Installation method of long-distance belt conveyor

Abstract

The invention discloses an installation method of a long-distance belt conveyor, which comprises the following steps of: firstly, dividing the belt conveyor into a plurality of segments according to natural segmentation points of the whole belt conveyor and topographic conditions of galleries and roads; secondly, the coordinates of control points of all the segments are measured, and the installation positions and forms of all structural parts of the belt conveyor are sequentially determined; thirdly, the operation groups of all the sections are independently installed in the respective sections according to the traditional sequence; when each subsection is internally closed, the precision of the center line and the elevation of each subsection is ensured, and a qualified subsystem is formed; then, after the two adjacent sections are installed in place, butt joint and alignment between the sections are carried out; afterwards, after installation and butt joint of all the segmented structural parts are completed, belt laying and joint vulcanization are conducted; and finally, carrying out whole-line debugging and acceptance. Therefore, the installation operation can be advanced to the foundation construction stage, the installation efficiency is improved through parallel operation, and the construction period is shortened.

Description

Technical Field

[0001] This application relates to the field of port material transfer technology, and in particular to an installation method for a long-distance belt conveyor. Background Technology

[0002] Belt conveyors (hereinafter referred to as "belt conveyors") are key continuous material conveying equipment in the industrial field, and have been widely used in many industries such as metallurgy, mining, coal, ports, transportation, hydropower, chemical industry, and cement, undertaking the important task of ensuring efficient, continuous, and stable transportation of bulk materials. With the continuous improvement of modern industry's requirements for logistics efficiency, energy conservation and consumption reduction, and intelligent operation and maintenance, belt conveyors are rapidly developing towards larger transport capacity (≥6000t / h), larger belt width (B≥2000mm), longer distance, lower energy consumption, higher reliability, less-manned maintenance, and intelligent complete systems.

[0003] However, compared to the continuous advancements in belt conveyor technology itself, the development of its on-site installation technology has lagged behind, particularly in large port bulk material conveying systems. As a core component of port loading, unloading, and transfer systems, port belt conveyors are typically embedded within the overall port project. Their construction is influenced by the cross-operation of multiple disciplines such as civil engineering, steel structure, electrical engineering, and water supply and drainage, resulting in short construction windows, high installation precision requirements, and significant coordination challenges. Traditional belt conveyor installation methods generally employ a "post-construction" process, meaning that installation can only commence segment by segment from the head or tail of the conveyor after all civil structures (including transfer stations and corridors) have been completed and accepted. While this method is technologically mature, it heavily relies on the completion of preceding procedures, making it a critical path that can significantly hinder overall progress in port projects with tight schedules, leading to a substantial increase in the risk of project delays.

[0004] To shorten the construction cycle, the industry has attempted to simultaneously install conveyor belts during the construction phase of transfer stations or corridor structures, enabling parallel operations of civil engineering and equipment installation. However, in actual projects, the construction progress of transfer stations and corridors often differs: for example, some corridor sections may have been inspected and delivered while adjacent sections have not yet started construction, or the corridor structure may be completed while the transfer station is not yet ready for installation. Under such discontinuous and incomplete work conditions, existing installation technologies lack effective segmented organization strategies and temporary support systems, making it difficult to scientifically arrange the installation sequence, ensure structural benchmark consistency and equipment alignment accuracy, and easily lead to rework, adjustments, or even equipment damage, thus affecting overall quality and progress.

[0005] Therefore, there is an urgent need to develop a new method for installing belt conveyors that can advance the installation work to the foundation construction stage and allow for parallel operations to improve installation efficiency and shorten the construction period. Summary of the Invention

[0006] This application provides a method for installing a long-distance belt conveyor to achieve the above-mentioned objective.

[0007] The embodiments of this application can be implemented as follows: In a first aspect, the present invention provides an installation method for a long-distance belt conveyor, comprising: S1, based on the natural segmentation points of the entire conveyor belt and the terrain conditions of the corridor and road, the conveyor belt is divided into multiple segments; S2, Measure the coordinates of the control points of each section, and determine the installation position and form of each structural component of the belt conveyor in sequence; S3, each segment's work group independently installs within its respective section according to the traditional sequence; when each segment is closed internally, the accuracy of its centerline and elevation is ensured to form a qualified subsystem; S4. After two adjacent sections are installed in place, perform inter-section docking and alignment. S5. After all the segmented structural components are installed and connected, the belt is laid and the joint is vulcanized. S6, full-line commissioning and acceptance.

[0008] In an optional implementation, in step S1: The natural segmentation points include inflection points and arc segments; the belt conveyor is divided into 7 segments, and the distance between each segment does not exceed 200m.

[0009] In an optional implementation, the segment distance is 48-150m.

[0010] In an optional implementation, in step S2, the coordinates of the control points of each segment are measured, and the installation positions of the support legs and the frame are determined in sequence. Then, the installation form of the idler roller is determined according to the design drawings.

[0011] In an optional implementation, step S2 includes: S20, measure the coordinates of the head funnel position of the belt conveyor or the foundation position of the intermediate segment corridor, check the construction error, and use these as the reference coordinates for the installation of the belt conveyor; S21, Control point determination: Based on the measured reference coordinates, determine the coordinates of the center points at the beginning and end of each segment, and then determine the coordinates of several control points within each segment based on the equal division of the segment length. S22, Determining the position of segmented outriggers: Based on the coordinates of the center points at both ends of the first segment, determine the position of the first set of outriggers, and based on the design spacing and the coordinates of the center points at both ends of subsequent segments, determine the positions of subsequent outriggers in sequence. S23, Determining the starting position of the intermediate frame: Based on the coordinates of the center points at both ends of the first segment, determine the starting position of the first intermediate frame, and determine the position of the intermediate frame of the entire segment based on the coordinates of the subsequent control points. S24, Determine the arrangement of idler rollers: Based on the design drawings, determine the arrangement of idler rollers for the first section of the intermediate frame in each segment, and arrange them sequentially backward.

[0012] In an optional implementation, in step S20: If the position of the head funnel of the belt conveyor has been determined, use a total station to measure the coordinates of the center point of the head funnel and check them against the design coordinates to obtain the construction error; input the construction error into the total station, and use the coordinates of the center point of the head funnel as the reference to measure the coordinates of the center points of the head and tail ends of each segment respectively. If the location of the head funnel cannot be determined, use a total station to verify the foundation coordinates of the intermediate segment corridor and check them against the design coordinates to obtain the construction error; input the construction error into the total station and use the foundation coordinates of the intermediate segment corridor as the reference.

[0013] In an optional implementation, in step S21: Based on the reference coordinates and construction errors, the coordinates of the center points at the beginning and end of each segment are determined using a total station. Then, based on the length of each segment, the coordinates of several control points within each segment are determined. At the same time, the elevation of the frame at the control points is determined after deducting the elevation error from the design drawings.

[0014] In an optional implementation, in step S21, the distance between control points does not exceed 20m.

[0015] In an optional implementation, step S4 includes: S41, Precise Measurement: Use a total station to check the centerline deviation and elevation difference at the required docking points; S42, Fine-tuning and correction: Fine-tuning the frame of the subsequent section to ensure a smooth and seamless transition with the previous section; S43, Final Fixing: Securely fasten the frame and legs at the docking point.

[0016] In an optional implementation, step S6 involves: installing a counterweight to tension the belt; conducting a no-load test run to observe the belt's operation; checking the belt misalignment at each section's connection point; and gradually adding material to perform load testing until the standard is met.

[0017] Compared with the prior art, the beneficial effects of the embodiments of this application include, for example: First, it significantly shortens the overall construction cycle. By scientifically dividing the installation sections based on natural segmentation points and terrain conditions such as corridors and roads in step S1, installation work can begin in each section as soon as the civil structure is locally ready, without waiting for the entire structure to be completed. This allows for deep cross-construction and parallel construction of civil engineering and equipment installation, greatly reducing the critical path construction period.

[0018] Secondly, improve installation accuracy and system consistency. In step S2, the coordinates of control points of each segment are measured with high precision, and the installation benchmarks of each structural component are determined accordingly. This ensures that even under non-continuous operation conditions, each subsystem can still be constructed based on the same spatial coordinate system. Step S3 further requires each segment to form a "closed subsystem" internally, that is, to autonomously complete the closed-loop verification of the centerline and elevation within the segment, ensuring local installation quality and laying a high-precision foundation for subsequent docking.

[0019] Third, it enhances the flexibility and adaptability of construction organization. In the face of the common problem of asynchronous progress between corridors and transfer stations in port engineering, this method allows each work group to advance independently in its own section with suitable conditions (step S3), avoiding the suspension of the entire line due to local delays, improving the adaptability to complex site conditions, and reducing the risk of idle resources and schedule delays caused by waiting.

[0020] Fourth, ensure the quality of segmented connection and reduce the risk of rework. Step S4 specifically includes a segmented connection and alignment process. After adjacent segments meet the installation accuracy requirements, high-precision alignment adjustments are then performed. This effectively avoids problems such as forced splicing, repeated adjustments, or even structural damage caused by accumulated errors or inconsistent benchmarks in traditional methods, thereby improving the overall first-pass yield rate of the installation.

[0021] Finally, the entire process is controllable, verifiable, and traceable. From segmentation, benchmark establishment, independent installation, docking and alignment to belt laying (S5) and full-line commissioning (S6), each step has clear logic, well-defined responsibilities, and distinct acceptance points, which is conducive to quality control. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating the installation method of a long-distance belt conveyor according to an embodiment of this application. Figure 2 This is a schematic diagram of the segmentation of a belt conveyor. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0025] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0026] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0027] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0028] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0029] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0030] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0031] refer to Figure 1 This embodiment discloses an installation method for a long-distance belt conveyor, including: S1, based on the natural segmentation points of the entire conveyor belt and the terrain conditions of the corridor and road, the conveyor belt is divided into multiple segments; S2, Measure the coordinates of the control points of each section, and determine the installation position and form of each structural component of the belt conveyor in sequence; S3, each segment's work group independently installs within its respective section according to the traditional sequence; when each segment is closed internally, the accuracy of its centerline and elevation is ensured to form a qualified subsystem; S4. After two adjacent sections are installed in place, perform inter-section docking and alignment. S5. After all the segmented structural components are installed and connected, the belt is laid and the joint is vulcanized. S6, full-line commissioning and acceptance.

[0032] As described above, the long-distance belt conveyor installation method in this embodiment, by introducing the technical concept of "segmented parallelism, independent closure, and precise docking," effectively solves the prominent problems of traditional "post-installation" installation mode in complex engineering scenarios such as large ports, such as limited construction period, discontinuous work surface, and high coordination difficulty, and achieves the following technical effects: First, it significantly shortens the overall construction cycle. By scientifically dividing the installation sections based on natural segmentation points and terrain conditions such as corridors and roads in step S1, installation work can begin in each section as soon as the civil structure is locally ready, without waiting for the entire structure to be completed. This allows for deep cross-construction and parallel construction of civil engineering and equipment installation, greatly reducing the critical path construction period.

[0033] Secondly, improve installation accuracy and system consistency. In step S2, the coordinates of control points of each segment are measured with high precision, and the installation benchmarks of each structural component are determined accordingly. This ensures that even under non-continuous operation conditions, each subsystem can still be constructed based on the same spatial coordinate system. Step S3 further requires each segment to form a "closed subsystem" internally, that is, to autonomously complete the closed-loop verification of the centerline and elevation within the segment, ensuring local installation quality and laying a high-precision foundation for subsequent docking.

[0034] Third, it enhances the flexibility and adaptability of construction organization. In the face of the common problem of asynchronous progress between corridors and transfer stations in port engineering, this method allows each work group to advance independently in its own section with suitable conditions (step S3), avoiding the suspension of the entire line due to local delays, improving the adaptability to complex site conditions, and reducing the risk of idle resources and schedule delays caused by waiting.

[0035] Fourth, ensure the quality of segmented connection and reduce the risk of rework. Step S4 specifically includes a segmented connection and alignment process. After adjacent segments meet the installation accuracy requirements, high-precision alignment adjustments are then performed. This effectively avoids problems such as forced splicing, repeated adjustments, or even structural damage caused by accumulated errors or inconsistent benchmarks in traditional methods, thereby improving the overall first-pass yield rate of the installation.

[0036] Finally, the entire process is controllable, verifiable, and traceable. From segmentation, benchmark establishment, independent installation, docking and alignment to belt laying (S5) and full-line commissioning (S6), each step has clear logic, well-defined responsibilities, and distinct acceptance points, which is conducive to quality control.

[0037] In step S1, scientifically and rationally dividing the entire long-distance conveyor belt into sections is a prerequisite for achieving subsequent parallel installation and high-precision docking. Specifically, the natural segmentation points include locations in the conveyor belt line where structural or geometric features change significantly, such as inflection points (i.e., places where the direction changes) and arc segments (such as horizontal or vertical curved sections). These locations typically correspond to abrupt changes in the form of the supporting structure, stress state, installation process, or alignment requirements, naturally constituting the logical boundaries of the installation operation and making them suitable as segmentation nodes.

[0038] Based on the above principles, and considering factors such as the port's corridor layout, road topography, hoisting operation space limitations, and ease of construction organization, the entire conveyor belt can be divided into 7 sections (only for...). Figure 2 The example illustrates that the more segments there are, the finer the installation precision control of the belt conveyor. (Independent installation segments. These 7 segments are:) Section 1: Includes the tail transfer station, tail frame, tail roller, sealed guide chute, and a horizontal section of belt conveyor extending from it.

[0039] Section 2: The transition section of the belt conveyor at the beginning of the arc connects the tail section of the belt conveyor with the inclined section of the belt conveyor in the corridor.

[0040] Section 3: The inclined section of the corridor is a belt conveyor with a fixed inclination angle and a length not exceeding 150m.

[0041] Section 4: This section consists of a cross-section corridor conveyor belt, with a relatively large single-span corridor and a different foundation structure than other sections.

[0042] Section 5: Includes intermediate transfer stations and transition belt conveyors that slope to horizontal.

[0043] Segment 6: The horizontal section of the belt conveyor from the intermediate transfer station to the head transfer station. This segment includes the intermediate tensioning device and drive device of the example belt conveyor.

[0044] like Figure 1 As shown, segment 7 is the head transfer station of the belt conveyor, which includes the head frame, head roller, funnel, etc. This division not only fully respects the structural characteristics of the conveyor belt itself, but also takes into account the unevenness of the civil engineering delivery schedule. For example, if a section of the corridor has been completed but the adjacent transfer station has not yet been capped, the installation work can be carried out on the section corresponding to the completed corridor first.

[0045] Meanwhile, to ensure controllable installation accuracy within each segment, minimize cumulative measurement errors, and facilitate high-precision layout and verification using conventional surveying instruments (such as total stations and laser rangefinders), the length of each segment is specified to not exceed 200 meters. This limit has the following technical significance: First, within a 200-meter range, the positioning error of the centerline and elevation can be effectively controlled within ±2mm by using methods such as closed traverse or double-end retesting, meeting the industry standard for belt conveyor centering accuracy (usually required to be ≤3mm). Secondly, it facilitates the setting up of temporary supports: shorter sections are easier to arrange stable and reliable temporary support frames or benchmark steel trusses, especially in areas where the corridor is not completely enclosed or the ground bearing capacity is insufficient, which can ensure the structural stability during the installation process; Finally, reduce the impact of environmental disturbances: In the open environment of a port, factors such as temperature changes, wind loads, and sunlight can cause minor deformations in the steel structure. Limiting the segment length can reduce the impact of such dynamic disturbances on the overall alignment accuracy.

[0046] Optionally, the segment distance can be 48-150m. Setting the lower limit to 48m ensures that each segment has a complete installation functional unit (such as at least one set of upper and lower idler rollers, intermediate frame, H-frame, and necessary connectors), avoiding fragmented installation processes and frequent switching of measurement benchmarks due to excessively short segments, which would reduce efficiency and increase the risk of cumulative errors. At the same time, 48m is sufficient to accommodate the smallest combined unit of standard modular components, facilitating factory prefabrication and on-site assembly. Setting the upper limit to 150m effectively limits the accumulation of measurement and installation errors within a single segment. Within 150 meters, using a high-precision total station in conjunction with a laser line projector for centerline layout and elevation control can stably control lateral offset and longitudinal height difference, meeting the stringent requirements for belt conveyor alignment accuracy (typically ≤3mm). Furthermore, this length also accommodates the effective operating radius of conventional crawler cranes or truck cranes, facilitating the one-time lifting and placement of large components (such as rollers and drive units).

[0047] In step S2, the coordinates of the control points of each segment are measured, and the installation positions of the support legs and the frame are determined in sequence. Then, the installation form of the idler rollers is determined according to the design drawings. Through precise measurement and positioning, the installation accuracy of the belt conveyor is ensured to meet the design requirements.

[0048] Specifically, step S2 includes: S20, measure the coordinates of the head funnel position of the belt conveyor or the foundation position of the intermediate segment corridor, check the construction error, and use these as the reference coordinates for the installation of the belt conveyor; In detail, if the position of the head funnel of the conveyor belt has been determined, use a total station to measure the coordinates of the center point of the head funnel and check them against the design coordinates to obtain the construction error; input the construction error into the total station, and use the coordinates of the center point of the head funnel as a reference to measure the coordinates of the center points of the head and tail ends of each segment; if the position of the head funnel cannot be determined, use a total station to verify the coordinates of the foundation of the intermediate segment corridor and check them against the design coordinates to obtain the construction error; input the construction error into the total station, and use the coordinates of the foundation of the intermediate segment corridor as a reference.

[0049] In other words, if the location of the head funnel of the conveyor belt is already known, a total station is used to accurately measure the center point of the head funnel, and the measurement results are compared with the coordinates in the design drawings to identify any possible construction errors. These errors are then input into the total station, and the measurement parameters are adjusted so that subsequent measurements are based on the corrected, accurate coordinates. Next, based on this corrected reference point, the coordinates of the center points at both ends of each segment are measured. If the location of the head funnel cannot be determined, the location of the corridor foundation in the middle segment is checked. Similarly, the actual coordinates of these foundations are measured using a total station and compared with the design values ​​to obtain the construction errors. Subsequently, these errors are used to adjust the measurement settings, and the coordinates of the center points at both ends of each segment are measured starting from this reference point.

[0050] S21, Control point determination: Based on the measured reference coordinates, determine the coordinates of the center points at the beginning and end of each segment, and then determine the coordinates of several control points within each segment based on the equal division of the segment length. In detail, the coordinates of the center points at the beginning and end of each segment are determined using a total station based on the reference coordinates and construction errors. Then, the coordinates of several control points within each segment are determined by dividing the segment length equally. At the same time, the elevation of the control points is determined after deducting the elevation error based on the design drawings.

[0051] In other words, based on the baseline coordinates obtained from the above measurements (including corrections for construction errors), the coordinates of the center points at both ends of each segment are further determined. Then, according to the specific length of each segment, the coordinates of several internal control points are determined in equal divisions. Simultaneously, combining the information provided by the design drawings, and after deducting any elevation errors, the exact elevation of the frame at these control points is finally determined.

[0052] In step S21, the distance between control points does not exceed 20m. This spacing can meet the installation requirements of high-precision continuous conveying equipment. At the same time, it is also convenient to use laser line projectors or steel wire pulling methods for daily construction verification.

[0053] S22, Determining the position of segmented outriggers: Based on the coordinates of the center points at both ends of the first segment, determine the position of the first set of outriggers, and based on the design spacing and the coordinates of the center points at both ends of subsequent segments, determine the positions of subsequent outriggers in sequence. In detail, firstly, based on the coordinates of the center points at both ends of the first segment, the positions of the first set of support legs are determined. This step is crucial for ensuring the straightness and stability of the entire system. Then, according to the designed spacing and the coordinates of the center points at both ends of subsequent segments, the positions of the remaining support legs are determined sequentially, ensuring that all support legs are precisely placed in their designated positions.

[0054] S23, Determining the starting position of the intermediate frame: Based on the coordinates of the center points at both ends of the first segment, determine the starting position of the first intermediate frame, and determine the position of the intermediate frame of the entire segment based on the coordinates of the subsequent control points.

[0055] In detail, based on the coordinates of the center points at both ends of the first segment, the starting position of the intermediate frame of the first segment is first determined. This step provides an accurate starting point for subsequent structural construction. Then, based on the coordinates of subsequent control points, the specific positions of each intermediate frame within the overall segment are gradually determined to ensure the consistency and accuracy of the entire structure.

[0056] S24, Determine the arrangement of idler rollers: Based on the design drawings, determine the arrangement of idler rollers for the first section of the intermediate frame in each segment, and arrange them sequentially backward.

[0057] In detail, based on the requirements of the design drawings, starting from the first intermediate frame, the arrangement of the idlers is determined and extended backward according to the design scheme. This includes selecting appropriate idler types (such as specific idlers required for straight sections and curved sections) and ensuring that they are correctly installed in the designated positions to support the efficient operation of the belt and reduce wear and energy loss.

[0058] Through the above sub-steps, step S2 not only ensures a high degree of accuracy during the installation of the belt conveyor, but also effectively handles various deviations that occur on site, thereby ensuring that the belt conveyor system can operate efficiently and stably.

[0059] In detail, in step S3, each segment can be installed sequentially or simultaneously according to the completion status of the corridor foundation and transfer station, thereby improving installation efficiency.

[0060] Specifically, whether each segment is ready for installation is determined primarily based on the following two actual on-site conditions: 1. Corridor foundation delivery status: The concrete structure of the corridor has been cured and its strength has reached the design requirements (usually ≥75%). The positions of the foundation embedded parts (such as anchor bolts and support steel plates) have been re-measured and found to be qualified, with deviations within the allowable range; The corridor has been cleared and is now accessible for equipment transportation and hoisting.

[0061] 2. Completion status of adjacent transfer stations or supporting structures: If the section ends are connected to a transfer station, the corresponding floor platform, equipment foundation, hoisting port, etc. of the transfer station must have been constructed and passed the acceptance inspection. For cantilever sections or road crossings, the temporary supports or permanent steel structures below must be in place and have been inspected.

[0062] It should be noted that if neither end of a certain segment is fully ready (e.g., only one end of the corridor is completed), but the main structure in the middle is enclosed and safe and controllable, temporary support + partial closure construction method can still be used to intervene in the installation in advance.

[0063] The sequential installation mode is suitable for scenarios where the delivery schedule of civil engineering is clearly sequential, resources are concentrated, or the site is limited. For example, if the third section of the corridor is completed first, the installation of the third section will be organized immediately. After completion, the work will be transferred to the fifth section (if it is delivered later). Each section must complete the centerline closure verification and elevation re-measurement internally to form an independent qualified subsystem, avoiding rework during subsequent docking. This installation mode has concentrated resources, simple management, and fast quality closure. The synchronous parallel operation mode is suitable for large port projects where multiple sections are ready for installation at the same time; for example, the first, fourth and sixth sections of the corridor are inspected and accepted simultaneously, and then three independent work groups are assigned to carry out the installation simultaneously; through a unified spatial coordinate reference (from step S2) and a digital construction platform, it is ensured that although each section is constructed independently, the geometric system is completely consistent. This installation mode can significantly reduce the critical path duration.

[0064] In step S4, after each segment is independently installed, the segment docking and overall alignment stage begins. This stage is crucial for achieving geometric continuity, smooth operation, and system reliability of the entire long-distance conveyor belt. Although the internal installation of each segment is completed in stage S3, the connection between the outriggers and the foundation, and the frame connection, has not yet been finalized by welding or fastening, leaving room for adjustment. Therefore, local deviations can be corrected during the docking process to ensure the straightness (or smoothness of the design curve) and elevation consistency of the entire line's centerline.

[0065] Specifically, step S4 includes: S41, Precise Measurement: Use a total station to check the centerline deviation and elevation difference at the required docking points; In detail, a high-precision total station (angle measurement accuracy ≤1″, distance measurement accuracy ±(1mm+1ppm)) was used to remeasure the three-dimensional coordinates of the docking end faces of two adjacent installed segments; Key measurement items include: Lateral offset of centerline (ΔX): The deviation of the theoretical center point at the end of the two segments in the horizontal plane; Longitudinal elevation difference (ΔZ): The difference in elevation between the support surfaces of the idler rollers at the ends of the two segments or the upper plane of the frame; Axis angle deviation (Δθ): Near the arc segment or inflection point, it is necessary to check whether the extension directions of the two segments are collinear or conform to the design curvature.

[0066] The permissible deviation thresholds are usually: ΔX≤2mm, ΔZ≤1.5mm, Δθ≤0.3°, and corrections are required if these values ​​are exceeded.

[0067] It should be noted that measurements should be taken during periods of stable ambient temperature (such as early morning or night) to avoid interference from the thermal expansion and contraction of the steel structure caused by the temperature difference due to sunlight; if necessary, dual-instrument observations should be used to eliminate atmospheric refraction errors.

[0068] S42, Fine-tuning and correction: Fine-tuning the frame of the subsequent section to ensure a smooth and seamless transition with the previous section; In detail, based on the measurement results of S41, the position of the end frame and outriggers of the next section (i.e. the section that has not yet been fully fixed) should be adjusted first, rather than reworking the previous section that has been accepted. The adjustment methods include: Lateral fine-tuning: By loosening the adjusting bolts of the leg base plate or the jack, the frame is moved laterally to align the center line; Elevation fine-tuning: Use adjustable shims or hydraulic jacking devices to finely adjust the height of the outriggers and eliminate elevation differences; Angle fine-tuning: At the arc joint, the design curvature is matched by rotating the end standard section or replacing the pre-angle connector; During the adjustment process, a laser collimator or a steel wire pulling method is used for real-time monitoring to ensure that the adjustment process is smooth and without sudden changes. After the adjustment was completed, the center line and elevation of the docking area were remeasured to confirm that they met the specifications.

[0069] In this way, since each segment is only temporarily fixed in the S3 stage (such as spot welding and initial tightening of bolts), sufficient adjustment freedom is retained, avoiding the hidden dangers of forced stress, roller misalignment or belt deviation caused by traditional "hard splicing".

[0070] S43, Final Fixing: Securely fasten the frame and legs at the docking point.

[0071] Once the centerline and elevation of the docking point have been re-measured and found to be acceptable, permanent structural fixing should be carried out immediately. The base plate of the outrigger is fully welded to the embedded parts or the high-strength bolts are finally tightened. Welding or fastening of connecting flanges or plug-in nodes between adjacent racks; All adjusting shims are spot-welded in place to prevent loosening later. The fixing sequence follows the principle of "from inside to outside and symmetrical force application" to prevent frame deformation due to local stress concentration. After fixing, the final accuracy of the docking area is checked to form a "Segmented Docking Acceptance Record", which serves as a prerequisite for the full-line commissioning of S6.

[0072] Step S5, the laying and vulcanization of the belt joint, is the final and crucial process in the belt conveyor installation project, marking the substantial transition of the equipment from "structural completion" to "functional readiness." This step can only be implemented after all structural components such as outriggers, frames, rollers, and idlers have been installed (S3) and aligned with high precision (S4) to ensure the continuity, smoothness, and stability of the belt's running trajectory. A specific implementation example is shown below: I. Confirmation of Prerequisites: Before starting the belt conveyor installation, the following checks and preparations must be completed: 1. The entire structure has passed the acceptance test: all joints between sections have been finally fixed (S43), the centerline deviation is ≤2mm, and the elevation difference is ≤1.5mm; 2. Roller and idler status confirmation: The drive roller, redirecting roller, and tensioning roller have been precisely positioned and temporarily locked to prevent rotation during laying; all idlers rotate flexibly without jamming. 3. Cleaning and passageway clearing: There are no construction debris, welding slag, or standing water in the corridor, and the belt conveyor path is unobstructed; 4. Belt roll positioning: According to the laying direction (usually from the tail to the head or from the middle to both ends), the rolled belt is hoisted to the designated release point, and a special release bracket is set up to prevent twisting or scratching.

[0073] II. Belt Laying Process 1. Selection of laying method: For belt conveyors with a length of ≤1000m, manual traction combined with winch assistance can be used; For long-distance (>1000m) or wide-bandwidth (B≥2000mm) systems, it is recommended to use a dedicated belt laying vehicle or drone to pull the pilot rope and use a winch to release the belt synchronously, so as to avoid the belt dragging on the ground and wearing out or excessive bending.

[0074] 2. Laying direction control: Prioritize laying the cable from the tensioning device end or tail end toward the drive end to facilitate subsequent tension adjustments; For a central drive or dual drive system, the system can be laid symmetrically from the middle to both ends to reduce the risk of excessive tension on one side.

[0075] 3. Process protection measures: Rubber corner protectors or roller guides should be installed at corridor turns and steel structure corners. The underside of the belt must not come into direct contact with concrete or sharp metal objects throughout the entire process; if necessary, temporary canvas or roller supports should be laid. Monitor the belt edge in real time to see if it is off-center, correct it in time, and prevent it from folding or rolling up.

[0076] III. Vulcanization of belt joints The belt joint is the weakest link in the entire conveyor belt; its strength and reliability directly determine the system's lifespan and operational safety. This method employs a hot vulcanization joint process, specifically including: 1. Connector position selection: Avoid curved sections, tension areas, and drive roller wrap angle areas; Vulcanization is preferably carried out in a straight section, where the idlers are densely packed, and where there is sufficient operating space. The number of joints should be minimized, and whole rolls of belt should be used to reduce the number of joints.

[0077] 2. Determination of joint type and number of steps: Based on the belt model (such as EP-300, ST-2000, etc.), belt width (B=800~2400mm), and working tension, determine the joint type (angled / right angle) and number of steps (usually 4~6 steps) according to the design drawings. The length and angle of the steps must be strictly in accordance with the manufacturer's specifications (e.g., 30° bevel angle, 150~200mm length per step).

[0078] 3. Vulcanization process: Peeling and sanding: Use a special peeling machine to peel off the cover adhesive and core layer in layers to expose clean canvas or steel wire rope, and sand the surface rough. Applying adhesive and drying: Apply two coats of core adhesive evenly, with an interval of 10-15 minutes between each coat, and allow to air dry naturally until it is no longer sticky to the touch; Overlapping and compaction: Align the steps according to the markings, and apply them layer by layer, using a pressure roller to remove air bubbles; Vulcanization heating: Install the vulcanizing plate, apply pressure (1.5~2.0MPa), raise the temperature to 145±5℃, and hold for 30~45 minutes (adjust according to thickness). Cooling and demolding: Allow the mold to cool naturally to below 70°C before releasing the pressure to prevent warping of the joint.

[0079] 4. Joint quality inspection: Appearance: No bubbles, delamination, or misalignment; edges are neat. Strength: Samples are subjected to destructive tensile testing (not less than 85% of the original strength); Geometric dimensions: The thickness tolerance of the joint is ≤ +1.0mm, and the width is consistent.

[0080] In step S6: install counterweight blocks to tension the belt; conduct a no-load test run to observe the belt's operation; check the belt misalignment at the joints of each section; gradually add material and run the load test until the standard is met.

[0081] In summary, this embodiment has the following effects: 1. Achieving deep integration of civil engineering and equipment installation significantly improves construction efficiency: Without waiting for the completion of the entire corridor and transfer stations, the installation of belt conveyors in the corresponding sections can begin immediately after the partial acceptance of the basic structure. Construction of each section can be flexibly organized according to the actual delivery schedule, supporting simultaneous progress on multiple work fronts. This effectively breaks through the time bottleneck of traditional "post-installation" installation, significantly shortens the overall construction cycle, and reduces labor, machinery, and management costs.

[0082] 2. Segmented closure + high-precision control ensure installation quality and traceability: The entire line is divided into several installation sections of moderate length (48-150m), combined with a control point network with a spacing of ≤20m, effectively suppressing the accumulation of measurement and installation errors. Each section can be independently accepted after completing closed-loop verification of the centerline and elevation within its own section, forming a high-quality subsystem. This lays a solid foundation for subsequent integration and achieves refined quality management that is comprehensive, phased, and quantifiable throughout the entire process.

[0083] 3. Strong adaptability to complex engineering environments: To address common challenges in scenarios such as ports and mines, including discontinuous work surfaces, undulating terrain, limited space, and interference from overlapping construction, this method flexibly divides sections based on natural segmentation points (such as inflection points and arcs). By combining temporary support and partial closure measures, it significantly improves adaptability to complex site conditions, ensuring efficient and safe installation operations even with incomplete and discontinuous construction interfaces.

[0084] 4. Optimize logistics organization and reduce on-site warehousing and transshipment costs: Based on the segmented installation plan, an "on-demand rolling delivery" strategy can be implemented—that is, the delivery schedule of materials such as outriggers, frames, and rollers can be precisely arranged according to the actual start time of each segment. This significantly reduces the required on-site material storage area, avoids the risk of deformation, corrosion, or loss caused by long-term storage, and significantly reduces the frequency of secondary handling and hoisting costs, further improving the overall economic benefits of the project.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for installing a long-distance belt conveyor, characterized in that, include: S1, based on the natural segmentation points of the entire conveyor belt and the terrain conditions of the corridor and road, the conveyor belt is divided into multiple segments; S2, Measure the coordinates of the control points of each section, and determine the installation position and form of each structural component of the belt conveyor in sequence; S3, each segment's work group independently installs within its respective section according to the traditional sequence; when each segment is closed internally, the accuracy of its centerline and elevation is ensured to form a qualified subsystem; S4. After two adjacent sections are installed in place, perform inter-section docking and alignment. S5. After all the segmented structural components are installed and connected, the belt is laid and the joint is vulcanized. S6, full-line commissioning and acceptance.

2. The installation method of the long-distance belt conveyor according to claim 1, characterized in that, In step S1: The natural segmentation points include inflection points and arc segments; the belt conveyor is divided into 7 segments, and the distance between each segment does not exceed 200m.

3. The installation method of the long-distance belt conveyor according to claim 2, characterized in that, The segment distance is 48-150m.

4. The installation method of the long-distance belt conveyor according to claim 1, characterized in that, In step S2, the coordinates of the control points of each segment are measured, and the installation positions of the support legs and the frame are determined in sequence. Then, the installation form of the idler roller is determined according to the design drawings.

5. The installation method of the long-distance belt conveyor according to claim 4, characterized in that, Step S2 includes: S20, measure the coordinates of the head funnel position of the belt conveyor or the foundation position of the intermediate segment corridor, check the construction error, and use these as the reference coordinates for the installation of the belt conveyor; S21, Control point determination: Based on the measured reference coordinates, determine the coordinates of the center points at the beginning and end of each segment, and then determine the coordinates of several control points within each segment based on the equal division of the segment length. S22, Determining the position of segmented outriggers: Based on the coordinates of the center points at both ends of the first segment, determine the position of the first set of outriggers, and based on the design spacing and the coordinates of the center points at both ends of subsequent segments, determine the positions of subsequent outriggers in sequence. S23, Determining the starting position of the intermediate frame: Based on the coordinates of the center points at both ends of the first segment, determine the starting position of the first intermediate frame, and determine the position of the intermediate frame of the entire segment based on the coordinates of the subsequent control points. S24, Determine the arrangement of idler rollers: Based on the design drawings, determine the arrangement of idler rollers for the first section of the intermediate frame in each segment, and arrange them sequentially backward.

6. The installation method of the long-distance belt conveyor according to claim 5, characterized in that, In step S20: If the position of the head funnel of the belt conveyor has been determined, use a total station to measure the coordinates of the center point of the head funnel and check them against the design coordinates to obtain the construction error; input the construction error into the total station, and use the coordinates of the center point of the head funnel as the reference to measure the coordinates of the center points of the head and tail ends of each segment respectively. If the location of the head funnel cannot be determined, use a total station to verify the foundation coordinates of the intermediate segment corridor and check them against the design coordinates to obtain the construction error; input the construction error into the total station and use the foundation coordinates of the intermediate segment corridor as the reference.

7. The installation method of the long-distance belt conveyor according to claim 5, characterized in that, In step S21: Based on the reference coordinates and construction errors, the coordinates of the center points at the beginning and end of each segment are determined using a total station. Then, based on the length of each segment, the coordinates of several control points within each segment are determined. At the same time, the elevation of the frame at the control points is determined after deducting the elevation error from the design drawings.

8. The installation method of the long-distance belt conveyor according to any one of claims 5-7, characterized in that, In step S21, the distance between control points shall not exceed 20m.

9. The installation method of the long-distance belt conveyor according to claim 4, characterized in that, Step S4 includes: S41, Precise Measurement: Use a total station to check the centerline deviation and elevation difference at the required docking points; S42, Fine-tuning and correction: Fine-tuning the frame of the subsequent section to ensure a smooth and seamless transition with the previous section; S43, Final Fixing: Securely fasten the frame and legs at the docking point.

10. The installation method of the long-distance belt conveyor according to claim 1, characterized in that, In step S6: install counterweight blocks to tension the belt; conduct a no-load test run to observe the belt's operation; check the belt misalignment at the joints of each section; gradually add material and run the load test until the standard is met.

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