JP2023056477A - Cargo transshipment base and movement mechanism used for the same - Google Patents

Abstract

To simplify a structure and to easily transship a cargo between vehicles traveling on different railway tracks.SOLUTION: A cargo transshipment base (10) comprises: a first conventional line (11) a second conventional line (12) and a high-speed railway (13) where a train for conveying cargoes (F) can travel; a transshipment platform (20) provided between them; and a movement mechanism (30) moving the cargoes on the transshipment platform (20). The movement mechanism comprises: a first conveying path (31) adjacent to the first conventional line and the second conventional line; a second conveying path (32) adjacent to the high-speed railway; and an intermediate conveying path (33) arranged between the first conveying path and the second conveying path. The intermediate conveying path moves the cargoes in a rail direction and a sleeper direction, and the first conveying path and the second conveying path move the cargoes in the sleeper direction. The second conveying path has an installation area smaller than that of the first conveying path.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to a cargo transshipment base that can be used for transshipment of cargo and a moving mechanism used therefor.

Patent Literature 1 discloses a configuration in which containers can be transshipped from railroad to railroad. More specifically, in Patent Document 1, a transfer device is used to move a container from a freight car of one railroad through a transfer stage to a freight car of the other railroad. The transfer device includes a crawler that can move in and out of the container under the container, and a loading platform that is provided on the crawler and can control the thickness in the vertical direction.

In Patent Document 1, when containers are reloaded, a crawler is driven to place a transfer device under a container mounted on a freight car of one railroad, and then the thickness of a loading platform is increased to lift the container. In this state, after the container is moved from the freight car of one railroad through the transfer stage to the freight car of the other railroad by driving the crawler, the thickness of the loading platform is reduced and the container is placed on the freight car of the other railroad. .

JP 2006-273569 A

In Patent Literature 1, the direction in which the container is moved by the transfer device is only in the direction of the railroad ties, and the container cannot be moved in the rail direction on the transfer stage. Therefore, when changing the position or order of the containers in the rail direction before and after the container is transshipped, at least one of the freight cars needs to run, which poses a problem that the transshipment is complicated and takes a long time.

Furthermore, there is a high possibility that a train for transporting cargo will have a large number of vehicles, and for example, cargo will be transshipped over a wide area on the platform. Therefore, in the mechanism for moving freight on the platform, simplification is also considered important from the viewpoint of equipment cost, maintenance work, and the like.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances. An object of the present invention is to provide a moving mechanism using this.

The cargo transshipment base of the present invention comprises a first track and a second track on which a train for transporting cargo can run, and a transshipment platform provided between the first track and the second track arranged side by side. , a cargo transshipment base provided on the transshipment platform and provided with a moving mechanism for moving the cargo between a train running on the first track and a train running on the second track, The moving mechanism includes a first transport path adjacent to the first track, a second transport path adjacent to the second track, and an intermediate transport disposed between the first transport path and the second transport path. a route, wherein the intermediate conveying route is arranged in a rail direction of the first track and the second rail and in a direction in which the freight is transshipped between the first conveying route and the second conveying route. , the first transport route moves the cargo in the direction connecting the first rail and the intermediate transport route, and the second transport route moves the freight in the direction connecting the second rail and the intermediate transport route , and the installation area is made smaller than that of the first conveying route.

In addition, the moving mechanism used in the cargo transshipment base of the present invention includes a first track and a second track on which a train for transporting cargo can run, and between the first track and the second track arranged side by side. A movement mechanism for moving the cargo between a train running on the first track and a train running on the second track on the transshipment platform at a freight transshipment base provided with a transshipment platform. A first transport route adjacent to the first track, a second transport route adjacent to the second track, and an intermediate transport route arranged between the first transport route and the second transport route and the intermediate transport route transports the cargo in the rail direction of the first track and the second track and in the direction of transshipment of the cargo between the first transport route and the second transport route. The first transport route moves the freight in a direction connecting the first rail and the intermediate transport route, and the second transport route moves the cargo in a direction connecting the second rail and the intermediate transport route. It is characterized in that the freight is moved and the installation area is made smaller than the first conveying route.

According to the present invention, the moving mechanism can move the cargo in two directions, ie, the rail direction of each track and the direction in which the cargo is reloaded on each conveying route. can be changed. Since such changes can be made without running the train, it is possible to facilitate the transshipment work and shorten the time required. Moreover, since the installation area of the second transport path is smaller than that of the first transport path, the configuration can be simplified compared to a configuration in which the installation areas are the same.

It is the schematic which planarly viewed an example of the cargo transshipment base which concerns on embodiment. FIG. 4 is a partial enlarged perspective view of the transshipment platform of the cargo transshipment base and its surroundings; It is the schematic which planarly viewed the area|region different from FIG. 1 of the said cargo transshipment base. It is the schematic explanatory drawing which carried out the cross section view of FIG. 1 in the sleeper direction. 5A to 5C are explanatory diagrams of work procedures using auxiliary members. It is an explanatory view of the carry-in procedure from the container car of the first conventional line to the covered car of the high-speed line. It is explanatory drawing of the completion state of carry-in to the covered vehicle of a high-speed line. It is an explanatory diagram of the carry-in procedure from the covered vehicle of the high-speed line to the container vehicle of the second conventional line. It is explanatory drawing of the completion state of carrying-in to the container car of a 2nd conventional line. FIG. 10A is an explanatory diagram of a lidded pallet, and FIG. 10B is an explanatory diagram of an uncovered pallet. It is explanatory drawing of the transshipment point of the goods using a truck. It is explanatory drawing of the internal structure of the covered vehicle which concerns on a modification. BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram for description of the transportation system to which the cargo transshipment base of embodiment is applied. 1 is a plan view of an example elevated floor of an intermediate station; FIG. It is a plan view of the ground floor of the intermediate station. FIG. 16 is a schematic cross-sectional view taken along line AA of FIGS. 14 and 15; FIG. 16 is a schematic cross-sectional view taken along line BB of FIGS. 14 and 15;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. It should be noted that the present invention is not limited to the following embodiments, and can be modified appropriately without changing the gist of the invention. In the following diagrams, part of the configuration may be omitted for convenience of explanation. Also, the orientation of each configuration in the following embodiments is merely an example, and can be changed to any orientation.

FIG. 1 : is the schematic which planarly viewed an example of the cargo transshipment base which concerns on embodiment. As shown in FIG. 1 , the cargo transshipment terminal 10 includes a first conventional line 11 , a second conventional line 12 and a high-speed line 13 . Here, the first conventional line 11 and the second conventional line 12 constitute first lines, respectively, and the cargo transshipment base 10 of the present embodiment has two first lines. Further, the high-speed line 13 constitutes the second line, and the second line is one at the cargo transshipment base 10 of the present embodiment. The high-speed line 13 terminates at the left end in FIG. 1 at the freight transshipment terminal 10 of the present embodiment, and FIG. 1 shows a partial area of the freight transshipment terminal 10 around the terminal.

In this embodiment, the first conventional line 11, the second conventional line 12, and the high-speed line 13 are arranged side by side with the left-right direction in FIG. Direction) A first conventional line 11 and a second conventional line 12 are provided on both sides. Specifically, the first conventional line 11 is arranged on one side of the high-speed line 13 in the sleeper direction (lower side in FIG. 1), and the second conventional line 12 is arranged on the other side of the high-speed line 13 in the sleeper direction (upper side in FIG. 1). is placed. In other words, the high-speed line 13 is arranged between the two conventional lines 11 and 12, and the conventional lines 11 and 12 and the high-speed line 13 are provided substantially parallel.

In this embodiment, the rail directions of the conventional lines 11, 12 and the high-speed line 13 are the same as the left-right direction in FIG. is simply referred to as "rail direction". Further, since the directions of the sleepers of the conventional lines 11, 12 and the high-speed line 13 are the same in the vertical direction in FIG. It may be called "direction".

A train for transporting freight F can run on the first conventional line 11, the second conventional line 12, and the high-speed line 13. In the present embodiment, the trains running on the first conventional line 11 and the second conventional line 12 are freight trains, and are configured by connecting a plurality of container cars (open cars) CC on which containers CT are loaded. ing. In addition, in the cargo transshipment base 10 of the present embodiment, the cargo F is moved and transported while being accommodated in the lidded pallet P1. may be listed side by side. Further, in FIG. 1, the container CT is shown in a see-through state (the same applies to FIGS. 6 to 9).

In this embodiment, the freight train running on the first conventional line 11 is called the first freight train FT1, and the freight train running on the second conventional line 12 is called the second freight train FT2.

A train running on the high-speed line 13 is configured by connecting a plurality of covered vehicles BC. The covered vehicle BC may be a passenger train such as a Shinkansen or a limited express train without seats, or may be a vehicle configured exclusively for transporting the freight F. In FIG. 1, the covered vehicle BC is shown in a see-through state (the same applies to FIGS. 6 to 9).

The covered vehicle BC is formed with loading/unloading openings BCa on both sides in the crosstie direction, and the covered pallet P1 containing the cargo F is carried into/out of the covered vehicle BC through the loading/unloading openings BCa. In each covered vehicle BC, the loading/unloading opening BCa is provided on each side in the crosstie direction. The loading/unloading port BCa is opened and closed by the door BCb, and the closedness of the internal space of the covered vehicle BC can be maintained when the vehicle is traveling with the door BCb closed.

The loading/unloading openings BCa on both sides in the sleeper direction of each covered vehicle BC are provided so as to be at different positions in the rail direction. The internal configuration of the covered vehicle BC will be described later.

The cargo transshipment base 10 further includes transshipment platforms 20 provided on both sides of the high-speed line 13 in the sleeper direction and on the left side in FIG.

The transshipment platform 20 has an upper surface higher than the first conventional line 11, the second conventional line 12, and the high-speed line 13, and has a height corresponding to the loading/unloading port BCa of the container car CC and the covered car BC. (See Figure 4). The transshipment platform 20 has a first platform 21 between the high-speed line 13 and the first conventional line 11 , and a second platform 22 between the high-speed line 13 and the second conventional line 12 . The transshipment platform 20 also has a connection platform 23 that connects the first platform 21 and the second platform 22 on the left side of the high-speed line 13 in FIG.

The moving mechanism 30 is used to move the covered pallet P1 containing the cargo F between the container car CC and the covered car BC. Since the moving mechanism 30 is provided on each of the first platform 21 and the second platform 22 of the transshipment platform 20, it is provided on both sides of the high-speed line 13 in the sleeper direction. The moving mechanism 30 includes a first transport path 31 , a second transport path 32 and an intermediate transport path 33 .

The first transport path 31 is provided at a position close to the first conventional line 11 on the first platform 21 of the transshipment platform 20 and at a position close to the second conventional line 12 on the second platform 22 . The first transport route 31 is provided at a position adjacent to the container cars CC stopping on the first conventional line 11 and the second conventional line 12 at the cargo transshipment base 10 in the sleeper direction. The first transport path 31 may also be provided at a position slightly enlarged in the rail direction from the position adjacent to the container car CC in the sleeper direction as described above. The first transport route 31 is provided continuously in the rail direction of the first conventional line 11 and the second conventional line 12 in an area where the container car CC can stop.

The second transport path 32 is provided at a position close to the high-speed line 13 on the first platform 21 and the second platform 22 of the transshipment platform 20 . The second conveying path 32 is provided at a position adjacent to the loading/unloading opening BCa of the covered vehicle BC stopping on the high-speed line 13 in the crosstie direction. Therefore, the installation area of the second transport path 32 in the rail direction is set to a partial area or a dispersed area with respect to the entire area where the covered vehicle BC is scheduled to stop. As a result, there are a plurality of installation areas for the second transport paths 32, and the sum of the rail-direction lengths of the installation areas of the second transport paths 32 at the plurality of locations is equal to the rail-direction length of the installation areas for the first transport paths 31. shorter than the sum of Therefore, the installation area of the second transport path 32 is smaller than the installation area of the first transport path 31 .

Here, the total rail-direction length of the installation area of the second transport path 32 is set to a range of 8% or more and 30% or less of the total rail-direction length of the installation area of the first transport path 31. is preferable, and more preferably, it should be set in the range of 14% or more and 17% or less. This range is set by setting the vehicle length of the container vehicle CC and the covered vehicle BC to the length of the general vehicle currently in operation, and the number of vehicles on the first conventional line 11, the second conventional line 12 and the high-speed line 13. It is obtained under the same condition (the number of trains may differ). Further, as other conditions, the length in the rail direction of the entrance BCa of the high-speed line 13 is set to 3 m, and the length in the rail direction of each of the transport paths 31 and 32 is also set to a container car CC or the like. A predetermined allowance is given to the loading/unloading port BCa. Under these conditions, the ratio of the above total sums is found to be about 15%, so the slightly expanded range is set to 14% or more and 17% or less. In addition, the ratio of the above sums is such that the number of vehicles on the first conventional line 11 and the second conventional line 12 is doubled with respect to the high-speed line 13, and the length of the above 3m is changed to 1.5m. is about 8%. Furthermore, if the number of vehicles on the first conventional line 11 and the second conventional line 12 is half that of the high-speed line 13, the ratio of the above totals will be approximately 30%. Therefore, the ratio of each sum is set in the range of 8% or more and 30% or less. In addition, on conventional lines 11 and 12, if covered vehicles with various variations in the number and length of loading/unloading openings are operated instead of container vehicles CC, the ratio of the above totals will be approximately 22%. included in the range of

The intermediate transport path 33 is arranged between the first transport path 31 and the second transport path 32 on each of the first platform 21 and the second platform 22 of the transshipment platform 20 . The intermediate transport path 33 extends in the rail direction, the second transport path 32 is adjacent to the high speed line 13 side in the sleeper direction, and the first transport path 31 is adjacent to the high speed line 13 side in the sleeper direction.

FIG. 2 is a partial enlarged perspective view of the transshipment platform of the cargo transshipment base and its surroundings. FIG. 2 shows a part of the first platform 21 of the transshipment platform 20, container cars CC on the first conventional line 11 and covered cars BC on the high-speed line 13 around it.

In FIG. 2, a plurality of covered pallets P1 being transported are placed on the transshipment platform 20. As shown in FIG. The covered pallet P1 has a size that can be accommodated in the container CT and the covered vehicle BC. Cargo F is placed and stored inside the covered pallet P1 (see FIG. 10). Therefore, the covered pallet P1 is moved and transported together with the cargo F, and the cargo F is also moved and transported by the movement and transportation of the covered pallet P1 described below. Further, the movement and transportation of the cargo F in the present embodiment will be explained by using the covered pallet P1 as an example, and alternative means for the covered pallet P1 will be described later.

The first conveying path 31 and the second conveying path 32 are composed of a plurality of roller conveyors 37 extending in the sleeper direction. The roller conveyor 37 has a plurality of rollers 37a arranged side by side in the sleeper direction, and a holder 37b such as a frame that holds each roller 37a. The roller conveyor 37 moves the lidded pallet P1 in a linear direction parallel to the sleeper direction. Therefore, the roller conveyor 37 of the first transport path 31 moves the lidded pallet P1 in the direction connecting the first conventional line 11 and the intermediate transport path 33 . Further, the roller conveyor 37 of the second transport path 32 moves the lidded pallet P1 in the direction connecting the high-speed line 13 and the intermediate transport path 33 .

In the first transport path 31 and the second transport path 32, a gap S1 is formed between the roller conveyors 37 adjacent to each other in the rail direction. The gap S1 extends in the sleeper direction, which is the same direction as the extension direction of the roller conveyor 37 .

The first transport path 31 and the second transport path 32 have different installation areas in the rail direction as described above. Therefore, the first conveying route 31 is configured by continuously installing the roller conveyors 37 at regular intervals while forming the gap S1 in the area where the container car CC can stop. On the other hand, the second conveying path 32 is configured by installing a plurality of (four in FIG. 2) roller conveyors 37 only at positions adjacent to the loading/unloading openings BCa of the covered vehicles BC that stop on the high-speed line 13 . Therefore, the number of roller conveyors 37 installed is smaller in the second conveying path 32 than in the first conveying path 31 .

The intermediate conveying path 33 is composed of a plurality of ball conveyors 38 . The ball conveyor 38 has a holding body 38b configured by a base or the like having a substantially rectangular shape in a plan view, and a plurality of balls 38a rotatably arranged side by side on the upper surface of the holding body 38b. The ball conveyor 38 moves the lidded pallet P1 in any direction along the substantially horizontal direction.

Therefore, the intermediate conveying path 33 is provided so that the covered pallet P1 can be moved in two intersecting directions of the rail direction and the sleeper direction by the ball conveyor 38 . The movement of the covered pallet P1 in the sleeper direction along the intermediate conveying route 33 is movement in the direction in which the covered pallet P1 is reloaded between the intermediate conveying route 33 and the first conveying route 31 or the second conveying route 32 .

The ball conveyor 38 can rotate the placed lidded pallet P1 around an axis extending in the vertical direction, and the orientation of the lidded pallet P1 can be changed by such rotation.

In the intermediate conveying path 33, a plurality of ball conveyors 38 are arranged side by side in two directions, ie, the sleeper direction and the rail direction, and a gap S2 is formed between the ball conveyors 38 adjacent to each other in the two directions.

In the description of the configuration shown in FIG. 2 above, the first platform 21 and its surroundings have been described, but the configuration of the moving mechanism 30 on the second platform 22 is also the same as that of the first platform 21 . Specifically, as shown in FIG. 1, when the first platform 21 and the second platform 22 are compared, the moving mechanism 30 has a generally symmetrical configuration with the high-speed line 13 interposed in the crosstie direction, and the second platform The first conveying route 31 of 22 moves the covered pallet P1 in the direction connecting the second conventional line 12 and the intermediate conveying route 33 . In addition, the second transport path 32 of the second platform 22 is provided at a different position from the second transport path 32 of the first platform 21 in the rail direction according to the loading/unloading opening BCa of the covered vehicle BC.

Returning to FIG. 2, a plurality of (three in this embodiment) roller conveyors CTa extending in the sleeper direction are provided at the bottom of each container CT. The roller conveyor CTa guides the loading and unloading of the lidded pallet P1 into and out of the container CT. A gap S3 is formed between the roller conveyors CTa adjacent to each other in the rail direction, and the gap S3 extends in the sleeper direction like the roller conveyors CTa.

A plurality of ball conveyors BCc are provided at a position adjacent to the loading/unloading port BCa at the bottom inside the covered vehicle BC. A plurality of ball conveyors BCc guide the loading and unloading of the covered pallet P1 into and out of the covered vehicle BC. The ball conveyors BCc are arranged side by side in the two directions of the sleeper direction and the rail direction, and a gap S4 is formed between adjacent ball conveyors BCc.

A plurality of (two in this embodiment) roller conveyors BCd are provided at the bottom of the covered vehicle BC and adjacent to the ball conveyor BCc in the rail direction. The roller conveyor BCd extends in the rail direction, and along with the ball conveyor BCc, guides movement of the covered pallet P1 in the covered vehicle BC in the rail direction. A gap S5 is formed between the adjacent roller conveyors BCd, and the gap S5 extends in the rail direction like the roller conveyor BCd.

Returning to FIG. 1 , the moving mechanism 30 further includes a connecting transport path 35 provided on the connecting platform 23 of the transshipment platform 20 . In addition to the connecting platform 23 , the connecting transport route 35 is provided over the area of the first platform 21 and the second platform 22 near the connecting platform 23 . The connection transport route 35 connects the intermediate transport routes 33 on both sides of the high-speed line 13 in the sleeper direction, in other words, the intermediate transport routes 33 of the first platform 21 and the intermediate transport routes 33 of the second platform 22 .

The connection transport path 35 is configured by combining a roller conveyor and a ball conveyor. Specifically, the connecting conveying route 35 is connected to the intermediate conveying route 33 of the first platform 21 and the second platform 22 and includes roller conveyors 35a and 35b extending in the rail direction toward the connecting platform 23 . The connection conveying route 35 includes ball conveyors 35c and 35d provided at the ends of the roller conveyors 35a and 35b opposite to the intermediate conveying route 33, and roller conveyors extending between the ball conveyors 35c and 35d. 35e. The connecting transport path 35 allows the covered pallet P1 to be moved between the first platform 21 and the second platform 22 without passing through the covered vehicle BC of the high-speed line 13 .

FIG. 3 is a schematic plan view of another region of the cargo transshipment base different from that in FIG. Specifically, FIG. 1 shows the left side area in FIG. 1 in the rail direction of the cargo transshipment base 10, but FIG. 3 shows the area on the opposite side. In FIG. 3, the first conventional line 11 and the second conventional line 12 terminate at the right ends in FIG.

As shown in FIG. 3, an empty pallet storage area 25 is provided in the lower right area of the first platform 21 in FIG. The empty pallet storage area 25 is provided with a plurality of roller conveyors 25a that are connected to the intermediate conveying path 33 of the first platform 21 and extend in the sleeper direction. In the empty pallet storage space 25, a plurality of covered pallets P1 that are empty without containing the cargo F can be stored.

In addition, a building 15 such as an office building of the cargo transshipment base 10 can be arranged side by side in the upper right area of the second platform 22 in FIG. Building 15 may be a distribution center or the like for trucks or the like that transport covered pallets P1.

FIG. 4 is a schematic explanatory view of FIG. 1 viewed in cross section in the crosstie direction. As shown in FIG. 4, on both the first platform 21 and the second platform 22, the first transport path 31 and the second transport path 32 have areas that slope in a direction that gradually descends toward the intermediate transport path 33. ing. The second transport path 32 is inclined as described above over the entire region in the sleeper direction.

On the other hand, in the first conveying route 31, approximately half of the area on the container car CC side is the inclined portion 31a inclined as described above, and approximately half of the area on the intermediate conveying route 33 side is the horizontal storage portion 31b. be done. The lidded pallet P1 placed on the roller conveyor 37 of the inclined portion 31a is subject to a force in the direction of moving toward the storage portion 31b and the intermediate conveying path 33 due to its own weight. The lidded pallet P1 placed on the roller conveyor 37 of the storage section 31b can maintain the stopped position unless an intentional external force is applied.

The length of the storage portion 31b in the sleeper direction is slightly longer than the length of the lidded pallet P1 in the sleeper direction. Therefore, the lidded pallet P1 placed on the storage part 31b can be prevented from protruding into the intermediate conveying path 33, and can be prevented from interfering with the other lidded pallet P1 moving in the rail direction on the intermediate conveying path 33. In addition, it is possible to prevent the covered pallet P1 placed on the storage section 31b from protruding into the inclined section 31a, and prevent the covered pallet P1 in the storage section 31b from unintentionally moving due to the inclination of the inclined section 31a.

5A to 5C are explanatory diagrams of work procedures using auxiliary members. As shown in FIGS. 5A to 5C, in the present embodiment, an auxiliary member 40 can be provided between the second transport path 32 and the loading/unloading port BCa of the covered vehicle BC. The auxiliary member 40 includes two plates 42 rotatable via a rotating shaft 41 and a plurality of rollers 43 rotating around the rotating shaft 41 . The length of each plate 42 in the extending direction of the rotating shaft 41 is set to be substantially the same as the width of the lidded pallet P1 (see FIG. 5C, the lidded portion is not shown).

As shown in FIG. 5A , the auxiliary member 40 can rotate each plate 42 via a rotation shaft 41 so that each plate 42 can be stacked and folded. This allows the worker W to easily carry the auxiliary member 40 .

As shown in FIG. 5B, the worker W can place the auxiliary member 40 between the second transport path 32 and the loading/unloading opening BCa of the covered vehicle BC. At this time, the plate 42 is opened on both sides of the rotating shaft 41, and the auxiliary member 40 is arranged (mounted) so as to straddle the lower part of the loading/unloading port BCa and the transshipment platform 20. As shown in FIG.

After that, as shown in FIG. 5C, the lidded pallet P1 can be taken in and out of the loading/unloading opening BCa by passing over the auxiliary member 40 . At this time, each plate 42 covers the gap between the transshipment platform 20 and the covered vehicle BC, thereby preventing the gap from hindering movement of the covered pallet P1. Further, the rolling of the plurality of rollers 43 can move the covered pallet P1 with a small force, and the auxiliary member 40 can assist the movement of the covered pallet P1. After loading and unloading the covered pallet P1, the worker W can remove the auxiliary member 40 from between the transshipment platform 20 and the covered vehicle BC only by lifting the auxiliary member 40. - 特許庁

Thus, the auxiliary member 40 is detachably provided between the second transport path 32 and the covered vehicle BC when the covered pallet P1 is taken in and out. Therefore, according to the work of moving the covered pallet P1 by the worker W, the auxiliary member 40 can be easily set and recovered, and the movement of the covered pallet P1 can be facilitated, improving work efficiency. can do.

Further, when the covered vehicle BC moves up and down, the plate 42 can be rotated to swing according to the up-and-down motion.

In the above description, the case where the auxiliary member 40 is attached and detached between the second transport route 32 and the covered vehicle BC is explained, but the auxiliary member 40 is similarly installed between the first transport route 31 and the container car CC. Can be placed and used.

Next, an example of how the lidded pallet P1 is transported by the transshipment platform 20 and the moving mechanism 30 will be described. In this embodiment, the transshipment platform 20 and the moving mechanism 30 on one side of the high-speed line 13 in the sleeper direction (lower side in FIG. 1) are used to carry the covered pallet P1 (cargo F) to the covered vehicle BC of the high-speed line 13. Used. The transshipment platform 20 and the transfer mechanism 30 on the other side of the high-speed line 13 in the sleeper direction (upper side in FIG. 1) are used to carry out the covered pallet P1 (cargo F) from the covered vehicle BC of the high-speed line 13 . In other words, on the first platform 21, the covered pallet P1 is carried from the container car CC of the first conventional line 11 to the covered car BC of the high-speed line 13. Also, on the second platform 22, the covered pallet P1 is carried from the covered vehicle BC of the high-speed line 13 to the container vehicle CC of the second conventional line 12. First, the procedure for loading the covered pallet P1 loaded on the container car CC of the first conventional line 11 into the covered car BC will be described below with reference to FIGS. 1, 6 and 7. FIG. FIG. 6 is an explanatory diagram of the carrying-in procedure from the container car of the first conventional line to the covered car of the high-speed line. FIG. 7 is an explanatory diagram of a completed state of loading into a covered vehicle on a high-speed line.

In the following description, the movement of the covered pallet P1 is assumed to be performed manually by the operator, and the order of movement of the covered pallet P1 for loading and unloading depends on the terminal device (not shown) carried by the operator. shall be displayed. Therefore, the worker can carry in and out as desired by moving the covered pallet P1 in the order according to the display contents of the terminal device.

As shown in FIG. 1, from the state in which the covered pallet P1 is loaded on the container car CC of the first conventional line 11, as shown in FIG. Carry out the pallet P1. The movement of the lidded pallet P1 in such unloading is guided in the sleeper direction by the roller conveyor CTa of the container CT and the roller conveyor 37 of the first transport path 31 on the first platform 21 . Here, since the container car CC side of the first conveying route 31 is inclined by the inclined portion 31a (see FIG. 4), it is possible to save labor in moving from the container CT to the first conveying route 31. FIG.

The lidded pallet P1 that has moved on the first conveying path 31 can be temporarily placed in the storage section 31b located before the intermediate conveying path 33 . Of the plurality of covered pallets P1 temporarily placed in the storage section 31b, one covered pallet P1 to be conveyed is moved to the top of the intermediate conveying path 33 in the crosstie direction. Then, the lidded pallet P1 is moved in the rail direction on the intermediate conveying path 33 . Here, since the intermediate conveying path 33 is constituted by the ball conveyor 38, movement on the intermediate conveying path 33 in both the sleeper direction and the rail direction is permitted.

On the intermediate transport path 33, the covered pallet P1 is moved in the rail direction to a position where it is aligned in the direction of the sleepers with the loading/unloading port BCa of the covered vehicle BC to which the pallet is to be loaded. After that, the covered pallet P1 is moved in the sleeper direction toward the loading/unloading opening BCa, and the covered pallet P1 is carried into the covered vehicle BC through the loading/unloading opening BCa. The movement of the covered pallet P1 in such carry-in is guided in the sleeper direction by the roller conveyor 37 of the second transport path 32 and the ball conveyor BCc of the covered vehicle BC.

Inside the covered vehicle BC, the covered pallet P1 is moved to a predetermined position via the ball conveyor BCc and the roller conveyor BCd, and the carry-in of one covered pallet P1 into the covered vehicle BC is completed. By repeating such carrying-in, as shown in FIG. 7, carrying-in of the desired number of covered pallets P1 to the covered vehicle BC of the high-speed line 13 is completed.

Next, the procedure for loading the covered pallet P1 loaded on the covered vehicle BC into the container vehicle CC of the second conventional line 12 will be described below with reference to FIGS. 8 and 9. FIG. FIG. 8 is an explanatory diagram of the carrying-in procedure from the covered vehicle of the high-speed line to the container vehicle of the second conventional line. FIG. 9 is an explanatory diagram of the completion state of carrying-in to the container car of the second conventional line.

As shown in FIG. 8, the covered pallet P1 is unloaded from the covered vehicle BC through the loading/unloading opening BCa on the second platform 22 side. The movement of the covered pallet P1 in such carrying-out is guided in the sleeper direction by the ball conveyor BCc of the covered vehicle BC and the roller conveyor 37 of the second transport path 32 on the second platform 22 . Here, since the second transport path 32 is inclined (see FIG. 4), it is possible to save labor in moving from the covered vehicle BC to the second transport path 32 .

The lidded pallet P1 guided in the crosstie direction by the second conveying path 32 is moved above the intermediate conveying path 33 . Then, the lidded pallet P1 is moved in the rail direction on the intermediate conveying path 33 . This movement is carried out on the intermediate conveying path 33 until the lidded pallet P1 is aligned in the sleeper direction with the container CT serving as the carrying-in destination. After that, the covered pallet P1 is moved toward the container CT in the sleeper direction, and the covered pallet P1 is carried (accommodated) into the container CT. The movement of the lidded pallet P1 in such carrying-in is guided in the sleeper direction by the roller conveyor 37 of the first transport path 31 and the roller conveyor CTa of the container CT. By repeating such carrying-in, as shown in FIG. 9, carrying-in of the covered pallet P1 into each container CT in the container car CC of the second conventional line 12 is completed.

Here, various pallets for accommodating cargo F will be described. FIG. 10A is an explanatory diagram of a lidded pallet, and FIG. 10B is an explanatory diagram of an uncovered pallet. As shown in FIG. 10A, the lidded pallet P1 includes a box-shaped lidded portion P1b on a base P1a made of a standardized aviation pallet or the like. It is provided so that cargo F can be put in and out. The covered pallet P1 has a size that can be accommodated in the container CT, and a size that can be accommodated in the covered vehicle BC by passing through the loading/unloading port BCa of the covered vehicle BC.

As shown in FIG. 10B, the open pallet P2 has a base P2a made of a standardized aviation pallet or the like, and is provided so that cargo F can be loaded on the base P2a. The cargo F loaded on the open pallet P2 is provided with a wrapping P2b for preventing collapse of cargo.

The loading of the cargo F onto the container CT and the covered vehicle BC is not limited to the pallets P1 and P2 described above, and various changes may be made as long as the cargo can be loaded. For example, the cargo F may be loaded on a truck with casters (wheels) and transported by the transshipment platform 20 or the covered vehicle BC. In this case, the truck can be moved by passing the casters of the truck through the gaps S1 to S5 shown in FIG. In other words, in the moving mechanism 30 of the present embodiment, both the transport of the pallets P1 and P2 and the running of the trolley with casters can be carried out. Also, if the distance between the casters of the truck to be used is standardized, the distance between the gaps S1 to S5 can be set according to the distance, so that the truck can easily travel anywhere.

FIG. 11 is an explanatory diagram showing an example of transshipment procedures using a trolley. A truck RB shown in FIG. 11 is a truck for transporting cargo called a roll box pallet. The carriage RB includes a cage-shaped housing portion RB1 and casters RB2 provided at four corners of a rectangular bottom portion RB1a of the housing portion RB1. Cargo (not shown in FIG. 11) is accommodated inside the accommodation portion RB1. The carriage RB is driven (moved) via casters RB2, and such movement is manually operated by an operator W.

In FIG. 11, the gap S1 between the roller conveyors 37 adjacent to each other in the rail direction in the second conveying path 32 is set to a width that allows passage of the casters RB2. In addition, in the rail direction, the width of the roller conveyor 37 is set smaller than the distance between the two casters RB2 arranged in the rail direction on the carriage RB. As a result, the carriage RB travels via the casters RB2 so as to pass over the rollers 37a of the roller conveyor 37 without coming into contact with them. Further, during such traveling, the caster RB2 is guided in the sleeper direction by the holder 37b of the roller conveyor 37 that forms the gap S1.

When transshipment is performed by the carriage RB, casters RB2 can be run on two plates 42 by providing an auxiliary member 40 between the second conveying path 32 and the loading/unloading port BCa of the covered vehicle BC. Since each plate 42 covers the gap between the transshipment platform 20 and the covered vehicle BC, it is possible to facilitate the traveling of the casters RB2.

According to such an embodiment, the moving mechanism 30 can move the covered pallet P1 (cargo F) in two different directions, ie, the rail direction and the crosstie direction. This makes it possible to change the position and order of the covered pallet P1 in the rail direction on the transshipment platform 20 without running the container car CC or the covered vehicle BC, thereby facilitating the transshipment work and shortening the time. . Moreover, the installation area of the second transport path 32 is smaller than that of the first transport path 31, and the number of the second transport paths 32 to be installed is reduced, so that the configuration can be simplified. In addition, the cost burden of equipment and the burden of maintenance can be reduced as compared with a conventional crawler structure.

In addition, at the freight transshipment base 10 serving as a single base, not only the transshipment of the covered pallet P1 (freight F) from the container car CC of the first conventional line 11 to the covered vehicle BC, but also from the covered vehicle BC to the second The container cars CC on the conventional line 12 can be transshipped at the same time.

Further, in the cargo transshipment base 10, the first platform 21 is exclusively used for transshipment from the container car CC on the first conventional line 11 to the covered vehicle BC, and the second platform 22 is used for transferring from the covered vehicle BC to the second conventional line 12. can be used exclusively for the transshipment of As a result, efficiency can be improved while increasing the accuracy of transshipment of the covered pallet P1 (cargo F).

In addition, the connecting transport route 35 allows the covered pallet P1 to be moved between the first platform 21 and the second platform 22 without passing through the covered vehicle BC of the high-speed line 13 . As a result, the lidded pallet P1 can be transported between the container cars CC of the first conventional line 11 and the second conventional line 12. Further, the covered pallet P1, which is empty without containing the cargo F on the second platform 22, can be transported to the empty pallet storage area 25 via the first platform 21. - 特許庁Furthermore, the empty covered pallet P1 in the empty pallet storage area 25 can be transported to the second home 22.

Further, since the first transport path 31 and the second transport path 32 are configured by the roller conveyor 37, and the intermediate transport path 33 is configured by the ball conveyor 38, the configuration of each of the transport paths 31 to 33 can be simplified. . Furthermore, the movement of the lidded pallet P1 can be realized by human power without using a power source, etc., and equipment costs and maintenance costs can be reduced.

In addition, since the first transport path 31 has an inclined portion 31a and the second transport path 32 has an inclined region, it is possible to save labor when taking out the covered pallet P1 from the container CT or the covered vehicle BC. . Further, the inclined portion 31a and the lidded pallet P1 on the second transport path 32 are subjected to a force to move toward the center of the platforms 21 and 22 in the sleeper direction due to their own weight. As a result, it is possible to avoid unintentional movement of the covered pallet P1 toward the conventional lines 11 and 12 and the high-speed line 13 .

Further, since the first transport path 31 has the storage portion 31b, the covered pallets P1 taken out from the containers CT and the covered vehicles BC can be stored at the respective platforms 21 and 22. FIG. This makes it easier to change the order of the covered pallets P1 in transshipment of the covered pallets P1. Furthermore, even if the covered vehicle BC or container vehicle CC, which is the destination of unloading, has not arrived at the cargo transshipment base 10, the covered pallet P1 can be unloaded and stored on the platforms 21 and 22, and the covered pallet P1, which is the unloading source, can be stored. Vehicles BC and container vehicles CC can be emptied.

It should be noted that the present invention is not limited to the above embodiments, and can be implemented with various modifications. In the above embodiments, the sizes, shapes, directions, etc. shown in the accompanying drawings are not limited to these, and can be changed as appropriate within the scope of exhibiting the effects of the present invention. In addition, it is possible to carry out by appropriately modifying the present invention as long as it does not deviate from the scope of the purpose of the present invention.

For example, although the moving direction of the covered pallet P1 (cargo F) on the first conveying route 31 and the second conveying route 32 has been described as the crosstie direction, it is not limited to this. The direction of movement may be inclined or curved with respect to the sleeper direction as long as it connects the first conventional line 11 or the second conventional line 12 and the intermediate conveying route 33 .

Further, although the moving direction of the covered pallet P1 (cargo F) along the intermediate transport path 33 has been described as the crosstie direction, it is not limited to this. Such moving direction may be tilted or curved with respect to the crosstie direction as long as the first transport path 31, the second transport path 32 and the covered pallet P1 can be reloaded.

In addition, the intermediate conveying path 33 may use a conveying mechanism having a floor surface that spouts air in a scattered manner to move the lidded pallet P1 (cargo F) in an arbitrary direction along the substantially horizontal direction. .

Further, the transshipment platform 20 may have a configuration in which either one of the first platform 21 and the second platform 22 is omitted. However, considering the transport efficiency of the covered pallet P1, it is preferable to have the first platform 21 and the second platform 22 as in the present embodiment.

Also, the number and width of the roller conveyors 37 shown in each drawing are merely examples, and may be changed as long as the installation areas of the first transport path 31 and the second transport path 32 are set as described above. good too.

Furthermore, the roller conveyor 37 and the ball conveyor 38 may be provided so that the holders 37b and 38b are omitted and the rollers 37a and the balls 38a are partially embedded in the upper surface of the transshipment platform 20. FIG.

Further, the roller conveyor 37 and the ball conveyor 38 may move the covered pallet P1 (cargo F) placed thereon via power from a drive source such as a motor. It is preferable to configure as in the embodiment.

Further, the number of containers CT loaded per one container car CC and the maximum number of covered pallets P1 accommodated in the covered car BC are examples, and may be changed as appropriate.

Further, in the cargo transshipment base 10 of the above embodiment, the structure in which all of the conventional lines 11 and 12 and the high-speed line 13 are terminal stations has been illustrated and described, but at least one of them is an intermediate station. You can change the structure. For example, when adopting a structure that serves as an intermediate station for the high-speed line 13, the configuration of the connecting platform 23 and the connecting transport route 35 is omitted. Such an intermediate station can be employed at an intermediate station indicated by reference numeral 1020 in FIG. 13 and described later.

Further, in the above-described embodiment, the container vehicle (coverless vehicle) CC runs and stops on the conventional lines 11 and 12, which are the first tracks, and the covered vehicle BC runs and stops on the high-speed line 13, which is the second track. However, it is not limited to this. In the present invention, the train on the first track may be another train in which the cargo loading position in the rail direction is irregular when stopped. Further, the train on the second track may be another train in which the cargo loading/unloading position in the rail direction is determined with high accuracy in the stopped state. As a specific example of such other trains, as a train on the first track, the position of the door in the rail direction, the opening width, and the number of installations are not standardized, and the characteristic that the gap that occurs when stopping changes by several centimeters. Vehicles connected by a coupler having Trains on the second track include various types of covered vehicles with standardized door positions, opening widths, and the number of doors installed, as well as various types of vehicles that are connected with couplers that minimize changes in gaps that occur when the train stops. be able to. Furthermore, the cargo is not particularly limited as long as it can be transshipped as described in the above embodiment, but from the viewpoint of consistent palletization (palletization), it can be loaded on a standardized air pallet or the like. It is preferable that the cargo be

Further, in the above-described embodiment, the configuration in which the roller conveyor BCd (see FIG. 2) is provided at the bottom of the covered vehicle BC has been described, but the configuration is not limited to this, and the configuration shown in FIG. Various modifications are possible. FIG. 12 is an explanatory diagram of the internal structure of a covered vehicle according to a modification. In the modified example of FIG. 12, the covered vehicle BC is provided with a floating transport structure 50 that floats and transports a floating transport pallet 51 in the rail direction.

The levitation transfer structure 50 includes a duct 52 provided at the bottom of the covered vehicle BC, and a plurality of compressed air ejection ports 53 scatteredly provided on an upper wall 52a of the duct 52 . The duct 52 is connected to a compressed air supply source (not shown), and such a supply source may be a compressor used for the air control equipment (brakes and air springs) of the covered vehicle BC, or a compressor other than the compressor. The use of independent compressors can be exemplified.

The upper wall 52a of the duct 52 forms the floor surface BCf of the covered vehicle BC, and the lower portion of the duct 52 is closed by the bottom of the covered vehicle BC. A frame 55 is provided between the duct 52 and the walls BCg on both sides in the sleeper direction of the covered vehicle BC (one wall is omitted from the drawing). The frame 55 forms a side wall 52b of the duct 52 and is configured as part of the duct 52 . The upper surface of the frame 55 is provided substantially on the same plane as the upper surface of the duct 52 to form a floor surface BCf.

Guide rails 56 are installed on the upper surface of the frame 55 to guide both sides of the float transport pallet 51 in the sleeper direction. The guide rail 56 is formed in an angle shape extending vertically from the upper surface of the frame 55 and then bent toward the duct 52 . The tip side of the guide rail 56 overlaps with the upper surface of the floating transport pallet 51 to restrict the floating transport pallet 51 from being separated from the floor surface BCf by a predetermined amount or more. Further, the guide rails 56 are arranged so as to sandwich the floating transport pallet 51 from both sides in the sleeper direction, and guide the movement in the rail direction so that the floating transport pallet 51 is not greatly displaced in the sleeper direction.

When the floating transport pallet 51 is transported in the rail direction by the floating transport structure 50, compressed air is supplied to the duct 52 from a supply source (not shown) while the covered vehicle BC is stopped. As a result, compressed air is ejected upward from the ejection port 53, and a thin air layer is formed between the lower surface of the floating transportation pallet 51 arranged above the duct 52 and the upper wall 52a of the duct 52. The floating transport pallet 51 is in a floating state. In this state, the operational resistance to the transportation of the floating transportation pallet 51 in the rail direction can be made extremely small.

As a result, an operator applies force in the rail direction to the cargo (not shown) placed on the floating transportation pallet 51, and the cargo is easily transported together with the floating transportation pallet 51 by the covered vehicle BC. be able to. In place of the human power of the operator, a transfer mechanism for blowing compressed air onto the floating pallet 51 or the like may be provided so that the floating pallet 51 can be transferred in the rail direction.

Further, when the supply of compressed air to the duct 52 is stopped and the pressure in the duct 52 reaches atmospheric pressure, the floating transport pallet 51 is placed on the floor surface BCf by its own weight without floating.
At this time, the horizontal movement of the floating transport pallet 51 is restricted by the friction between the floating transport pallet 51 and the floor surface BCf and the guide rails 56 on both sides. Such movement restriction can eliminate the need for a dedicated fixing device. Further, it is preferable to stop the supply of compressed air to the duct 52 at a timing before the covered vehicle BC starts running, and it is possible to coincide with the timing of switching the use of the air control equipment in the covered vehicle BC.

Here, a transportation system to which the cargo transshipment base 10 of the above embodiment is applied will be described below with reference to FIG. 13 . FIG. 13 is an explanatory configuration diagram of a transportation system to which the cargo transshipment base of the embodiment is applied.

The transportation system 1000 has many departure and arrival points for loading and unloading the cargo F, but FIG. there is

The departure point 1001 can be a customer's house to which the freight F is sent, or a distribution center or a warehouse that accommodates, stores, and manages the freight F. FIG. At the departure point 1001, the cargo F is accommodated in the lidded pallet P1. Also, at the departure point 1001, the lidded pallet P1 containing the cargo F is loaded into the container CT loaded on the truck TR such as a tightening truck.

The lidded pallet P1 can adopt the configuration shown in FIG. 10A and has a size that can be accommodated in the container CT. For the entire covered pallet P1 and the base P1a of the covered pallet P1, it is possible to use the standard ULD (Unit Load Device) used by each airline or the ULD standardized (unified according to predetermined rules) for air transportation. can. Specifically, as the base P1a of the lidded pallet P1, a 96-inch pallet (3,175 mm×2,438 mm), which is the standard code PMC, can be exemplified.

The container CT is a standardized or virtually standardized container for freight transportation. Specifically, it is preferable to adopt a JR container of 12ft, and in addition, a JR container of 10ft or 20ft may be adopted.

The transportation system 1000 includes a cargo station 1004 where a container CT (cargo F, covered pallet P1) is transported from a departure point 1001 via a first link 1003. The first link 1003 is used for truck transportation (collection) by a truck TR.

At the freight station 1004, the container CT is transferred from the truck TR to the container car CC of the freight train FT. Such transshipment is performed within the premises of the cargo station 1004 by cargo handling equipment such as a forklift.

The transportation system 1000 further comprises a cargo transshipment base 1007 to which the container CT (cargo F) is transported from the cargo station 1004 via the second link 1006 . The second link 1006 is rail transportation on conventional lines by freight train FT.

Cargo transshipment base 1007 employs the configuration of cargo transshipment base 10 of the above-described embodiment. At the freight transshipment base 1007, the covered pallet P1 accommodated in the container car CC of the freight train FT is carried out onto the platform. Then, the covered pallet P1 is carried into the covered vehicle BC such as the freight Shinkansen via the moving mechanism of the platform, and the transshipment of the covered pallet P1 from the container car CC to the covered vehicle BC is completed.

The transport system 1000 further comprises a cargo transshipment base 1009 to which the covered pallet P1 (cargo F) is transported from the cargo transshipment base 1007 via the third link 1008 . The third link 1008 is used for high-speed line transportation such as bullet trains by covered vehicles BC.

The cargo transshipment base 1009 also employs the configuration of the cargo transshipment base 10 of the above-described embodiment. At the cargo transshipment base 1009, the covered pallet P1 accommodated in the covered vehicle BC is carried out onto the platform. Then, the covered pallet P1 is carried into the container car CC of the freight train FT via the moving mechanism of the platform, and the transshipment of the covered pallet P1 from the covered car BC to the container car CC is completed.

The transportation system 1000 further includes a cargo station 1012 to which a container CT (cargo F, covered pallet P1) is transported from a cargo transshipment base 1009 via a fourth link 1011 . The fourth link 1011 is for railway transportation on conventional lines by freight train FT. At the freight station 1012, the container CT is transferred from the container car CC of the freight train FT to the truck TR.

The transportation system 1000 transports a container CT (cargo F, covered pallet P1) from a cargo station 1012 to a destination 1002 via a fifth link 1013 . The fifth link 1013 is for truck transportation (collection) by truck TR.

At the freight station 1012, the container CT is transferred from the container car CC of the freight train FT to the truck TR. The destination 1002 can be a customer's house where the cargo F arrives, or can be exemplified by a distribution center or a warehouse that accommodates, stores, and manages the cargo F. FIG. At the destination 1002, the covered pallet P1 is unloaded from the container CT loaded on the truck TR, and the cargo F is taken out from the covered pallet P1.

The transportation system 1000 further includes a cross-dock 1015 to which the container CT (cargo F) is transported from the departure point 1001 via the sixth link 1014. The sixth link 1014 is for truck transportation (collection) by truck TR. A first link 1003 and a sixth link 1014 are selectively used as a transportation route from the departure point 1001 to the cargo transshipment base 1007 .

The cross dock 1015 is installed side by side with the cargo transshipment base 1007 or installed within the premises of the cargo transshipment base 1007, and accommodates, stores, and manages the lidded pallet P1. At the cross-dock 1015, the container CT loaded on the truck TR is unloaded, and the lidded pallet P1 is unloaded from the container CT. Also, in the cross-dock 1015, the lidded pallet P1 may be unloaded from the container CT still loaded on the truck TR. The cross-dock 1015 manages transportation, storage, etc. of the covered pallet P1 according to the timing of transshipment of the covered pallet P1 at the cargo transshipment base 1007 .

The transport system 1000 further comprises rail networks 1017, 1019 capable of transporting containers CT (cargo F) to and from cargo transshipment bases 1007, 1009. The railroad networks 1017 and 1019 are used for container transportation by freight trains (not shown), and the routes on which such freight trains run are freight-only routes throughout the country or in predetermined regions. It is preferable that the railway networks 1017 and 1019 have a plurality of dedicated freight lines, but a single line may also be used. Although not shown, a link may be provided between the railroad network 1017 and the departure point 1001 for truck transportation (collection) by the truck TR, and between the railroad network 1019 and the destination 1002, truck transportation (collection) by the truck TR may be provided. delivery) may be provided.

An intermediate station 1020 is provided in the middle of the high-speed rail transportation that serves as the third link 1008 . At the intermediate station 1020, the covered pallet P1 accommodated in the covered vehicle BC is transferred to the container CT loaded on the truck TR. Then, the container CT (covered pallet P1, cargo F) is transported from the intermediate station 1020 to the destination 1002 via the seventh link 1021 which is transported (delivered) by the truck TR.

The transportation system 1000 further comprises a cross dock 1023 that is installed alongside the cargo transshipment base 1009 or within the premises of the cargo transshipment base 1009 . A container CT (cargo F) is transported from the cross dock 1023 to the destination 1002 via the eighth link 1024 . The eighth link 1024 is for truck transportation (delivery) by truck TR. A fourth link 1011 and an eighth link 1024 are selectively used as transportation routes from the cargo transshipment base 1009 to the destination 1002 .

In the cross-dock 1023, the container CT is loaded onto the lidded pallet P1, and the container CT is loaded onto the truck TR. In the cross-dock 1023, the lidded pallet P1 may be loaded onto the container CT loaded on the truck TR. The cross-dock 1023 manages transportation, storage, etc. of the covered pallet P1 according to the timing of transshipment of the covered pallet P1 at the cargo transshipment base 1009 .

Transportation system 1000 further comprises an airport terminal 1027 through which containers CT (cargo F) are transported to and from cargo station 1012 via ninth link 1026 . A container CT (cargo F) may be transported from the cross dock 1023 to the airport terminal 1027 via the tenth link 1028 . The ninth link 1026 and tenth link 1028 are for truck transportation (delivery) by truck TR. Cargo aircraft FA take off and land at the airport terminal 1027, and the cargo F to be transported to the airport terminal 1027 is loaded on the open pallet P2.

At the airport terminal 1027, containers CT are loaded and unloaded onto trucks TR. Also, at the airport terminal 1027, the open pallet P2 on which the cargo F is loaded is accommodated in and unloaded from the container CT. At the airport terminal 1027, the open pallet P2 on which the cargo F is loaded is loaded and unloaded onto the cargo aircraft FA. Although not shown, a link may be provided between the airport terminal 1027 and the destination 1002 for truck transportation (collection) by the truck TR.

Cargo aircraft FA is operated in an air network for international transportation and domestic transportation in Japan, and transports open pallet P2 (cargo F) to another airport terminal (not shown). In the transportation system 1000, the cargo F to be transported at the airport terminal 1027 is loaded on the open pallet P2, and the other cargo F is loaded on the covered pallet P1, but the present invention is not limited to this. In the above description, the cargo F loaded on the lidded pallet P1 may be loaded on the open pallet P2, and the cargo F loaded on the open pallet P2 may be loaded on the lidded pallet P1.

Next, as an example, a description will be given of the flow of transportation from the departure point 1001 to the freight station 1004, the freight transshipment base 1007, the freight transshipment base 1009, the freight station 1012, and the destination 1002 in that order.

At the departure point 1001, the lidded pallet P1 containing the cargo F is loaded into the container CT, and the container CT is loaded onto the truck TR for collection. At this time, the lidded pallet P1 is sealed after the cargo F is accommodated, and the container CT is sealed after the lidded pallet P1 is loaded.

A container CT (cargo F, covered pallet P1) is transported from a departure point 1001 to a cargo station 1004 by transportation by a truck TR serving as a first link 1003 . At the freight station 1004, the container CT is transferred from the truck TR to the container car CC of the freight train FT. Before the container CT arrives at the freight station 1004 and after it is shipped, the container CT is kept sealed, and the lidded pallet P1 is also kept sealed.

From the cargo station 1004 , the container CT (cargo F, covered pallet P1) is transported to the cargo transshipment base 1007 by rail transportation on the conventional line serving as the second link 1006 . At the freight transshipment base 1007, the container CT mounted on the container car CC of the freight train FT is unsealed (opened), and the covered pallet P1 is carried out from the container CT. Then, the covered pallet P1 is carried into the stopped covered vehicle BC, and the covered pallet P1 is transferred from the container vehicle CC to the covered vehicle BC. During transshipment of the covered pallet P1 at the cargo transshipment base 1007, the sealing of the covered pallet P1 is maintained continuously.

From cargo transshipment base 1007 , covered pallet P<b>1 (cargo F) is transported to cargo transshipment base 1009 by high-speed line transportation serving as third link 1008 . At the freight transshipment base 1009, the covered pallet P1 accommodated in the covered vehicle BC is transferred to the container CT loaded on the container car CC of the freight train FT, and the container CT is sealed. During transshipment of the covered pallet P1 at the cargo transshipment base 1007, the sealing of the covered pallet P1 is maintained continuously.

From the cargo transshipment base 1009 , the container CT (cargo F, lidded pallet P1) is transported to the cargo station 1012 by rail transportation on the conventional line serving as the fourth link 1011 . At the freight station 1012, the container CT is transferred from the container car CC of the freight train FT to the truck TR. Before the container CT arrives at the cargo station 1012 and after it is shipped, the container CT is kept sealed, and the lidded pallet P1 is also kept sealed.

From the cargo station 1012 , the container CT (cargo F, covered pallet P1) is transported to the destination 1002 by transportation by the truck TR serving as the fifth link 1013 . At the destination 1002, the container CT loaded on the truck TR is unsealed (opened), and the covered pallet P1 is unloaded from the container CT. Furthermore, at the destination 1002, the lidded pallet P1 is unsealed (opened), and the cargo F is unloaded from the lidded pallet P1. The lidded pallet P1 is kept sealed until it is unloaded at the arrival point 1002 after being sealed at the departure point 1001 without being released.

In this way, the covered pallet P1 can be used consistently from the departure point 1001 to the arrival point 1002, and consistent palletization can be realized in the transport system 1000.

The transportation system 1000 shown in FIG. 13 can carry out transportation in the same manner even if the flow is in the opposite direction to the transportation described above. can be done with Also, although two points, the departure point 1001 and the arrival point 1002, have been described, the two points are only examples, and the cargo F can be transported between a number of points, and the cargo F can be transported by the transportation system 1000. A network is built for transportation.

Here, as the intermediate station 1020 provided in the middle of the high-speed line as described above, various configurations can be adopted. For example, the configurations shown in FIGS. FIG. 14 is a plan view of an elevated floor of an intermediate station as an example. FIG. 15 is a plan view of the ground floor of the intermediate station. FIG. 16 is a schematic cross-sectional view taken along line AA of FIGS. 14 and 15. FIG. FIG. 17 is a schematic cross-sectional view taken along line BB of FIGS. 14 and 15. FIG. Although the intermediate station 1020 shown in FIGS. 14 to 17 is a station that is not connected to a conventional line, a conventional line platform having the same configuration as the first platform 21 described above is provided on the ground floor 1020B. A conventional line may be drawn in by providing it. When a conventional line is drawn in in this way, it is also possible to connect to the conventional line by connecting a plurality of roller conveyors 37 and ball conveyors 38 like the connection conveying path 35 described above.

As shown in FIG. 14 , the intermediate station 1020 is provided midway between the inbound main line 61 and the outbound main line 71 that constitute the high-speed line 13 . In FIG. 14, the horizontal direction in the figure is the rail direction, and the up main line 61 and the down main line 71 extend, and in the illustrated example, the up main line 61 is arranged below the down main line 71 in the figure.

An inbound platform 63 is provided on the lower side of the inbound main line 61 in FIG. The inbound cargo handling line 62 branches off from the inbound main line 61 and is arranged substantially parallel in a range corresponding to the rail direction of the inbound platform 63 .

An outbound platform 73 is provided on the upper side of the outbound main line 71 in FIG. The outbound cargo handling line 72 branches off from the outbound main line 71 and is arranged substantially parallel in a range corresponding to the rail direction of the outbound platform 73 . In the illustrated example, the upstream cargo handling line 62 and the downstream cargo handling line 72 are provided in the same length and range, and the upstream platform 63 and the downstream platform 73 are provided in the same length and range in the rail direction. Here, the inbound main line 61, the inbound cargo handling line 62, the outbound main line 71 and the outbound cargo handling line 72 constitute an elevated track ER, and the inbound platform 63 and the outbound platform 73 constitute an elevated floor 1020A of the intermediate station 1020.

Elevating devices 64 , 65 , 74 , and 75 configured by elevators or the like are provided at the central portion in the rail direction of the ascending platform 63 and descending platform 73 . Each lifting device 64, 65, 74, 75 transports covered pallets and cargo (not shown in FIG. 15, see FIGS. 16 and 17) in the height direction between the ground floor 1020B shown in FIG. provided as possible. Here, although not particularly limited, in the illustrated example, the lifting devices 64 and 74 on the left side in FIG. Dedicated for transport from 1020A to ground floor 1020B.

The upward platform 63 and the downward platform 73 are each provided with a moving mechanism 80 having a configuration similar to the moving mechanism 30 of the above-described embodiment. The moving mechanism 80 includes a first transport path 81 provided adjacent to the lifting devices 64, 65, 74, and 75 in the sleeper direction instead of the first transport path 31 of the above-described embodiment. Further, the moving mechanism 80 is arranged between a second transport path 82 configured in the same manner as the second transport path 32 of the above-described embodiment, and between the first transport path 81 and the second transport path 82, and moves in the rail direction. and an extending intermediate transport path 83 .

The first conveying path 81 and the second conveying path 82 are composed of a plurality of roller conveyors 87 extending in the sleeper direction, like the roller conveyors 37 of the above embodiment. In addition, the second transport route 82 of the intermediate station 1020 may be configured to be installed over the entire rail direction of the up platform 63 and the down platform 73 in accordance with the door position (not shown) of the covered vehicle. With such a configuration, it is possible to easily load and unload the covered pallets and cargo designated to be carried in and out at the intermediate station 1020 to any covered vehicle, and the versatility of the equipment is improved and the flexibility of transshipment is taken into consideration. can be done.

The intermediate conveying path 83 is composed of a ball conveyor 88 . In the intermediate conveying path 83, two rows of ball conveyors 88 are arranged in the sleeper direction. Here, directions indicated by black and white arrows in FIG. In the intermediate conveying path 83, one of the two rows of ball conveyors 88 is used exclusively for carrying in the covered vehicles (not shown) stopped at each cargo handling line 62, 72, and the other is exclusively used for carrying out to the covered vehicles. .

As shown in FIG. 15, on the ground floor 1020B of the intermediate station 1020, a first ground transportation route is provided in an area connecting the lifting devices 64 and 65 of the up platform 63 and the lifting devices 74 and 75 of the down platform 73 in the direction of the sleepers. 91 is provided. Further, on the ground floor 1020B of the intermediate station 1020, a plurality of second ground transportation routes 92 are provided that are connected to both sides of the first ground transportation route 91 in the rail direction and extend parallel to the rail direction. Further, on the ground floor 1020B of the intermediate station 1020, a third ground transportation route 93 is provided that connects each of the second ground transportation routes 92 to the opposite side of the first ground transportation route 91 .

The first ground transport path 91 is configured by appropriately combining a plurality of roller conveyors 95 and a plurality of ball conveyors 96 . Therefore, on the first ground transportation route 91, covered pallets and cargo carried in and out from the lifting devices 64, 65, 74, 75 can be transported in both the direction of the sleepers and the direction of the rails, and the direction of transportation can be changed. It's becoming

The second ground transportation route 92 is composed of a roller conveyor 95 and transports lidded pallets and freight in the rail direction between the first ground transportation route 91 and the third ground transportation route 93 . In the second ground transport path 92, roller conveyors 95 are arranged in two or more rows in the sleeper direction. The third ground transport route 93 is mainly composed of a plurality of ball conveyors 96 arranged side by side, and can transport lidded pallets and cargo in both the direction of sleepers and the direction of rails, and the direction of transport can be changed. In addition, the directions indicated by black and white arrows in FIG. Here, in the second ground transportation route 92 positioned directly below the main up line 61 and the main down line 71, both black arrows and white arrows are shown, and the transportation direction is appropriately selected. For example, when a pallet transported by mistake is to be reloaded, when a pallet relayed between trains at the intermediate station 1020 is temporarily retained and transported again, or when the order of loading and unloading is changed due to handling of express cargo, etc. , the conveying direction is appropriately selected.

Here, the area enclosed by the dashed line on the left side of the third ground transportation route 93 on the left side in FIG. The shipping freight area 97 is an area for handling freight that is to be carried into covered vehicles that stop at each of the cargo handling lines 62 and 72 and then shipped. used as space. A roller conveyor 95 or a ball conveyor 96 may be arranged in the shipping cargo area 97 as required. A truck berth 97a for trucks for delivering covered pallets and cargo is provided at a position adjacent to the shipping cargo area 97 .

15, an area surrounded by a dashed line and denoted by reference numeral "98" is defined as an arrival cargo area 98. As shown in FIG. The arrival cargo area 98 is an area for handling cargo that has arrived after being unloaded from covered vehicles that stop at each of the cargo handling lines 62 and 72, and is a storage space for empty covered pallets and a work space for taking out cargo from covered pallets. used as A roller conveyor 95 or a ball conveyor 96 may be arranged in the arrival freight area 98 as required. A truck berth 98a for trucks delivering covered pallets and cargo is provided adjacent to the arrival cargo area 98 .

Each of the above-ground transportation routes 91 to 93 is provided at a position avoiding the pillars PL supporting the elevated tracks ER, the up platform 63 and the down platform 73 . Here, since the roller conveyors 95 and the ball conveyors 96 are arranged in two or more rows on each of the above-ground transportation routes 91 to 93, when carrying from the shipping cargo area 97 to the elevated floor 1020A, the covered vehicle can continue in a short time. Assuming a case, it is possible to wait for the turn of cargo to be transshipped on the ground floor 1020B. In addition, when transporting from the elevated floor 1020A to the arrival cargo area 98, when assuming a case in which covered pallets are sorted by destination or by shipper, those to be temporarily stored and those to be immediately loaded onto a truck, the above-ground floor 1020B It is possible to wait for the turn of cargo to be transshipped. This makes it possible to secure a buffer dedicated to the loading and unloading of covered vehicles departing from and arriving at the elevated floor 1020A.

As shown in FIG. 16 , the first conveying path 81 and the second conveying path 82 each have an area that slopes downward toward the intermediate conveying path 83 . The covered pallet P1 placed on the roller conveyors 87 of the first transport path 81 and the second transport path 82 is subjected to a force in the direction of moving toward the intermediate transport path 83 due to its own weight. The lidded pallet P1 placed on the ball conveyor 88 of the intermediate conveying path 83 can maintain its stopped position unless an intentional external force is applied.

As shown in FIG. 17 , the shipping cargo area 97 is provided over the elevated tracks ER, the up platform 63 and the down platform 73 , and a truck berth 97 a is provided below the up platform 63 . Although not shown, the arrival freight area 98 is also provided over the elevated tracks ER, the up platform 63 and the down platform 73 in the same way, and the truck berth 98a is provided below the up platform 63. In the explanation of the intermediate station 1020 shown in FIGS. 14 to 17, the case where the cargo F is stored in the lidded pallet P1 was explained, but the above-mentioned uncovered pallet P2 (see FIG. 10B) and the bogie RB (see FIG. 11) It may be changed as appropriate, such as accommodating cargo F in

TECHNICAL FIELD The present invention relates to a cargo transshipment base having a simplified configuration and capable of easily transshipping cargo between vehicles running on different tracks, and a moving mechanism using the same.

10 Cargo transshipment base 11 First conventional line (first line)
12 Second conventional line (first line)
13 High-speed line (second line)
20 Transshipment platform 30 Moving mechanism 31 First conveying path 31a Inclined part 31b Storage part 32 Second conveying path 33 Intermediate conveying path 37 Roller conveyor 38 Ball conveyor 40 Auxiliary member BC Covered vehicle BCa Entrance BCb Door CC Container car CT Container F Cargo FT1 First freight train FT2 Second freight train S1 Gap

Claims (11)

a first track and a second track on which trains for transporting freight can run;
a transshipment platform provided between the first track and the second track arranged side by side;
A cargo transshipment base provided on the transshipment platform and provided with a moving mechanism for moving the cargo between a train running on the first track and a train running on the second track,
The moving mechanism is
a first transport path adjacent to the first track;
a second transport route adjacent to the second track;
an intermediate transport route arranged between the first transport route and the second transport route;
The intermediate transportation route moves the cargo in the rail direction of the first track and the second rail and in the direction of reloading the cargo between the first transportation route and the second transportation route,
The first transport route moves the cargo in a direction connecting the first rail and the intermediate transport route,
A cargo transshipment base, wherein the second transport route moves the cargo in a direction connecting the second railroad track and the intermediate transport route, and has an installation area smaller than that of the first transport route. The first line is a conventional line,
The train running on the first track is configured by connecting a plurality of open vehicles on which containers are loaded,
The second line is a high-speed line,
The train that runs on the second track is characterized by being constructed by connecting a plurality of covered cars each having a loading/unloading port for the cargo formed in a part of the rail direction and a door for opening/closing the loading/unloading port. The cargo transshipment terminal according to claim 1, wherein The doors are provided on both sides in the sleeper direction of the train running on the second track,
3. The cargo transshipment base according to claim 2, wherein the first track, the transshipment platform, and the moving mechanism are provided on both sides of the second track in the sleeper direction. The transshipment platform and the movement mechanism on either one of the sleeper directions of the second track are used to carry in the cargo to a train running on the second track, and the transshipment platform and the movement mechanism on either one of the other 4. The cargo transshipment terminal according to any one of claims 1 to 3, wherein the mechanism is used for unloading the cargo from the train running on the second track. 2. The cargo transshipment base according to claim 1, further comprising a connecting conveying route connecting said intermediate conveying routes on both sides of said second track in the sleeper direction. The first conveying route and the second conveying route are configured by a roller conveyor that has a plurality of rollers arranged in parallel to move the cargo in a linear direction,
2. The cargo transshipment base according to claim 1, wherein the intermediate conveying route comprises a ball conveyor that has a plurality of balls arranged side by side and moves the cargo in an arbitrary direction along a substantially horizontal direction. . 7. The cargo transshipment base according to claim 6, wherein a gap is formed between a plurality of said roller conveyors in said first conveying route and said second conveying route. 2. The cargo transshipment base according to claim 1, wherein said first conveying path and said second conveying path have areas that slope in a direction that gradually descends toward said intermediate conveying path. 2. The cargo transshipment according to claim 1, wherein the first conveying route includes an inclined portion that slopes in a direction that gradually descends toward the intermediate conveying route, and a storage portion along the horizontal direction. base. Auxiliary member for assisting movement of the cargo between the train running on the first track and the first transport route and/or between the train running on the second track and the second transport route is detachably provided,
2. The cargo transshipment terminal according to claim 1, wherein said auxiliary member is provided to be foldable. At a freight transshipment base comprising a first track and a second track on which trains transporting freight can run, and a transshipment platform provided between the first track and the second track arranged side by side. , a movement mechanism for moving the cargo between a train running on the first track and a train running on the second track on the transshipment platform,
a first transport path adjacent to the first track;
a second transport route adjacent to the second track;
an intermediate transport route arranged between the first transport route and the second transport route;
The intermediate transportation route moves the cargo in the rail direction of the first track and the second rail and in the direction of reloading the cargo between the first transportation route and the second transportation route,
The first transport route moves the cargo in a direction connecting the first rail and the intermediate transport route,
A movement mechanism used in a cargo transshipment base, wherein the second transport route moves the cargo in a direction connecting the second rail and the intermediate transport route, and has an installation area smaller than that of the first transport route. .

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