A bulk cargo terminal material transfer system

Abstract

The present application relates to the field of dock material loading and unloading, in particular to a bulk cargo terminal material transfer system, which includes unloading equipment and loading equipment, the unloading equipment including a primary unloading conveying device and a ship unloader, the primary unloading conveying device being rotatably connected to the dock, and when the water level is low, a secondary unloading conveying device is obliquely arranged between the primary unloading conveying device and the ship unloader, one end of the secondary unloading conveying device is connected to the ship unloader, and the other end is connected to the end of the primary unloading conveying device; the loading equipment includes a primary loading conveying device and a ship loader, the primary loading conveying device can be rotatably connected to the dock, and when the water level is low, a secondary loading conveying device is obliquely arranged between the primary loading conveying device and the ship loader, one end of the secondary loading conveying device is connected to the ship loader, and the other end is connected to the end of the secondary loading conveying device. The present application has the function of normally transferring bulk cargo materials on the dock under different water level difference conditions.

Description

Technical Field

[0001] The present application relates to the field of material loading and unloading at a terminal, and in particular to a material transfer system at a bulk cargo terminal. Background Art

[0002] Bulk cargo, such as grain, coal, ore, salt, and cement, is a key component of ship transportation. The integration of global trade has fueled global demand for coal transportation. Among major commodities, the seaborne transport of bulk cargoes such as iron ore, coal, and grain is experiencing rapid growth. Belt conveyors have matured in recent years. Due to their numerous advantages, including high transport capacity, diverse transport types, adaptable transport routes, stable operation, flexible loading and unloading, low cost, and easy control, they are now widely used in the power, grain, metallurgy, chemical, coal, mining, ports, and building materials industries.

[0003] Mountain rivers often have steep terrain, with riverbeds often forming V- or U-shaped cross-sections, deep riverbeds, and extremely narrow channels. A significant characteristic of mountain rivers is their large water level fluctuations. Dock construction in various regions primarily falls into two categories: vertical docks and sloped docks. Vertical docks primarily include piled docks, pier-type docks, and gravity docks; sloped docks primarily include solid-type sloped docks, overhead-type sloped docks, and a combination of solid-type and overhead sloped docks. Vertical docks are most commonly used when the designed high-low water level difference is less than 20 meters; sloped docks are more commonly used when the designed high-low water level difference is between 20 and 30 meters; and sloped docks are used exclusively when the designed high-low water level difference exceeds 30 meters. Fixed docks in this province require significant investment, and coupled with large water level fluctuations, building vertical docks that are too high can result in excessive vertical visibility, making it difficult for workers to see the loading and unloading process, impacting efficiency and increasing safety risks. Sloped docks can better solve the problem of large water level fluctuations, but the berthing operation of sloped docks is troublesome, especially in flood seasons when water levels rise and fall rapidly. The docks need to be moved several times a day, and may even run aground due to untimely moving.

[0004] Bulk cargo transportation in mountainous areas with large water level differences along rivers often utilizes ramp terminals. These typically consist of a pontoon, a steel approach bridge connecting the pontoon and the ramp, a ramp, and a conveyor belt conveyor that moves along the ramp. Due to the large water level differences in mountainous rivers, often exceeding 23 meters, the conveyor belt conveyor, assuming a ramp gradient of 1:4, has a travel range exceeding 100 meters, representing a large range of motion. Conventional conveyor belts typically have their drive mechanism located at the head drive roller. However, with ramp-type bulk cargo export terminals, the conveyor belt conveyor travels along the ramp, requiring the conveyor belt conveyor drive mechanism to also move along the ramp. This, coupled with the fluctuating water level, places the conveyor belt conveyor power supply point within the fluctuating water level zone. This creates significant challenges and inconvenience in implementing mobile power supply along the ramp, impacted by currents and the frequent water level fluctuations. Furthermore, due to the frequent water level fluctuations in mountainous rivers, the conveyor belt conveyor must frequently move along the ramp. In previous projects, there was only a single-directional winch. When the water level rose, the winch pulled the belt cart toward the land. When the water level dropped, the belt cart needed to move toward the water, often pushed toward the river by workers. The process was cumbersome, time-consuming, and laborious. In addition, the downward speed and position could not be controlled, and the safety was poor. Summary of the Invention

[0005] In order to ensure that bulk cargo materials on the dock can be normally transferred under different water level differences, the present application provides a bulk cargo terminal material transfer system.

[0006] This application provides a bulk cargo terminal material transfer system, which adopts the following technical solutions:

[0007] The loading device comprises a first-stage unloading conveying device installed on the wharf, the other end of the first-stage unloading conveying device extends toward the middle of the river and is connected to the ship unloader, the first-stage unloading conveying device is rotatably connected to the wharf, and when the water level is low, a second-stage unloading conveying device that can float up and down with the water level is tiltedly arranged between the first-stage unloading conveying device and the ship unloader, one end of the second-stage unloading conveying device is connected to the ship unloader, and the other end is connected to the end of the first-stage unloading conveying device; the loading device comprises a first-stage loading conveying device connected to the wharf, the other end of the first-stage loading conveying device extends toward the middle of the river and is connected to the ship loader, the first-stage loading conveying device can be rotatably connected to the wharf, and when the water level is low, a second-stage loading conveying device that can float up and down with the water level is tiltedly arranged between the first-stage loading conveying device and the ship loader, one end of the second-stage loading conveying device is connected to the ship loader, and the other end is connected to the end of the second-stage loading conveying device

[0008] By adopting the above technical scheme, the unloading equipment and loading equipment provided in the present application can work on the dock at the same time, and carry out loading and unloading operations at the same time, and the secondary unloading conveying device and the secondary loading conveying device provided can adapt to unloading and loading under the highest and lowest water level conditions. When unloading at the lowest water level, the secondary unloading conveying device can be connected to the end of the primary unloading conveying device and extend as far as possible toward the middle of the river, so that the bulk carrier can unload at a location far away from the dock. When loading at the lowest water level, the secondary loading conveying device can be connected to the end of the primary loading conveying device, so that the bulk carrier can be moored in the middle of the river far away from the dock. The materials on the dock can be transferred to the bulk carrier through the primary loading conveying device and the secondary loading conveying device. Therefore, the coordinated primary unloading conveying device and the secondary unloading conveying device can adapt to normal unloading operations under a wide range of water level differences, and the coordinated primary loading conveying device and the secondary loading conveying device can also perform normal loading operations under a wide range of water level differences, so that the bulk terminal material transfer system can be applied in different occasions.

[0009] Optionally, the first-level unloading and conveying device includes a unloading fixed frame fixed on the wharf and a first-level unloading steel approach bridge rotatably connected to the edge of the wharf at one end. The unloading fixed frame and the first-level unloading steel approach bridge have the same length direction. The first-level unloading steel approach bridge is hingedly provided with a first-level unloading pontoon floating on the water surface at one end away from the wharf. A plurality of first-level unloading rollers are rotatably connected to the unloading fixed frame and the first-level unloading steel approach bridge, and a first-level unloading belt is sleeved on the plurality of first-level unloading rollers. A first-level unloading drive component for driving the first-level unloading belt to rotate is installed on the unloading fixed frame.

[0010] By adopting the above-mentioned technical solution, the first-level unloading and conveying device set in this application can be fixed on the dock when unloading at high water level. The first-level unloading steel approach bridge hinged to the dock at one end can adjust the angle along with the first-level unloading pontoon to adapt to different water level differences and increase the unloading efficiency under different lower water level difference conditions. When the first-level unloading and conveying device is used, the first-level unloading steel approach bridges at different angles can drive the first-level unloading belt through the first-level unloading drive member to transport materials to the dock.

[0011] Optionally, the secondary unloading conveying device includes a secondary unloading steel approach bridge and secondary unloading pontoons symmetrically hinged at both ends of the secondary unloading steel approach bridge. When the water level is low, the secondary unloading pontoon close to the primary unloading steel approach bridge is on the same horizontal plane as the primary unloading pontoon. A plurality of secondary unloading rollers are rotatably connected to the secondary unloading steel approach bridge, a secondary unloading belt is sleeved on the plurality of secondary unloading rollers, and a secondary unloading drive component for driving the secondary unloading belt to rotate is installed on the secondary unloading steel approach bridge.

[0012] By adopting the above technical solution, the secondary unloading and conveying device increases the unloading length, so that the bulk carrier can ensure normal unloading operations at a location far away from the dock under the lowest water level conditions. Under the lowest water level conditions, the materials on the bulk carrier can be transferred and conveyed through the secondary unloading belt.

[0013] Optionally, the first-level loading and conveying device includes a fixed platform fixed in the river near the dock shore, a loading steel approach bridge frame is set up between the fixed platform and the dock, a first-level loading pontoon is floated in the river away from the dock, a first-level loading steel approach bridge is hingedly set between the first-level loading pontoon and the fixed platform, a plurality of first-level loading rollers are rotatably connected on the loading steel approach bridge frame and the first-level loading steel approach bridge, and a first-level loading belt is sleeved on the plurality of first-level loading rollers on the loading steel approach bridge frame and the first-level loading steel approach bridge, and a first-level loading drive component for driving the first-level loading belt to rotate is installed on the first-level loading steel approach bridge.

[0014] By adopting the above technical solution, a fixed platform is set up near the wharf, so that the loading steel approach bridge frame can be extended as far as possible towards the middle of the river. The end of the first-level loading steel approach bridge away from the loading steel approach bridge frame can be dynamically adjusted with the height of the water surface under the action of the first-level loading pontoon, so as to adapt to the water level difference within a smaller range. In addition, by adjusting the angle of the first-level loading steel approach bridge, ships of different tonnages can be accommodated for docking and loading. During loading, the first-level loading drive can drive the first-level loading belt to transport materials to the bulk carrier.

[0015] Optionally, the secondary loading and conveying device includes a secondary loading steel approach bridge and secondary loading pontoons symmetrically hingedly arranged at both ends of the secondary loading steel approach bridge. When the water level is low, the secondary loading pontoon at one end of the secondary loading steel approach bridge is located on the same horizontal plane as the primary loading pontoon. A plurality of secondary loading rollers are rotatably connected to the secondary loading steel approach bridge, a secondary loading belt is sleeved on the plurality of secondary loading rollers, and a secondary loading drive component for driving the secondary loading belt to rotate is installed on the secondary loading steel approach bridge.

[0016] By adopting the above technical solution, the secondary loading and conveying device is set up to effectively increase the loading length, so that the bulk carrier can carry out normal loading under the condition of the lowest water level. In addition, for large-tonnage bulk carriers, they can be docked at a location far away from the dock. Through the secondary loading and conveying device, the materials on the dock are transferred to the bulk carrier, so that the loading operation can adapt to different water level conditions or bulk carriers of different tonnages.

[0017] Optionally, the first-level loading belt on the first-level loading steel approach bridge and the second-level loading belt on the second-level loading steel approach bridge are both inclined, and the inclination angles are the same. The inclination angle of the first-level loading belt is smaller than the inclination angle of the first-level loading steel approach bridge, and the inclination angle of the second-level loading belt is smaller than the inclination angle of the second-level loading steel approach bridge.

[0018] By adopting the above technical solution, the inclination angles of the primary loading belt and the secondary loading belt should be kept within a small range. During the loading process at a low water level, since the materials on the belt conveyor are heavy, preventing the carrying of heavy materials will accelerate the running speed of the primary loading belt or the secondary loading belt, causing the materials to accumulate on the primary loading belt or the secondary loading belt and unable to be normally transported to the bulk carrier.

[0019] Optionally, dust removal components are provided on the end of the secondary loading steel approach bridge close to the primary loading steel approach bridge and on the ship loader.

[0020] By adopting the above technical solution, during the loading process, the materials will be transported layer by layer. At the connected positions, the falling of the materials will generate a large amount of dust. If not handled in time, it will cause environmental pollution. The dust removal components set up can collect the dust to avoid affecting the environment of the work site.

[0021] Optionally, the inclination angle of the first-level unloading steel approach bridge and the inclination angle of the second-level unloading steel approach bridge are: -15°-0°; the inclination angle of the first-level loading steel approach bridge is: -13°-6°, and the inclination angle of the second-level loading steel approach bridge is: -13°-0°.

[0022] By adopting the above technical solution, the first-level unloading steel approach bridge and the second-level unloading steel approach bridge can be changed within a larger range as the water level difference of the river is affected, so that the unloading equipment can adapt to different occasions and conditions; during the loading process, affected by the water level and to ensure normal loading, the second-level loading steel approach bridge can be adjusted in real time within the range of -13°-0°. Under high water level conditions, the carried materials are prevented from accelerating the running speed of the first-level loading belt, so that the first-level loading steel approach bridge can be adjusted within the range of -13° to 6°, which not only ensures the normal transportation of materials, but also improves the efficiency of material transfer and transportation.

[0023] Optionally, speed control components are installed on the first-level unloading steel approach bridge, the second-level unloading steel approach bridge, the first-level loading steel approach bridge and the second-level loading steel approach bridge. The speed control components include speed sensors for monitoring the first-level unloading belt, the second-level unloading belt, the first-level loading belt and the second-level loading belt, and a PLC controller. The PLC controller is connected to the first-level unloading drive, the second-level unloading drive, the first-level loading drive and the second-level loading drive.

[0024] By adopting the above technical solution, the speed sensor can monitor the running speed of the first-level unloading belt, the second-level unloading belt, the first-level loading belt or the second-level loading belt in real time. When too much material is transported on the belt, the belt speed will slow down, causing the overall running speed to slow down. After the speed sensor detects the speed signal of the first-level unloading belt, the second-level unloading belt, the first-level loading belt and the second-level loading belt, the signal is transmitted to the PLC controller, and then the corresponding drive motor is controlled by the PLC controller to adjust the overall material running speed; in the process of low water level loading, when the first-level loading belt and the second-level loading belt carry a lot of material, the first-level loading belt and the second-level loading belt will accelerate the running speed of the first-level loading belt and the second-level loading belt under the action of gravity. After detecting the speed signal, the speed sensor can control the corresponding drive motor to rotate in the opposite direction through the PLC controller to offset the corresponding speed difference, so that the speed of the first-level loading belt or the second-level loading belt can be kept within a normal range.

[0025] Optionally, the speed control component also includes a weight sensor for monitoring the weight of materials on the primary unloading belt, the secondary unloading belt, the primary loading belt and the secondary loading belt.

[0026] By adopting the above technical solution, the weight sensor can monitor the weight of the material in real time. When it is detected that the weight of the material exceeds the set standard, the overall operating speed of the belt conveyor will slow down, affecting the overall loading and unloading efficiency. The weight sensor can transmit the signal to the PLC controller, and then transmit the signal to the corresponding drive motor through the PLC controller to adjust the rotation speed of the drive motor, thereby controlling the overall operating speed; the set weight sensor can also perform separate real-time monitoring of the material on the first-level unloading belt, the second-level unloading belt, the first-level loading belt or the second-level loading belt. By controlling the different weights of the materials on different belts, the corresponding belts can be controlled to achieve different operating speeds.

[0027] In summary, this application includes at least one of the following beneficial technical effects:

[0028] 1. This application can handle normal loading and unloading of materials under a wide range of water level differences. At the lowest water level, the secondary unloading and loading conveying devices can extend the material transportation channel so that it can be extended to bulk carriers that need to unload and load materials.

[0029] 2. The first-level unloading conveying device and the second-level unloading conveying device, as well as the first-level loading conveying device and the second-level loading conveying device, are set up. Through the grading system, reasonable selection is made during the loading and unloading process, thereby improving the efficiency of material transfer;

[0030] 3. This application can accurately control the speed of each conveyor belt through the speed sensor, weight sensor and PLC controller to ensure that the conveying efficiency can be maintained at the maximum state;

[0031] 4. The material transfer system of the present application prevents dust materials from affecting the on-site construction environment during the transfer process by setting up dust removal components. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a schematic diagram of the overall structure of the unloading equipment embodied in the embodiment of the present application;

[0033] Figure 2 yes Figure 1 A magnified schematic diagram of point A in the middle;

[0034] Figure 3 This is a schematic diagram of a primary unloading drive member and a tensioning member according to an embodiment of the present application;

[0035] Figure 4 yes Figure 1 A magnified schematic diagram of point B in the middle;

[0036] Figure 5 This is a schematic diagram of the overall structure of the charging equipment embodied in the embodiment of the present application;

[0037] Figure 6 yes Figure 5 The enlarged schematic diagram of point C in the middle;

[0038] Figure 7 yes Figure 5 The enlarged schematic diagram of point D in the middle;

[0039] Figure 8 It is a schematic diagram of the dust removal component on the charging equipment in an embodiment of the present application.

[0040] Explanation of reference numerals: 1. unloading equipment; 11. primary unloading conveying device; 111. unloading fixed frame; 112. primary unloading steel approach bridge; 113. primary unloading pontoon; 114. primary unloading belt; 115. primary unloading driving member; 1151. primary unloading active roller; 1152. primary unloading driving motor; 1153. tensioning roller; 1154. tensioning rod; 1155. tensioning spring; 12. secondary unloading conveying device; 121. secondary unloading steel approach bridge; 122. secondary unloading pontoon; 123. secondary unloading belt; 124. secondary unloading driving member; 13. ship unloader; 14. Unloading platform; 2. Loading equipment; 21. First-level loading and conveying device; 211. Loading steel approach bridge; 212. First-level loading steel approach bridge; 213. Fixed platform; 214. First-level loading pontoon; 215. First-level loading belt; 216. First-level loading drive; 22. Second-level loading and conveying device; 221. Second-level loading steel approach bridge; 222. Second-level loading pontoon; 223. Second-level loading belt; 224. Second-level loading drive; 23. Ship loader; 24. Loading platform; 3. Dust removal assembly; 31. Fixed frame; 32. Dust hood; 33. Dust box; 34. Dust collection box; 35. Dust removal fan. DETAILED DESCRIPTION

[0041] The following is combined with Figure 1-8 This application is described in further detail.

[0042] An embodiment of the present application discloses a bulk cargo terminal material transfer system, which is mainly used to transport different types of bulk cargo to the terminal, undergo a series of processing at the terminal, and load the processed products onto bulk carriers; due to the location of the terminal, there will be different water level changes, and the material transfer system of the present application can adapt to different water level changes.

[0043] Reference Figure 1 and Figure 5 A bulk cargo terminal material transfer system includes an unloading device 1 and a loading device 2 arranged at the shore of the terminal. The unloading device 1 and the loading device 2 operate independently of each other and can be used at the same time. According to the application of the material transfer system, in this application, multiple unloading devices 1 can be provided to unload different types of materials on bulk carriers at the same time. When working, bulk carriers with different materials dock at the terminal, and the materials on the bulk carriers are transferred to the terminal through the unloading device 1. The loading device 2 can transfer the processed materials on the terminal to the bulk carrier, thereby realizing the unloading and loading transfer process of the materials.

[0044] Reference Figure 1The unloading equipment 1 includes a primary unloading conveying device 11, a secondary unloading conveying device 12 and a ship unloader 13. One end of the primary unloading conveying device 11 is connected to the dock, and the other end is extended toward the middle of the river. The ship unloader 13 is installed on a steel pontoon and can be floated on the river surface. The secondary unloading conveying device 12 can be arranged between the primary unloading conveying device 11 and the ship unloader 13, and can float up and down with the water level. The ship unloader 13 can take out the materials on the bulk carrier and transport them to the dock through the secondary unloading conveying device 12 and the primary unloading conveying device 11. When the water level is low, the bulk carrier can only be moored at a position far away from the dock. In order to ensure that the materials on the bulk carrier can be safely transferred out, the primary unloading conveying device 11 and the secondary unloading conveying device 12 can be used in conjunction with each other to make the primary unloading conveying device One end of the device 11 is connected to the dock, and the other end is connected to one end of the secondary unloading conveying device 12. The other end of the secondary unloading conveying device 12 can be connected to the ship unloader 13, thereby increasing the unloading length between the dock and the bulk carrier, and ultimately the materials on the bulk carrier can be transferred to the dock more conveniently and quickly; when the water level is high, the bulk carrier can be anchored near the dock. In order to speed up the transfer efficiency of materials on the bulk carrier, the secondary unloading conveying device 12 can be omitted. The primary unloading conveying device 11 can be used alone to transfer the materials on the bulk carrier to the dock. One end of the primary unloading conveying device 11 is connected to the dock, and the other end is connected to the ship unloader 13. The ship unloader 13 unloads the materials on the bulk carrier directly onto the primary unloading conveying device 11, and then transports them to the dock through the primary unloading conveying device 11.

[0045] Reference Figure 1 and Figure 2The first-level unloading conveying device 11 includes a unloading fixed frame 111 and a first-level unloading steel approach bridge 112. The unloading fixed frame 111 and the first-level unloading steel approach bridge 112 together constitute the basic structure of the first-level unloading conveying device 11. The unloading fixed frame 111 is fixed on the dock. One end of the first-level unloading steel approach bridge 112 is hingedly set at the edge of the dock and the other end is floatingly set on the river surface. The length direction of the unloading fixed frame 111 and the first-level unloading steel approach bridge 112 is the same. A first-level unloading pontoon 113 is hingedly provided at one end away from the wharf. The first-level unloading pontoon 113 can float on the river surface and can float up and down with the height of the water level. When the water level reaches the highest water level for unloading, the first-level unloading steel approach bridge 112 is in a horizontal state, and the ship unloader 13 can be close to the end of the first-level unloading steel approach bridge 112; a plurality of first-level unloading rollers are rotatably connected to the first-level unloading steel approach bridge 112 and the unloading fixed frame 111. The plurality of first-level unloading rollers are rotatably connected to the first-level unloading steel approach bridge 112 and the unloading fixed frame 111. The steel approach bridge 112 is evenly distributed in the length direction or the length direction of the unloading fixed frame 111, and a first-level unloading belt 114 is commonly sleeved on multiple first-level unloading rollers on the unloading fixed frame 111 and multiple first-level unloading rollers on the first-level unloading steel approach bridge 112. A first-level unloading driving component 115 for driving the first-level unloading belt 114 to rotate is installed on the unloading fixed frame 111. The first-level unloading driving component 115 includes a first-level unloading active roller 1151 rotatably connected to the unloading fixed frame 111 and a first-level unloading driving motor 1152 fixed on the unloading fixed frame 111. The first-level unloading belt 114 is sleeved on the first-level unloading active roller 1151. The output shaft of the first-level unloading driving motor 1152 is fixed to one end of the first-level unloading active roller 1151. When the first-level unloading driving motor 1152 is started, the first-level unloading belt 114 can be driven to rotate under the action of the first-level unloading active roller 1151, thereby starting to transport the material on the first-level unloading belt 114.

[0046] Reference Figure 1 、 Figure 2 and Figure 3The first-stage unloading driving member 115 also includes a tensioning member arranged on the unloading fixed frame 111, and the tensioning member includes a tensioning roller 1153 slidably arranged under the unloading fixed frame 111. The first-stage unloading belt 114 can be sleeved on the tensioning roller 1153, and a pair of tensioning rods 1154 are slidably penetrated on the unloading fixed frame 111. The two tensioning rods 1154 are symmetrically arranged at the two ends of the tensioning roller 1153, and the two ends of the tensioning roller 1153 are rotatably connected to the ends of the two tensioning rods 1154. A tensioning spring 1155 is sleeved on the two tensioning rods 1154, and one end of the tensioning spring 1155 is fixed to the end of the tensioning roller 1153, and the other end of the tensioning spring 1155 is fixed to the end of the tensioning roller 1153. The first end is fixed to the unloading fixed frame 111, and the tensioning spring 1155 is always in a stretched state, so that the tensioning roller 1153 can tighten the first-level unloading belt 114. After the first-level unloading belt 114 carries and transports materials for a long time, the first-level unloading belt 114 will undergo a certain deformation. When it is not carrying and transporting materials, the first-level unloading belt 114 will slip between the first-level unloading active roller 1151 and the first-level unloading rollers, causing the first-level unloading belt 114 to be unable to rotate normally. The tensioning member set can make the first-level unloading belt 114 always in a tensioned state, thereby increasing the friction between the first-level unloading active roller 1151 and multiple first-level unloading rollers.

[0047] Reference Figure 1 、 Figure 2 、 Figure 4 The secondary unloading conveying device 12 includes a secondary unloading steel approach bridge 121 and secondary unloading pontoons 122 symmetrically arranged at both ends of the secondary unloading steel approach bridge 121. The two secondary unloading pontoons 122 are hinged to the ends of the secondary unloading steel approach bridge 121, and the secondary unloading pontoons 122 can be floated on the river surface. A plurality of secondary unloading rollers are rotatably connected to the secondary unloading steel approach bridge 121. The plurality of secondary unloading support tubes are evenly distributed along the length direction of the secondary unloading steel approach bridge 121, and a secondary unloading belt 123 is sleeved on the plurality of secondary unloading rollers. A secondary unloading driving member 124 for driving the secondary unloading belt 123 to rotate is installed on the secondary unloading steel approach bridge 121. When the water level is low, the staff drags the secondary unloading conveying device 12 between the primary unloading device and the ship unloader 13. Driven by the secondary unloading driving member 124, the secondary unloading belt 123 can rotate, thereby transferring materials on the bulk carrier.

[0048] The secondary unloading drive assembly includes a secondary unloading active roller rotatably connected to the secondary unloading steel approach bridge 121 and a secondary unloading drive motor fixed on the secondary unloading steel approach bridge 121. The secondary unloading belt 123 is sleeved on the secondary unloading active roller. The output shaft of the secondary unloading drive motor is fixed to one end of the secondary unloading active roller. When the secondary unloading drive motor is started, the secondary unloading belt 123 can be driven to rotate under the action of the secondary unloading active roller, thereby starting to transport the material on the secondary unloading belt 123.

[0049] Reference Figure 1 A discharge platform 14 is provided on the river surface between the primary discharge conveying device 11 and the secondary discharge conveying device 12. The discharge platform 14 is fixed in the middle of the river. When the water level is at its lowest, the primary discharge pontoon 113 and the secondary discharge pontoon 122 close to the primary discharge conveying device 11 are both provided on the discharge platform 14. At this time, the primary discharge steel approach bridge 112 and the primary discharge belt 114 are both at their maximum tilt angles, and the secondary discharge steel approach bridge 121 and the secondary discharge belt 123 are also at their maximum tilt angles. The tilt angle of the primary discharge steel approach bridge 112 is the same as that of the secondary discharge steel approach bridge 113. The inclination angle of the first-stage unloading steel approach bridge 121 can vary within the range of -15° to 0°, and when changing, it is adjusted according to the water level; the set unloading platform 14 can connect the first-stage unloading conveying device 11 and the second-stage unloading conveying device 12 at the lowest water level, so that the materials on the bulk carrier can be transferred to the dock normally. The second-stage unloading pontoon 122 away from the unloading platform 14 can float with the water level of the river. After the unloader 13 takes out the materials from the bulk carrier, it transfers them to the second-stage unloading conveying device 12 and then transfers them to the first-stage unloading conveying device 11.

[0050] Reference Figure 5The loading equipment 2 includes a primary loading and conveying device 21, a secondary loading and conveying device 22 and a ship loader 23. One end of the primary loading and conveying device 21 is connected to the dock, and the other end extends toward the middle of the river away from the dock. The ship loader 23 is installed on a steel pontoon so that the ship loader 23 is floated on the river surface. The secondary loading and conveying device 22 can be arranged between the primary loading and conveying device 21 and the ship loader 23, and the secondary loading and conveying device 22 can float up and down with the water level. During loading, the bulk cargo on the dock can be transported to the ship loader 23 through the primary loading and conveying device 21 and the secondary loading and conveying device 22 in turn, and finally the bulk cargo is transferred to the bulk carrier through the ship loader 23; when the water level is low, the bulk carrier can only be moored at a position far away from the dock. In order to transfer the materials on the dock to the bulk carrier, the primary loading and conveying device 21 can be used. The coordinated use of the device 21 and the secondary loading and conveying device 22 enables one end of the primary loading and conveying device 21 to be connected to the wharf, and the other end to be connected to one end of the secondary loading and conveying device 22, and the other end of the secondary loading and conveying device 22 to be connected to the ship loader 23, thereby increasing the loading length between the wharf and the bulk carrier, and ultimately transferring the materials on the wharf to the bulk carrier; when the water level is high, the bulk carrier can be docked near the wharf. In order to speed up the efficiency of transferring the materials on the wharf to the bulk carrier, the secondary loading and conveying device 22 can be omitted, and the primary loading and conveying device 21 can be used alone to transfer the materials on the wharf to the bulk carrier. One end of the primary loading and conveying device 21 is connected to the wharf, and the other end is coordinated with the ship loader 23. The ship loader 23 quickly transfers the materials on the primary loading and conveying device 21 to the bulk carrier.

[0051] The first-level loading and conveying device 21 includes a loading steel approach bridge frame 211 and a first-level loading steel approach bridge 212. The loading steel approach bridge frame 211 and the first-level loading steel approach bridge 212 together constitute the basic steel structure of the first-level loading and conveying device 21. The loading steel approach bridge frame 211 and the first-level loading steel approach bridge 212 have the same length direction and are both extended toward the river. One end of the loading steel approach bridge frame 211 is fixed on the wharf, and a fixed platform 213 protruding from the river surface is provided in the middle of the river near the wharf. The end of the loading steel approach bridge frame 211 away from the wharf is installed on the fixed platform 213. The loading steel approach bridge frame 21 When the water level is at the lowest or highest level, the ship is always in a horizontal state. One end of the first-level loading steel approach bridge 212 is hingedly set on the fixed platform 213. A first-level loading pontoon 214 is hingedly set at the end of the first-level loading steel approach bridge 212 away from the fixed platform 213. The first-level loading pontoon 214 can float up and down with the water level. When the water level reaches the highest water level for loading, the first-level loading pontoon 214 and the fixed platform 213 are on the same horizontal plane. The first-level loading steel approach bridge is in an inclined upward setting state, and the ship loader 23 can be close to the end of the first-level loading steel approach bridge 212.

[0052] Reference Figure 5 and Figure 6 A plurality of first-level loading rollers are rotatably connected to the loading steel approach bridge frame 211 and the first-level loading steel approach bridge 212. The plurality of first-level loading rollers are evenly distributed along the length direction of the loading steel approach bridge frame 211 or the length direction of the first-level loading steel approach bridge 212. A first-level loading belt 215 is sleeved on the plurality of first-level loading rollers on the loading steel approach bridge frame 211 and the plurality of first-level loading rollers on the first-level loading steel approach bridge 212. A first-level loading driving member for driving the first-level loading belt 215 to rotate is installed on the first-level loading steel approach bridge 212. 216. The first-level loading drive component 216 includes a first-level loading active roller rotatably connected to the first-level loading steel approach bridge 212 and a first-level loading drive motor fixedly connected to the first-level loading steel approach bridge 212. The first-level loading belt 215 can be sleeved on the first-level loading active roller. The output shaft of the first-level loading drive motor is fixed to one end of the first-level loading active roller. When the first-level loading drive motor is started, the first-level loading belt 215 can be driven to rotate under the action of the first-level loading active roller, thereby starting to convey the material on the first-level loading belt 215.

[0053] Reference Figure 5 、 Figure 6 and Figure 7 The secondary loading conveying device 22 includes a secondary loading steel approach bridge 221 and secondary loading pontoons 222 symmetrically arranged at both ends of the secondary loading steel approach bridge 221. The length direction of the secondary loading steel approach bridge 221 is the same as the length direction of the primary loading steel approach bridge 212. The two secondary loading pontoons 222 are both hinged to the ends of the secondary loading steel approach bridge 221. The secondary loading pontoons 222 can be floated on the river surface. A plurality of secondary loading rollers are rotatably connected to the secondary loading steel approach bridge 221. The plurality of secondary loading rollers are rotated along the secondary loading steel approach bridge 221. The steel approach bridge 221 is evenly distributed in the length direction, and a secondary loading belt 223 is provided on multiple secondary loading rollers. A secondary loading driving component 224 is installed on the secondary loading steel approach bridge 221 to drive the secondary loading belt 223 to rotate. When the water level is low, the staff drags the secondary loading conveying device 22 between the primary loading device and the ship loader 23. Driven by the secondary loading driving component 224, the secondary loading belt 223 can rotate, thereby delivering the bulk cargo on the dock to the ship loader 23.

[0054] The secondary loading drive component 224 includes a secondary loading active roller rotatably connected to the secondary loading steel approach bridge 221 and a secondary loading drive motor fixedly connected to the secondary loading steel approach bridge 221. The secondary loading belt 223 can be sleeved on the secondary loading active roller. The output shaft of the secondary loading drive motor is fixed to one end of the secondary loading active roller. When the secondary loading drive motor is started, the secondary loading belt 223 can be driven to rotate under the action of the secondary loading active roller, thereby starting to convey the material on the secondary loading belt 223.

[0055] Both the primary loading drive 216 and the secondary loading drive 224 also include tensioning members arranged on the primary loading steel approach bridge 212 and the secondary loading steel approach bridge 221. The structures of the two tensioning members are the same as the structure of the tensioning members on the primary unloading drive 115, and both play the role of always tightening the primary loading belt 215 and the secondary loading belt 223.

[0056] Reference Figure 5 The loading platform 24 is provided in the middle of the river between the primary loading and conveying device 21 and the secondary loading and conveying device 22. The loading platform 24 is fixed in the middle of the river. When the water level is at its lowest, the loading platform 24 is exposed to the river surface. The primary loading pontoon 214 and the secondary loading pontoon 222 close to the primary loading device are both installed and fixed on the loading platform 24. At this time, the primary loading steel approach bridge 212 and the primary loading belt 215 are both in the state of maximum inclination angle, and the secondary loading steel approach bridge 221 and the secondary loading belt 223 are also in the state of maximum inclination angle. The loading platform 24 can connect the primary loading and conveying device 21 and the secondary loading and conveying device 22 when the water level is at its lowest, so that the materials on the dock can be accurately transferred to the bulk carrier. The secondary loading pontoon 222 far away from the loading platform 24 can float with the height of the water level, and the loader 23 can transfer the materials on the secondary loading and conveying device 22 to the bulk carrier.

[0057] The inclination angle of the first-level loading steel approach bridge 212 changes with the water level, and its variation range is: -13°-6°, and the inclination angle of the second-level loading steel approach bridge 221 varies: -13°-0°; the first-level loading belt 215 on the first-level loading steel approach bridge 212 and the second-level loading belt 223 on the second-level loading steel approach bridge 221 are both inclined. In the lowest water level state, the inclination angles of the first-level loading belt 215 and the second-level loading belt 223 are the same. In addition, the inclination angle of the first-level loading belt 215 is smaller than the inclination angle of the first-level loading steel approach bridge 212, and the inclination angle of the second-level loading belt 223 is smaller than the inclination angle of the second-level loading belt 223. The inclination angle of the first-level loading steel approach bridge 221; during the loading process, the inclination angle of the first-level loading belt 215 and the second-level loading belt 223 is too large, which can easily cause the material to accelerate the running speed of the first-level loading belt 215 and the second-level loading belt 223 under the action of gravity, so that the material is quickly transported to the loader 23, and accumulation occurs at the position of the loader 23, and the accelerated running of the first-level loading belt 215 and the second-level loading belt 223 can easily cause the first-level loading belt 215 and the second-level loading belt 223 to slip, causing the first-level loading drive member 216 and the second-level loading drive member 224 to fail to play an active control role.

[0058] Reference Figure 5 and Figure 8 , a dust removal assembly 3 with the same structure is installed on the steel pontoon of the ship loader 23 and the secondary loading pontoon 222 at one end of the secondary loading steel approach bridge 221 near the primary loading steel approach bridge 212. The dust removal assembly 3 includes a fixing frame 31, a dust removal cover 32, a dust removal box 33, a dust collection box 34 and a dust removal fan 35. The fixing frame 31 is fixed on the secondary loading pontoon 222 or the steel pontoon on the ship loader 23. The dust removal cover 32 and the dust collection box 33 are both fixed on the fixing frame 31, and the dust removal cover 32 and the dust collection box 33 are connected to each other. The dust collection box 34 is connected to the dust removal cover 32 and the dust collection box 33 through a pipeline. The dust removal fan 35 is also connected to the dust collection box 34 through a pipeline. The dust removal assembly 3 includes a fixing frame 31, a dust removal cover 32, a dust removal box 33, a dust collection box 34 and a dust removal fan 35. Component 3, the dust removal hood 32 can be installed on the secondary loading belt 223, one end of the primary loading belt 215 can be extended into the dust removal box 33, the dust removal component 3 is arranged on the steel pontoon of the loader 23, the end of the secondary loading belt 223 can be extended into the dust removal box 33, the dust removal hood 32 can be installed on the belt conveyor on the loader 23, during the dust removal process, the material can first enter the dust removal box 33, and then fall into the next level of belt conveyor through the connecting channel between the dust removal box 33 and the dust removal hood 32, during the falling process of the material, the dust generated can pass through the dust removal box 33 and the dust removal hood 32, and under the suction action of the dust removal fan 35, be sucked into the dust collecting box 34 and collected in the dust collecting box 34.

[0059] A speed control component is provided on the first-level unloading steel approach bridge 112, the second-level unloading steel approach bridge 121, the first-level loading steel approach bridge 212 and the second-level loading steel approach bridge 221. The speed control component includes a speed sensor, a weight sensor and a PLC controller. The speed sensor and the weight sensor are electrically connected to the PLC controller. The PLC controller is electrically connected to the first-level unloading drive motor 1152, the second-level unloading drive motor, the first-level loading drive motor and the second-level loading drive motor. The speed sensor can be installed on the first-level unloading steel approach bridge 112, the second-level unloading steel approach bridge 121, the first-level loading steel approach bridge 212 or the second-level loading steel approach bridge 221 to monitor the running speed of the first-level unloading belt 114, the second-level unloading belt 123, the first-level loading belt 215 or the second-level loading belt 223 in real time. During the unloading or loading process, when the first-level unloading belt 114, the second-level unloading belt 123, the first-level loading belt 215 or the second-level loading belt 2 When too much material is transported on 23, the speed of the belt for transporting the material will slow down, causing the overall running speed to slow down. After the speed sensor detects the speed signal of the first-level unloading belt 114, the second-level unloading belt 123, the first-level loading belt 215 and the second-level loading belt 223, the signal is transmitted to the PLC controller, and then the PLC controller controls the corresponding drive motor to adjust the overall material running speed; in the process of low water level loading, when the first-level loading belt 215 and the second-level loading belt 223 carry a lot of material, the first-level loading belt 215 and the second-level loading belt 223 will speed up the running speed of the first-level loading belt 215 and the second-level loading belt 223 under the action of gravity. After the speed sensor detects the speed signal, the PLC controller can control the corresponding drive motor to rotate in the opposite direction to offset the corresponding speed difference, so that the speed of the first-level loading belt 215 or the second-level loading belt 223 can be kept within a normal range.

[0060] The weight sensor can be installed on the first-level unloading belt 114, the second-level unloading belt 123, the first-level loading belt 215 and the second-level loading belt 223 to monitor the weight of the material in real time. When the weight of the material exceeds the set standard, the overall running speed of the belt conveyor will slow down, affecting the overall loading and unloading efficiency. The weight sensor can transmit a signal to the PLC controller, which then transmits the signal to the corresponding drive motor through the PLC controller to adjust the rotation speed of the drive motor, thereby controlling the overall running speed. The weight sensor can also monitor the weight of the first-level unloading belt 114, the second-level unloading belt 123, The materials on the primary loading belt 215 or the secondary loading belt 223 are monitored separately in real time. By controlling the different weights of the materials on different belts, the corresponding belts can be controlled to achieve different running speeds. When the material on the belt is heavier, the corresponding belt running speed can be increased. When the material on the belt is lighter, the corresponding belt running speed can be decreased. By adjusting the running speeds between different belts, the unloading and loading efficiency can be maximized. Specifically, the staff can set the corresponding running speed according to the different types of running materials, and increase or decrease the corresponding belt running speed according to the different weights of the materials.

[0061] The implementation principle of a bulk cargo terminal material transfer system in the embodiment of the present application is as follows:

[0062] When unloading at high water level, the bulk carrier can be close to a position closer to the dock. At this time, the secondary unloading conveying device 12 is not needed, and the ship unloader 13 can be close to the end of the primary unloading conveying device 11. The ship unloader 13 transfers the materials on the bulk carrier to the primary unloading belt 114, and under the action of the primary unloading driving member 115, the materials are transported to the designated position on the dock; when unloading at low water level, the bulk carrier cannot be close to a position close to the dock. The staff drags the secondary unloading conveying device 12 between the ship unloader 13 and the primary unloading conveying device 11. The ship unloader 13 first transfers the materials on the bulk carrier to the secondary unloading belt 123, and under the action of the secondary unloading driving member 124, the materials are transported to the primary unloading belt 114, and finally the materials are transported to the dock for stacking.

[0063] When loading at high water level, the bulk carrier can be close to the position closer to the dock, and the bulk carrier can directly dock at the end of the first-level loading conveyor 21. The material on the dock can be first transferred to the first-level loading belt 215, and then directly transported to the ship loader 23 under the action of the first-level loading drive 216, and then transferred to the bulk carrier through the ship loader 23; when loading at low water level, the staff drags the second-level loading conveyor 22 between the ship loader 23 and the first-level loading conveyor 21, and the material on the dock is gradually transported to the ship loader 23 through the first-level loading conveyor 21 and the second-level loading conveyor 22, and finally the material is transferred to the bulk carrier through the ship loader 23.

[0064] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A bulk cargo terminal material transfer system, characterized by: The invention comprises a discharge device (1) and a loading device (2) arranged between a wharf and a bulk carrier, wherein the discharge device (1) comprises a first-level discharge conveying device (11) with one end mounted on the wharf, the other end of the first-level discharge conveying device (11) extending toward the middle of the river and connected to a ship unloader (13), the first-level discharge conveying device (11) being rotatably connected to the wharf, and a second-level discharge conveying device (12) capable of floating up and down with the water level being tilted and arranged between the first-level discharge conveying device (11) and the ship unloader (13) at a low water level, the second-level discharge conveying device (12) being connected to the ship unloader (13) at one end and the first-level discharge conveying device (12) at the other end. The end of the conveying device (11) is connected; the loading equipment (2) includes a first-level loading and conveying device (21) connected to the dock at one end, the other end of the first-level loading and conveying device (21) extends toward the middle of the river and is connected to a ship loader (23), the first-level loading and conveying device (21) can be rotatably connected to the dock, and when the water level is low, a second-level loading and conveying device (22) that can float up and down with the water level is tilted and arranged between the first-level loading and conveying device (21) and the ship loader (23), one end of the second-level loading and conveying device (22) is connected to the ship loader (23), and the other end is connected to the end of the second-level loading and conveying device (22); The first-level unloading conveying device (11) comprises a unloading fixed frame (111) fixed on the wharf and a first-level unloading steel approach bridge (112) with one end rotatably connected to the edge of the wharf, the unloading fixed frame (111) and the first-level unloading steel approach bridge (112) have the same length direction, and the first-level unloading pontoon (113) floating on the water surface is hingedly provided at one end of the first-level unloading steel approach bridge (112) away from the wharf, a plurality of first-level unloading rollers are rotatably connected to the unloading fixed frame (111) and the first-level unloading steel approach bridge (112), and a first-level unloading belt (114) is sleeved on the plurality of first-level unloading rollers, and a first-level unloading driving member (115) for driving the first-level unloading belt (114) to rotate is installed on the unloading fixed frame (111); The secondary unloading conveying device (12) comprises a secondary unloading steel approach bridge (121) and secondary unloading pontoons (122) symmetrically hingedly arranged at both ends of the secondary unloading steel approach bridge (121). When the water level is low, the secondary unloading pontoons (122) close to the primary unloading steel approach bridge (112) are on the same horizontal plane as the primary unloading pontoons (113). The primary loading and conveying device (21) comprises a fixed platform (213) fixed in the river near the dock, a loading steel approach bridge (211) is set up between the fixed platform (213) and the dock, a primary loading pontoon (214) is floated in the river away from the dock, and a primary loading steel approach bridge (212) is hingedly set between the primary loading pontoon (214) and the fixed platform (213); The secondary loading and conveying device (22) comprises a secondary loading steel approach bridge (221) and secondary loading pontoons (222) symmetrically hingedly arranged at both ends of the secondary loading steel approach bridge (221); The first-level loading belt (215) is tilted on the first-level loading steel approach bridge (212), and the second-level loading belt (223) is tilted on the second-level loading steel approach bridge (221), and the tilt angles are the same; the tilt angle of the first-level loading belt (215) is smaller than the tilt angle of the first-level loading steel approach bridge (212), and the tilt angle of the second-level loading belt (223) is smaller than the tilt angle of the second-level loading steel approach bridge (221); The inclination angle of the first-level loading steel approach bridge (212) is: -13°-6°, and the inclination angle of the second-level loading steel approach bridge (221) is: -13°-0°.

2. A bulk cargo terminal material transfer system according to claim 1, characterized in that: The secondary unloading steel approach bridge (121) is rotatably connected to a plurality of secondary unloading rollers, a secondary unloading belt (123) is sleeved on the plurality of secondary unloading rollers, and a secondary unloading driving member (124) is installed on the secondary unloading steel approach bridge (121) to drive the secondary unloading belt (123) to rotate.

3. A bulk cargo terminal material transfer system according to claim 2, characterized in that: A plurality of first-level loading rollers are rotatably connected on the loading steel approach bridge frame (211) and the first-level loading steel approach bridge (212), and a first-level loading belt (215) is sleeved on the plurality of first-level loading rollers on the loading steel approach bridge frame (211) and the first-level loading steel approach bridge (212), and a first-level loading driving member (216) for driving the first-level loading belt (215) to rotate is installed on the first-level loading steel approach bridge (212).

4. A bulk cargo terminal material transfer system according to claim 3, characterized in that: When the water level is low, the secondary loading pontoon (222) at one end of the secondary loading steel approach bridge (221) and the primary loading pontoon (214) are located on the same horizontal plane, a plurality of secondary loading rollers are rotatably connected to the secondary loading steel approach bridge (221), a secondary loading belt (223) is sleeved on the plurality of secondary loading rollers, and a secondary loading driving member (224) for driving the secondary loading belt (223) to rotate is installed on the secondary loading steel approach bridge (221).

5. The bulk cargo terminal material transfer system according to claim 1, characterized in that: The end of the secondary loading steel approach bridge (221) close to the primary loading steel approach bridge (212) and the ship loader (23) are both provided with a dust removal assembly (3).

6. The bulk cargo terminal material transfer system according to claim 1, characterized in that: The inclination angle of the first-stage unloading steel approach bridge (112) and the inclination angle of the second-stage unloading steel approach bridge (121) are: -15°-0°.

7. The bulk cargo terminal material transfer system according to claim 4, characterized in that: A speed control assembly is installed on the first-stage unloading steel approach bridge (112), the second-stage unloading steel approach bridge (121), the first-stage loading steel approach bridge (212) and the second-stage loading steel approach bridge (221). The speed control assembly includes a speed sensor for monitoring the first-stage unloading belt (114), the second-stage unloading belt (123), the first-stage loading belt (215) and the second-stage loading belt (223) and a PLC controller. The PLC controller is connected to the first-stage unloading drive member (115), the second-stage unloading drive member (124), the first-stage loading drive member (216) and the second-stage loading drive member (224).

8. The bulk cargo terminal material transfer system according to claim 7, characterized in that: The speed control assembly further comprises weight sensors for monitoring the weight of materials on the primary unloading belt (114), the secondary unloading belt (123), the primary loading belt (215) and the secondary loading belt (223).

Images