WO2023000921A1 - 一种轨桥一体捷运***及翻坝运输*** - Google Patents

一种轨桥一体捷运***及翻坝运输*** Download PDF

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Publication number
WO2023000921A1
WO2023000921A1 PCT/CN2022/101177 CN2022101177W WO2023000921A1 WO 2023000921 A1 WO2023000921 A1 WO 2023000921A1 CN 2022101177 W CN2022101177 W CN 2022101177W WO 2023000921 A1 WO2023000921 A1 WO 2023000921A1
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WIPO (PCT)
Prior art keywords
assembly
track
bridge
composition
loading
Prior art date
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PCT/CN2022/101177
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English (en)
French (fr)
Inventor
向正新
苏利杰
崔灿
王全虎
彭全海
刘爱文
梅琨
黄美林
陈治国
Original Assignee
中车长江运输设备集团有限公司
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Publication of WO2023000921A1 publication Critical patent/WO2023000921A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
    • B65G63/02—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge
    • B65G63/022—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge for articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
    • B65G63/06—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially-vertical transit
    • B65G63/062—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially-vertical transit for articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G67/00—Loading or unloading vehicles
    • B65G67/60—Loading or unloading ships
    • B65G67/603—Loading or unloading ships using devices specially adapted for articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries

Definitions

  • the disclosure belongs to the technical field of cargo loading, unloading and transshipment equipment, and in particular relates to a rail-bridge integrated rapid transit system and a dam overturning transportation system.
  • the front of the shoreline of the inland river generally uses a quay bridge to dock with the ship.
  • the quay bridge is installed on the shore of the port wharf, and the ground of the quay is laid with tracks.
  • the door frame of the quay bridge is composed of a cart walking equipment, and the quay bridge is driven by the cart walking equipment to walk along the track, that is, the longitudinal direction of the river bank.
  • the lifting trolley is installed on the front girder of the quay bridge, and the lifting trolley can realize the lifting of goods (such as containers) and the vertical movement along the river bank (along the direction of the bridge).
  • the bridge frame of the quayside bridge is required to run longitudinally (horizontal bridge direction) along the river bank.
  • This disclosure provides a track-bridge integrated rapid transit system and a dam overturning transportation system, which perfectly matches the grabbing and transportation equipment at the front of the shoreline with the empty rail, so that the empty rail system can realize the engineering application of container transportation at the front of the inland river shoreline, through
  • One or more implementations of the present disclosure solve the technical problem of poor connection of multimodal transport equipment in the prior art during container transshipment.
  • the first aspect of the present disclosure provides a track-bridge integrated rapid transit system, including a bridge frame, a loading and unloading lifting device and a loading device; wherein: the bridge frame is set on the river bank, and the bridge frame is provided with a The track of the system constitutes the track installation position; the loading and unloading lifting device is installed on the bridge, and the loading and unloading lifting device reciprocates on the bridge to dock the ship and the changing device; The changing device is arranged in the area below the loading and unloading lifting device and the track installation position, and the changing device moves back and forth in the area below the loading and unloading lifting device and the track installation position, so as to The loading and unloading lifting device is docked with the empty rail system.
  • the second aspect of the present disclosure provides a dam overturning transportation system, including two rail-bridge integrated rapid transit systems and an empty rail system of the first aspect; the two rail-bridge integrated rapid transit systems are respectively arranged on the river dam On the upstream river bank and the downstream river bank; the empty rail system connects the two rail-bridge integrated rapid transit systems to transfer goods between the two rail-bridge integrated rapid transit systems.
  • Fig. 1 shows a schematic structural view of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 2 shows a first schematic structural view of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 3 shows a second structural schematic diagram of a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 4 shows a schematic structural view of bridges in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 5 shows a schematic structural diagram of leg components in a bridge frame according to one or more embodiments of the present disclosure.
  • Fig. 6 shows a schematic structural diagram of main girders in a bridge frame according to one or more embodiments of the present disclosure.
  • Fig. 7 shows a first structural schematic diagram of a main beam composition according to one or more embodiments of the present disclosure.
  • Fig. 8 shows a schematic structural diagram of the composition of the upper frame in the bridge according to one or more embodiments of the present disclosure.
  • Fig. 9 shows a partial enlarged view at A of a bridge frame according to one or more embodiments of the present disclosure.
  • Fig. 10 shows a partial enlarged view at B of a bridge frame according to one or more embodiments of the present disclosure.
  • Fig. 11 shows a schematic structural view of a loading, unloading and lifting device in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 12 shows a schematic structural diagram of a replacement device in a rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 13 shows a schematic structural diagram of the composition of the changing platform in the changing device according to one or more embodiments of the present disclosure.
  • Fig. 14 shows a diagram 1 of the vertical movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 15 shows a diagram 2 of the vertical movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 16 shows a diagram 1 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 17 shows a diagram 2 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 18 shows a diagram 3 of the lateral movement use state of the rail-bridge integrated rapid transit system according to one or more embodiments of the present disclosure.
  • Fig. 19 shows a schematic structural diagram of a dam overturning transportation system according to one or more embodiments of the present disclosure.
  • 300-empty track system 310-track composition; 320-cargo moving car.
  • 400-replacement device 410-replacement platform composition, 411-front beam assembly, 412-rear beam assembly, 413-longitudinal beam assembly, 414-strengthening beam assembly, 415-bolt plate assembly, 420 -replacement transfer car; 430-replacement track; 440-protection and accessories.
  • the present disclosure provides a rail-bridge integrated rapid transit system, which will The grabbing and transportation equipment at the front of the shoreline is perfectly matched with the empty rail, which enables the empty rail system to realize the engineering application of container transportation at the front of the inland river shoreline.
  • the basic idea of the present disclosure is as follows:
  • a rail-bridge integrated rapid transit system includes a bridge frame, a loading and unloading lifting device and a loading and unloading device.
  • the bridge frame is set on the river bank and can extend above the ships in the river.
  • the structure of the bridge frame has been improved for the existing quay bridge.
  • the bridge frame is equipped with a track installation position for the track composition of the empty track system.
  • the rail system can be directly installed in the bridge frame; the loading and unloading lifting device is installed on the bridge frame, and the loading and unloading lifting device moves back and forth on the bridge frame.
  • the loading and unloading device is set in the area below the loading and unloading lifting device and the track installation position, and the changing device can move back and forth, and the changing device can directly connect the loading and unloading lifting device and the empty rail system, so that the goods can be moved between Transfer between the loading and unloading lifting device and the empty rail system.
  • the track-bridge integrated rapid transit system realized by the present disclosure realizes the seamless connection between ship transportation and the mature empty rail system through the bridge frame, loading and unloading lifting device and changing device, so that the empty rail system realizes the container at the frontier of the inland river bank
  • the engineering application of transportation has opened up a new type of transportation scenario for the air rail system and promoted the development of multimodal transportation.
  • a rail-bridge integrated rapid transit system includes a bridge frame 200 , a loading and unloading lifting device 100 and a loading and unloading device 400 .
  • the bridge frame 200 is arranged on the river bank, and the front end of the bridge frame 200 can extend above the ship 600 in the river channel.
  • the bridge frame 200 is provided with a track installation for the track composition 310 of the empty rail system 300 to pass through.
  • the empty rail system 300 can be directly installed in the bridge frame 200 .
  • the loading and unloading lifting device 100 is installed on the bridge frame 200, and the loading and unloading lifting device 100 can reciprocate on the bridge frame 200.
  • the loading and unloading lifting device 200 can directly connect the ship 600 and the transshipment device 400, so as to realize the cargo on the ship 600 and the transshipment device. Transshipment between 400.
  • the changing device 400 is set in the area below the loading and unloading lifting device 100 and the track installation position 201, and the changing device can move back and forth, that is, the changing device 400 can be in the area below the loading and unloading lifting device 100 and the empty rail system 300 Shuttle movement, thereby directly docking the loading and unloading lifting device 100 and the empty rail system 300 , realizing the transfer of goods between the loading and unloading lifting device 100 and the empty rail system 300 .
  • the loading and unloading lifting device 100 moves along the bridge frame 200 to above the ship 600 , and the loading and unloading lifting device 100 transfers the goods on the ship 600 to the top of the changing device 400 .
  • the changing device 400 starts to move after receiving the goods, and transfers the goods to the bottom of the empty rail system 300, and the goods are transported to the remote end by the empty rail system 300.
  • the vehicle-ship container direct picking method is adopted to directly lift, transfer and store the goods, making the loading, unloading and transshipment operations of the goods more flexible.
  • the bridge frame 200 is the support base of the system, and the empty rail system 300 , the loading and unloading lifting device 100 and the replacement device 400 are either installed on the bridge frame 200 or supported and fixed by the bridge frame 200 .
  • the bridge frame 200 of the present disclosure can be obtained by setting the rail installation position 201 on the outrigger or back beam of the existing quay bridge.
  • the specific structure of the rail installation position 201 can refer to the empty rail Tracks in system 300 make up 310 mounting structures.
  • the specific structure of the bridge frame and its track installation position 201 is not limited in this disclosure.
  • the bridge frame 200 includes a front girder 231 , a rear girder 232 , an outrigger assembly 250 and a corbel assembly 260 .
  • the front girder 231 is provided with a loading and unloading rail composition 240 along its axial direction.
  • the loading and unloading lifting device 100 is installed on the front girder 231 , and the loading and unloading lifting device 100 can reciprocate along the loading and unloading rail composition 240 .
  • the changing device 400 is installed on the leg assembly 250 of the bridge frame 200 .
  • the corbel composition 260 is arranged in the outrigger composition 250, and the corbel composition 260 is connected with the rear girder 232, and the corbel composition 260 is used for installing the rail composition 310 of the empty rail system 300, that is, the corbel composition 260 constitutes the above-mentioned rail installation position 201 .
  • the bridge frame 200 of the present disclosure cancels the counterweight on the rear girder, and designs the corbel composition 260 for the empty rail system 300.
  • the specific structure of the corbel composition 260 please refer to the empty rail system 300
  • the middle support piles form a support structure of 310 to the track, and the specific content will not be explained here.
  • the bridge frame 200 provided in this embodiment includes an upper frame composition 210 , an outrigger composition 250 , a main girder composition 230 , a tie rod composition 220 , a loading and unloading track composition 240 and a corbel composition 260 .
  • the upper frame composition 210, the outrigger composition 250, the main girder composition 230 and the tie rod composition 220 constitute the main frame of the bridge frame 200
  • the upper frame composition 210 is located at the top of the main frame
  • the outrigger composition 250 is located at the bottom of the main frame.
  • the main beam composition 230 is located between the upper frame composition 210 and the outrigger composition 250, and the main beam composition 230 is perpendicular to the upper frame composition 210 and the outrigger composition 250, and one end of the main beam composition 230 is fixed on the upper frame composition 210 and the outrigger composition. Between the leg components 250, a rear beam 232 is formed, and the other end of the main beam component 230 protrudes to form a front beam 231, which is a cantilever beam.
  • the two ends of the tie rod composition 220 are respectively connected to the upper frame composition 210 and the main beam composition 230, and the upper frame composition 210 and the front beam 231 are connected through the tie rod composition 220, and the upper frame composition 210 and the rear frame composition 232 are used to ensure the rigidity of the main beam composition 230 and The overall stability of the bridge frame 200.
  • the loading and unloading rail composition 240 is arranged on the front beam 231 along the axial direction of the main beam composition 230, and is used for installing a device for loading and unloading lifting goods.
  • the corbel composition 260 is set in the outrigger composition 250, and the corbel composition 260 is connected with the rear girder 232.
  • the corbel composition 260 can support the track composition 310 of the existing empty rail system 300, so that the empty rail system 300 is directly installed on the In the bridge frame 200 , the installation position formed by the corbel assembly 260 can serve as the track installation position 201 .
  • the bridge frame 200 provided in this embodiment also includes a fence and accessories 270 .
  • flange interfaces are reserved for each component, and the final connections are all bolted.
  • the upper frame component 210, the outrigger component 250 and the main beam component 230 are all designed in sections, and each part is connected by flanges, which can meet the requirements of ordinary road transportation. The structure of each component of the bridge frame 200 will be described in detail below.
  • the outrigger composition 250 is one of the core components of the bridge frame 200.
  • the weight of the bridge frame 200 and the loads of the loading and unloading lifting device 100 and the goods carried on the bridge frame 200 are all borne by the outrigger composition 250.
  • Its structure is rigorously designed for its force characteristics.
  • the structural design of the bridge frame 200 adopts a four-leg structure, and the outriggers are connected together by beams to ensure the overall stability of the outriggers.
  • the outrigger composition 250 is designed as a double-layer structure, including an upper outrigger 2501 and a lower outrigger 2502, and between the upper outrigger 2501 and the lower outrigger 2502 A connection layer 2503 for connection is provided between them. As shown in FIG. 5 , a connection layer 2503 is provided with a reserved connection interface 259 for connecting to other devices.
  • the upper floor support leg 2501 and the lower floor support leg 2502 the upper floor support leg 2501 is used to install the girder composition 230, and the lower floor support leg 2502 mainly plays a load-bearing role.
  • the outrigger composition 250 includes two front upper outrigger assemblies 251, two rear upper outrigger assemblies 255, two upper beam assemblies 252, a front connection assembly 253, a rear connection assembly 256, two Middle beam assembly 257, two front lower outrigger assemblies 254 and two rear lower outrigger assemblies 258.
  • two front upper outrigger assemblies 251 are connected into an H-shaped structure through one of the upper beam assemblies 252, two rear upper outrigger assemblies 255 are connected into an H-shaped structure through another upper beam assembly 252, and two The H-shaped structure constitutes the upper leg 2501;
  • the front connection assembly 253 and the rear connection assembly 256 are connected into a rectangular frame structure through two middle beam assemblies 257, forming the connection layer 2503;
  • the two front lower leg assemblies 254 are respectively connected to The two ends of the front connection assembly 253 are connected, and the two rear lower outrigger assemblies 258 are respectively connected with the two ends of the rear connection assembly 256 to form the lower leg 2502 .
  • the front upper outrigger assembly 251, the front lower outrigger assembly 254, the rear upper outrigger assembly 255 and the rear lower outrigger assembly 258 all adopt a box-shaped structure welded by plates, and the middle part of the box-shaped structure is provided with Reinforce the partition to ensure the stability of the structure.
  • the outrigger composition 250 is designed in combination with the overall force characteristics of the bridge frame 200, and the analysis shows that there is a large difference in the force of the front and rear outriggers. Therefore, the front and rear outriggers are individually designed according to their force characteristics.
  • the cross-sectional dimension of the lower outrigger assembly 254 is larger than that of the rear upper outrigger assembly 255 and the rear lower outrigger assembly 258, so as to ensure that the strength of the outrigger matches the load.
  • the front connecting assembly 253 is connected with the front upper leg assembly 251 and the front lower leg assembly 254 through a flange structure; the rear connection assembly 256 is connected with the rear leg assembly through a flange structure.
  • the upper outrigger assembly 255 is connected to the rear lower outrigger assembly 258; the front connecting assembly 253 and the rear connecting assembly 256 are both provided with reserved connection interfaces 259.
  • the front connection assembly 253 and the rear connection assembly 256 realize the connection with the three-side interface (the front/rear upper leg assembly 255, the front/rear lower leg assembly 258 and the middle beam assembly 257) through the arc transition , which also avoids stress concentration in the structure and ensures the overall stability of the outrigger component 250 .
  • the main girder component 230 is another core component of the bridge frame 200.
  • a longer main girder cantilever namely the front girder 231
  • the front girder 231 is designed according to its functional requirements, as shown in FIG. 6 .
  • a certain pre-arch is set on the front beam 231, as shown in Figure 7, to resist the downward deflection of the front cantilever, the amount of pre-arch d (d represents the pre-bending Vertical height) is calculated according to the cantilever length of the front frame 231 and the load.
  • the front girder 231 is designed as a pre-arched beam to reduce the impact of the uneven movement of the loading and unloading lifting device 100 due to the downward deflection of the cantilever.
  • the main beam composition 230 is manufactured in sections.
  • the two-span main beam is divided into 6 sections, as shown in Figure 7, wherein the front span is the front span.
  • the crossbeam 231 is divided into two sections, and the rear crossbeam 232 is one section.
  • a vertical arm 233 is provided in the middle of the rear beam 232 for mounting the corbel assembly 260 .
  • the structural design of the upper frame composition 210 and the tie rod composition 220 is to increase the rigidity of the main beam composition 230 .
  • the upper frame composition 210 mainly provides a fulcrum for the tie rod composition 220 to ensure the stability of the tie rod composition 220 , and the tie rod composition 220 pulls the main beam composition 230 .
  • the upper frame composition 210 includes a column assembly 211 , a bent joint assembly 212 and a connecting beam assembly 213 , which are frame-shaped as a whole, and the two column assemblies of the upper frame composition 210 211 are respectively connected with the middle connection section 234 of the two-span main beam of the main beam composition 230 .
  • the design of the elbow joint assembly 212 avoids stress concentration in the structure.
  • the upper frame composition 210 also adopts a box-shaped structure design, and in order to ensure the later transportation and installation, it adopts the form of segmented flange connection.
  • the tie rod assembly 220 includes a tie rod assembly 221 , a support assembly 222 and a central pin assembly 223 .
  • the tie rod assembly 221 includes a tie rod plate 2211 and a tie rod 2212.
  • the tie rod 2212 is made of a steel pipe, that is, the tie rod assembly 221 is welded by the tie rod plate 2211 and the steel pipe.
  • the support assembly 222 includes two support plates 2221 and several rib plates 2222, the rib plates 2222 are to ensure the connection strength of the support plates 2221, the support assembly 222 and the tie rod plate 2211 of the tie rod assembly 221 pass through the central pin assembly 223 connection fixed.
  • the tie rod composition 220 is used to connect the main beam composition 230 and the upper frame composition 210
  • the two ends of the main beam composition 230 and the upper frame composition 210 are provided with a support assembly 222, in order to ensure The connection strength of the support, the support assembly 222 on the main beam composition 230 is installed on the profiled plate 235 of the main beam component 230, and the profiled plate 235 adopts a fish-belly structure design, providing for the design of the support assembly 222 Sufficient space ensures the design strength of the bearing assembly 222.
  • the bridge frame 200 of this embodiment can be perfectly matched with the existing empty rail system 300 by setting the corbel composition 260 in the outrigger composition 250.
  • the empty rail system 300 acts as the counterweight of the bridge frame 200, making the The bridge frame 200 does not require an additional counterweight mechanism, the overall force is reasonable, and it has a high anti-overturning capability;
  • the bridge frame 200 adopts the above-mentioned structural layout mode, which is beneficial to the structural force of the rail-bridge system, improves the anti-overturning ability of the system, and also reduces the design requirements of the pier column foundation.
  • the loading and unloading lifting device 100 can adopt the trolley traveling mechanism of the existing quay crane system, or other cargo transportation devices, and the specific structure is not limited in this disclosure.
  • the loading and unloading lifting device 100 includes a translation car 110, a track beam 120 and a lifting car 130; 110 is provided with a connecting hanger 111; the track beam 120 is installed on the connecting hanger 111 of the translation vehicle 110, and the axis of the track beam 120 is perpendicular to the translation direction of the translation vehicle 110, and the function of the track beam 120 is to provide a lift for the lifting vehicle 130.
  • the walking track makes the hoisting vehicle 130 able to walk along the track beam 120, that is, along the longitudinal direction (cross bridge direction) of the river bank; Longitudinal (transverse bridge direction) transfer, lifting car 130 is installed on the track beam 120, and lifting car 130 comprises vehicle frame composition 131, track traveling mechanism 132, spreader 134 and the hoisting mechanism 133 that is used to lift spreader 134, and track traveling mechanism 132 and the lifting mechanism 133 are installed on the vehicle frame composition 131 respectively, and the track running mechanism 132 cooperates with the track beam 120 so that the lifting vehicle 130 moves along the track beam 120 under the drive of the track running mechanism 132 .
  • the track beam 120 is provided with a trolley line power taking device 140 for supplying power to the lifting vehicle 130 .
  • the track beam 120 Since the track beam 120 has a certain length, the track beam 120 is generally driven to move by a plurality of translational vehicles 110, that is, the loading and unloading lifting device 100 includes N translational vehicles 110, and the N translational vehicles 110 are sequentially arranged along the axial direction of the track beam 120.
  • the track beam 120 is installed on the connecting hangers 111 of N translation vehicles 110 , and each translation vehicle 110 should be evenly and symmetrically distributed on the track beam 120 to avoid uneven stress on the track beam 120 .
  • the specific number of lifting vehicles 130 can also be set to a plurality, that is, the loading and unloading lifting device 100 includes N-1 lifting vehicles 130, and the N-1 lifting vehicles 130 are respectively installed on the track beam 120 and adjacent to each other.
  • a lifting car 130 is set between the two translation cars 110 .
  • the loading and unloading lifting device 100 includes three translation vehicles 110, one rail beam 120 and two lifting vehicles 130.
  • the three translation vehicles 110 are respectively installed On the front girders 231 of the three bridge frames 200, the two translation vehicles 110 located on the outside are provided with a translation travel mechanism, and the translation vehicle 110 in the middle is only used for support and guidance, and the translation travel mechanism drives the translation vehicle 110 along the axis of the track beam 120 to walk.
  • the specific structure of the translation traveling mechanism can refer to any existing traveling mechanism, such as the trolley traveling mechanism of the quay crane system, and the specific structure of the translation traveling mechanism is not limited in this disclosure.
  • the translation travel mechanism includes a motor, a reducer, a transmission shaft and a road wheel connected in sequence, and the translation vehicle 110 in the middle is also equipped with a transmission shaft and a road wheel for walking on the track.
  • the motor therefore, the translation car 110 in the middle is not used for driving, but only plays the role of support and guidance.
  • the loading, unloading and lifting device 100 can independently complete the transfer of goods in the longitudinal direction of the river bank (horizontal bridge direction), the river bank vertical direction (along the bridge direction) and the vertical direction, so the bottom of the bridge frame 200 can cancel the cart traveling mechanism of the existing quay bridge, and the system
  • the foundation only needs to be based on fixed pile foundations.
  • the bridge frame 200 is directly installed on the fixed pile foundation, and the outrigger components 250 of the bridge frame 200 are connected and fixed to the pile foundation through anchor bolts.
  • the changing device 400 is arranged in the area below the loading and unloading lifting device 100 and the empty rail system 300. Considering the installation height of each equipment, the changing device 400 is installed on the outrigger component 250 of the bridge frame 200, for example, on the outrigger component 250
  • the changing device 400 is installed on the connecting layer 2503 of the bridge, of course, the changing device 400 can also be supported by two bridges 200 at the same time. In one or more embodiments, the changing device 400 is installed on the reserved connection interfaces 259 of two adjacent bridges 200 . Since the changing device 400 needs to be supported by two bridge frames 200 at the same time, the number of bridge frames 200 should be more than two. The number of changing devices 400 is one less than the number of bridge frames 200, ensuring that each changing device 400 is installed between two adjacent bridge frames 200 respectively.
  • the changeover device 400 comprises a changeover platform composition 410, a changeover transfer car 420 and a changeover track 430, the changeover track 430 is formed and installed on the changeover platform composition 410, and the changeover transfer car 420 is formed along the changeover track 430 Move to dock the loading and unloading lifting device 100 and the empty rail system 300; the outrigger component 250 of the bridge frame 200 is provided with a reserved connection interface 259, and the replacement platform component 410 is installed on the bridge frame 200 through the reserved connection interface 259.
  • the replacement track 430 is also provided with a stopper component, which is mainly used to provide the track limit function for the replacement transfer vehicle 420 .
  • the changing device 400 provided in this embodiment also includes a protective and accessory component 240 .
  • the replacement platform composition 410 mainly provides structural support for the replacement device 400, and a cantilever with a certain length is designed according to the system requirements for the front-end box connection operation.
  • the transfer transfer vehicle 420 mainly realizes the longitudinal (according to the bridge) transportation of goods to the bottom of the empty rail line, and has a jacking function, which meets the functional requirements of the cargo moving vehicle 320 of the empty rail system 300 for container grabbing operations.
  • 420 can refer to any existing rail cargo transfer vehicle, such as the container 500 transfer vehicle of the empty rail system 300, and the specific structure of the replacement transfer vehicle 420 is not limited in this disclosure.
  • the changeover platform composition 410 is mainly designed according to the changeover transfer vehicle 420, see Fig. 12 and Fig. 13 for details, in one or more embodiments, the changeover platform composition 410 includes a front crossbeam assembly 411 and a rear crossbeam assembly 412 , longitudinal beam assembly 413, reinforcing beam assembly 414 and bolted plate assembly 415.
  • the front crossbeam assembly 411 and the rear crossbeam assembly 412 are connected as a whole through the longitudinal beam assembly 413, and the center of the front crossbeam assembly 411 protrudes forward to form a cantilever, which is used for front-end connection box operation;
  • the reinforcement beam assembly 414 is installed on the longitudinal
  • the bolted plate assembly 415 is arranged on the front beam assembly 411 and the rear beam assembly 412 for connecting the replacement platform assembly 410 and the bridge frame 200 .
  • the rail-bridge integrated MRT system provided in this embodiment is equipped with a corresponding master control system and detection device, the master control system and the detection device work in the conventional connection mode disclosed in the related art, and the detection signal of the detection device includes but is not limited to the spreader 134 moving position signal, translation car 110 moving position signal, lifting car 130 moving position signal, etc.
  • the track-bridge integrated rapid transit system controls the loading and unloading lifting device 100 to drive the container 500 spreader 134 through the positioning of the container 500 on the ship 600.
  • the captain, the same below moves to realize the centering operation of the container 500.
  • the lateral movement of the container 500 is shown in FIG. 14 and FIG. 15 , the lifting vehicle 130 drives the spreader 134 to move along the track beam 120 , so that the spreader 134 is horizontally aligned with the container 500 with hoisting.
  • the longitudinal movement of the container 500 is shown in Figures 16 and 18.
  • the three translational vehicles 110 drive the track beam 120 and the lifting vehicle 130 to move along the front beam 231 of the bridge frame 200, so that the spreader 134 is longitudinally aligned with the container 500 with hoisting.
  • the lifting vehicle 130 hoists, lowers the spreader 134, grabs the container 500 on the ship 600, and then lifts the container 500 to a safe height.
  • the track-bridge integrated rapid transit system judges that the container grabbing operation is completed, and identifies the distance between the grabbed container 500 and the No. 1 and No. 2 reloading platforms, and selects the nearest platform to realize the unloading operation.
  • the lifting vehicle 130 and translational vehicle 110 of the loading and unloading lifting device 100 drive the container 500 to perform horizontal and vertical adjustments to realize the centering operation between the container 500 and the transfer vehicle 420 of the transshipment device 400 Drop boxes on the 420.
  • the rail-bridge integrated MRT system judges that the unloading operation process of the container 500 is completed, and the loading and unloading transfer vehicle drives the container 500 to move in the longitudinal direction, arrives at the bottom of the designated empty rail line and stops, and lifts the container 500 to the designated height.
  • the freight car 320 of the empty rail system 300 realizes the container grabbing operation, and then transports the container 500 to a designated location.
  • the empty rail system 300 and the loading and unloading lifting device 100 are seamlessly connected through the loading and unloading device 400, and the "vehicle-ship" container direct picking method is adopted.
  • Direct lifting, transshipment and stacking of container 500 reduces the number of precise positioning of reloading container 500, improves system transportation efficiency, conforms to the development direction of intelligent container 500 stations, and realizes rail-water combined transportation of railway container 500, making the loading, unloading and transshipment of goods more efficient flexible.
  • a dam overturning transportation system is provided.
  • the system adopts the empty rail system 300 to realize the dam overturning operation mode of "cargo can't pass the ship" in view of the difficulty and slowness of inland waterway ships to cross the dam. .
  • the dam overturning transportation system includes an empty rail system 300 and two rail-bridge integrated rapid transit systems according to the first aspect of the present disclosure.
  • the two rail-bridge integrated rapid transit systems are respectively arranged on the river bank upstream and downstream of the river dam 700
  • the two rail-bridge integrated MRT systems are integrated through the docking of the empty rail system 300.
  • the empty rail system 300 is arranged on the river bank along the flow direction of the river, and the empty rail system 300 extends upstream and downstream of the river dam 700. And the river dam 700 covering the river course.
  • a plurality of bridge frames 200 of the two rail-bridge integrated MRT systems are respectively arranged on the upstream and downstream river banks of the dam 700 , and the empty rail system 300 is respectively docked with the loading and unloading lifting device 100 of each bridge frame 200 .
  • the specific number of bridge frames 200 depends on the transport capacity of the inland waterway ship 600, which is not limited in the present disclosure.
  • the number of bridge frames 200 is 6, wherein 3 bridge frames 200 are arranged on the river bank upstream of the dam 700, and the remaining 3 bridge frames 200 are arranged on the river bank downstream of the river dam 700; the 3 bridge frames upstream 200 and the three downstream bridge frames 200 are respectively provided with a set of unloading and lifting device 100 , so that the spreader 134 of the loading and unloading lifting device 100 can move among the three bridge frames 200 .
  • the loading and unloading lifting device 100 includes 3 translation vehicles 110, 1 track beam 120 and 2 lifting vehicles 130; among the 3 translation vehicles 110, the 2 translation vehicles 110 on the outside are provided with a translation travel mechanism, and the track beam 120 passes through 3
  • the connection suspension 111 of a translation vehicle 110 is installed and fixed, and the two lifting vehicles 130 are arranged axially along the track beam 120; the three bridge frames 200 of the upstream and the three bridge frames 200 of the downstream are respectively provided with two changing devices 400, each The changing device 400 is respectively installed between two adjacent bridge frames 200 .
  • the upstream track-bridge integrated rapid transit system controls the loading and unloading lifting device 100 to drive the container 500 spreader 134 through the positioning of the container 500 on the ship 600 in the horizontal direction (horizontal bridge direction, parallel to the length direction of the ship 600, the same below) and longitudinal ( Move along the direction of the bridge, perpendicular to the length direction of the ship 600, the same below), to realize the centering operation of the container 500.
  • the lateral movement of the container 500 is shown in FIG. 14 and FIG. 15
  • the lifting vehicle 130 drives the spreader 134 to move along the track beam 120 , so that the spreader 134 is horizontally aligned with the container 500 with hoisting.
  • the longitudinal movement of the container 500 is shown in Figures 16 and 18.
  • the three translational vehicles 110 drive the track beam 120 and the lifting vehicle 130 to move along the front beam 231 of the bridge frame 200, so that the spreader 134 is longitudinally aligned with the container 500 with hoisting.
  • the lifting vehicle 130 hoists, lowers the spreader 134, grabs the container 500 on the ship 600, and then lifts the container 500 to a safe height.
  • the upstream rail-bridge integrated rapid transit system judges that the container grabbing operation is completed, and identifies the distance between the 500 grabbed containers and the No. 1 and No. 2 reloading platforms, and selects the nearest platform to realize the container dropping operation.
  • the lifting vehicle 130 and translational vehicle 110 of the upstream loading and unloading lifting device 100 drive the container 500 to perform horizontal and vertical adjustments, so as to realize the centering operation between the container 500 and the reloading transfer vehicle 420 of the reloading device 400, and realize the alignment during the reloading and transfer. Pick up the drop box on the car 420.
  • the upstream track-bridge integrated MRT system judges that the unloading operation process of the container 500 is completed, and the loading and unloading transfer vehicle drives the container 500 to move in the longitudinal direction, arrives at the bottom of the designated empty rail line and stops, and lifts the container 500 to the designated height.
  • the cargo moving vehicle 320 realizes the container grabbing operation, and then transports the container 500 to the downstream rail-bridge integrated rapid transit system. As shown in Figure 19.
  • the empty rail system 300 transports the container 500 to the downstream rail-bridge integrated rapid transit system, and arrives at the designated platform according to the instructions, and realizes the alignment with the transshipment vehicle 420, and the container 500 is unloaded.
  • the downstream rail-bridge integrated rapid transit system judges that the drop-off operation is completed, and the reloading transfer car 420 moves longitudinally to the designated position of the front cantilever of the reloading platform.
  • the loading, unloading and lifting device 100 of the downstream rail-bridge integrated rapid transit system is adjusted along the horizontal and vertical directions to realize the alignment with the container 500, and the falling spreader 134 realizes the grasping operation of the container 500.
  • the downstream rail-bridge integrated rapid transit system judges that the grabbing operation is completed, lifts the container 500 to a safe distance, and then transports the container 500 to the drop-off point of the ship 600 given by the system, and realizes the drop-off operation of the container 500.
  • the container 500 spreader 134 is lifted to a safe height, and the next operation process is carried out.
  • the ship 600 carries the container 500 and continues to transport, completing the "dam turning" of the container 500.
  • the dam overturning transportation system utilizes the empty rail system 300 to realize the dam overturning operation mode in which cargo passes through the ship 600 meters away, and solves the current problem of difficult and slow dam crossing for ships in inland waterways.
  • the improvement of navigation capacity is limited, and the construction period is long, the investment is large, and the maintenance cost is high.
  • the navigation of the ship lock has the following disadvantages: 1. Affected by the upstream and downstream water levels, the water level needs to be at an appropriate height to open the lock and pass the ship; 2. During the maintenance and repair of the ship lock, it needs to be closed; 3.
  • the ship lock is used as a hydropower station.
  • a part of the hub is a permanent fortification, and it is too difficult to transform; 4. It takes a long time for ships to pass through the lock, and there are few ships in a single pass, which is not suitable for large-volume waterway transportation.
  • trucks to overturn the dam through the road has problems such as large infrastructure investment, high transshipment costs, heavy pollution, and high road maintenance costs.
  • the dam overturning transportation system according to one or more embodiments of the present disclosure has the following advantages:
  • the dam overturning transportation system utilizes the empty rail system which is a mature product, opens up a new type of transportation scene for the empty rail system, and promotes the development of multimodal transportation.
  • the application of the empty rail system enables the container transportation to be completed in the air, reducing the requirements for the shoreline frontier site during the transportation process.
  • the bridge frame structure cooperates with the empty track system to realize the dam turning operation mode of "goods cannot pass the ship", which solves the problem of difficult and slow crossing of inland waterway ships existing in the prior art.
  • the dam overturning transportation system in one or more embodiments of the present disclosure adopts a loading and unloading lifting device that can independently complete the transshipment of goods in the longitudinal direction of the river bank, the vertical direction of the river bank and the vertical direction, so the bottom of the bridge frame can cancel the large size of the existing bridge frame.
  • Vehicle traveling mechanism, the foundation of the system only needs to be based on fixed pile foundations.
  • this disclosure greatly reduces the foundation cost of the shoreline frontier, and greatly reduces the geology of the frontier of the shoreline. Therefore, the bridge structure can be constructed on the bank of the river dam, so that the invention has high environmental applicability.
  • the dam overturning transportation system realizes fully unmanned operation in container grabbing and transportation operations, and plays a positive role in promoting the establishment of an intelligent transportation system.

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Abstract

一种轨桥一体捷运***及翻坝运输***，解决目前多式联运设备货物转运效率低的技术问题，其中轨桥一体捷运***包括桥架（200）、装卸吊运装置（100）和换装装置（400）；桥架（200）上设置有用于供空轨***（300）的轨道组成（310）穿设的轨道安装位（201），空轨***（300）可以直接穿设于桥架（200）中；装卸吊运装置（100）安装于桥架（200）上，且装卸吊运装置（100）在桥架（200）上往复移动，实现货物在船（600）与换装装置（400）之间的转运；换装装置（400）设置于装卸吊运装置（100）与轨道安装位（201）下方的区域中，且换装装置（400）可往复移动，换装装置（400）可以实现货物在接装卸吊运装置（100）与空轨***（300）之间的转运。

Description

一种轨桥一体捷运***及翻坝运输***
相关申请的交叉引用
本公开要求于2021年7月22日提交、申请号为202110833039.1且名称为“一种轨桥一体捷运***及翻坝运输***”的中国专利申请的优先权，其全部内容通过引用合并于此。
技术领域
本公开属于货物装卸转运设备技术领域，具体涉及一种轨桥一体捷运***及翻坝运输***。
背景技术
目前的多式联运设备，内河岸线前沿一般采用岸桥与船舶对接。岸桥安装在港口码头岸边，码头地面铺设轨道，岸桥的门框组成上安装大车行走设备，通过大车行走设备驱动岸桥沿轨道也就是河岸纵向行走。岸桥的前大梁上安装提升小车，提升小车能够实现货物(例如集装箱)的提升以及沿河岸垂向(顺桥向)的移动，当吊装船舶不同位置的货物或者装卸不同船舶的货物时，则需要岸桥的桥架沿河岸纵向(横桥向)行走。
岸桥运输的货物一般暂存在港口，目前我国港口集疏体系主要依靠公路完成(公路占比高达84％)，公路运输环境污染大、运输成本高，特别是对集装箱港口最后一公里的设施衔接问题，已经成为我国综合交通运输体系发展的首要难题。
发明内容
本公开提供一种轨桥一体捷运***及翻坝运输***，将岸线前沿的抓取及运输装备与空轨完美匹配，使得空轨***能够实现内河岸线前沿集装箱运输的工程应用，通过利用本公开的一个或多个实施方式解决了现有技术多式联运设备在集装箱转运过程中衔接不畅的技术问题。
本公开的第一方面，提供了一种轨桥一体捷运***，包括桥架、装卸吊运装置和换装装置；其中：所述桥架设置在河岸上，所述桥架上设置有用于供空轨***的轨道组成穿设的轨道安装位；所述装卸吊运装置安装于所述桥架上，且所述装卸吊运装置在所述桥架上往复移动，以对接船舶与所述换装装置；所述换装装置设置于所述装卸吊运装置与所述轨道安装位下方的区域中，且所述换装装置在所述装卸吊运装置与所述轨道安装位下方的区域中往复移动，以对接所述装卸吊运装置与所述空轨***。
本公开的第二方面，提供了一种翻坝运输***，包括两个上述第一方面的轨桥一体捷运***以及空轨***；两个所述轨桥一体捷运***分别设置于河坝上游的河岸和下游的河岸上；所述空轨***连接两个所述轨桥一体捷运***，以将货物在两个所述轨桥一体捷运***之间转运。
附图说明
图1示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的结构示意图。
图2示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的结构示意图 一。
图3示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的结构示意图二。
图4示出了依据本公开的一个或多个实施方式的轨桥一体捷运***中桥架的结构示意图。
图5示出了依据本公开的一个或多个实施方式的桥架中支腿组成的结构示意图。
图6示出了依据本公开的一个或多个实施方式的桥架中主梁组成的结构示意图。
图7示出了依据本公开的一个或多个实施方式的主梁组成的结构示意图一。
图8示出了依据本公开的一个或多个实施方式的桥架中上框架组成的结构示意图。
图9示出了依据本公开的一个或多个实施方式的桥架的A处局部放大图。
图10示出了依据本公开的一个或多个实施方式的桥架的B处局部放大图。
图11示出了依据本公开的一个或多个实施方式的轨桥一体捷运***中装卸吊运装置的结构示意图。
图12示出了依据本公开的一个或多个实施方式的轨桥一体捷运***中换装装置的结构示意图。
图13示出了依据本公开的一个或多个实施方式的换装装置中换装平台组成的结构示意图。
图14示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的纵向移动使用状态图一。
图15示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的纵向移动使用状态图二。
图16示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的横向移动使用状态图一。
图17示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的横向移动使用状态图二。
图18示出了依据本公开的一个或多个实施方式的轨桥一体捷运***的横向移动使用状态图三。
图19示出了依据本公开的一个或多个实施方式的翻坝运输***的结构示意图。
附图标记说明：100-装卸吊运装置；110-平移车，111-联接吊挂；120-轨道梁；130-提升车，131-车架组成，132-轨道行走机构，133-提升机构，134-吊具；140-滑触线取电装置。200-桥架，201-轨道安装位；210-上框架组成，211-立柱总成，212-弯接头总成，213-连接横梁总成；220-拉杆组成，221-拉杆总成，2211-拉杆板，2212-拉杆，222-支座总成，2221-支座板，2222-筋板，223-中心销总成；230-主梁组成，231-前大梁，232-后大梁，233-垂臂，234-中间连接段，235-走形板；240-装卸轨道组成；250-支腿组成，2501-上层支腿，2502-下层支腿，2503-连接层，251-前上支腿总成，252-上横梁总成，253-前连接总成，254-前下支腿总成，255-后上支腿总成，256-后连接总成，257-中横梁总成，258-后下支腿总成，259-预留连接接口；260-牛腿组成；270-围栏及附属件组成。300-空轨***；310-轨道组成； 320-货运动车。400-换装装置，410-换装平台组成，411-前横梁总成，412-后横梁总成，413-纵梁总成，414-加强梁总成，415-栓接板总成，420-换装转接车；430-换装轨道；440-防护及附属件组成。500-集装箱；600-船；700-河坝。
具体实施方式
针对现有多式联运设备装卸转运操作繁琐、效率低的技术问题，为了实现前沿集装箱的抓取及运输并实现与空轨的无缝衔接，本公开提供一种轨桥一体捷运***，将岸线前沿的抓取及运输装备与空轨完美匹配，使得空轨***能够实现内河岸线前沿集装箱运输的工程应用。本公开的基本构思如下：
一种轨桥一体捷运***，包括桥架、装卸吊运装置和换装装置。桥架设置在河岸上，可以伸至河道中的船舶的上方，桥架的结构针对于现有岸桥进行了结构改进，桥架上设置有用于供空轨***的轨道组成穿设的轨道安装位，空轨***可以直接穿设于桥架中；装卸吊运装置安装于桥架上，且装卸吊运装置在桥架上往复移动，装卸吊运装置可以直接对接船舶与换装装置，实现货物在船舶与换装装置之间的转运；换装装置设置于装卸吊运装置与轨道安装位下方的区域中，且换装装置可往复移动，换装装置可以直接对接装卸吊运装置与空轨***，实现货物在接装卸吊运装置与空轨***之间的转运。
由此，本公开提供的轨桥一体捷运***，通过桥架、装卸吊运装置和换装装置实现了船舶运输与成熟的空轨***的无缝对接，使得空轨***实现内河岸线前沿集装箱运输运输的工程化应用，开辟了空轨***新型运输场景，促进了多式联运的发展。
为了使本公开所属技术领域中的技术人员更清楚地理解本公开，下面结合附图，通过具体实施例对本公开技术方案作详细描述。
在本公开的第一方面，提供了一种轨桥一体捷运***，具体参见图1至图3，该***包括桥架200、装卸吊运装置100和换装装置400。桥架200设置在河岸上，桥架200的前端可以伸至河道中的船600的上方，相比于现有岸桥，桥架200上设置有用于供空轨***300的轨道组成310穿设的轨道安装位201，空轨***300可以直接穿设于桥架200中。装卸吊运装置100安装于桥架200上，且装卸吊运装置100可在桥架200上往复移动，装卸吊运装置200可以直接对接船600与换装装置400，实现货物在船600与换装装置400之间的转运。换装装置400设置于装卸吊运装置100与轨道安装位201下方的区域中，且换装装置可往复移动，即换装装置400能够在装卸吊运装置100与空轨***300下方的区域中穿梭移动，从而直接对接装卸吊运装置100与空轨***300，实现货物在接装卸吊运装置100与空轨***300之间的转运。
船600运载货物至桥架200下方时，装卸吊运装置100沿桥架200移动，移动至船600上方，装卸吊运装置100将船600上的货物转移至换装装置400上方。换装装置400接到货物后开始移动，将货物转移至空轨***300下方，货物由空轨***300向远端运输。采用车-船集装箱直取方式，直接吊取、转运和堆存货物，使得货物的装卸转运操作更灵活。
在整个轨桥一体捷运***中，桥架200是***的支撑基础，空轨***300、装卸吊运装置100和换装装置400或安装在桥架200上，或通过桥架200支撑固定。考虑到空轨 ***300的穿设需要，可通过在现有的岸桥的支腿或者后梁设置该轨道安装位201，从而得到本公开的桥架200，轨道安装位201的具体结构可参照空轨***300中轨道组成310的安装结构。桥架及其轨道安装位201的具体结构本公开不做限制。
具体参见图4，在一个或多个实施例中，桥架200包括前大梁231、后大梁232、支腿组成250和牛腿组成260。前大梁231上沿其轴向设置有装卸轨道组成240，装卸吊运装置100安装于前大梁231上，且装卸吊运装置100可沿装卸轨道组成240往复移动。换装装置400安装于桥架200的支腿组成250上。牛腿组成260设置于支腿组成250中，且牛腿组成260与后大梁232连接，牛腿组成260用于安装空轨***300的轨道组成310，即牛腿组成260构成上述轨道安装位201。相比于现有的岸桥结构，本公开的桥架200取消了后大梁上的配重，并针对空轨***300设计了牛腿组成260，牛腿组成260的具体结构可参考空轨***300中支撑桩对轨道组成310的支撑结构，具体内容此处不做展开说明。桥架的其他具体结构可参照现有的岸桥，具体内容本公开不做限制。
具体参见图4，本实施例提供的桥架200包括上框架组成210、支腿组成250、主梁组成230、拉杆组成220、装卸轨道组成240和牛腿组成260。其中上框架组成210、支腿组成250、主梁组成230和拉杆组成220构成桥架200的主体框架，上框架组成210位于主体框架的顶端，支腿组成250位于主体框架的底端。主梁组成230位于上框架组成210与支腿组成250之间，且主梁组成230与上框架组成210和支腿组成250均垂直，主梁组成230的其中一端固定于上框架组成210与支腿组成250之间、构成后大梁232，主梁组成230的另一端外伸、构成前大梁231，前大梁231为悬臂梁。拉杆组成220的两端分别连接上框架组成210与主梁组成230，通过拉杆组成220连接上框架组成210与前大梁231，以及上框架组成210与后大梁232，保证主梁组成230的刚度以及桥架200的整体稳定性。装卸轨道组成240沿主梁组成230的轴向设置于前大梁231上，用于安装装卸吊运货物的装置。牛腿组成260设置于支腿组成250中，且牛腿组成260与后大梁232连接，牛腿组成260可以承托现有空轨***300的轨道组成310，使得空轨***300直接穿设于桥架200中，牛腿组成260所形成的安装位置可充当轨道安装位201。出于安全性考虑，本实施例提供的桥架200还包括围栏及附属件组成270。
为了方便桥架200各组成部分的连接，在一个或多个实施例中，各个组成部分均预留法兰接口，最终连接均采用螺栓连接。为了便于运输及安装，在一个或多个实施例中，上框架组成210、支腿组成250和主梁组成230均采用了分段设计，各部分通过法兰连接，能够满足普通公路运输要求。下面对桥架200各组成部分的结构进行详细描述。
支腿组成250为桥架200的核心部件之一，桥架200的重量以及桥架200上搭载的装卸吊运装置100和货物的负载全部由支腿组成250承担，因此需要结合支腿组成250的整体受力特性严谨设计其结构。为了整体结构的稳定性，桥架200的结构设计采用四腿结构，并用横梁将支腿连接在一起，保证支腿的整体稳定性。并且为了方便与空轨***300对接，在一个或多个实施例中，支腿组成250设计为双层结构，包括上层支腿2501和下层支腿2502，上层支腿2501和下层支腿2502之间设置有用于连接的连接层2503，如图5所示，连接层2503上设置有预留连接接口259，以外接其他设备。上层支腿2501和下层 支腿2502中，上层支腿2501用于安装主梁组成230，下层支腿2502主要起承载作用。
参见图5，支腿组成250包括两根前上支腿总成251、两根后上支腿总成255、两根上横梁总成252、前连接总成253、后连接总成256、两根中横梁总成257、两根前下支腿总成254和两根后下支腿总成258。其中：两根前上支腿总成251通过其中一根上横梁总成252连接为H型结构，两根后上支腿总成255通过另一根上横梁总成252连接为H型结构，两个H型结构构成上层支腿2501；前连接总成253与后连接总成256通过两根中横梁总成257连接为矩形框架结构，构成连接层2503；两根前下支腿总成254分别与前连接总成253的两端连接，两根后下支腿总成258分别与后连接总成256的两端连接，构成下层支腿2502。
具体的，前上支腿总成251、前下支腿总成254、后上支腿总成255和后下支腿总成258均采用板材焊接的箱型结构，箱型结构的中部设置有加强隔板，以保证结构的稳定。支腿组成250设计时结合桥架200的整体受力特性，分析得出前后支腿受力具有较大差异，因此前后支腿根据其受力特性进行单独设计，前上支腿总成251和前下支腿总成254的横截面尺寸大于后上支腿总成255和后下支腿总成258的横截面尺寸，保证支腿强度与载荷相匹配。
为了便于支腿组成250的各部分的连接，前连接总成253通过法兰结构与前上支腿总成251和前下支腿总成254连接；后连接总成256通过法兰结构与后上支腿总成255和后下支腿总成258连接；前连接总成253和后连接总成256上均设置有预留连接接口259。前连接总成253和后连接总成256通过圆弧过渡实现了与三边接口(前/后上支腿总成255、前/后下支腿总成258和中横梁总成257)的连接，也避免了结构出现应力集中，保证了支腿组成250的整体稳定。
主梁组成230为桥架200的另一个核心部件，在桥架200整体结构设计上，根据其功能需要设计了较长主梁悬臂，即前大梁231，如图6所示。考虑悬臂受力特性，在一个或多个实施例中，在前大梁231设置了一定的预拱，如图7所示，用来抵御前悬臂的下挠，预拱量d(d代表预弯垂直高度)根据前大梁231的悬臂长度以及负载计算得到。前大梁231设计为预拱梁，降低由于悬臂下挠带给装卸吊运装置100移动不平顺性的影响。
为便于主梁组成230后期的运输和安装，主梁组成230采用分段制造，在一个或多个实施例中两跨主梁共计分为6段，如图7所示，其中前跨即前大梁231分为两段，后跨即后大梁232为一段。后大梁232的中部设置有垂臂233，用于安装牛腿组成260。
上框架组成210和拉杆组成220在结构设计上是为了提高主梁组成230的刚度。其中上框架组成210其主要给拉杆组成220提供支点，保证拉杆组成220的稳定，拉杆组成220牵拉主梁组成230。
参见图8，在一个或多个实施例中，上框架组成210包括立柱总成211、弯接头总成212和连接横梁总成213，整体呈框型，上框架组成210的两根立柱总成211分别与主梁组成230的两跨主梁的中间连接段234连接。弯接头总成212的设计避免了结构出现应力集中。上框架组成210同样采用箱型结构设计，并为了保证后期的运输及安装，采用分段设计法兰连接的形式。
参见图9和图10，在一个或多个实施例中，拉杆组成220包括拉杆总成221、支座总成222和中心销总成223。其中：拉杆总成221包括拉杆板2211和拉杆2212，在一个或多个实施例中拉杆2212采用钢管，即拉杆总成221由拉杆板2211和钢管焊接而成。支座总成222包括两块支座板2221和若干筋板2222，筋板2222以保证支座板2221的连接强度，支座总成222与拉杆总成221的拉杆板2211通过中心销总成223连接固定。由于拉杆组成220用于连接主梁组成230与上框架组成210，在一个或多个实施例中，主梁组成230的两端以及上框架组成210上均设置有支座总成222，为保证支座的连接强度，主梁组成230上的支座总成222安装在主梁组成230的走形板235上，走形板235采用鱼腹型结构设计，为支座总成222的设计提供足够空间，保证支座总成222设计强度。
本实施例的桥架200通过在支腿组成250中设置牛腿组成260，能够与现有的空轨***300完美匹配，一方面，空轨***300充当桥架200的配重，使得本公开提供的桥架200不需要额外设置配重机构，整体受力合理，具备较高的抗倾覆能力；另一方面，桥架200充当空轨***300的其中一个支撑桩，节约了空轨***300支撑结构成本。本公开提供的轨桥一体捷运***中，桥架200采用上述结构布置模式，有利于轨桥***结构受力，提高***抗倾覆能力，也降低了墩柱基础设计要求。
装卸吊运装置100可以采用现有岸桥***的小车行走机构，或者其他货物运输装置，具体结构本公开不做限制。具体参见图11，装卸吊运装置100包括平移车110、轨道梁120和提升车130；平移车110用于带动轨道梁120和提升车130共同沿河岸垂向(顺桥向)移动，平移车110上设置有联接吊挂111；轨道梁120安装于平移车110的联接吊挂111上，并且轨道梁120的轴线垂直于平移车110的平移方向，轨道梁120的作用是为提升车130提供行走轨道，使得提升车130能够沿轨道梁120也就是沿河岸纵向(横桥向)行走；提升车130的作用于是提升吊具134和/或货物，并且驱动吊具134和/或货物在河岸纵向(横桥向)转移，提升车130安装于轨道梁120上，提升车130包括车架组成131、轨道行走机构132、吊具134和用于提升吊具134的提升机构133，轨道行走机构132和提升机构133分别安装于车架组成131上，并且轨道行走机构132与轨道梁120相配合，以使提升车130在轨道行走机构132的驱动下沿轨道梁120移动。轨道梁120上设置有滑触线取电装置140，用于向提升车130供电。
由于轨道梁120具有一定长度，一般通过多个平移车110共同带动轨道梁120移动，也即装卸吊运装置100包括N个平移车110，N个平移车110沿轨道梁120轴向依次设置，轨道梁120安装于N个平移车110的联接吊挂111上，各平移车110应当在轨道梁120上均匀、对称分布，避免轨道梁120受力不均。根据运力设计，提升车130的具体数量也可设置为多个，即装卸吊运装置100包括N-1个提升车130，N-1个提升车130分别安装于轨道梁120上，并且相邻两个平移车110之间设置一个提升车130。
在一个或多个实施例中，桥架200设置有3个，对应的，装卸吊运装置100包括3个平移车110、1根轨道梁120和2个提升车130。3个平移车110分别安装于3个桥架200的前大梁231上，位于外侧的2个平移车110上设置有平移行走机构，中间的平移车110仅用于支撑和导向，平移行走机构驱动平移车110沿轨道梁120轴向行走。平移行走机构 的具体结构可参照现有任意行走机构，例如岸桥***的小车行走机构，平移行走机构的具体结构本公开不做限制。在一个或多个实施例中平移行走机构包括依次连接的电机、减速器、传动轴和行走轮，中间的平移车110上同样安装有用于在轨道上行走的传动轴和行走轮，由于未设置电机，因此中间的平移车110不做驱动使用，仅起到支撑和导向的作用。
该装卸吊运装置100可独立完成货物在河岸纵向(横桥向)、河岸垂向(顺桥向)和垂直方向的转运，故而桥架200底部可以取消现有岸桥的大车行走机构，***的基础只需要以固定桩基为主。本实施例的轨桥一体捷运***中，桥架200直接安装在固定桩基上，桥架200的支腿组成250通过锚栓与桩基连接固定。
换装装置400设置于装卸吊运装置100与空轨***300下方的区域中，考虑到各设备的安装高度，换装装置400安装于桥架200的支腿组成250上，例如在支腿组成250的连接层2503上安装换装装置400，当然，也可通过两个桥架200同时支撑换装装置400。在一个或多个实施例中，换装装置400安装于与之相邻两个桥架200的预留连接接口259上。由于换装装置400需要两个桥架200同时支撑，因此桥架200的数量应在2个以上。换装装置400的数量比桥架200数量少一个，保证各个换装装置400分别安装于与之相邻两个桥架200之间。
换装装置400包括换装平台组成410、换装转接车420和换装轨道430组成，换装轨道430组成安装于换装平台组成410上，换装转接车420沿换装轨道430组成移动，以对接装卸吊运装置100与空轨***300；桥架200的支腿组成250上设置有预留连接接口259，换装平台组成410通过预留连接接口259安装于桥架200上。为提高作业安全性，换装轨道430中还设置有止档组成，主要用于向换装转接车420提供轨道限位功能。出于安全性考虑，本实施例提供的换装装置400还包括防护及附属件组成240。
换装平台组成410主要给换装装置400提供结构性支撑，并根据***需要设计一定长度的悬臂，用于前端接箱作业。换装转接车420主要实现了货物的纵向(顺桥向)运输至空轨线下方，并具备顶起功能，满足空轨***300的货运动车320抓箱作业功能需求，换装转接车420可参照现有任意有轨货物转运车，例如空轨***300的集装箱500转接车，换装转接车420的具体结构本公开不做限制。
换装平台组成410主要根据换装转接车420进行设计，具体参见图12和图13，在一个或多个实施例中，换装平台组成410包括前横梁总成411、后横梁总成412、纵梁总成413、加强梁总成414和栓接板总成415。前横梁总成411与后横梁总成412通过纵梁总成413连接为一体，并且前横梁总成411的中心向前突出形成悬臂，用于前端接箱作业；加强梁总成414安装于纵梁总成413上，栓接板总成415设置于前横梁总成411和后横梁总成412上，用于连接换装平台组成410与桥架200。
本实施例提供的轨桥一体捷运***配置有对应的总控***以及检测装置，总控***以及检测装置以相关技术公开的常规连接方式而工作，检测装置的检测信号包括但不限于吊具134移动位置信号、平移车110移动位置信号、提升车130移动位置信号等。
参见图14至图18，下面以配置有3个桥架200、2个换装装置400(以下简称1号换装平台和2号换装平台)、3个平移车110、1根轨道梁120和2个提升车130的轨桥 一体捷运***为例，对该轨桥一体捷运***的工作原理进行详细介绍：
轨桥一体捷运***通过对船600上集装箱500的定位，控制装卸吊运装置100带动集装箱500吊具134横向(横桥向，平行于船长，下同)及纵向(顺桥向，垂直于船长，下同)移动，实现对集装箱500的对中操作。集装箱500的横向移动如图14和图15所示，提升车130带动吊具134沿轨道梁120移动，使得吊具134与带吊装的集装箱500横向对中。集装箱500的纵向移动如图16和图18所示，3个平移车110带动轨道梁120和提升车130沿桥架200的前大梁231移动，使得吊具134与带吊装的集装箱500纵向对中。
轨桥一体捷运***判断吊具134与集装箱500对中完成后，提升车130卷扬工作，下放吊具134，抓取船600上集装箱500，然后提升集装箱500至安全高度。
轨桥一体捷运***判断抓箱作业完成，并识别抓取集装箱500距离1、2号换装平台的距离，选择就***台实现落箱作业。
装卸吊运装置100的提升车130及平移车110带动集装箱500进行横向及纵向调整，实现集装箱500与换装装置400的换装转接车420的对中作业，并实现在换装转接车420上的落箱。
轨桥一体捷运***判断集装箱500落箱作业流程完成，装卸转接车带动集装箱500沿纵向方向移动，到达指定空轨线路下方停车，并将集装箱500顶起至指定高度。
空轨***300的货运动车320完成于集装箱500对中后，实现抓箱作业，然后运送集装箱500至指定位置。
依据本公开的一个或多个实施例提供的轨桥一体捷运***，空轨***300与装卸吊运装置100通过换装装置400无缝对接，采用“车-船”的集装箱直取方式，直接吊取、转运和堆存集装箱500，减少换装集装箱500精确定位次数，提高***运输效率，符合智能集装箱500站场的发展方向，实现铁路集装箱500的铁水联运，使得货物的装卸转运操作更灵活。
在本公开的第二方面，提供了一种翻坝运输***，该***针对内河航道船舶过坝难、过坝慢的情况，采用空轨***300实现“货过船不过”的翻坝作业模式。
参见图19，该翻坝运输***包括空轨***300以及两个本公开的第一方面的轨桥一体捷运***，两个轨桥一体捷运***分别设置于河坝700上游的河岸和下游的河岸上，两个轨桥一体捷运***通过空轨***300对接为一体，空轨***300沿河道的流向设置于河岸上，且空轨***300在河坝700的上游和下游延伸，并且覆盖河道的河坝700。两个轨桥一体捷运***的多个桥架200分别设置于河坝700上游的河岸和下游的河岸上，并且空轨***300与每个桥架200的装卸吊运装置100分别对接。桥架200的具体数量视该内河航道船600的运力而定，本公开不做限制。
在一个或多个实施例中，桥架200的数量为6个，其中3个桥架200设置于河坝700上游的河岸，剩余3个桥架200设置于河坝700下游的河岸；上游的3个桥架200和下游的3个桥架200上分别设置有一套装卸吊运装置100，使得装卸吊运装置100的吊具134可在3个桥架200之间移动。装卸吊运装置100包括3个平移车110、1根轨道梁120和2个提升车130；3个平移车110中位于外侧的2个平移车110上设置有平移行走机构， 轨道梁120通过3个平移车110的联接吊挂111安装固定，2个提升车130沿轨道梁120轴向设置；上游的3个桥架200和下游的3个桥架200上分别设置有两个换装装置400，各个换装装置400分别安装于相邻的两个桥架200之间。
本公开提供的翻坝运输***的工作原理如下：
上游的轨桥一体捷运***通过对船600上集装箱500的定位，控制装卸吊运装置100带动集装箱500吊具134横向(横桥向，平行于船600的长度方向，下同)及纵向(顺桥向，垂直于船600的长度方向，下同)移动，实现对集装箱500的对中操作。集装箱500的横向移动如图14和图15所示，提升车130带动吊具134沿轨道梁120移动，使得吊具134与带吊装的集装箱500横向对中。集装箱500的纵向移动如图16和图18所示，3个平移车110带动轨道梁120和提升车130沿桥架200的前大梁231移动，使得吊具134与带吊装的集装箱500纵向对中。
上游的轨桥一体捷运***判断吊具134与集装箱500对中完成后，提升车130卷扬工作，下放吊具134，抓取船600上集装箱500，然后提升集装箱500至安全高度。
上游的轨桥一体捷运***判断抓箱作业完成，并识别抓取集装箱500距离1、2号换装平台的距离，选择就***台实现落箱作业。
上游的装卸吊运装置100的提升车130及平移车110带动集装箱500进行横向及纵向调整，实现集装箱500与换装装置400的换装转接车420的对中作业，并实现在换装转接车420上的落箱。
上游的轨桥一体捷运***判断集装箱500落箱作业流程完成，装卸转接车带动集装箱500沿纵向方向移动，到达指定空轨线路下方停车，并将集装箱500顶起至指定高度。
空轨***300货运动车320完成于集装箱500对中后，实现抓箱作业，然后运送集装箱500至下游的轨桥一体捷运***。如图19所示。
空轨***300运输集装箱500到达下游的轨桥一体捷运***，并根据指令到达指定平台，实现与换装转接车420对中，集装箱500落箱作业。
下游的轨桥一体捷运***判断落箱作业完成，换装转接车420纵向移动到换装平台前悬臂指定位置。
下游的轨桥一体捷运***的装卸吊运装置100沿横、纵向方向调整，实现与集装箱500的对中，下落吊具134实现集装箱500抓取作业。
下游的轨桥一体捷运***判断抓取作业完成，提升集装箱500到安全距离，然后将集装箱500运送至***给定的船600上下落点，并实现集装箱500的落箱作业。
落箱作业完成，集装箱500吊具134起升到安全高度，并进行下次作业流程。
船600搭载集装箱500基础继续运输，完成集装箱500“翻坝”。
本公开的一个或多个实施方式提供的翻坝运输***，利用空轨***300实现货过船600不过的翻坝作业模式，解决目前内河航道船舶过坝难、过坝慢的问题。相比于采用传统的船闸模式或升船机，对通航能力提升有限，且建设周期长、投资大、维护成本高。另船闸通航还有以下的缺点：1、受上下游水位的影响，水位需要在适当的高度条件下，才能开闸过船；2、船闸维护、修理期间，需要关闸；3、船闸作为水电枢纽的一部分，属 永久性工事，改造难度太大；4、船舶过闸时间较长，单次过船少，不适应大运量的航道运输。而采用集卡通过公路翻坝，则存在基建投资大、转运成本高、污染大、公路维护成本高等问题。
由此，本公开的一个或多个实施方式的翻坝运输***具有如下优点：
1)本公开的一个或多个实施方式的翻坝运输***，利用已为成熟产品的空轨***，开辟了空轨***新型运输场景，促进了多式联运的发展。空轨***的应用使得集装箱运输均在空中作业完成，减少了运输过程中对岸线前沿场地的要求。桥架结构配合空轨***，实现“货过船不过”的翻坝作业模式，解决了现有技术存在的内河航道船舶过坝难、过坝慢的问题。
2)本公开的一个或多个实施方式的翻坝运输***，采用可独立完成货物在河岸纵向、河岸垂向和垂直方向的转运的装卸吊运装置，故而桥架底部可以取消现有桥架的大车行走机构，***的基础只需要以固定桩基为主，相较于常规的码头基础，本公开极大程度上降低了岸线前沿基础成本，并且极大程度上降低了对岸线前沿地质环境的要求，因而能够在河坝岸线施作该桥架结构，使得发明具备较高的环境适用能力。
3)本公开的一个或多个实施方式的翻坝运输***，在集装箱的抓取和运输作业上，实现了全无人化操作，对智能运输体系的建立具有积极地推动性作用。
尽管已描述了本公开的优选实施例，但本领域内的普通技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本公开范围的所有变更和修改。
显然，本领域的技术人员可以对本公开进行各种改动和变型而不脱离本公开的精神和范围。这样，倘若本公开的这些修改和变型属于本公开权利要求及其等同技术的范围之内，则本公开也意图包含这些改动和变型在内。

Claims (18)

  1. 一种轨桥一体捷运***，包括桥架、装卸吊运装置和换装装置；其中：
    所述桥架设置在河岸上，所述桥架上设置有用于供空轨***的轨道组成穿设的轨道安装位；
    所述装卸吊运装置安装于所述桥架上，且所述装卸吊运装置在所述桥架上往复移动，以对接船舶与所述换装装置；
    所述换装装置设置于所述装卸吊运装置与所述轨道安装位下方的区域中，且所述换装装置在所述装卸吊运装置与所述轨道安装位下方的区域中往复移动，以对接所述装卸吊运装置与所述空轨***。
  2. 如权利要求1所述的轨桥一体捷运***，其中：所述桥架包括前大梁、后大梁、支腿组成和牛腿组成；其中：
    所述前大梁上沿其轴向设置有装卸轨道组成，所述装卸吊运装置安装于所述前大梁上，且所述装卸吊运装置可沿所述装卸轨道组成往复移动；
    所述换装装置安装于所述支腿组成上；
    所述牛腿组成设置于所述支腿组成中，且所述牛腿组成与所述后大梁连接，所述牛腿组成构成所述轨道安装位。
  3. 如权利要求2所述的轨桥一体捷运***，其中：所述支腿组成为双层结构，包括上层支腿和下层支腿，所述上层支腿和所述下层支腿之间设置有用于连接的连接层，所述连接层上设置有预留连接接口，所述换装平台组成通过所述预留连接接口安装于所述支腿组成上。
  4. 如权利要求3所述的轨桥一体捷运***，其中：所述支腿组成为四腿结构，包括两根前上支腿总成、两根后上支腿总成、两根上横梁总成、前连接总成、后连接总成、两根中横梁总成、两根前下支腿总成和两根后下支腿总成；两根所述前上支腿总成通过其中一根所述上横梁总成连接为H型结构，两根所述后上支腿总成通过另一根所述上横梁总成连接为H型结构，两个所述H型结构构成所述上层支腿；所述前连接总成与所述后连接总成通过两根所述中横梁总成连接为矩形框架结构，构成所述连接层；两根所述前下支腿总成分别与所述前连接总成的两端连接，两根所述后下支腿总成分别与所述后连接总成的两端连接，构成所述下层支腿。
  5. 如权利要求4所述的轨桥一体捷运***，其中：所述前连接总成通过法兰结构与所 述前上支腿总成和所述前下支腿总成连接；所述后连接总成通过法兰结构与所述后上支腿总成和所述后下支腿总成连接；所述前连接总成和所述后连接总成上均设置有所述预留连接接口。
  6. 如权利要求4所述的轨桥一体捷运***，其中：所述前上支腿总成、所述前下支腿总成、所述后上支腿总成和所述后下支腿总成均采用板材焊接的箱型结构，所述箱型结构的中部设置有加强隔板；所述前上支腿总成和所述前下支腿总成的横截面尺寸大于所述后上支腿总成和所述后下支腿总成的横截面尺寸。
  7. 如权利要求2所述的轨桥一体捷运***，其中：所述桥架还包括上框架组成和拉杆组成，所述上框架组成位于所述桥架的顶端，所述支腿组成位于所述桥架的底端；所述上框架组成和所述支腿组成之间设置有主梁组成，所述主梁组成的其中一端固定于所述上框架组成与所述支腿组成之间、构成所述后大梁，所述主梁组成的另一端外伸、构成所述前大梁；所述拉杆组成的两端分别连接所述上框架组成与所述主梁组成。
  8. 如权利要求7所述的轨桥一体捷运***，其中：所述拉杆组成包括拉杆总成、支座总成和中心销总成；所述拉杆总成包括拉杆板和拉杆；所述支座总成包括两块支座板和若干筋板，所述主梁组成的两端以及所述上框架组成上均设置有所述支座总成，所述支座总成与所述拉杆总成的所述拉杆板通过所述中心销总成连接固定。
  9. 如权利要求2所述的轨桥一体捷运***，其中：所述前大梁为具有预拱量的预拱梁。
  10. 如权利要求2所述的轨桥一体捷运***，其中：所述后大梁的中部设置有垂臂，所述牛腿组成安装于所述垂臂上。
  11. 如权利要求2-10中任一项所述的轨桥一体捷运***，其中：所述桥架设置有N个，N≥2；所述换装装置设置有N-1个，所述换装装置安装于相邻两个所述桥架之间。
  12. 如权利要求11所述的轨桥一体捷运***，其中：所述换装装置包括换装平台组成、换装转接车和换装轨道组成；所述换装平台组成安装于相邻两个所述桥架之间；所述换装轨道组成安装于所述换装平台组成上；所述换装转接车沿所述换装轨道组成往复移动，以对接所述装卸吊运装置与所述空轨***。
  13. 如权利要求12所述的轨桥一体捷运***，其中：所述换装平台组成包括前横梁总成、后横梁总成、纵梁总成、加强梁总成和栓接板总成；其中：所述前横梁总成、所述后横梁总成通过所述纵梁总成连接为一体；所述加强梁总成安装于所述纵梁总成上；所述栓接板总成设置于所述前横梁总成和所述后横梁总成上，用于连接所述换装平台组成与所述 桥架。
  14. 如权利要求11所述的轨桥一体捷运***，其中：所述装卸吊运装置包括N个平移车、轨道梁和N-1个提升车；所述平移车沿所述装卸轨道组成移动，所述平移车上设置有联接吊挂；所述轨道梁安装于N个所述平移车的联接吊挂上，并且所述轨道梁的轴线垂直于所述平移车的平移方向；N-1个所述提升车分别安装于所述轨道梁上，所述提升车包括车架组成、轨道行走机构、吊具和用于提升所述吊具的提升机构，所述轨道行走机构和所述提升机构分别安装于所述车架组成上，并且所述轨道行走机构与所述轨道梁相配合，以使所述提升车在所述轨道行走机构的驱动下沿所述轨道梁移动。
  15. 如权利要求14所述的轨桥一体捷运***，其中：所述桥架设置有3个；所述装卸吊运装置包括3个所述平移车、1根所述轨道梁和2个所述提升车；3个所述平移车中位于外侧的2个所述平移车上设置有平移行走机构，所述平移车通过所述平移行走机构驱动沿所述装卸轨道组成移动；所述轨道梁通过3个所述平移车的所述联接吊挂安装固定，2个所述提升车沿所述轨道梁的轴向设置。
  16. 如权利要求1-10、12-15中任一项所述的轨桥一体捷运***，其中：所述轨桥一体捷运***还包括固定桩基，所述桥架通过锚栓与桩基连接固定。
  17. 一种翻坝运输***，包括两个权利要求1-16中任一项所述的轨桥一体捷运***以及空轨***；两个所述轨桥一体捷运***分别设置于河坝上游的河岸和下游的河岸上；所述空轨***连接两个所述轨桥一体捷运***，以将货物在两个所述轨桥一体捷运***之间转运。
  18. 如权利要求17所述的翻坝运输***，其中：所述桥架的数量为6个，其中3个所述桥架设置于所述河坝上游的河岸，剩余3个所述桥架设置于所述河坝下游的河岸；上游的3个所述桥架和下游的3个所述桥架上分别设置有一套所述装卸吊运装置；上游的3个所述桥架和下游的3个所述桥架上分别设置有两个所述换装装置，各个所述换装装置分别安装于相邻的两个所述桥架之间。
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