Marine bidirectional self-discharging integrated system

Abstract

The invention discloses a bidirectional self-unloading integrated system for a ship, aims to improve the unloading efficiency of a self-unloading ship and the reliability of the system, and adopts a double-set independent automatic unloading system design as the core. Each set of system comprises a longitudinal belt conveyor, a transverse belt conveying mechanism comprising a C-loop circulating lifting mechanism and a BOOM unloading arm. The two longitudinal belts are arranged at the bottom of the cargo hold, the portside belt conveys the cargo to the tail C-loop mechanism towards the stern, the starboard belt conveys the cargo to the head C-loop mechanism towards the prow, and the maximum unloading capacity of a single system per hour is 6000 tons. The C-loop mechanism is in a C-shaped path, goods are clamped through an interlayer between the inner conveying belt and the outer conveying belt to complete lifting, and stable operation is guaranteed through a hydraulic drive tensioning device. The longitudinal belt can be regulated and controlled in two directions, half-load operation is performed during reverse transportation, and a set of system can be shut down and overhauled during same-direction transportation. According to the design, double sets of systems are standby for each other, the fault-tolerant capability is improved, and meanwhile, the cost is reduced by integrating the transverse belt and the C-loop mechanism.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of maritime transportation, in particular to a marine bidirectional self-unloading integrated system. BACKGROUND

[0002] In the field of maritime transportation, as a kind of ship that can complete cargo unloading by relying on its own equipped unloading system, the core competitiveness of self-unloading ship comes from high unloading rate and fast turnover speed, which directly determines the economic benefit of ship operation. Therefore, the running efficiency and reliability of the self-unloading system are always the core concerns in the design and application process of self-unloading ship.

[0003] Currently, the design scheme of the self-unloading system used by the conventional self-unloading ship gradually exposes the problem of being difficult to adapt to the high-efficiency and high-stability transportation demand in actual operation. Its limitations mainly lie in the following two key aspects: Firstly, the unloading efficiency has obvious bottleneck and it is difficult to meet the time efficiency demand of large-scale cargo transportation. The existing self-unloading ship generally adopts the design mode of single self-unloading system. The whole system can only rely on a single cargo conveying and unloading path to complete the work, and the unloading capacity per unit time is strictly limited in a fixed range. When facing large-scale cargo transportation tasks, the unloading speed of the single system cannot be further improved, which leads to the extension of the unloading period and the increase of the ship's stay time in the port, directly restricting the turnover efficiency of the ship, and further affecting the operation rhythm of the whole transportation chain. It is difficult to fully exert the advantages of self-unloading ship in efficient transportation, and it is difficult to meet the core demand of the ship owner to improve the cargo transportation volume and shorten the transportation period.

[0004] Secondly, the system reliability is insufficient, and the whole operation is easily interrupted due to local failure. Since each component of the single self-unloading system forms a single operation link, the correlation between each link is very strong. Once any key component in the system fails or needs to be shut down for daily maintenance, the whole self-unloading system will be in a paralyzed state, and the cargo unloading operation will be forced to stop. This "all or nothing" operation mode makes the transportation operation of the self-unloading ship have a high uncertainty. It not only may cause the delay of cargo delivery and bring direct economic loss to the ship owner, but also increases the risk cost of ship operation, which cannot guarantee the continuous and stable progress of the transportation task, and seriously affects the operation competitiveness of the self-unloading ship in the transportation market.

[0005] In summary, the limitations of the self-unloading system of the existing self-unloading ship in unloading efficiency and reliability have become a key problem restricting the technical upgrading and operation benefit improvement of the self-unloading ship industry. How to optimize the design of the self-unloading system, break through the bottleneck of the existing technology, and realize the significant improvement of unloading efficiency and the effective enhancement of system reliability has become an important issue to be solved in the field of self-unloading ship equipment research and development, which has important significance for promoting the further application and development of self-unloading ship in the field of maritime transportation.

[0006] For the reasons mentioned above, it is necessary to propose an integrated system for bidirectional self-unloading on ships to solve the aforementioned problems. Summary of the Invention

[0007] The purpose of this invention is to overcome the defects in the prior art and provide an integrated system for bidirectional self-unloading on ships.

[0008] To achieve the above objectives, the technical solution of the present invention is as follows: An integrated system for bidirectional self-unloading on a ship includes an automatic unloading system consisting of a longitudinal belt conveyor, a transverse belt conveyor, and a BOOM unloading arm. Multiple sets of the automatic unloading system are installed on the ship's hull; the multiple sets of automatic unloading systems operate independently of each other. A longitudinal belt conveyor, comprising a cargo conveying belt longitudinally disposed at the bottom of the cargo hold; A transverse belt conveyor mechanism, one end of which is connected to and installed at the end of a longitudinal belt conveyor for relaying and transporting goods; The BOOM unloading arm, connected to the other end of the transverse belt conveyor, is used to relay cargo to the receiving mother ship or shore yard.

[0009] Furthermore, the automatic unloading system is provided in two sets, with the two sets of longitudinal belt conveyors arranged in parallel at the bottom of the cargo hold, and the conveying directions of the two cargo conveyor belts facing the bow and stern of the ship respectively.

[0010] Furthermore, the cargo conveyor belt of the first set of the automatic unloading system is located on the port side near the cargo hold, and the automatic unloading system transports the cargo to the transverse belt conveyor mechanism at the stern of the ship. The second set of the automatic unloading system has a cargo conveyor belt located on the starboard side near the cargo hold. This automatic unloading system transports the cargo to the transverse belt conveyor mechanism at the bow of the ship.

[0011] Furthermore, the transverse belt conveyor mechanism includes a C-loop circulating lifting mechanism, which has a C-shaped circulating conveying path. The circulating conveying path includes an input section arranged transversely along the bottom of the cargo hold, a lifting section arranged in an arc-shaped path along the side wall of the cargo hold, and an output section connected tangentially to the end of the lifting section and extending thereto form an output section. The outlet of the output section is located above the feed end of the BOOM unloading arm. Both ends of the multiple longitudinal belt conveyors are connected to the input section of the C-loop circulating lifting mechanism located at the bow and stern of the ship.

[0012] Furthermore, the C-loop cyclic lifting mechanism includes an outer conveyor belt and an inner conveyor belt. The outer conveyor belt is configured to cover the input end and the lifting section, and the inner conveyor belt is configured to cover the lifting section and the output section. The inner side of the outer conveyor belt is the first transport side, and the outer side is the first return side; the outer side of the inner conveyor belt is the second transport side, and the inner side is the second return side. The area where the first transport side and the second transport side overlap constitutes a lifting section. Through the interlayer between the two belts of the first transport side and the second transport side, the material is clamped and driven to be lifted and transported.

[0013] Furthermore, the outer conveyor belt is provided with a first tensioning device at the end of the input section, which includes a first steering wheel, a second steering wheel, and a first tensioning wheel. The two ends of the first tensioning wheel are slidably disposed in the first vertical guide rail. The belt passes around the first tensioning wheel and the two ends of the belt are turned by the first steering wheel and the second steering wheel respectively to form the first transport side and the first return side of the outer conveyor belt. The first tensioning device also includes a first hydraulic pull rod, a first labor-saving pulley group, and a first steering pulley group. The first hydraulic pull rod is vertically arranged, and the tension cable connected to its upper free end passes around the first steering pulley group and is connected to one end of the first labor-saving pulley group. The other end of the labor-saving pulley group is connected to the first tensioning wheel. The upper end of the outer conveyor belt is set as the first driving end.

[0014] Furthermore, the inner conveyor belt is provided with a second tensioning device on the second return side, which includes a third steering wheel, a fourth steering wheel, a second tensioning wheel, a second labor-saving pulley group, and a second hydraulic tie rod. The second return layer is arranged to pass around the third steering wheel, the second tensioning wheel, and the fourth steering wheel in sequence. The second tensioning wheel moves longitudinally under the pull of the second labor-saving pulley group. The lower end of the second labor-saving pulley group is connected to the second hydraulic tie rod through a traction steel cable passing around the second steering pulley group. The upper end of the inner conveyor belt is provided as a second drive end. Several support rollers are provided on the inner side of the second transport side of the inner conveyor belt, and the several support rollers are arranged along a C-shaped circulating transport path.

[0015] Furthermore, the longitudinal belt conveyor's conveyor belt is an adjustable bidirectional conveyor; during reverse transport, the longitudinal belt conveyor operates at half load.

[0016] The advantages and beneficial effects of this invention are as follows: 1. Enhanced unloading capacity: The dual systems operate independently, with each system capable of unloading up to 6,000 tons per hour. When both systems are operating at their rated speeds simultaneously, the combined unloading speed reaches 12,000 tons per hour, meeting the shipowner's core need to "increase unloading speed".

[0017] 2. Improve system reliability: The dual systems serve as backups for each other. The longitudinal belt bidirectional transport, combined with the shutdown and maintenance design, ensures that the system can still maintain partial unloading capacity when a single component fails or is under maintenance, thus avoiding cargo downtime and meeting the design goal of "improving system reliability".

[0018] 3. Reduce equipment costs: Combining the transverse conveyor belt with the C-loop circulating lifting mechanism reduces the number of independent devices and simplifies the overall system structure. While ensuring performance, it effectively reduces equipment procurement, installation and maintenance costs, thus reducing overall equipment costs. Attached Figure Description

[0019] Figure 1 This is a side view of the integrated system for bidirectional self-unloading of a ship, as described in this invention, within the hull. Figure 2 This is a top view of the two longitudinal belt conveyors in the present invention within the hull of the ship; Figure 3 In this invention Figure 1 Schematic diagram of section AA; Figure 4 This is a schematic diagram of the C-loop cyclic lifting mechanism in this invention; Figure 5 This is a schematic diagram of the outer conveyor belt in this invention; Figure 6 This is a schematic diagram of the inner conveyor belt structure in this invention; In the diagram: 1. Longitudinal belt conveyor; 2. Transverse belt conveyor; 3. BOOM unloading arm; 4. Cargo conveyor belt; 5. Bow; 6. Stern; 7. Port side; 8. Starboard side; 9. C-loop circulating lifting mechanism; 10. Circulating conveying path; 11. Input section; 12. Lifting section; 13. Output section; 14. Outer conveyor belt; 15. Inner conveyor belt; 16. First transport side; 17. First return side; 18. Second transport side; 19. Second return side; 20. First tensioning device; 1. First steering wheel; 22. Second steering wheel; 23. First tensioning wheel; 24. Inside the first vertical guide rail; 25. First hydraulic tie rod; 26. First labor-saving pulley block; 27. First steering pulley block; 28. Pulling cable; 29. ​​First drive end; 30. Second tensioning device; 31. Third steering wheel; 32. Fourth steering wheel; 33. Second tensioning wheel; 34. Second labor-saving pulley block; 35. Second hydraulic tie rod; 36. Support roller; 37. Receiving mother ship; 38. Hull; 39. Second drive end. Detailed Implementation

[0020] The specific embodiments of the present invention will be further described below with reference to examples. These examples are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0021] This invention discloses an integrated bidirectional self-unloading system for ships, comprising three core components: a longitudinal belt conveyor 1, a transverse belt conveyor mechanism, and a BOOM unloading arm 3. Multiple sets of these systems are installed on the hull 38 and operate independently. This embodiment uses a dual-set self-unloading system integration as an example. On the one hand, this doubles the unloading capacity per unit time; on the other hand, in the event of a single system failure or maintenance, it can maintain half the unloading capacity, avoiding cargo downtime and fundamentally ensuring the continuity and efficiency of system operation.

[0022] Specifically, longitudinal belt conveyor 1: As the initial link in cargo transportation, its core function is to transport cargo along the longitudinal direction at the bottom of the cargo hold, providing a stable source of cargo for subsequent transportation links, and is the starting point for cargo flow in the entire self-unloading system.

[0023] Lateral belt conveyor mechanism: used to relay and transfer goods. One end is connected to the end of the longitudinal belt conveyor 1. After receiving the goods from the longitudinal conveyor, it transfers the goods to the next stage through lateral transport, realizing the change of the transport direction of goods from longitudinal to lateral, and connecting the longitudinal transport and the final unloading stage.

[0024] BOOM unloading arm 3: As the terminal execution component of the system, it is connected to the other end of the lateral belt conveyor mechanism, accurately transferring the laterally conveyed cargo to the receiving mother ship 37 or the shore storage yard, such as... Figure 3 As shown, directly completing the final unloading of goods determines the scope and accuracy of unloading.

[0025] In this embodiment, two sets of longitudinal belt conveyors 1 are arranged in parallel at the bottom of the cargo hold, with two cargo conveyor belts 4 facing the bow 5 and stern 6 respectively. Figure 2 As shown, two longitudinal horizontal cargo conveyor belts 4 are arranged at the bottom of the cargo hold. The longitudinal belt on the port side transports cargo to the stern C-loop circulating lifting mechanism 9 (facing the stern 6), and the longitudinal belt on the starboard side transports cargo to the bow C-loop circulating lifting mechanism 9 (facing the bow 5). Through the differentiated design of the belt conveyor direction, the cargo is diverted to both ends of the hull 38, laying the foundation for subsequent double-end unloading.

[0026] Location and transport path of the two longitudinal belt conveyor systems: The first automated unloading system's cargo conveyor belt 4 is located near the port side 7 of the cargo hold, transporting the cargo to the transverse belt conveyor mechanism 6 at the stern. The transport endpoint of the port longitudinal belt is the stern C-loop recirculating lifting mechanism 9, which is the core component of the transverse belt conveyor mechanism. After the cargo is transported to the stern 6 via the port belt, it enters the stern C-loop recirculating lifting mechanism 9 for further lifting and transfer.

[0027] The second automated unloading system's cargo conveyor belt 4 is located near the starboard side 8 of the cargo hold, transporting the cargo to the transverse belt conveyor mechanism at the bow 5. The end point of the starboard longitudinal belt transport is the bow C-loop recirculating lifting mechanism 9. After the cargo is transported to the bow 5 via the starboard belt, it enters the bow C-loop recirculating lifting mechanism 9, completing a similar transport connection process as the port side system.

[0028] This design, with the port and starboard sides respectively corresponding to the transverse conveying mechanisms at the stern (6) and bow (5), allows the two systems to be spatially independent, with no intersection of transport paths, thus avoiding interference during cargo transport. At the same time, it maximizes the use of the space in the hull (38) and improves cargo transport efficiency.

[0029] The core of the transverse belt conveyor mechanism is the C-loop circulating lifting mechanism 9, which has a C-shaped circulating conveying path 10, including an input section 11, a lifting section 12, and an output section 13. The outlet of the output section 13 is located above the feed end of the BOOM unloading arm 3. At the same time, both ends of the multiple longitudinal belt conveyors 1 are connected to the input section 11 of the C-loop circulating lifting mechanism 9 at the bow 5 and stern 6 of the ship.

[0030] The C-loop circulating lifting mechanism 9, as a key link connecting the longitudinal belt conveyor 1 and the BOOM unloading arm 3, needs to receive the goods conveyed by the longitudinal belt and lift them to a certain height before transferring them to the BOOM unloading arm 3. The input section 11 of the C-shaped circulating conveying path 10 is set laterally along the bottom of the cargo hold to facilitate receiving goods from the longitudinal belt conveyor 1; the lifting section 12 is an arc-shaped path along the side wall of the cargo hold to realize the lifting of goods from the bottom of the cargo hold to the top; the output section 13 is tangentially connected to the end of the lifting section 12 and extends thereafter, and the outlet is located above the feed end of the BOOM unloading arm 3 to ensure that the goods can fall accurately into the BOOM unloading arm 3, completing the complete process of "longitudinal conveying - lifting - lateral transfer to the unloading arm".

[0031] In addition, the design of multiple longitudinal belt conveyors 1 with both ends connected to the bow 5 and stern 6 C-loop circulating lifting mechanism 9 input section 11 provides a structural basis for subsequent bidirectional longitudinal belt transport, enabling the longitudinal belt to transfer goods to the corresponding C-loop circulating lifting mechanism 9 in both forward and reverse transport.

[0032] The internal structure of the C-loop cyclic lifting mechanism 9, specifically, is as follows: Figures 4-6As shown, the system includes an outer conveyor belt 14 and an inner conveyor belt 15. The outer conveyor belt 14 covers the input section 11 and the lifting section 12, while the inner conveyor belt 15 covers the lifting section 12 and the output section 13. The lifting section 12 is formed by the overlapping of the transport sides of the two conveyor belts, utilizing a sandwich structure to hold and lift materials. This is the core technology for achieving stable cargo lifting. In the lifting section 12, the first transport side 16 of the outer conveyor belt 14 and the second transport side 18 of the inner conveyor belt 15 overlap, forming a clamping and lifting transport area for the cargo. After the cargo enters this overlapping area, it is held by the sandwich structure of the two conveyor belts, preventing the cargo from falling or shifting due to gravity during the lifting process. This is especially suitable for transporting granular, loose, and other easily scattered goods. The outer conveyor belt 14 covers the input section 11, which can smoothly transport the goods received by the input section 11 to the lifting section 12; the inner conveyor belt 15 covers the output section 13, which can smoothly transfer the lifted goods to the output section 13, and finally transport them to the BOOM unloading arm 3. The entire process ensures the stability and continuity of the lifting and transfer of goods through the coordinated work of the two conveyor belts.

[0033] Specifically, such as Figure 5 As shown, the first tensioning device 20 at the input section 11 end of the outer conveyor belt 14 includes a first steering wheel 21, a second steering wheel 22, a first tensioning wheel 23 (slidably disposed in the first vertical guide rail 24), and a drive structure consisting of a first hydraulic pull rod 25, a first labor-saving pulley group 26, and a first steering pulley group 27. At the same time, a first drive end 29 is provided at the upper end of the outer conveyor belt 14. The first drive end 29 drives the outer conveyor belt 14 to perform cyclic conveying. During the conveying, the first tensioning device 20 tensions the conveyor belt to maintain the clamping force when transporting goods.

[0034] The core function of the tensioning device is to ensure that the conveyor belt is always under appropriate tension during operation, preventing goods from getting stuck or slipping due to belt slack. The first tensioning wheel 23 is slidably mounted inside the first vertical guide rail 24 and can move up and down along the guide rail to adjust the tension of the conveyor belt. The first hydraulic pull rod 25, in cooperation with the pull cable 28, the first steering pulley group 27, and the first labor-saving pulley group 26, provides stable tension to the first tensioning wheel 23. The hydraulic drive method has the advantages of precise tension adjustment and fast response speed, and can adjust the tension in real time according to the operating status of the conveyor belt. The upper end of the outer conveyor belt 14 is set as the first drive end 29, which can provide power to the conveyor belt from above, ensuring the stable operation of the conveyor belt in the input section 11 and the lifting section 12.

[0035] like Figure 6As shown, a second tensioning device 30 is provided on the second return side 19 of the inner conveyor belt 15, including a third steering wheel 31, a fourth steering wheel 32, a second tensioning wheel 33, a second labor-saving pulley group 34, and a second hydraulic pull rod 35. The second tensioning wheel 33 moves longitudinally under the pull of the second labor-saving pulley group 34, and the upper end of the inner conveyor belt 15 is the second drive end 39. At the same time, a number of support rollers 36 along a C-shaped path are provided on the inner side of the second transport side 18.

[0036] The second tensioning device 30 operates similarly to the first tensioning device 20. Through hydraulic drive and pulley block coordination, it adjusts the tension of the inner conveyor belt 15 on the return side, ensuring stable operation of the inner conveyor belt 15 in the lifting section 12 and the output section 13. The upper end of the inner conveyor belt 15 is designated as the second drive end 39, which cooperates with the first drive end 29 of the outer conveyor belt 14 to synchronize the speed and direction of the two conveyor belts in the lifting section 12, ensuring the stability of the sandwiched goods. Furthermore, the support rollers 36 on the inner side of the second transport side 18 are arranged along the C-shaped circulating conveying path 10, providing support for the second transport side 18 of the inner conveyor belt 15 and preventing deformation of the conveyor belt due to gravity or cargo pressure during transport, further ensuring the smoothness of cargo transport.

[0037] The cargo conveyor belt 4 of the longitudinal belt conveyor 1 is an adjustable bidirectional conveyor, and operates at half load during reverse transport. Setting the two longitudinal belt conveyors 1 to be reversible and operating at half load during reverse transport can reduce the system load. At the same time, when the two longitudinal conveyors are transporting in the same direction, the other C-loop and BOOM unloading arm 3 can be stopped for inspection or maintenance.

[0038] The bidirectional transport function gives the system greater flexibility. In actual operation, the direction of the belt conveyor can be adjusted according to the unloading needs of the cargo (such as the need to unload cargo to the bow 5 or stern 6). The half-load operation design reflects the system's "self-protection" mechanism, avoiding equipment damage due to excessive load during reverse transport and extending the equipment's service life. In addition, the combination of bidirectional transport and shutdown maintenance enables the system to be "maintained while operating," which greatly improves the reliability and fault tolerance of the overall self-unloading system and ensures that the system maintains high operating efficiency during long-term operation.

[0039] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An integrated system for bidirectional self-discharge of a ship, characterized in that, The automatic unloading system comprises a longitudinal belt conveyor (1), a transverse belt conveyor (2) and a BOOM unloading arm (3), and a plurality of sets of the automatic unloading system are arranged on a ship body (38); the plurality of sets of the automatic unloading system are independently operated; The longitudinal belt conveyor (1) comprises a cargo conveying belt (4) arranged longitudinally at the bottom of a cargo hold; The transverse belt conveyor mechanism is connected to the end of the longitudinal belt conveyor and is used for force transmission of the transported cargo; The BOOM unloading arm (3) is connected to the other end of the transverse belt conveyor mechanism and is used for force transmission of the cargo to a receiving mother ship (37) or a shore yard.

2. A marine integrated bi-directional self-discharging system as claimed in claim 1, wherein, The automatic unloading system comprises two sets of the longitudinal belt conveyor (1) arranged in parallel at the bottom of the cargo hold, and the conveying directions of the two cargo conveying belts (4) are respectively towards a bow (5) and a stern (6).

3. A marine integrated bi-directional self-discharging system according to claim 2, wherein, The cargo conveying belt (4) of the first set of the automatic unloading system is arranged near a port side (7) of the cargo hold, and the set of the automatic unloading system is used for transporting the cargo to the transverse belt conveyor mechanism at the stern (6); The cargo conveying belt (4) of the second set of the automatic unloading system is arranged near a starboard side (8) of the cargo hold, and the set of the automatic unloading system is used for transporting the cargo to the transverse belt conveyor mechanism at the bow (5).

4. A marine integrated bi-directional self-discharging system according to any one of claims 1-3, characterized in that, The transverse belt conveyor mechanism comprises a C-loop circulating lifting mechanism (9) having a C-shaped circulating conveying path (10), the circulating conveying path (10) comprises an input section (11) arranged longitudinally at the bottom of the cargo hold, a lifting section (12) arranged in an arc path along the side wall of the cargo hold, and an output section (13) connected to the end of the lifting section (12) in a tangential direction and extended; and the output section (13) is located above the feeding end of the BOOM unloading arm (3); The two ends of the plurality of longitudinal belt conveyors (1) are connected to the input sections (11) of the C-loop circulating lifting mechanisms (9) arranged at the bow (5) and the stern (6).

5. A marine integrated bi-directional self-discharging system according to claim 4, wherein, The C-loop circulating lifting mechanism (9) comprises an outer conveying belt (14) and an inner conveying belt (15), the outer conveying belt (14) is arranged to cover the input section and the lifting section (12), and the inner conveying belt (15) is arranged to cover the lifting section (12) and the output section (13); The inner side of the outer conveying belt (14) is a first conveying side (16), and the outer side is a first return side (17); the outer side of the inner conveying belt (15) is a second conveying side (18), and the inner side is a second return side (19); The area where the first conveying side (16) and the second conveying side (18) coincide constitutes the lifting section (12), and the material is clamped and lifted for transportation through the interlayer between the two belts of the first conveying side (16) and the second conveying side (18).

6. A marine integrated bi-directional self-discharging system according to claim 5, wherein, The outer conveying belt (14) is provided with a first tensioning device (20) at the end of the input section (11), which comprises a first deflection wheel (21), a second deflection wheel (22), and a first tensioning wheel (23), both ends of the first tensioning wheel (23) are slidingly arranged in a first vertical guide rail (24), the belt passes around the first tensioning wheel (23) and is deflected by the first deflection wheel (21) and the second deflection wheel (22) to form a first conveying side (16) and a first return side (17) of the outer conveying belt (14); The first tensioning device (20) further comprises a first hydraulic tensioning rod (25), a first labor-saving pulley set (26), and a first deflection pulley set (27), the first hydraulic tensioning rod (25) is vertically arranged, a pulling steel cable (28) connected to the upper free end of the first hydraulic tensioning rod (25) passes around the first deflection pulley set (27) and is connected to one end of the first labor-saving pulley set (26), the other end of the first labor-saving pulley set is connected to the first tensioning wheel (23); the upper end of the outer conveying belt (14) is arranged as a first driving end (29).

7. A marine integrated bi-directional self-discharging system as claimed in claim 5, wherein, The inner conveying belt (15) is provided with a second tensioning device (30) on the second return side (19), which comprises a third deflection wheel (31), a fourth deflection wheel (32), a second tensioning wheel (33), a second labor-saving pulley set (34), and a second hydraulic tensioning rod (35), the second return layer is arranged in sequence around the third deflection wheel (31), the second tensioning wheel (33), and the fourth deflection wheel (32), the second tensioning wheel (33) moves longitudinally under the pulling of the second labor-saving pulley set (34), the lower end of the second labor-saving pulley set (34) is connected to the second hydraulic tensioning rod (35) through a pulling steel cable (28) passing around a second deflection pulley set; the upper end of the inner conveying belt (15) is arranged as a second driving end (39); a plurality of support rollers (36) are arranged inside the second conveying side (18) of the inner conveying belt (15) along the C-shaped circulating conveying path (10).

8. A marine integrated bi-directional self-discharging system as claimed in claim 2, wherein, The cargo conveying belt (4) of the longitudinal belt conveyor (1) is a controllable bidirectional conveying belt, when conveying in reverse direction, the longitudinal belt conveyor (1) operates at half load.

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