Automated cargo conveying device suitable for maritime vessel transportation

Abstract

The present invention discloses an automated cargo conveying device suitable for marine ship transportation, relates to the technical field of marine ship cargo conveying, and is used to solve the problem that existing equipment cannot perform efficient and safe conveying when unloading ship cargo; the present invention uses an adaptive clamping plate assembly provided on a movable chuck to cooperate with a storage plate that lifts up and down to make up for the height difference between the ship and the port side, and can automatically complete the clamping of cargo. Compared with power-driven clamping, the overall power consumption of the cargo conveying equipment is reduced. At the same time, when the plate clamp moves on the cargo and the installed conveyor belt side, a height limiting mechanism is provided to adjust the position of the buckle plate on the tooth column, thereby realizing self-feeding and unloading of cargo on the plate clamp side, as well as subsequent automatic stacking, which provides convenience for subsequent loading.

Description

Technical Field

[0001] The present invention relates to the technical field of marine ship cargo transportation, and in particular to an automated cargo transportation device suitable for marine ship transportation. Background Art

[0002] Shipping is a mode of transport that uses ships to transport passengers or goods by water. It can be divided into coastal transport and ocean transport. Usually, maritime transport between domestic coastal ports is called coastal transport, while maritime transport between domestic ports and foreign ports or between foreign ports is called ocean transport.

[0003] Maritime cargo ships can be divided into the following categories according to the types of cargo they carry and the methods of loading and unloading: dry cargo ships, which are further divided into general cargo ships and bulk carriers; general cargo ships are mainly used to carry various types of general cargo, and new general cargo ships are often designed as multi-purpose ships with strong adaptability to the types of cargo; bulk carriers are specially designed to carry various bulk cargoes, and can be divided into coal carriers, ore carriers, bulk grain carriers, timber carriers and bulk cement carriers, etc.

[0004] Liquid cargo ships are ships that carry various liquid cargoes, mainly oil tankers, liquid chemical tankers, and liquefied gas tankers. In addition, there are also dual-purpose ships that can carry both liquid cargoes and dry bulk cargoes.

[0005] Container ships are cargo ships that use standard containers as their cargo unit; they travel at high speeds, sail on fixed routes, and utilize specialized port equipment for rapid loading and unloading.

[0006] Ro-ro ships and barges are also commonly used for general cargo transportation. Considering the packaging of the cargo, cranes are used to transport the packaged cargo. This requires operators to accompany the operation on board the vessel and perform continuous lifting and securing. This poses a high overall risk. Furthermore, the number of lifts per lift is limited, and most of the operations are intermittent clamping and placing, which reduces the overall cargo transportation efficiency of the vessel.

[0007] To this end, we propose an automated cargo conveying device suitable for marine vessel transportation. Summary of the Invention

[0008] The object of the present invention is to provide an automated cargo conveying device suitable for marine ship transportation to solve the problems raised in the above background technology;

[0009] To achieve the above-mentioned object, the present invention provides the following technical solution: an automated cargo conveying device suitable for marine vessel transportation, comprising a transmission seat and a guide frame, wherein the top of the transmission seat is fixed with the guide frame by bolts, and the bottom of the guide frame is evenly and slidably connected to a movable chuck, a first limiting groove is defined on one side of the movable chuck, and a second limiting groove is defined on the other side of the movable chuck, and the bottom of the movable chuck is movably connected to a limiting cylinder via a bearing;

[0010] The two sides of the limit cylinder are symmetrically fixedly connected with gear columns, and the bottom of the gear column is slidably connected with an adaptive splint assembly, and the adaptive splint assembly includes a buckle plate, a clamping block, a transmission box and a clamping plate. The bottom of the gear column is slidably connected with the buckle plate, and the top of the buckle plate is fixed with a clamping block by bolts. The center of the two side tracks of the buckle plate is symmetrically slidably connected with a gear sleeve, and the bottom of the gear sleeve is fixed with a plate clamp by welding, and the top of the buckle plate is fixed with a transmission box on the side of the gear column by bolts. A gear shaft is movably connected in the transmission box, and the gear at one end of the gear shaft is meshed with the gear sleeve, and the gear on the other side of the gear shaft is meshed with the gear column.

[0011] Furthermore, a second blocking cover is fixed to the bottom inner wall of the limiting cylinder by bolts, and a first blocking cover is fixed to the top inner wall of the limiting cylinder by bolts. A lock column is slidably connected to the second blocking cover, and the outer wall protrusion of the lock column abuts against the second blocking cover. One end of the lock column passes through the limiting cylinder and abuts against the clamping block.

[0012] Furthermore, a locking frame is fixed to the guide frame by bolts, a material storage plate is slidably connected to the locking frame, and a threaded sleeve is fixed to the top of the material storage plate by bolts.

[0013] Furthermore, a driving motor 1 is fixed to the top of the guide frame by bolts, a threaded rod is fixed to the output end of the driving motor 1, and one end of the threaded rod is threadedly connected to the threaded sleeve.

[0014] Furthermore, a belt pulley is symmetrically and movably connected to the bottom of the guide frame, and a rotating sleeve is movably connected to the outer wall of the threaded rod on the guide frame. One of the belt pulleys is fixed to the rotating sleeve, and a second driving motor is fixed to the top of the guide frame by bolts. The second driving motor is meshed with a gear sleeved on the rotating sleeve through a gear.

[0015] Furthermore, a transmission belt is sleeved and installed on the two belt pulleys, and the outer wall of the transmission belt is evenly fixedly connected with a limiting block, and the upper limit block of the transmission belt is correspondingly engaged with the limiting groove.

[0016] Furthermore, the top of the guide frame is evenly and movably connected to an electric push rod through a bearing, and the two sides of the top of the guide frame are symmetrically and movably connected to a transmission shaft. The outer wall of the transmission shaft is evenly sleeved and fixed with a clamping column, and the output end of the electric push rod is movably connected to the transmission shaft through a connecting rod.

[0017] The automated cargo delivery method suitable for marine vessel transportation is:

[0018] Feed alternately, rotate the transmission seat, rotate the guide frame with the storage plate side to the ship side, drive motor 1 to drive the transmission belt to rotate, and drive motor 2 to drive the entire storage plate downward, at this time, move the packaged ship cargo to the storage plate;

[0019] Whenever the movable chuck moves to the top of the storage plate, the lifted storage plate moves the goods to the side of the plate clamp, abutting the plate clamp while driving the entire buckle plate to rise. During the lifting process, the lock column at the bottom of the limit cylinder contacts the baffle cover and automatically rotates 90 degrees. The goods continue to push the plate clamp upward, causing the plate clamps on both sides to expand and move to both sides of the goods. As the storage plate descends, the plate clamps on both sides of the goods begin to close, completing the clamping of both sides of the goods, and rotating through the transmission belt, start to drive the goods to move to the storage area;

[0020] When the plate clamps carrying the cargo touch the sloped surface of the conveyor belt, the cargo and the plate clamps are lifted up on the cut surface at the same time. The plate clamps on both sides begin to expand and send the cargo to the conveyor belt, completing the automatic transportation of the ship cargo to the port end.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] In the present invention, on the basis of the original single-side driven lifting and conveying, a guide frame is installed, and a plurality of sets of movable chucks are provided to carry out circular conveying, thereby improving the overall ship cargo transportation efficiency. At the same time, the adaptive clamping plate assembly provided on the movable chuck cooperates with the storage plate that lifts up and down to make up for the height difference between the ship and the port side, and can complete the clamping of the cargo by itself. Compared with the power-driven clamping, the overall power consumption of the cargo conveying equipment is reduced. At the same time, when the plate clamp moves on the cargo and the installed conveyor belt side, a height limiting mechanism is provided to adjust the position of the buckle plate on the tooth column, thereby realizing the self-feeding and unloading of the cargo on the plate clamp side and the subsequent automatic stacking, which provides convenience for subsequent loading. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the overall structure of the automated cargo transportation system applicable to marine vessel transportation according to the present invention;

[0024] Figure 2 This is a schematic diagram of the main structure of the automated cargo transportation system applicable to marine vessel transportation according to the present invention;

[0025] Figure 3 This is a schematic diagram of the connection structure between the movable chuck at the bottom of the guide frame and the transmission belt of the present invention;

[0026] Figure 4 This is a schematic diagram of the material storage plate and the adaptive clamping plate assembly cooperating to load materials during the activity process of the present invention;

[0027] Figure 5 This is a schematic diagram of the installation structure of the adaptive splint assembly and the limiting cylinder of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure of the adaptive clamping plate assembly of the present invention for clamping and placing cargo.

[0029] In the figure: 1. Transmission seat; 2. Guide frame; 3. Drive motor 1; 4. Threaded rod; 5. Drive motor 2; 6. Rotating sleeve; 7. Belt pulley; 8. Transmission belt; 9. Limit block; 10. Movable chuck; 11. Limit slot 1; 12. Limit slot 2; 13. Lock frame; 14. Storage plate; 15. Threaded sleeve; 16. Limit cylinder; 17. Block cover 1; 18. Block cover 2; 19. Lock column; 20. Gear column; 21. Adaptive splint assembly; 211. Buckle plate; 212. Clamping block; 213. Transmission box; 214. Gear shaft; 215. Gear sleeve; 216. Plate clamp; 22. Electric push rod; 23. Transmission shaft; 24. Clamping column. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] See also Figure 1-6 , the present invention provides a technical solution:

[0032] Example 1: Considering the bulk material transportation during small vessel transportation, a grab bucket at the port side is used in conjunction with a crane to pick up and place the materials one by one. This involves the transportation of packaged materials, similar to cement. Bag unloading also uses a crane to transport the materials in batches. The overall transportation efficiency is low, and operators are required to accompany the entire process and secure the materials with straps, which increases the risk of material transportation.

[0033] For this reason Figure 1 and Figure 2 As shown, a transmission base 1 is installed on the transport port side, similar to a crane structure, and a guide frame 2 is installed on the top of the transmission base 1. Due to the height difference between the ship's silo and the port, a movable storage plate 14 is set on the side of the guide frame 2 to facilitate the transfer of ship materials. Similarly, since the guide frame 2 adopts a one-by-one cyclic feeding method, there is no need to combine and package materials on the ship. Bulk materials can be automatically stacked on the conveyor belt on the port side with the help of the cyclically conveyed movable chuck 10, thereby improving the efficiency of automated cargo transportation for ship transportation.

[0034] During the specific operation, a movable chuck 10 is evenly arranged at the bottom of the guide frame 2, and the limiting wheel on the top of the movable chuck 10 is clamped with the inner raceway of the guide frame 2, which facilitates the driving of the movable chuck 10. A transmission belt 8 is installed on the belt pulley 7 at the bottom of the guide frame 2, and a limiting block 9 is evenly fixed on the outer side of the transmission belt 8. Figure 3As shown, a single limit block 9 is engaged with an upper limit groove 11 of a single movable chuck 10. With the rotation of the transmission belt 8, the entire movable chuck moves synchronously. For the drive of the belt pulley 7, a drive motor 2 5 is installed on the top of the guide frame 2. A rotating sleeve 6 is fixedly connected to the middle of the belt pulley 7. The drive motor 2 5 drives the rotating sleeve 6 to rotate through the gear, thereby controlling the cyclic activity of the entire belt pulley 7.

[0035] At the same time, a second limiting groove 12 is provided on the other side of the movable chuck 10 to prevent the adaptive splint assembly 21 at the bottom of the entire guide frame 2 from automatically sliding when the entire guide frame 2 is no longer in use, causing the transmission mechanism to be unable to identify the specific placement position later. For this reason, when the automated cargo conveying device for ship transportation is not in use, the movable chuck 10 needs to be limited, and electric push rods 22 are evenly arranged on the top of the entire guide frame 2. The guide frame 2 is symmetrically and movably connected with a transmission shaft 23 on both sides, and a clamping column 24 is fixed on the transmission shaft 23. The end of the electric push rod 22 is movably connected to the transmission shaft 23 by a connecting rod, and the transmission shaft 23 is pushed to rotate by the electric push rod 22, thereby driving the end of the clamping column 24 to abut against the second limiting groove 12 of the movable chuck 10, thereby completing the constraint of the entire movable chuck 10.

[0036] Example 2: Considering that the automated cargo transportation of ship transportation requires cargo clamping, a lock frame 13 is fixedly connected to the top of the guide frame 2, such as Figure 4 As shown, a material storage plate 14 is slidably connected to the inner side of the lock frame 13. By providing the material storage plate 14 that can move up and down to receive the cargo on the ship side, the movable chuck 10 that can move in a circular manner is used to transfer the cargo on the material storage plate 14, thereby avoiding the height difference between the ship and the port, which causes the cargo to be unable to be lifted and transported normally;

[0037] As for the drive of the entire storage plate, a drive motor 13 is installed on the top of the guide frame 2. The threaded rod 4 fixed at its end is connected to the threaded sleeve 15 fixed on the storage plate. The drive motor 13 drives the threaded rod 4 to rotate, realizing the sliding of the entire storage plate on the lock frame 13.

[0038] At the same time, the goods on the storage plate are automatically grabbed. Whenever the movable chuck 10 carrying the adaptive clamping plate assembly 21 rotates with the transmission belt 8 to the top of the storage plate, the storage plate carrying the goods is automatically lifted, and the goods on the storage plate gradually contact the plate clamp 216. Figure 5 As shown, the plate clamp 216 is located on the toothed sleeve 215 at the top of the pinch plate 211, and the toothed sleeve 215 is slidably connected due to the groove on the pinch plate 211. At the same time, the entire pinch plate 211 is slidably connected to the limiting cylinder 16 at the bottom of the movable chuck 10 and is connected through the tooth column 20;

[0039] The goods first contact the plate clamp 216 and at the same time drive the entire plate clamp 211 connected to the plate clamp 216 to move upward synchronously, and a transmission box 213 is fixedly provided on the top of the plate clamp 211, and a gear shaft 214 is movably connected to the transmission box 213. A gear is sleeved on the gear shaft 214 inside the transmission box 213 and meshed with the gear column 20, and a fixed gear is sleeved on the end of the gear shaft 214 outside the transmission box 213 and meshed with the gear sleeve 215. As the plate 211 rises, the gear in the transmission box 213 starts to rotate, causing the gear shaft 214 to start driving the gear sleeves 215 on both sides to slide on the plate 211, causing the distance between the two plate clamps 216 at the bottom of the gear sleeve 215 to gradually expand, and eventually causing the goods on the storage plate to start to move alone toward the middle of the plate clamp 216, and at this time the plate clamp 216 starts to move downward without the push of the goods;

[0040] like Figure 6 As shown, a blocking cover 17 and a blocking cover 2 18 are fixedly connected in the entire limiting cylinder 16, and the opposite surfaces of the blocking cover 17 and the blocking cover 2 18 are provided with staggered cutouts, and a lock column 19 is slidably connected to the blocking cover 2 18, and the protrusion on the outer wall of the lock column 19 abuts against the cutout on the blocking cover 2 18, thereby being fixed to the blocking cover 2 18. At the same time, the lock column 19 is located on the outside of the limiting cylinder 16 and abuts against the clamping block 212 fixedly provided on the buckle plate 211. Therefore, when the entire buckle plate 211 rises with the cargo, the clamping block 212 synchronously drives the lock column 19 to slide in the limiting cylinder 16, and when the protrusion on the lock column 19 contacts the cut surface of the blocking cover 17, it drives the entire lock column 19 to move The locking post 19 rotates 90 degrees, and the end portion of the locking post 19 begins to separate from the entire clamping block 212 after rotating 90 degrees, returning to the entire plate clamp 216 and descending on the cargo side. The pinch plate 211 is no longer limited by the clamping block 212 and the locking post 19, and the descending distance increases. As the entire pinch plate 211 slides downward, the gear shaft 214 rotates at this time, driving the gear sleeve 215 and the side plate clamps 216 to move toward each other, thereby clamping the cargo on both sides during the ascending process. At this time, only the storage plate needs to move downward to leave the stacked cargo on the plate clamp 216, thus realizing automatic material removal of the cargo. Compared with the cargo clamping achieved by the power mechanism, it is easily affected by the power supply, resulting in the malfunction of the clamping arm, and the overall power consumption increases.

[0041] The circulating movable chuck 10 will come to the top of the storage plate and start to clamp the ship. After a period of transportation on the guide frame 2, the clamped goods need to be unloaded. For this purpose, a conveyor belt can be set in the unloading area. At the same time, the transmission belt 8 adopts a cross-section lifting type with a certain slope, such as Figure 6As shown, at this time, the goods located on the inner side of the plate clamp 216 begin to move toward the side of the transmission belt 8. As the height of the entire conveyor belt continues to increase, the sliding plate clamp 216 begins to move upward, causing the gear shaft 214 to drive the gear sleeve 215 to rotate in the opposite direction, thereby increasing the distance between the plate clamps 216 on both sides, and finally leaving the goods on the conveyor belt. At this time, the locking column 19 will also be driven to rise during the rising process of the buckle plate 211, and it will contact the baffle 17 again to realize its own 90-degree rotation, thereby completing the locking of the entire buckle plate 211, facilitating the subsequent continuous clamping operation.

[0042] The working principle of the present invention is as follows: the transmission base 1 rotates, rotating the guide frame 2 with the storage plate 14 to the ship side, the driving motor 1 3 drives the transmission belt 8 to rotate, and the driving motor 2 5 drives the entire storage plate 14 to move downward, at this time, the packaged ship cargo is moved onto the storage plate 14;

[0043] Whenever the movable chuck 10 moves to the top of the material storage plate 14, the lifted material storage plate 14 moves the goods to the side of the plate clamp 216, abutting the plate clamp 216 while driving the entire buckle plate 211 to rise. During the lifting process, the lock column 19 at the bottom of the limit cylinder 16 contacts the baffle 17 and automatically rotates 90 degrees. The goods continue to push the plate clamp 216 upward, causing the plate clamps 216 on both sides to expand, and then come to the two sides of the goods. As the material storage plate 14 descends, the plate clamps 216 on both sides of the goods begin to close, completing the clamping of both sides of the goods, and rotating through the transmission belt 8, start to drive the goods to move to the material storage area;

[0044] When the plate clamps 216 carrying the goods touch the sloped conveyor belt surface, the goods and the plate clamps 216 are lifted up on the cross section at the same time, and the plate clamps 216 on both sides begin to expand and send the goods to the conveyor belt, completing the automatic transportation of the ship's goods to the port end.

[0045] The above contents are merely examples and explanations of the structure of the present invention. Those skilled in the art may make various modifications or additions to the described specific embodiments or replace them in a similar manner. As long as they do not deviate from the structure of the invention or exceed the scope defined by the claims, they shall fall within the scope of protection of the present invention.

[0046] Throughout this specification, references to terms such as "one embodiment," "example," or "specific example" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0047] The preferred embodiments of the present invention disclosed above are intended only to help illustrate the present invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the present invention to specific embodiments. Obviously, many modifications and variations are possible based on the contents of this specification. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the present invention, thereby enabling those skilled in the art to better understand and utilize the present invention. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. An automated cargo conveying device suitable for marine vessel transportation, comprising a transmission seat (1) and a guide frame (2), wherein the top of the transmission seat (1) is fixed with the guide frame (2) by bolts, and characterized in that: The bottom of the guide frame (2) is evenly and slidably connected to a movable chuck (10), a limiting groove (11) is provided on one side of the movable chuck (10), and a limiting groove (12) is provided on the other side of the movable chuck (10), and the bottom of the movable chuck (10) is movably connected to the limiting cylinder (16) via a bearing; The two sides of the limit cylinder (16) are symmetrically fixedly connected with tooth columns (20), and the bottom of the tooth column (20) is slidably connected with an adaptive clamping plate assembly (21), and the adaptive clamping plate assembly (211) includes a pinch plate (211), a clamping block (212), a transmission box (213) and a clamping plate. The bottom of the tooth column (20) is slidably connected with the pinch plate (211), and the top of the pinch plate (211) is fixed with the clamping block (212) by bolts. The center of the two side tracks of the pinch plate (211) is symmetrically slidably connected with a tooth sleeve (215), and the bottom of the tooth sleeve (215) is fixed with a plate clamp (211) by welding. 16), a transmission box (213) is fixed to the top of the gusset plate (211) and located on the side of the gear column (20) by bolts, and a gear shaft (214) is movably connected in the transmission box (213), a gear at one end of the gear shaft (214) is correspondingly meshed and connected with a gear sleeve (215), and a gear at the other side of the gear shaft (214) is correspondingly meshed and connected with the gear column (20), a gear is sleeved on the gear shaft (214) located in the transmission box (213) and is correspondingly meshed and connected with the gear column (20), and a fixed gear is sleeved on the end of the gear shaft (214) located outside the transmission box (213) and is correspondingly meshed and connected with the gear sleeve (215).

2. The automated cargo conveying device suitable for marine ship transportation according to claim 1, characterized in that: The bottom inner wall of the limiting cylinder (16) is fixed with a second blocking cover (18) by bolts, and the top inner wall of the limiting cylinder (16) is fixed with a first blocking cover (17) by bolts. A lock column (19) is slidably connected inside the second blocking cover (18), and the outer wall protrusion of the lock column (19) abuts against the second blocking cover (18). One end of the lock column (19) passes through the limiting cylinder (16) and abuts against the clamping block (212).

3. The automated cargo conveying device suitable for marine ship transportation according to claim 2, characterized in that: A locking frame (13) is fixed to the guide frame (2) via bolts, a material storage plate (14) is slidably connected to the locking frame (13), and a threaded sleeve (15) is fixed to the top of the material storage plate (14) via bolts.

4. The automated cargo conveying device suitable for marine ship transportation according to claim 3, characterized in that: A driving motor (3) is fixed to the top of the guide frame (2) by bolts, a threaded rod (4) is fixed to the output end of the driving motor (3), and one end of the threaded rod (4) is threadedly connected to a threaded sleeve (15).

5. The automated cargo conveying device suitable for marine ship transportation according to claim 4, characterized in that: The bottom of the guide frame (2) is symmetrically and movably connected to a belt pulley (7), and a rotating sleeve (6) is movably provided on the guide frame (2) and located on the outer wall of the threaded rod (4). One of the belt pulleys (7) is fixed to the rotating sleeve (6). A second drive motor (5) is fixed to the top of the guide frame (2) by bolts, and the second drive motor (5) is meshed with a gear provided on the rotating sleeve (6) through a gear.

6. The automated cargo conveying device suitable for marine ship transportation according to claim 5, characterized in that: A transmission belt (8) is sleeved and installed on the two belt pulleys (7), and the outer wall of the transmission belt (8) is evenly fixedly connected to the limiting block (9), and the upper limit block (9) of the transmission belt (8) is correspondingly engaged with the limiting groove (11).

7. The automated cargo conveying device suitable for marine ship transportation according to claim 6, characterized in that: The top of the guide frame (2) is evenly and movably connected to an electric push rod (22) through a bearing, and the two sides of the top of the guide frame (2) are symmetrically and movably connected to a transmission shaft (23), and the outer wall of the transmission shaft (23) is evenly sleeved and fixed with a clamping column (24), and the output end of the electric push rod (22) is movably connected to the transmission shaft (23) through a connecting rod.

8. The automated cargo conveying device suitable for marine ship transportation according to claim 7, characterized in that: The automated cargo delivery method suitable for marine vessel transportation is: Feeding alternately, the transmission seat (1) is rotated to rotate the guide frame (2) with the storage plate (14) side to the ship side, the driving motor (3) drives the transmission belt (8) to rotate, and the driving motor (5) drives the entire storage plate (14) to move downward, at this time, the packaged ship cargo is moved onto the storage plate (14); Whenever the movable chuck (10) moves to the top of the storage plate (14), the lifted storage plate (14) moves the goods to the side of the plate clamp (216), abuts the plate clamp (216) and drives the entire buckle plate (211) to rise. During the lifting process, the lock column (19) at the bottom of the limit cylinder (16) contacts the baffle (17) and automatically rotates 90 degrees. The goods continue to push the plate clamp (216) upward, causing the plate clamps (216) on both sides to unfold, and thus come to the two sides of the goods. As the storage plate (14) descends, the plate clamps (216) on both sides of the goods begin to close, completing the clamping of the two sides of the goods, and rotate through the transmission belt (8), starting to drive the goods to move to the storage area; When the plate clamp (216) carrying the cargo contacts the sloped conveyor belt surface, the cargo and the plate clamp (216) simultaneously move upward on the cut surface, and the plate clamps (216) on both sides begin to expand and deliver the cargo to the conveyor belt, completing the automatic transportation of the ship cargo to the port end.

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