sliding side wall. The lower buffer bin is a conical bin. A terminal server controls the discharge gate of the upper buffer bin, the discharge gate of the weighing bin, and the chute gate through a PLC programmable controller. A bin level sensor is installed in the upper buffer bin, and a car compartment identification sensor is installed on the loading chute facing the car compartment. The bin level sensor signal, the car compartment identification sensor, and the weighing bin weighing signal are connected to the terminal server.

2. The ultra-high flow rate ore loading system according to claim 1, characterized in that, The upper buffer chamber, the weighing and metering chamber with its arc-shaped conical sliding sidewall, and the lower buffer chamber are three detachable chamber sections. An auxiliary frame is provided next to the unloading frame, and the auxiliary frame is connected in parallel to the unloading frame. A connecting platform is provided on the auxiliary frame corresponding to the upper buffer chamber, weighing and metering chamber, and lower buffer chamber on the unloading frame. The connecting platform is provided with a slide with drive rollers. The connecting platform and the slide with drive rollers are used for quick repair of the damaged upper buffer chamber, the weighing and metering chamber with its arc-shaped conical sliding sidewall, and the lower buffer chamber, or for replacing the damaged inner lining of the conical chamber.

3. The ultra-high flow rate ore loading system according to claim 2, characterized in that, When repairing the damaged upper buffer compartment's conical section, the weighing and metering compartment's arc-shaped sliding sidewall, and the lower buffer compartment, the connecting bolts between the compartments are removed. The three detachable compartment sections are supported by steel wheels on the drive roller slides on the connecting platform. The compartments are then moved to the outer connecting platform of the auxiliary frame for repair of the conical section, weighing and metering compartment, and lower buffer compartment. The old liner plates are removed and the new liner plates are installed. After completion, the compartments are driven back to the original vehicle system operating position, the connecting bolts are reinstalled, and normal vehicle loading operations are restored.

4. The ultra-high flow rate ore loading system according to claim 1, characterized in that, Dust exhaust ports are provided around the side walls of the weighing and quantitative bin and the conical buffer bin, respectively. Dust exhaust pipes are provided upward along the side walls of the weighing and quantitative bin and the conical buffer bin, and the dust exhaust ports are connected to the dust exhaust pipes.

5. The ultra-high flow rate ore loading system according to claim 1, characterized in that, The lower inner wall of the weighing and quantitative bin is a rapidly descending arc-shaped conical sidewall.

6. The ultra-high flow rate ore loading system according to claim 1, characterized in that, The terminal server determines the train's carriage speed based on the carriage identification sensors and sends a signal to the central control room to control the train carriages to pass under the unloading frame at a speed of 0.26 meters per second. The ore loading process is as follows: First, based on the weighing limit of the weighing bins, the loading and weighing of each carriage is determined to be completed in two stages. The loading sequence for 12,000 tons / hour of ore is as follows: S1. Based on the signal from the hopper level sensor, the ore conveying system continuously conveys ore to the upper buffer hopper; S2. Open the unloading gate to weigh the material into the weighing hopper for the first time. The weight of each batch is 50% of the weight of the material loaded in a single car. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the buffer hopper and loading chute, and wait for the chute gate to open. S3. When the front side of the car body is detected to have entered the chute gate of the loading chute, the chute gate of the loading chute is opened to start unloading into the car body. After all the material in the weighing and metering bin has been unloaded, the discharge gate of the weighing and metering bin is closed. S4. Open the unloading gate to discharge and weigh the material into the weighing hopper for the second time. When the weighing hopper reaches the preset weight, close the unloading gate and open the discharge gate to discharge the material into the loading chute. After all the material in the weighing hopper has been discharged, close the discharge gate of the weighing hopper. At the same time, the chute gate of the loading chute continues to open to discharge material into the car until the material in the loading chute is completely discharged. Close the chute gate and return to S2 to load the next car until the array car is fully loaded.

7. The ultra-high flow rate ore loading system according to claim 6, characterized in that, The discharge gate of the weighing and metering bin is a double gate with a total opening of 1200mm.

8. The ultra-high flow rate ore loading system according to claim 7, characterized in that, The time it takes for the double gate of the weighing and quantitative bin to reach the fully open state is no more than 2 seconds.

9. The ultra-high flow rate ore loading system according to claim 6, characterized in that, The loading sequence, which involves weighing each car in two separate processes, was determined by building a system simulation model using Simulink. This model simulated the control effects under different loading types and different warehouse allocation requirements.

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