A clump pipe into sea device

Abstract

The application discloses a kind of clara pipe into sea device, including one end by land extends to the conveying track of coast, multiple passive running mechanisms are arranged at intervals on the conveying track along its length direction, pipe support assembly is equipped on each passive running mechanism, the pipe support assembly is sleeved on clara pipe, and each passive running mechanism is connected with traction mechanism, loading mechanism is arranged at the one end of conveying track away from coast, and unloading mechanism is arranged at the other end of conveying track.The application fundamentally avoids the wear and tear, deformation and joint failure of clara pipe;Integrated mechanized operation is realized, and construction efficiency is greatly improved;Stable and controllable conveying reduces the safety risk of manual and equipment.The application is suitable for the technical field of pipeline construction.

Description

Technical Field

[0001] This invention belongs to the technical field of pipeline construction, and specifically relates to a device for introducing a kraft pipe into the sea. Background Technology

[0002] In the construction of subsea Krah pipes (HDPE spiral wound structured wall pipes), a common approach for shallow / shore pipeline laying involves completing the welding, inspection, and corrosion protection of entire sections on land before towing the entire pipe into its final position. Specifically, in a prefabrication yard on shore, individual Krah pipes are joined together in a series of sections ranging from hundreds to thousands of meters using butt welding / electrofusion welding. Hydrostatic testing, visual inspection, and external corrosion protection are then completed. Using winches and traction vessels, the prefabricated pipe sections are continuously towed into the sea along a predetermined route and finally submerged in a seabed trench. Once in place, the pipe sections are submerged, positioned, and backfilled for protection, completing the laying process. While this process avoids the high risks and low quality associated with underwater welding, the long-distance, large-diameter, and complex towing process can lead to systemic problems such as pipe damage, structural failure, construction inefficiency, and environmental constraints, directly impacting project quality, schedule, and cost.

[0003] Because the towing path includes sand, rocks, concrete surfaces, and sharp corners of structures, the outer wall of the Krah pipe continuously slides and rubs against hard contact surfaces, causing surface scratches, grooves, and peeling. After the outer anti-corrosion / anti-aging layer is worn through, the pipe ages faster, cracks, and leaks under the influence of seawater, ultraviolet rays, and microorganisms. Uneven force and localized obstruction during the towing of large-diameter, long pipe sections can lead to a sharp increase in single-point friction pressure, easily causing penetrating damage. Furthermore, because the Krah pipe has a flexible, wound structure, its bending / lateral pressure resistance is limited. During long-distance towing, the combined effects of traction, its own weight, and lateral forces can easily cause excessive bending, wavy deformation, cross-sectional flattening, and ellipticization, affecting flow and structural safety. In addition, pipe sections are prone to misalignment, twisting, entanglement, and folding during towing, requiring manual / equipment correction throughout the process, with each towing session taking several hours to several days.

[0004] Therefore, land-based welding and overall towing is a low-cost compromise with minimal underwater operations. However, due to the characteristics of the Krah pipe, long-distance towing presents problems such as wear, deformation, joint failure, and low efficiency. Summary of the Invention

[0005] This invention provides a device for introducing kraft pipes into the sea, which can fundamentally prevent kraft pipe wear, deformation and joint failure; realize integrated mechanized operation, greatly improve construction efficiency; and ensure stable and controllable transportation, reducing the safety risks of personnel and equipment.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A kraft pipe sea entry device includes a conveying track extending from land to the coastline at one end. Multiple passive traveling mechanisms are spaced apart along the length of the conveying track. A pipe support assembly is mounted on each of the passive traveling mechanisms. The pipe support assembly is fitted over the kraft pipe, and each passive traveling mechanism is connected to a traction mechanism. A feeding mechanism is located at one end of the conveying track away from the coastline, and a discharging mechanism is located at the other end of the conveying track. The pipe support assembly includes a lower fastening block and an upper fastening block symmetrically arranged and fastened to the kraft pipe. Each passive traveling mechanism includes two traveling sections arranged side-by-side, each traveling section being mounted on one of the two rails of the conveying track. An adjustable limiting section is located between the two traveling sections and clamps the lower part of the pipe support assembly.

[0007] A further technical solution is that a second connecting wing is provided on both sides of the lower end of the upper fastening block, and the first connecting wing is connected to the corresponding second connecting wing via a connecting screw.

[0008] A further technical solution is that the traveling part includes an assembly disposed above the rail, and multiple traveling wheels are rotatably connected to the assembly at intervals along the length direction of the rail, with each traveling wheel rolling on the rail.

[0009] A further technical solution is that the adjustable limiting part includes two mounting plates spaced apart along the length of the conveying track, with sliding seats fixedly connected to both ends of each mounting plate. The sliding seats are slidably connected to the corresponding traveling parts. A connecting beam is provided between the two mounting plates, with both ends of the connecting beam correspondingly connected to the two traveling parts. An adjusting screw extending along the length of the conveying track is rotatably connected to the connecting beam. One mounting plate is threadedly connected to the adjusting screw in the forward direction, and the other mounting plate is threadedly connected to the adjusting screw in the reverse direction.

[0010] A further technical solution is that multiple limiting guide wheels are rotatably connected to each of the sliding seats along the transverse interval of the conveying track, forming a clamping area between the two mounting plates, the lower part of the pipe support assembly is located in the clamping area, and each limiting guide wheel rolls and abuts against the corresponding side of the pipe support assembly.

[0011] A further technical solution is that the traction mechanism includes two winches symmetrically arranged on both sides of the unloading mechanism, and a pull rope is wound on each winch. Both ends of the pull rope extend along the length direction of the conveying track and are connected to each other. Each passive traveling mechanism is connected to the pull rope part that is close to it.

[0012] A further technical solution is that two transverse rope-pulling cylinders are respectively arranged on both sides of the conveying track. The two transverse rope-pulling cylinders are respectively located near the feeding mechanism and the unloading mechanism. A transverse guide wheel is installed on the cylinder rod of each transverse rope-pulling cylinder, and the transverse guide wheel pulls the corresponding part of the pulling rope transversely.

[0013] A further technical solution is that the feeding mechanism includes a first mounting frame disposed on the feeding platform, a sliding beam extending along the length direction of the conveying track slidably connected to the first mounting frame, a first lifting component slidably connected to the sliding beam, two transmission screws rotatably connected at intervals along the length direction of the conveying track on the first mounting frame, each transmission screw extending laterally along the conveying track and threadedly connected to the sliding beam, one end of the transmission screw being coaxially connected to the output shaft of the drive motor, a lifting platform disposed on the feeding platform and below the corrugated tube, and a first horizontal push assembly disposed on one side of the lifting platform.

[0014] A further technical solution is that the unloading mechanism includes a second mounting frame disposed on the unloading platform, a fixed beam extending along the length direction of the conveying track is fixedly connected to the second mounting frame, a second lifting component is slidably connected to the fixed beam, and a second horizontal pushing component is disposed on one side of the unloading platform.

[0015] The present invention, by employing the above-described structure, achieves the following technological advancements compared to existing technologies: The conveying track of this invention provides a fixed and smooth path for the Krah pipe to enter the sea. The pipe support assembly, fitted onto the pipe body, forms all-around protection. Combined with the rolling movement of the passive traveling mechanism, it completely avoids sliding friction between the pipe body and the hard substrate, preventing scratches on the outer wall and damage to the anti-corrosion layer. At the same time, the pipe support assembly provides rigid restraint for the Krah pipe, preventing bending, ellipticization, and torsional deformation during towing, protecting the welded joint from shear and bending forces, and eliminating quality problems such as joint leakage and failure. The entire device integrates the mechanical structure of the entire process of loading, conveying, and unloading. The loading mechanism is dedicated to the precise assembly of the pipe body with the pipe support assembly and the passive traveling mechanism, replacing the cumbersome manual docking, resulting in higher assembly efficiency and more accurate positioning. The traction mechanism drives multiple passive traveling mechanisms to synchronously and uniformly convey the pipe body along the track, eliminating the need for manual correction throughout the process and solving the problems of attitude loss and repeated shutdowns caused by traditional towing. The unloading mechanism completes the disassembly of the passive traveling mechanism while ensuring the smooth entry of the pipe body into the sea. The entire process is seamless and significantly shortens the sea entry operation time for a single section of pipe. The unloading mechanism can disassemble and recycle the passive traveling mechanism from the pipe body, and then transport the disassembled passive traveling mechanism back to the loading mechanism for reassembly and use with the new kraft pipe section. This avoids the one-time consumption of the core component passive traveling mechanism and greatly reduces the procurement and manufacturing costs of equipment consumables. At the same time, the track-type conveying replaces the traditional multi-equipment coordinated dragging, reducing the energy consumption and wear of the traction equipment and further compressing the equipment operating costs of construction.

[0016] This invention utilizes a fixed transport track for the delivery of corrugated pipes into the sea. A passive traveling mechanism moves precisely along this track, fundamentally avoiding problems such as pipe misalignment, jamming, and swaying associated with traditional towing methods. This ensures complete control over the pipe's transport posture. Core processes such as loading, assembly, disassembly, and transport are all mechanically performed, reducing direct contact between humans and the pipes or traction equipment. This avoids safety hazards such as personnel collisions and equipment impacts during manual correction and assisted towing, improving the overall safety of construction operations from land to the coast. Furthermore, the integrated layout of all mechanisms along the transport track ensures seamless connection from land-based pipe assembly to sea entry, eliminating the need for multiple pipe transfers and adapting to the characteristics of shallow sea and beach areas. The clear division of labor among the mechanisms—the loading mechanism focusing on assembly, the unloading mechanism on disassembly and recovery, and the passive traveling mechanism on transport—makes the construction process more standardized and orderly, facilitating on-site management and reducing human waiting and errors during process transitions.

[0017] In summary, this invention fundamentally avoids wear, deformation, and joint failure of the corrugated pipe; it achieves integrated mechanized operation, significantly improving construction efficiency; and it ensures stable and controllable conveying, reducing safety risks to personnel and equipment. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof.

[0019] In the attached diagram: Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention; Figure 2 This is a top view of the structure according to an embodiment of the present invention; Figure 3 This is a side view of the structure according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the connection between the corrugated pipe, the pipe support assembly, and the passive traveling mechanism in an embodiment of the present invention; Figure 5 This is a schematic diagram of the connection between the corrugated pipe and the pipe support assembly according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the passive traveling mechanism installed on the conveying track according to an embodiment of the present invention; Figure 7 for Figure 6 Side view of the structure shown; Figure 8 This is a schematic diagram of the structure of the feeding mechanism and the corresponding kraft tube in an embodiment of the present invention; Figure 9 This is a schematic diagram of the feeding mechanism according to an embodiment of the present invention; Figure 10 This is a schematic diagram of the feeding mechanism in an embodiment of the present invention.

[0020] Components labeled: 100-Conveying rail, 200-Pipe support assembly, 201-Lower buckle block, 202-First connecting wing, 203-Upper buckle block, 204-Second connecting wing, 205-Lifting lug, 206-Connecting screw, 300-Carbon tube, 400-Feeding mechanism, 401-First mounting bracket, 402-Sliding beam, 403-First slider, 404-First lifting component, 405-Drive motor, 406-Transmission screw, 407-Lifting platform, 408-First transverse cylinder, 409-First push plate, 500-Unloading mechanism, 501-Second mounting bracket, 502-Fixed beam, 503-Second slider, 504-Second lifting component 505-Second transverse hydraulic cylinder, 506-Second push plate, 507-Unloading platform, 508-Receiving platform, 600-Traction mechanism, 601-Winder, 602-First guide wheel, 603-Second guide wheel, 604-Transverse pull rope hydraulic cylinder, 605-Transverse pull guide wheel, 606-Pull rope, 700-Passive traveling mechanism, 701-Assembly, 702-Traveling wheel, 703-Connecting beam, 704-Mounting plate, 705-Sliding seat, 706-Limit guide wheel, 707-Adjusting screw, 708-Operating handwheel, 709-Connecting ear, 710-Clamping area, 800-End sealing cover, 801-Connecting pipe, 900-Transverse pull rod. Detailed Implementation

[0021] The preferred embodiments of the present invention will now be described with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustrative and explanatory purposes only and are not intended to limit the scope of the invention.

[0022] This invention discloses a kraft tube sea entry device, such as Figures 1-10 As shown, the system includes a conveyor track 100, a traction mechanism 600, a loading mechanism 400, a unloading mechanism 500, multiple pipe support assemblies 200, and multiple passive traveling mechanisms 700. One end of the conveyor track 100 extends from the land to the coastline, with the land terrain higher than the coastline, thus placing the conveyor track 100 in an inclined state to facilitate the transport of the kraft pipe 300. Multiple passive traveling mechanisms 700 are spaced apart along the length of the conveyor track 100. Each pipe support assembly 200 is mounted on a corresponding passive traveling mechanism 700, and the pipe support assembly 200 is fitted over the kraft pipe 300. Each passive traveling mechanism 700 is connected to the traction mechanism 600. The loading mechanism 400 is located at the end of the conveyor track 100 furthest from the coastline, and the unloading mechanism 500 is located at the other end of the conveyor track 100.

[0023] The working principle and advantages of this invention are as follows: The conveying track 100 of this invention provides a fixed and smooth sea entry path for the carat pipe 300. The pipe support component 200 is fitted onto the pipe body to form all-round protection. With the rolling movement of the passive traveling mechanism 700, the sliding friction between the pipe body and the hard base surface is completely avoided, preventing scratches on the outer wall and damage to the anti-corrosion layer. At the same time, the pipe support component 200 provides rigid restraint for the carat pipe 300, avoiding bending, ellipticization, and torsional deformation during dragging, protecting the welded joint from shear and bending forces, and eliminating quality problems such as joint leakage and failure. The entire device integrates the mechanical structure of the entire process of loading, conveying, and unloading. The loading mechanism 400 is dedicated to the precise assembly of the pipe body with the pipeline support component 200 and the passive traveling mechanism 700, replacing the cumbersome manual docking, resulting in higher assembly efficiency and more accurate positioning. The traction mechanism 600 drives multiple passive traveling mechanisms 700 to synchronously and uniformly transport the pipe body along the conveying track 100, eliminating the need for manual correction throughout the process and solving the problems of attitude loss and repeated shutdowns caused by traditional towing. The unloading mechanism 500 completes the disassembly of the passive traveling mechanism 700 while ensuring the smooth entry of the pipe body into the sea. The entire process is seamless and greatly shortens the sea entry operation time for a single section of pipe. The unloading mechanism 500 can disassemble and recycle the passive traveling mechanism 700 from the pipe body, and transport the disassembled passive traveling mechanism 700 back to the loading mechanism 400 for reassembly and use with the new kraft pipe 300 segment. This avoids the one-time consumption of the core component passive traveling mechanism 700 and significantly reduces the procurement and manufacturing costs of equipment consumables. At the same time, the track-type conveying replaces the traditional multi-equipment coordinated dragging, reducing the energy consumption and wear of the traction equipment and further compressing the equipment operating costs of construction.

[0024] This invention utilizes a fixed conveying track 100 to guide the 300 tube into the sea, while a passive traveling mechanism 700 moves precisely along the same track. This fundamentally avoids problems such as pipe misalignment, jamming, and swaying associated with traditional towing methods, ensuring full control over the pipe's transport posture. Core processes such as loading, assembly, disassembly, and transport are all mechanically performed, reducing direct contact between personnel and the pipe or traction equipment. This avoids safety hazards such as personnel collisions and equipment impacts during manual correction and assisted towing, improving the overall safety of construction operations from land to the coast. Furthermore, the integrated layout of all mechanisms along the conveying track 100 ensures seamless connection from land-based pipe assembly to sea entry, eliminating the need for multiple pipe transfers and adapting to the characteristics of shallow sea and beachfront construction sites. Simultaneously, the clear division of labor among the mechanisms—the loading mechanism 400 focusing on assembly, the unloading mechanism 500 on disassembly and recovery, and the passive traveling mechanism 700 on transport—makes the construction process more standardized and orderly, facilitating on-site construction management and reducing human waiting and errors during process transitions.

[0025] In summary, this invention fundamentally avoids wear, deformation, and joint failure of the 300-gauge tube; it achieves integrated mechanized operation, significantly improving construction efficiency; and it ensures stable and controllable conveying, reducing safety risks to personnel and equipment.

[0026] As a preferred embodiment of the present invention, such as Figure 5 As shown, the pipe support assembly 200 includes a lower fastening block 201 and an upper fastening block 203, which are symmetrically arranged and fastened to the outside of the corrugated pipe 300. First connecting wings 202 are respectively provided on both sides of the upper end of the lower fastening block 201, and second connecting wings 204 are respectively provided on both sides of the lower end of the upper fastening block 203. The first connecting wings 202 and the corresponding second connecting wings 204 are connected by connecting screws 206. A lifting lug 205 is installed at the upper middle position of the upper fastening block 203 for lifting by the feeding mechanism 400 and the unloading mechanism 500. The outer sides of the lower fastening block 201 and the upper fastening block 203 are rigid bodies, which bear the functions of support, protection and force transmission. The inner side of the lower fastening block 201 and the upper fastening block 203 that contacts the Kra tube 300 is provided with an elastic adaptation layer. This elastic adaptation layer can undergo elastic deformation and can automatically fit the outer wall curvature of Kra tubes 300 with different diameters, so as to achieve flexible fitting of tubes with different diameters from a structural point of view.

[0027] In this embodiment, the lower fastening block 201 and the upper fastening block 203 are symmetrically fastened to the outside of the Krah tube 300, forming a full circumferential wrap around the tube body. This completely isolates the Krah tube 300 from direct contact with the passive traveling mechanism 700, the conveying track 100, and external rigid components, fundamentally avoiding the sliding friction and scratching problems of the outer wall of the tube body during traditional towing. It effectively protects the tube body skin and the outer anti-corrosion / anti-aging layer from damage, prevents seawater and microorganisms from causing subsequent corrosion of the pipeline, and ensures the integrity and service life of the pipeline structure. At the same time, the wrapping structure can evenly distribute the external force to the entire circumference of the tube body, preventing the Krah tube 300 from deforming, flattening, or elliptical due to excessive local stress. It can also protect the welded joints of the tube body from lateral shear force and bending force, eliminating failure problems such as joint micro-cracks, weld failure, and leakage. The first connecting wing 202 of the lower fastening block 201 and the second connecting wing 204 of the upper fastening block 203 are symmetrically distributed along both sides of the pipe body, and the corresponding first connecting wing 202 and second connecting wing 204 are fastened by independent connecting screws 206, so that the fastening force is evenly transmitted along the circumference of the pipe body, avoiding the pipe support assembly 200 from tilting or loosening due to uneven force. This structure can effectively resist the traction force and lateral force generated during the transportation process, ensuring that the pipe support assembly 200 and the Krah pipe 300 are always tightly fitted and without relative slippage, so that the protection effect is stable and reliable throughout the process, and ensuring that the Krah pipe 300 is smoothly transported along the conveying track 100 with the passive traveling mechanism 700, eliminating the problem of pipe body exposure and force imbalance caused by the displacement of the pipe support assembly 200.

[0028] In this embodiment, the pipe support assembly 200 adopts a split design with a lower snap-fit ​​block 201 and an upper snap-fit ​​block 203, breaking the pipe diameter limitation of integrated support structures. By adjusting the fit between the lower snap-fit ​​block 201 and the upper snap-fit ​​block 203 and the pipe body, it can adapt to the construction needs of different diameter Krah pipes 300, improving the versatility and reusability of the pipe support assembly 200. It eliminates the need for custom-made support components for different pipe specifications, significantly reducing construction material costs. Simultaneously, the fastening method of the connecting screw 206 is simple to operate; assembly and disassembly of the pipe support assembly 200 and Krah pipe 300 can be completed simply by disassembling and assembling the connecting screw 206, without the need for complex professional tools, shortening operation time and improving overall construction efficiency. A lifting lug 205 is provided at the upper center of the upper snap-fit ​​block 203, precisely adapting to mechanized loading and unloading operations. The lifting lug 205 in the middle ensures that the lifting force is precisely applied to the central axis of the pipe body, preventing the pipe 300 from tilting or the pipe support component 200 from loosening due to force misalignment during lifting, and preventing structural damage to the pipe body due to bending or torsion. The lifting lug 205 provides standardized and fixed connection points for the lifting components of the loading mechanism 400 and unloading mechanism 500, allowing mechanical lifting to be precisely aligned and lifted smoothly, replacing the traditional manual lifting method and avoiding deviations and operational errors caused by manual hooking.

[0029] In summary, the structural design of the pipeline support component 200 closely meets the core requirements of the sea-entry construction of the Krah Pipe 300. It not only provides comprehensive and stable protection for the Krah Pipe 300, solving the problems of pipe wear and deformation at the source, but also takes into account the ease of assembly, equipment compatibility, and cost control during the construction process. At the same time, it forms a high degree of synergy with the feeding mechanism 400, the passive traveling mechanism 700, and the unloading mechanism 500, ensuring the safety, stability, and efficiency of the entire process of transporting the Krah Pipe 300 into the sea.

[0030] As a preferred embodiment of the present invention, such as Figure 6As shown, the passive traveling mechanism 700 includes an adjustable limiting part and two traveling parts. The two traveling parts are arranged side-by-side laterally along the conveying track 100, and are respectively mounted on two rails of the conveying track 100. The adjustable limiting part is installed between the two traveling parts and is clamped at the lower part of the lower fastening block 201 of the pipe support assembly 200. Each traveling part includes an assembly 701 disposed above the rails, on which a plurality of traveling wheels 702 are rotatably connected at intervals along the length of the rails, each traveling wheel 702 rolling on a corresponding rail. A connecting lug 709 is constructed at one end of the assembly 701 along the length of the rails, and a transverse tie rod 900 is connected to the two assemblies 701 via two connecting lugs 709. The transverse tie rod 900 is connected to the pull rope 606 of the traction mechanism 600 described below. The adjustable limiting section includes two mounting plates 704 spaced apart along the length of the conveying track 100. A sliding seat 705 is fixedly connected to both ends of each mounting plate 704, and the sliding seat 705 is slidably connected to a corresponding assembly 701. A connecting beam 703 is provided between the two mounting plates 704, with both ends of the connecting beam 703 correspondingly connected to the two assemblies 701. An adjusting screw 707 is rotatably connected to the connecting beam 703, extending along the length of the conveying track 100. One mounting plate 704 is threadedly connected to the adjusting screw 707 in the forward direction, and the other mounting plate 704 is threadedly connected to the adjusting screw 707 in the reverse direction. An operating handwheel 708 is mounted at one end of the adjusting screw 707.

[0031] In this embodiment, the two traveling sections correspond to the two steel rails of the conveying track 100. Multiple traveling wheels 702 are spaced apart on the assembly 701 of the traveling section and roll onto the steel rails, transforming the sliding friction of traditional dragging into rolling friction between the traveling wheels 702 and the steel rails. This significantly reduces friction during transport, decreasing energy consumption and equipment wear of the traction mechanism 600, and preventing sudden changes in pipe stress caused by friction jamming. Simultaneously, the symmetrical layout of the double steel rails and double traveling sections ensures balanced force on the passive traveling mechanism 700, allowing it to travel straight along the conveying track 100 without deviation. This drives the pipe support assembly 200 and the corrugated pipe 300 to move smoothly along a preset path, preventing bending and twisting of the pipe due to skewed travel, thus ensuring smooth pipe transport from the source. The adjustable limiting unit is specifically designed for clamping the lower locking block 201 of the pipe support assembly 200. Its core adjusting screw 707 features a forward and reverse thread design. Combined with the operation handwheel 708, it allows the two mounting plates 704 to move synchronously towards or away from each other, thereby adjusting the width of the clamping area 710. This precisely adapts to the dimensions of the pipe support assembly 200 corresponding to different diameter corrugated pipes 300, eliminating the need for customized passive traveling mechanisms 700 for different pipe specifications. This significantly improves the versatility and reusability of the device and reduces construction equipment costs. Simultaneously, the sliding seats 705 at both ends of the mounting plates 704 are slidably connected to the assembly 701, ensuring that the mounting plates 704 remain horizontal and centered during movement. The clamping surface fits tightly against the pipe support assembly 200, preventing the pipe support assembly 200 from loosening due to clamping misalignment and ensuring clamping stability.

[0032] In this embodiment, the adjustable limiting part is clamped at the lower part of the pipe support assembly 200. The two traveling parts travel along the conveying track 100, so that the traction force of the traction mechanism 600 is evenly transmitted to the entire Krah pipe 300 through the passive traveling mechanism 700 to the pipe support assembly 200, rather than being concentrated on a certain part of the pipe body. This avoids localized damage to the pipe body and failure of welded joints caused by concentrated traction force. At the same time, this structure allows the weight of the Krah pipe 300 to be distributed to multiple contact points between the traveling wheels 702 and the rail through the pipe support assembly 200, dispersing radial pressure and preventing the Krah pipe 300 from denting or elliptical deformation due to excessive local pressure, thus ensuring the integrity of the pipe structure. The connecting lug 709 at the end of the assembly 701 cooperates with the transverse tie rod 900 to form a stable connection between the two traveling parts. The transverse tie rod 900 is directly connected to the pull rope 606 of the traction mechanism 600, so that the traction force is applied to both traveling parts simultaneously, ensuring that the two traveling parts travel synchronously and at the same speed along the rail. Meanwhile, when multiple passive traveling mechanisms 700 are arranged at intervals along the track, this connection method allows each passive traveling mechanism 700 to achieve overall synchronous traction under the drive of the traction rope 606, ensuring balanced force on all parts of the long-distance Krah pipe 300, eliminating stretching and bending of the pipe body due to local differences in traveling speed, and ensuring the stability of long pipe section transportation. The traveling part and adjustable restraint part of the passive traveling mechanism 700 have clear divisions and form an integrated structure. The traveling part is precisely adapted to the conveying track 100, the adjustable restraint part is seamlessly connected to the pipe support component 200, and the traction connection part is connected to the traction rope 606 of the traction mechanism 600. It forms a smooth connection with the assembly of the loading mechanism 400 and the disassembly of the unloading mechanism 500, without the need for additional transfer parts, allowing the Krah pipe 300 to be transported uninterrupted from land assembly to coastal discharge. At the same time, all components are modularly designed, making on-site assembly and disassembly convenient, adapting to the characteristics of construction sites from land to coast, and significantly shortening equipment deployment and commissioning time.

[0033] As a preferred embodiment of the present invention, such as Figure 6 , Figure 7 As shown, multiple limiting guide wheels 706 are rotatably connected to the sliding seat 705 at lateral intervals along the conveying track 100. A clamping area 710 is formed between the two mounting plates 704. The lower part of the pipe support assembly 200 is located in the clamping area 710, and each limiting guide wheel 706 rolls and abuts against the corresponding side of the pipe support assembly 200. On the one hand, during the conveying of the corrugated pipe 300, the limiting guide wheels 706 are used to restrict the relative movement of the pipe support assembly 200 with the corresponding passive traveling mechanism 700 along the length direction of the conveying track 100; on the other hand, at the feeding mechanism 400 and the unloading mechanism 500, it is convenient for the passive traveling mechanism 700 to disengage from the pipe support assembly 200 under lateral driving force.

[0034] In this embodiment, the limiting guide wheel 706 rolls and abuts against the corresponding surface of the lower buckle block 201, forming a longitudinal rigid limit on the lower buckle block 201, which directly eliminates the problem of relative sliding, displacement or movement between the pipeline support assembly 200 and the passive traveling mechanism 700 along the length of the conveying track 100 during the conveying process. Meanwhile, the limiting guide wheel 706 and the lower buckle block 201 are in rolling contact, replacing the sliding friction of the hard contact limiting. This not only avoids scratching and wear on the outer wall of the lower buckle block 201, but also allows the pipe support component 200 to move synchronously and at the same speed with the passive traveling mechanism 700 when the traction mechanism 600 drives the passive traveling mechanism 700. This ensures that the traction force is transmitted to the pipe support component 200 and the kraft pipe 300 without loss through the passive traveling mechanism 700, and prevents local stress and bending deformation of the pipe body caused by the relative movement of the pipe support component 200. This ensures the consistency of movement of the pipe body and each mechanism during long-distance transportation, and allows the kraft pipe 300 to move accurately and smoothly along the transport track 100. Multiple limiting guide wheels 706 are distributed laterally at intervals along the conveying track 100, forming a multi-point, comprehensive rolling contact from both ends of the pipe support assembly 200. This ensures that the limiting force is evenly distributed on the surface of the lower buckle block 201, avoiding force deviation and local compression deformation of the pipe support assembly 200 caused by single-point limiting. This layout significantly improves the passive traveling mechanism 700's resistance to lateral deviation and torsion of the pipe support assembly 200, effectively counteracting the lateral force and traction eccentric force generated during conveying, preventing the pipe support assembly 200 from tilting or rotating within the clamping area 710, ensuring that the kraft pipe 300 always maintains a horizontally centered conveying posture, and eliminating pipe ellipticization and weld joint failure caused by pipe support assembly 200 deviation, further ensuring the integrity of the pipe structure.

[0035] As a preferred embodiment of the present invention, such as Figure 2 , Figure 4As shown, the traction mechanism 600 includes two winches 601 symmetrically arranged on both sides of the unloading mechanism 500. A pull rope 606 is wound on each winch 601. Both ends of the pull rope 606 extend along the length of the conveying track 100 and are connected to each other. The transverse tie rods 900 on each passive traveling mechanism 700 are connected to the adjacent pull rope 606. Specifically, the pull rope 606 is wound around the corresponding end of the transverse tie rod 900; preferably, the pull rope 606 is wound 2-4 times forward on the first transverse tie rod 900, then 2-4 times backward on the second transverse tie rod 900, and so on, alternately wound onto the other transverse tie rods 900. When the passive traveling mechanism 700 moves to the unloading mechanism 500, the part connecting the pull rope 606 to the transverse tie rod 900 is detached from the transverse tie rod 900; and the transverse tie rod 900 is installed on the passive traveling mechanism 700 already assembled at the loading mechanism 400, and the pull rope 606 is wound around the transverse tie rod 900. In this embodiment, first guide wheels 602 are installed on both sides of the unloading mechanism 500, and second guide wheels 603 are installed on both sides of the loading mechanism 400. The pull rope 606 passes through the first guide wheel 602 and the second guide wheel 603 on the corresponding sides in sequence. Two transverse rope-pulling cylinders 604 are respectively installed on both sides of the conveying track 100. These two transverse rope-pulling cylinders 604 are located close to the feeding mechanism 400 and the unloading mechanism 500, respectively. A transverse pull guide wheel 605 is installed on the cylinder rod of each transverse rope-pulling cylinder 604. The transverse pull guide wheel 605 pulls the corresponding part of the pull rope 606.

[0036] In this embodiment, two winches 601 are symmetrically arranged on both sides of the unloading mechanism 500. The two ends of each traction rope 606 are connected to form a ring structure. The two traction ropes 606 allow the traction force to act synchronously from both sides of the conveying track 100 on the transverse tie rods 900 of all passive traveling mechanisms 700, ensuring that each passive traveling mechanism 700 moves at the same speed, in the same direction, and synchronously along the conveying track 100. Compared with the traditional single traction point and multi-equipment distributed traction method, this design allows all parts of the long-distance Krah pipe 300 to receive uniform traction force, eliminating pipe stretching, bending, and torsion caused by local traction speed differences, and avoiding micro-cracks and weld failure at welded joints due to uneven stress. This fundamentally ensures the structural integrity of the Krah pipe 300 during the conveying process, while ensuring that the pipe always travels in a straight line along the conveying track 100, eliminating deviation and jamming problems.

[0037] The alternating forward and reverse winding of the pull rope 606 significantly increases the contact area and friction between the pull rope 606 and the transverse tie rod 900, achieving a self-locking traction connection. This effectively prevents slippage and loosening between the pull rope 606 and the transverse tie rod 900 during traction, ensuring that the traction force is transmitted stably to each passive traveling mechanism 700 without loss. Simultaneously, the 2-4 winding turns balance connection reliability and operational convenience, avoiding slippage due to too few turns while preventing excessive turns from increasing the difficulty of subsequent disassembly, thus meeting the rapid assembly and disassembly requirements of the loading and unloading process. When the passive traveling mechanism 700 moves to the unloading mechanism 500, the pull rope 606 can be quickly detached from the transverse tie rod 900 of that passive traveling mechanism 700. Simultaneously, at the loading mechanism 400, the pull rope 606 is wound onto the newly assembled transverse tie rod 900 of the traveling mechanism, achieving dynamic adaptation between the pull rope 606 and the passive traveling mechanism 700. This design allows the passive traveling mechanism 700 to be disassembled and recycled at the downstream unloading end, and then reassembled and connected to the traction system at the loading end, realizing the cyclic reuse of the passive traveling mechanism 700 and avoiding equipment idleness. At the same time, the ring-shaped connection structure of the traction rope 606 allows the traction system to complete disassembly and assembly without stopping, ensuring continuous operation of the Krah pipe 300 in the sea, greatly improving the overall construction efficiency and reducing the waiting time for processes.

[0038] The first guide wheel 602 on the unloading mechanism 500 side and the second guide wheel 603 on the loading mechanism 400 side provide a standardized and fixed travel path for the pull rope 606, effectively preventing the pull rope 606 from sagging, deviating, or rubbing against the conveying track 100 or other mechanisms due to its own weight and traction tension. Simultaneously, the guide wheels convert the sliding friction of the pull rope 606 into rolling friction, significantly reducing resistance during traction, lowering the energy consumption of the winch 601, and preventing wear and breakage of the pull rope 606 due to rubbing and friction, thus extending its service life and reducing equipment maintenance and replacement costs. The transverse pull rope cylinders 604 located on both sides of the conveying track 100 near the loading mechanism 400 and unloading mechanism 500 can move the transverse pull guide wheel 605 laterally via the extension and retraction of the cylinder rod, thereby enabling real-time, precise, and dynamic adjustment of the tension of the pull rope 606. During the transport of the Krah pipe 300, the tension of the traction rope 606 can be adjusted according to the pipe length, traction force, and number of passive traveling mechanisms 700. This prevents slippage and swaying caused by the traction rope 606 being too loose, or excessive stress on components and breakage caused by the traction rope 606 being too tight. When assembling and disassembling the passive traveling mechanism 700, the traction rope 606 can be appropriately loosened to reduce the difficulty of disassembly and assembly. After disassembly and assembly, it can be retightened to ensure the stability of the traction system. This design allows the traction mechanism 600 to adapt to the traction needs of different construction conditions, improving the flexibility and adaptability of the device.

[0039] The traction mechanism 600 applies force synchronously from both sides of the conveying track 100, and the traction force is distributed to all passive traveling mechanisms 700 through multiple transverse tie rods 900. This ensures that the load on components such as the traction rope 606, winch 601, and transverse tie rods 900 is evenly distributed, preventing damage to any single component due to excessive tension. For example, a traditional single traction point design would cause the traction rope and traction equipment to bear the entire traction force, easily leading to component fatigue and damage. In contrast, this design allows each section of the traction rope 606 and each transverse tie rod 900 to bear only a portion of the traction force, significantly reducing the wear rate of components, improving the overall structural strength and service life of the traction mechanism 600, and reducing equipment failures and downtime during construction.

[0040] In summary, the structural design of the traction mechanism 600 closely addresses the three core requirements of the Krah pipe 300 sea-entry construction: traction stability, continuous operation, and equipment reuse. Through the combined design of symmetrical traction by the double winches 601, synchronous force transmission by the ring rope, dynamic tension adjustment, and alternating winding connection, it achieves both uniform transmission of traction force and structural protection of the pipe body, while ensuring the continuity of construction and the cyclic reuse of equipment. At the same time, it forms a high degree of synergy with the conveying track 100, the passive traveling mechanism 700, the loading mechanism 400, and the unloading mechanism 500, significantly improving the efficiency, stability, and safety of the Krah pipe 300 sea-entry construction, and combining practicality, economy, and environmental adaptability.

[0041] As a preferred embodiment of the present invention, such as Figure 8 , Figure 9As shown, the feeding mechanism 400 includes a first mounting frame 401 mounted on the feeding platform. A sliding beam 402 is slidably connected to the first mounting frame 401, extending along the length of the conveying track 100. A first slider 403 is slidably connected to the sliding beam 402, and a first lifting component 404 (typically an electric hoist) is mounted on the first slider 403. Two transmission screws 406 are rotatably connected at intervals along the length of the conveying track 100 on the first mounting frame 401. Each transmission screw 406 extends laterally along the conveying track 100 and is threadedly connected to the sliding beam 402. One end of the transmission screw 406 is coaxially connected to the output shaft of the drive motor 405. A lifting platform 407 is provided on the feeding platform and below the corrugated tube 300. A first horizontal push assembly is provided on one side of the lifting platform 407. The first lateral pushing assembly includes two first lateral hydraulic cylinders 408 spaced apart along the length of the conveying track 100. The cylinder rods of these two first lateral hydraulic cylinders 408 are connected to a first push plate 409. The first push plate 409 is used to laterally push the passive traveling mechanism 700 at the feeding mechanism 400 and the lower fastening block 201 on the passive traveling mechanism 700, so that the passive traveling mechanism 700 carries the lower fastening block 201 to the lifting platform 407, and then the lifting platform 407... The rise of 07 causes the lower fastening block 201 to engage with the lower part of the kraft tube 300; then the first lifting component 404 is controlled to lift the upper fastening block 203, and then the drive motor 405 is controlled to operate, so that the transmission screw 406 drives the sliding beam 402 to move laterally, thereby causing the upper fastening block 203 to move above the kraft tube 300; finally, the first lifting component 404 is controlled to lower the upper fastening block 203, so that the upper fastening block 203 engages with the upper part of the kraft tube 300.

[0042] In this embodiment, two laterally extending transmission screws 406 are spaced apart along the length of the conveying track 100 on the first mounting frame 401. These screws are synchronously driven by two drive motors 405, and are threadedly connected to the sliding beam 402. Utilizing the high precision, zero backlash, and synchronous characteristics of the transmission screws 406, the sliding beam 402 is moved smoothly and precisely laterally. Compared to traditional methods using cylinders, hydraulic rods, or manual movement, this design allows for millimeter-level precise alignment of the first lifting component 404 and the upper fastening block 203 on the sliding beam 402. This ensures that the upper fastening block 203 can precisely engage with the upper part of the corrugated tube 300, forming a perfect fit with the lower fastening block 201. This avoids misalignment of the pipe support assembly 200 and uneven stress on the pipe body due to alignment deviations, ensuring the pipe support assembly 200 provides full circumferential protection for the corrugated tube 300. Simultaneously, it eliminates pipe misalignment and jamming problems during subsequent transport caused by assembly deviations. The first lateral push assembly uses two spaced-apart first lateral cylinders 408 to push the first push plate 409, which smoothly moves the passive traveling mechanism 700 and the lower fastening block 201 laterally above the lifting platform 407. The simultaneous force application of the two first lateral cylinders 408 ensures that the first push plate 409 is subjected to balanced force, preventing tilting or jamming of the passive traveling mechanism 700 during its movement. Then, through the precise lifting and lowering of the lifting platform 407, the lower fastening block 201 is smoothly lifted and precisely fastened to the lower part of the corrugated tube 300, achieving non-contact alignment and assembly between the lower fastening block 201 and the tube body, eliminating scratches and bumps to the outer wall and anti-corrosion layer of the corrugated tube 300 during manual lifting and placement. This coordinated action mechanizes the entire process of loading and positioning the passive traveling mechanism 700 and the lower fastening block 201, ensuring precise positioning and smooth operation, and significantly improving the accuracy of the assembly base positioning.

[0043] The loading mechanism 400 adopts a bottom-up, layered fastening method. First, the lower fastening block 201 is smoothly lifted and fastened to the lower part of the Krah tube 300 via the lifting platform 407. Then, the upper fastening block 203 is precisely lowered and fastened to the upper part via the first lifting component 404. Throughout the assembly process, the Krah tube 300 is only subjected to the stable vertical lifting force and fastening force, without lateral compression, bending, or torsional forces. This perfectly matches the flexible winding structure of the Krah tube 300, preventing structural damage such as tube dents, ellipticization, and reinforcing rib detachment caused by improper external forces during assembly. At the same time, the fastening process of the pipe support component 200 is completed mechanically, without direct contact between humans and the pipe body. This avoids damage to the outer wall of the pipe body and the anti-corrosion layer caused by bumps and scratches during manual operation, ensuring the structural integrity of the Krah tube 300 from the source of assembly.

[0044] As a preferred embodiment of the present invention, such as Figure 10As shown, the unloading mechanism 500 includes a second mounting frame 501 mounted on the unloading platform 507. A fixed beam 502 is fixedly connected to the second mounting frame 501, extending along the length of the conveying track 100. A second slider 503 is slidably connected to the fixed beam 502, and a second lifting component 504 (generally an electric hoist) is connected to the second slider 503. A second lateral push assembly is provided on one side of the unloading platform 507. A receiving platform 508 is constructed at the end of the unloading platform 507 near the edge, used to receive the pipe support assembly 200 after it has detached from the passive traveling mechanism 700. The second lateral push assembly includes two second lateral hydraulic cylinders 505 spaced apart along the length of the conveying track 100. The cylinder rods of these two second lateral hydraulic cylinders 505 are connected to a second push plate 506. The second push plate 506 is used to laterally push the passive traveling mechanism 700 at the unloading mechanism 500, causing the passive traveling mechanism 700 to detach from the pipe support assembly 200.

[0045] In this embodiment, the second lateral push assembly employs two second lateral hydraulic cylinders 505 spaced apart along the length of the conveying track 100 to synchronously drive the second push plate 506, applying a uniform lateral driving force to the passive traveling mechanism 700. This allows the passive traveling mechanism 700 to smoothly separate from the pipe support assembly 200 in the horizontal direction. Compared to the traditional manual prying and disassembly method, this completely avoids hard contact, impact, and scratch damage to the pipe body, pipe support assembly 200, and passive traveling mechanism 700 during disassembly. Simultaneously, the synchronous force application of the two second lateral hydraulic cylinders 505 ensures balanced force on the second push plate 506, guaranteeing that the passive traveling mechanism 700 moves laterally without tilting or jamming. The separation action is smooth and controllable, significantly shortening the disassembly time of a single mechanism, improving the operational efficiency of the unloading process, and adapting to the continuous conveying requirements of the entire device. The unloading platform 507, near the coastline, features a dedicated receiving platform 508. This platform precisely receives the pipe support assembly 200 after it detaches from the passive traveling mechanism 700. This ensures the weight of the pipe support assembly 200 and the end of the Krah pipe 300 is evenly distributed through the receiving platform 508. This prevents deformation issues such as sagging, bending, and ellipticing of the pipe end due to loss of support after separation from the passive traveling mechanism 700, perfectly matching the flexible winding structure of the Krah pipe 300. Simultaneously, the receiving platform 508 provides a stable support foundation for the pipe support assembly 200, allowing the end of the Krah pipe 300 to smoothly transition to the seaward entry stage. This prevents weld joint cracking and corrosion layer damage caused by sudden stress changes at the pipe end, ensuring the structural integrity of the Krah pipe 300 from the unloading end. The fixed beam 502 on the second mounting bracket 501 extends along the length of the conveying track 100. The second slider 503 drives the second lifting component 504 to slide freely along the fixed beam 502, allowing the second lifting component 504 to flexibly adjust the lifting point of the pipe support assembly 200 according to the disassembly position of the passive traveling mechanism 700, thereby lifting the pipe support assembly 200 and facilitating the removal of the passive traveling mechanism 700 below the pipe support assembly 200. Simultaneously, it prevents the pipe support assembly 200 from losing the support of the passive traveling mechanism 700, which could cause that part of the kraft pipe 300 to sink.

[0046] As a preferred embodiment of the present invention, such as Figure 4As shown, an end sealing cap 800 is detachably connected to the sea-entry end of the Krah pipe 300. A connecting pipe 801 is installed below the end sealing cap 800, and a control valve is installed on the connecting pipe 801. The end sealing cap 800 is detachably fastened to the sea-entry end of the Krah pipe 300, forming a fully enclosed protection for the pipe end. During the rail transport, coastal unloading, and initial sea-entry stages, it completely prevents impurities such as seawater, silt, reef debris, and marine plankton from entering the pipe body, avoiding scratching and contamination of the inner wall of the pipe by impurities. It also prevents the accumulation of impurities from affecting the flow performance of the subsequent pipeline and its normal use after seabed laying. In addition, the end sealing cap 800 provides rigid protection for the end port of the Krah pipe 300, preventing collisions and scratches between the port and the transport rail 100, unloading mechanism 500, seawater, and reefs during transport and sea-entry. This prevents structural damage such as cracking, deformation, and interlayer debonding at the end of the pipe, ensuring the overall structural integrity of the Krah pipe 300 from the end. The end sealing cap 800 adopts a detachable connection method, which can be quickly installed during the land prefabrication and rail transportation stages, providing end protection for the pipe body throughout the process. When the Krah pipe 300 is transported to the coast and is ready to be submerged in the sea, the control valve can be flexibly operated to allow water to enter according to construction needs, without the need to remove the end sealing cap 800 in advance. After the pipe body is submerged in the seabed trench and positioned, the end sealing cap 800 can be removed from the end of the pipe body using special tools. The operation is simple and does not require complicated professional equipment, making it suitable for construction operation environments on the coast and in shallow seas.

[0047] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A kraft tube sea entry device, characterized in that: The system includes a conveyor track extending from the land to the coastline. Multiple passive traveling mechanisms are spaced apart along the length of the conveyor track. Each passive traveling mechanism is equipped with a pipe support assembly, which is fitted over a corrugated pipe. Each passive traveling mechanism is connected to a traction mechanism. A loading mechanism is located at the end of the conveyor track away from the coastline, and a unloading mechanism is located at the other end of the conveyor track. The pipe support assembly includes symmetrically arranged lower and upper fastening blocks that are fastened to the corrugated pipe. Each passive traveling mechanism includes two traveling sections arranged side-by-side, each traveling section being mounted on one of the two rails of the conveyor track. An adjustable limiting part is provided, which is clamped at the lower part of the pipe support assembly; the feeding mechanism includes a first mounting frame provided on the feeding platform, a sliding beam extending along the length direction of the conveying track is slidably connected to the first mounting frame, a first lifting component is slidably connected to the sliding beam, and two transmission screws are rotatably connected at intervals along the length direction of the conveying track on the first mounting frame. Each transmission screw extends laterally along the conveying track and is threadedly connected to the sliding beam. One end of the transmission screw is coaxially connected to the output shaft of the drive motor. A lifting platform is provided on the feeding platform and below the corrugated pipe, and a first horizontal push assembly is provided on one side of the lifting platform.

2. The sea entry device for a krait tube according to claim 1, characterized in that: A first connecting wing is provided on both sides of the upper end of the lower fastening block, and a second connecting wing is provided on both sides of the lower end of the upper fastening block. The first connecting wing and the corresponding second connecting wing are connected by a connecting screw.

3. The sea-entry device for a kraft tube according to claim 1, characterized in that: The traveling section includes an assembly disposed above the rail, and multiple traveling wheels are rotatably connected to the assembly at intervals along the length of the rail, with each traveling wheel rolling on the rail.

4. A sea-entry device for a krait tube according to claim 1, characterized in that: The adjustable limiting part includes two mounting plates spaced apart along the length of the conveying track. Sliding seats are fixedly connected to both ends of each mounting plate. The sliding seats are slidably connected to the corresponding traveling parts. A connecting beam is provided between the two mounting plates. The two ends of the connecting beam are connected to the two traveling parts one by one. An adjusting screw extending along the length of the conveying track is rotatably connected to the connecting beam. One mounting plate is threaded to the adjusting screw in the forward direction, and the other mounting plate is threaded to the adjusting screw in the reverse direction.

5. A sea-entry device for a kraft tube according to claim 4, characterized in that: Multiple limiting guide wheels are rotatably connected to each of the sliding seats along the conveying track at a lateral interval, forming a clamping area between the two mounting plates. The lower part of the pipe support assembly is located in the clamping area, and each limiting guide wheel rolls and abuts against the corresponding side of the pipe support assembly.

6. A sea-entry device for a krait tube according to claim 1, characterized in that: The traction mechanism includes two winches symmetrically arranged on both sides of the unloading mechanism. Each winch has a pull rope wound on it. Both ends of the pull rope extend along the length of the conveying track and are connected to each other. Each passive traveling mechanism is connected to the pull rope section that is close to it.

7. A sea-entry device for a kraft tube according to claim 6, characterized in that: Two transverse rope-pulling cylinders are respectively installed on both sides of the conveying track. The two transverse rope-pulling cylinders are respectively located near the feeding mechanism and the unloading mechanism. A transverse guide wheel is installed on the cylinder rod of each transverse rope-pulling cylinder, and the transverse guide wheel pulls the corresponding part of the pulling rope.

8. A sea-entry device for a kraft tube according to claim 1, characterized in that: The unloading mechanism includes a second mounting frame mounted on the unloading platform, a fixed beam extending along the length of the conveying track fixedly connected to the second mounting frame, a second lifting component slidably connected to the fixed beam, and a second horizontal push assembly provided on one side of the unloading platform.

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