Self-discharging bulk carrier and method of self-discharging

Abstract

The application provides a self-unloading bulk cargo ship and a self-unloading method, which comprises a ship body and a control module, a plurality of cargo holds are arranged along the length of the ship body; a collection module electrically connected with the control module is arranged in the cargo hold to collect cargo data in the cargo hold; the control module determines a target inclination angle of the corresponding cargo hold based on the cargo data and generates an adjustment signal; an angle adjustment mechanism electrically connected with the control module is arranged at the bottom of the cargo hold and connected to the ship body; the adjustment signal sent by the control module is received to adjust the inclination angle of the cargo hold; a conveying structure electrically connected with the control module is further arranged along the length direction of the ship body to receive a transmission signal sent by the control module and adjust the transmission direction; the conveying structure is positively transmitted during cargo loading; and the conveying structure is reversely transmitted during cargo unloading. The optimal target inclination angle is calculated according to different cargo characteristics and unloading stages, the dynamic angle adjustment is realized, and the cargo residue caused by the mismatch of the target inclination angle is eliminated.

Description

Technical Field

[0001] This invention relates to cargo ship transportation, and more specifically to a self-unloading bulk cargo ship and a self-unloading method. Background Technology

[0002] Bulk carriers are specialized vessels used to transport bulk commodities without packaging, such as coal, ore, grain, and cement. Traditionally, bulk carriers rely on large unloading equipment at the dock or onboard self-unloading equipment (such as belt conveyors and screw conveyors) for unloading operations.

[0003] In existing technologies, shipboard self-unloading systems typically require complex belt conveyor or bucket elevator structures at the bottom of the cargo hold to transport cargo from the hold floor to the ship's side or unloading points at the bow / stern. For example, some self-unloading bulk carriers have fixed inclined bottom plates and central conveyor belts at the bottom of the cargo hold, where cargo slides down by gravity onto the conveyor belt and is then transported outwards. However, existing cargo hold bottoms often use a fixed inclination angle design, which cannot flexibly adjust the inclination angle according to the type of cargo, humidity, flowability, and unloading progress. When cargo flowability is poor or cargo volume decreases towards the end of unloading, problems such as cargo residue and accumulation dead spots can easily occur, requiring manual cleaning, reducing unloading efficiency and increasing labor costs. Summary of the Invention

[0004] The purpose of this invention is to provide a self-unloading bulk carrier and a self-unloading method, and the technical problem to be solved is how to reduce cargo residue during unloading.

[0005] This invention is achieved through the following technical solution:

[0006] The first aspect provides a self-unloading bulk carrier, including a hull and a control module, with a plurality of cargo holds arranged along the length of the hull, the cargo holds being used for loading cargo; a data acquisition module is installed in each cargo hold, the data acquisition module being electrically connected to the control module; the data acquisition module is used to acquire cargo data in the cargo holds; the control module is used to determine the target tilt angle of the corresponding cargo hold based on the acquired cargo data, and generate an adjustment signal.

[0007] An angle adjustment mechanism is installed at the bottom of the cargo hold and is connected to the hull. The angle adjustment mechanism is electrically connected to the control module and is used to receive adjustment signals sent by the control module to adjust the tilt angle of the cargo hold.

[0008] A conveying structure is also provided along the length of the hull. The conveying structure is electrically connected to the control module and is used to receive transmission signals sent by the control module and adjust the transmission direction.

[0009] The aforementioned warehouse is equipped with an inlet and an outlet. When goods are being received, the aforementioned conveyor structure drives in the forward direction, and the inlet is located at the output end of the conveyor structure. When goods are being discharged, the aforementioned conveyor structure drives in the reverse direction, the warehouse tilts towards the conveyor structure, and the outlet is located at the input end of the conveyor structure.

[0010] The aforementioned data acquisition module can sense the actual state of the goods in real time. The control module calculates the optimal target tilt angle based on different goods characteristics and unloading stages, and the angle adjustment mechanism adjusts the cargo hold to the target tilt angle. For goods with poor flowability, the target tilt angle can be increased to promote sliding; for situations where there is little remaining goods at the end of unloading, the target tilt angle can be increased to reduce residual dead zones; for goods with good flowability, the target tilt angle can be appropriately reduced to prevent excessively fast flow and spillage. These technical methods replace the traditional fixed tilt angle design, achieving dynamic angle adjustment and eliminating goods residue caused by mismatched target tilt angles.

[0011] During shipment, a dual unloading mechanism is formed, consisting of "gravity sliding and reverse dragging by the conveyor structure". Even after angle and cover plate adjustments, a small amount of goods may remain at the bottom of the silo due to poor flowability. The reverse transmission of the conveyor structure can actively transport and discharge these goods.

[0012] Furthermore, the aforementioned angle adjustment mechanism includes a rotating component and a driving component. The rotating component is connected to the cargo outlet end of the cargo hold. The two ends of the driving component are respectively hinged to the hull and the bottom of the cargo hold. The driving component is used to drive the cargo hold to rotate around the rotating component.

[0013] The aforementioned rotating component uses the cargo outlet end as a fulcrum, and the drive component drives the cargo compartment to rotate around this fulcrum, forming a lever-type adjustment structure. During the adjustment process, the outlet end remains relatively stable, and the goods always slide towards the outlet, avoiding the creation of new dead corners due to structural deformation or fulcrum offset. This ensures that the tilt adjustment process itself does not introduce additional residual risks, and that the goods can smoothly slide towards the outlet at any tilt angle.

[0014] Furthermore, the cargo outlet of the aforementioned warehouse is provided with a cover plate and a sliding component for driving the cover plate to move. The sliding component is connected to the cover plate and electrically connected to the control module. When the control module sends an adjustment signal, it also sends a sliding signal to the sliding component to adjust the relative position of the cover plate and the cargo outlet.

[0015] The position of the aforementioned cover plate can be adjusted synchronously with the tilt angle, achieving dynamic control of the outlet opening. During the initial stage of unloading when there is a large amount of cargo, the cover plate can be appropriately narrowed to prevent cargo from gushing out; towards the end of unloading when there is less cargo, the cover plate can be opened to enlarge the outlet, allowing any remaining cargo to slide out more easily. This solves the problem of cargo not being able to drain from a fixed outlet due to an insufficient opening at the end of unloading, and further eliminates any remaining cargo at the end by dynamically adjusting the outlet size, forming a double guarantee with the angle adjustment.

[0016] Furthermore, the aforementioned warehouse is equipped with an angle detector, which is used to detect the real-time tilt angle of the warehouse; the angle detector is electrically connected to the control module, which is used to receive the real-time tilt angle detected by the angle detector, determine and correct the real-time tilt angle.

[0017] The second aspect provides a self-unloading method for a self-unloading bulk carrier, the self-unloading method employing the aforementioned self-unloading bulk carrier; the self-unloading method includes the following steps:

[0018] When the control module receives the receiving instruction, it generates a horizontal adjustment signal and a forward drive signal. When the angle adjustment mechanism receives the horizontal adjustment signal, it adjusts the cargo hold to be parallel to the hull. When the conveying structure receives the forward drive signal, it adjusts the conveying structure to forward drive.

[0019] When the aforementioned control module receives a shipping instruction, the data acquisition module collects cargo data from the warehouse.

[0020] The aforementioned control module determines the target tilt angle of the corresponding cargo compartment based on cargo data, and generates a tilt angle adjustment signal and a reverse transmission signal. When the aforementioned angle adjustment mechanism receives the tilt angle adjustment signal, it adjusts the cargo compartment to the target tilt angle; when the aforementioned conveying structure receives the reverse transmission signal, it adjusts the conveying structure to reverse transmission.

[0021] When receiving goods, the warehouse is kept level to ensure smooth receiving. When shipping, data is collected first and then the tilt angle is determined to ensure that the tilt angle for each unloading is the appropriate value for the current state of the goods. During the unloading process, the tilt angle is corrected in real time through a closed loop. If the center of gravity changes or the tilt angle shifts due to the movement of goods, it is automatically corrected to maintain an optimal unloading state throughout the process.

[0022] Furthermore, the real-time tilt angle of the cargo warehouse is detected by an angle detector; when the control module receives the real-time tilt angle detected by the angle detector, it judges and corrects the real-time tilt angle.

[0023] Furthermore, the real-time tilt angle is determined and corrected. The specific steps include:

[0024] The real-time tilt angle detected by the angle detector is obtained, and the target tilt angle is extracted from the adjustment signal;

[0025] Determine whether the above real-time tilt angle is consistent with the target tilt angle;

[0026] If the real-time tilt angle matches the target tilt angle, then the tilt angle is normal.

[0027] If the real-time tilt angle is inconsistent with the target tilt angle, the tilt angle is abnormal, and the real-time tilt angle should be adjusted to the target tilt angle.

[0028] The aforementioned angle detectors form a closed-loop control system, preventing the actual tilt angle from deviating from the target tilt angle due to mechanical backlash, cargo offset, or execution errors. If the actual tilt angle is too small, the cargo may not be able to slide and may remain; if the actual tilt angle is too large, the cargo may accumulate abnormally in a certain area. Closed-loop correction ensures that the cargo hold reaches the target tilt angle, guaranteeing the effectiveness of tilt angle adjustment.

[0029] Furthermore, the sliding distance of the sliding component is determined based on the aforementioned real-time tilt angle.

[0030] This ensures that the real-time tilt angle and cover opening are always properly matched, avoiding residue caused by "the angle is right but the outlet is not keeping up".

[0031] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0032] The aforementioned data acquisition module can sense the actual state of the goods in real time. The control module calculates the optimal target tilt angle based on different goods characteristics and unloading stages, and the angle adjustment mechanism adjusts the cargo hold to the target tilt angle. For goods with poor flowability, the target tilt angle can be increased to promote sliding; for situations where there is little remaining goods at the end of unloading, the target tilt angle can be increased to reduce residual dead zones; for goods with good flowability, the target tilt angle can be appropriately reduced to prevent excessively fast flow and spillage. These technical methods replace the traditional fixed tilt angle design, achieving dynamic angle adjustment and eliminating goods residue caused by mismatched target tilt angles.

[0033] During shipment, a dual unloading mechanism is formed, consisting of "gravity sliding and reverse dragging by the conveyor structure". Even after angle and cover plate adjustments, a small amount of goods may remain at the bottom of the silo due to poor flowability. The reverse transmission of the conveyor structure can actively transport and discharge these goods. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be considered as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. In the drawings:

[0035] Figure 1A simplified structural diagram of a bulk carrier;

[0036] Figure 2 This is a schematic diagram of the electrical control connections for a bulk carrier.

[0037] Figure 3 This is a simplified structural diagram of the warehouse;

[0038] Figure 4 This is a side view of the cargo hold after it has been connected to the ship's hull.

[0039] Figure 5 A simplified diagram of the structure during forward transmission after the flipping mechanism, the first transmission mechanism, and the second transmission mechanism are connected.

[0040] Figure 6 A simplified diagram showing the structure of the flipping mechanism, the first transmission mechanism, and the second transmission mechanism in reverse transmission.

[0041] Figure 7 This is a simplified structural diagram of the flipping mechanism.

[0042] The attached diagram shows the markings and corresponding component names:

[0043] 1. Hull; 2. Cargo hold; 3. Conveying structure; 4. Data acquisition module; 5. Angle detector; 6. Material baffle; 7. Cover plate; 8. Control module; 9. Angle adjustment mechanism; 10. Sliding assembly; 11. Second driver; 12. Rotating shaft; 13. First hinge seat; 14. Rotating assembly; 15. Second hinge seat; 16. Third hinge seat; 17. First hydraulic cylinder; 18. Drive assembly; 19. First synchronous pulley; 20. First synchronous belt; 21. First transmission mechanism; 22. Second synchronous pulley; 23. Second synchronous belt; 24. Second transmission mechanism; 25. Main shaft; 26. First connecting column; 27. Second connecting column; 28. Third connecting column; 29. ​​Tilting mechanism; 30. Lifting mechanism; 31. First bearing; 32. First driver; 33. Second bearing. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of the present invention are only used to explain the present invention and are not intended to limit the present invention.

[0045] First embodiment:

[0046] A self-unloading bulk carrier includes a hull 1 and a control module 8, which can be a PLC, microcontroller, microprocessor, etc. Several cargo holds 2 are arranged along the length of the hull 1 for loading cargo. Each cargo hold 2 is equipped with a data acquisition module 4, which can use a VEGA VEGAPULS 64 radar level gauge to acquire the remaining cargo volume, a METTLER TOLEDO HE73 humidity sensor to acquire the cargo humidity, a ROSEMOUNT 3051 pressure transmitter to acquire the cargo flowability, and an OMEGA TCT-364 thermocouple temperature sensor to acquire the cargo temperature.

[0047] The aforementioned acquisition module 4 is electrically connected to the control module 8; the aforementioned acquisition module 4 is used to acquire cargo data in the warehouse 2; the aforementioned control module 8 is used to determine the target tilt angle of the corresponding warehouse 2 based on the acquired cargo data and generate an adjustment signal; the aforementioned cargo data may include information such as cargo type, humidity, flowability and remaining quantity.

[0048] An angle adjustment mechanism 9 is provided at the bottom of the cargo hold 2 and is connected to the hull 1. The angle adjustment mechanism 9 is electrically connected to the control module 8 and is used to receive adjustment signals sent by the control module 8 to adjust the tilt angle of the cargo hold 2.

[0049] A conveying structure 3 is also provided along the length of the hull 1. The conveying structure 3 is electrically connected to the control module 8. The conveying structure 3 is used to receive the transmission signal sent by the control module 8 and adjust the transmission direction.

[0050] The aforementioned warehouse 2 is equipped with an inlet and an outlet. When goods are being received, the aforementioned conveying structure 3 drives in the forward direction, and the inlet is located at the output end of the conveying structure 3. When goods are being discharged, the aforementioned conveying structure 3 drives in the reverse direction, the warehouse 2 tilts towards the conveying structure 3, and the outlet is located at the input end of the conveying structure 3.

[0051] The aforementioned data acquisition module 4 can sense the actual state of the goods in real time. The control module 8 calculates the optimal target tilt angle based on different goods characteristics and unloading stages, while the angle adjustment mechanism 9 adjusts the cargo compartment 2 to the target tilt angle. For goods with poor flowability, the target tilt angle can be increased to promote sliding; for goods with little remaining cargo at the end of unloading, the target tilt angle can be increased to reduce dead zones; for goods with good flowability, the target tilt angle can be appropriately reduced to prevent excessive cargo flow and spillage. These technical means replace the traditional fixed tilt angle design, realize dynamic angle adjustment, and eliminate cargo residue caused by mismatched target tilt angles.

[0052] During shipment, a dual unloading mechanism is formed, consisting of "gravity sliding and reverse dragging by the conveyor structure 3". Even after angle adjustment and cover plate 7 adjustment, a small amount of goods may remain at the bottom of the warehouse due to poor flowability. The reverse transmission of the conveyor structure 3 can actively transport and discharge these goods.

[0053] Second embodiment:

[0054] Based on the first embodiment, the angle adjustment mechanism 9 includes a rotating component 14 and a driving component 18. The rotating component 14 is connected to the cargo outlet end of the cargo hold 2. The rotating component 14 includes a first hinge seat 13 and a rotating shaft 12. The first hinge seat 13 is fixed on the hull 1, and the rotating shaft 12 is fixed at the bottom of the cargo hold 2. The rotating shaft 12 is sleeved in the first hinge seat 13.

[0055] The two ends of the aforementioned drive assembly 18 are respectively hinged to the bottom of the hull 1 and the cargo hold 2. The drive assembly 18 is used to drive the cargo hold 2 to rotate around the rotating assembly 14. The drive assembly 18 includes a second hinge seat 15, a third hinge seat 16 and a first hydraulic cylinder 17. The second hinge seat 15 is fixed to the hull 1, the third hinge seat 16 is fixed to the bottom of the cargo hold 2, and the two ends of the first hydraulic cylinder 17 are respectively hinged to the second hinge seat 15 and the third hinge seat 16 to achieve a rotational connection.

[0056] The aforementioned rotating component 14 uses the outlet end of the cargo compartment 2 as a fulcrum, and the driving component 18 drives the cargo compartment 2 to rotate around this fulcrum, forming a lever-type adjustment structure. During the adjustment process, the outlet end remains relatively stable, and the goods always slide towards the outlet, avoiding the creation of new dead corners due to structural deformation or fulcrum offset. This ensures that the tilt adjustment process itself does not introduce additional residual risks, and ensures that the goods can smoothly slide towards the outlet at any tilt angle.

[0057] Third embodiment:

[0058] Based on any of the above embodiments, the cargo outlet end of the above-mentioned warehouse 2 is provided with a cover plate 7 and a sliding assembly 10 for driving the cover plate 7 to move. The sliding assembly 10 is connected to the cover plate 7. The sliding assembly 10 includes a slide rail and a hydraulic cylinder. The side wall of the cover plate 7 is nested in the slide rail, and the hydraulic cylinder is connected to the side wall. The extension direction of the hydraulic cylinder is the same as the length direction of the slide rail.

[0059] The aforementioned sliding component 10 is electrically connected to the control module 8. While issuing an adjustment signal, the control module 8 sends a sliding signal to the sliding component 10 to adjust the relative position of the cover plate 7 and the outlet.

[0060] The position of the aforementioned cover plate 7 can be adjusted synchronously with the tilt angle, achieving dynamic control of the outlet opening. When there is a large amount of cargo at the initial stage of unloading, the cover plate 7 can appropriately narrow the outlet to prevent cargo from gushing and spilling; when there is less cargo at the end of unloading, the cover plate 7 can be opened to increase the outlet opening, making it easier for any remaining cargo to slide out. This solves the problem of cargo not being able to discharge at the end of unloading due to the fixed outlet opening being too small. Furthermore, by dynamically adjusting the outlet size, it further eliminates any remaining cargo at the end of unloading, forming a double guarantee with the angle adjustment.

[0061] Fourth embodiment:

[0062] Based on any of the above embodiments, the warehouse 2 is equipped with an angle detector 5. The angle detector 5 can be a MEAS T-Series industrial tilt meter, a MEAS DAS-10-R dual-axis tilt sensor, a Swiss WYLERCLINOTRONIC XG45 electronic tilt meter, etc. The angle detector 5 is used to detect the real-time tilt angle of the warehouse 2. The angle detector 5 is electrically connected to the control module 8. The control module 8 is used to receive the real-time tilt angle detected by the angle detector 5, determine and correct the real-time tilt angle.

[0063] Fifth embodiment:

[0064] A self-unloading method for a self-unloading bulk carrier, the method employing the aforementioned self-unloading bulk carrier; the self-unloading method includes the following steps:

[0065] When the control module 8 receives the receiving instruction, it generates a horizontal adjustment signal and a forward transmission signal. When the angle adjustment mechanism 9 receives the horizontal adjustment signal, it adjusts the cargo compartment 2 to be parallel to the hull 1. When the conveying structure 3 receives the forward transmission signal, it adjusts the conveying structure 3 to forward transmission.

[0066] When the control module 8 receives a shipment instruction, the data acquisition module 4 collects cargo data in the warehouse 2.

[0067] The control module 8 determines the target tilt angle of the corresponding cargo compartment 2 based on the cargo data, and generates a tilt angle adjustment signal and a reverse transmission signal. When the angle adjustment mechanism 9 receives the tilt angle adjustment signal, it adjusts the cargo compartment 2 to the target tilt angle. When the conveying structure 3 receives the reverse transmission signal, it adjusts the conveying structure 3 to reverse transmission.

[0068] When receiving goods, warehouse 2 is kept level to ensure smooth receiving. When shipping, data is collected first and then the tilt angle is determined to ensure that the tilt angle for each unloading is the appropriate value for the current state of the goods. During the unloading process, the tilt angle is corrected in real time through a closed loop. If the center of gravity changes or the tilt angle shifts due to the movement of goods, it is automatically corrected to maintain an optimal unloading state throughout the process.

[0069] Sixth embodiment:

[0070] Based on the fifth embodiment, the real-time tilt angle of the cargo warehouse 2 is detected by the angle detector 5; when the control module 8 receives the real-time tilt angle detected by the angle detector 5, it determines and corrects the real-time tilt angle.

[0071] In a specific embodiment, the steps for determining and correcting the aforementioned real-time tilt angle include:

[0072] The real-time tilt angle detected by the angle detector 5 is obtained, and the target tilt angle is extracted from the adjustment signal;

[0073] Determine whether the above real-time tilt angle is consistent with the target tilt angle;

[0074] If the real-time tilt angle matches the target tilt angle, then the tilt angle is normal.

[0075] If the real-time tilt angle is inconsistent with the target tilt angle, the tilt angle is abnormal, and the real-time tilt angle should be adjusted to the target tilt angle.

[0076] The aforementioned angle detector 5 forms a closed-loop control circuit, preventing the actual tilt angle from deviating from the target tilt angle due to mechanical backlash, cargo offset, or execution errors. If the actual tilt angle is too small, the cargo may not be able to slide and may remain; if the actual tilt angle is too large, the cargo may accumulate abnormally in a certain place. Closed-loop correction ensures that the cargo compartment 2 reaches the target tilt angle, guaranteeing the effectiveness of tilt angle adjustment.

[0077] In a specific embodiment, a real-time tilt angle-sliding distance relationship table can be invoked to determine the sliding distance of the sliding component 10 based on the aforementioned real-time tilt angle. This real-time tilt angle-sliding distance relationship table can be based on the optimal correspondence obtained from daily usage statistics.

[0078] This ensures that the real-time tilt angle and the opening of the cover plate 7 are always properly matched, avoiding residue caused by "the angle is correct but the outlet is not keeping up".

[0079] Seventh embodiment:

[0080] A bulk carrier conveying structure 3 with a self-unloading system is provided. The conveying structure 3 is arranged along the cargo hold 2. The cargo hold 2 is provided with an angle adjustment mechanism 9 for adjusting the tilt angle of the cargo hold 2. The conveying structure 3 includes an input end and an output end, and includes a tilting mechanism 29, a first transmission mechanism 21 and a second transmission mechanism 24. The tilting mechanism 29 is arranged between adjacent cargo holds 2. The tilting mechanism 29 includes a first connecting part and a second connecting part arranged opposite to each other. The first connecting part and the second connecting part are respectively connected to the first transmission mechanism 21 and the second transmission mechanism 24.

[0081] The aforementioned flipping mechanism 29 is used to switch the upper and lower layer relationship between the first transmission mechanism 21 and the second transmission mechanism 24.

[0082] The conveying function is divided into two independent transmission mechanisms, a first transmission mechanism 21 and a second transmission mechanism 24. The upper and lower layer relationships of these two mechanisms are switched via a flipping mechanism 29, allowing the conveying structure 3 to cover more warehouse configurations 2. When the number of warehouses 2 increases, flipping mechanisms 29, first transmission mechanisms 21, and second transmission mechanisms 24 can be added between adjacent warehouses 2. When the spacing between warehouses 2 changes, since each transmission mechanism is independently set, there is no need to replace the entire structure; only the flipping mechanism 29, first transmission mechanism 21, and second transmission mechanism 24 need to be added or removed. Using the transmission mechanisms as modular units that can be flexibly combined enhances the adaptability of the conveying structure 3 to different warehouse 2 layouts.

[0083] Eighth embodiment:

[0084] Based on the seventh embodiment, the output ends of the first transmission mechanism 21 and the second transmission mechanism 24 are provided with detachable material baffles 6, and the discharge port of the material baffles 6 is located at the inlet of the corresponding warehouse 2.

[0085] The aforementioned material baffle 6 features a detachable design, meaning the outlet position is no longer fixed to the transmission mechanism. When changes in the layout of the storage bin 2 cause the inlet position to shift, it is not necessary to replace the entire transmission mechanism; simply remove the material baffle 6 and install it in the corresponding position. This allows the same transmission mechanism to adapt to storage bins 2 with different inlet positions, further reducing the customization requirements caused by changes in the spacing or layout of storage bins 2 and improving the versatility of the conveying structure 3 for different storage bin 2 configurations.

[0086] Ninth embodiment:

[0087] Based on the seventh and eighth embodiments, the first transmission mechanism 21 includes a first synchronous pulley 19 and a first synchronous belt 20. The first synchronous pulley 19 is sleeved on the first connecting part, and the first synchronous pulley 19 and the first synchronous belt 20 are connected in a transmission manner.

[0088] The second transmission mechanism 24 includes a second synchronous pulley 22 and a second synchronous belt 23. The second synchronous pulley 22 is sleeved on the second connecting part, and the second synchronous pulley 22 and the second synchronous belt 23 are connected in a transmission manner.

[0089] The system employs a separate structure for the first synchronous pulley 19 and the first synchronous belt 20, and the second synchronous pulley 22 and the second synchronous belt 23, instead of a single long synchronous belt. This allows the lengths of the first transmission mechanism 21 and the second transmission mechanism 24 to be selected independently. When the number or spacing of the cargo compartments 2 changes, only the first transmission mechanism 21 or the second transmission mechanism 24 needs to be added or removed, without replacing the entire conveying structure 3.

[0090] Tenth embodiment:

[0091] Based on the seventh to ninth embodiments, the above-mentioned flipping mechanism 29 includes a main shaft 25, and the main shaft 25 is symmetrically provided with a first connecting part and a second connecting part about the central axis;

[0092] The first connecting part and the second connecting part mentioned above each include a first connecting post 26 and a second connecting post 27 perpendicular to the main shaft 25. The other ends of the first connecting post 26 and the second connecting post 27 are connected by a third connecting post 28, which is parallel to the main shaft 25.

[0093] The first synchronous pulley 19 and the second synchronous pulley 22 are mounted on the third connecting column 28.

[0094] The aforementioned main shaft 25 is symmetrically arranged with a first connecting part and a second connecting part about the central axis, so that the tilting mechanism 29 has the same structural load-bearing capacity in both the upright and tilted positions. The first transmission mechanism 21 and the second transmission mechanism 24 can be interchanged without affecting the overall structural strength. The symmetrical design means that the conveying structure 3 can operate stably regardless of the tilting state, and has strong adaptability. At the same time, the combined structure of the first connecting column 26, the second connecting column 27 and the third connecting column 28 allows the first transmission mechanism 21 and the second transmission mechanism 24 to coexist and work independently on the same tilting mechanism 29, providing a stable structural basis for the configuration of different numbers and spacings of cargo compartments 2, and further enhancing versatility.

[0095] In a specific embodiment, lifting mechanisms 30 are provided at both ends of the cargo hold 2. These lifting mechanisms 30 can be hydraulic cylinders, pneumatic cylinders, etc. The lifting mechanisms 30 are vertically mounted on the hull 1; the tilting mechanism 29 is connected to the top of the lifting mechanisms 30.

[0096] The aforementioned lifting mechanism 30 is used to adjust the height of the first transmission mechanism 21 and the second transmission mechanism 24.

[0097] The aforementioned lifting mechanisms 30 are located at both ends of the cargo hold 2, rather than just in the middle, making the support of the conveying structure 3 more stable. Both ends can be independently adjusted in height, adapting to different widths of the hull 1 and different layouts of the cargo hold 2. The lifting mechanisms 30 are vertically mounted on the hull 1, resulting in a compact structure that does not occupy internal space in the cargo hold 2. The tilting mechanism 29 is connected to the top of the lifting mechanism 30, forming a modular combination of "lifting and tilting," which can be quickly installed or disassembled as an independent unit. When it is necessary to transplant the conveying structure 3 between different ship types, only the height of the lifting mechanism 30 and the position of the tilting mechanism 29 need to be adjusted to achieve adaptation, without requiring large-scale modifications to the hull 1, reducing modification costs and improving the versatility of the conveying structure 3.

[0098] In a specific embodiment, a first bearing 31 is sleeved on the main spindle 25. The first bearing 31 is connected to the lifting mechanism 30. A first driver 32 is provided on the lifting mechanism 30. The first driver 32 can be a stepper motor, servo motor, or the like. The output shaft of the first driver 32 is connected to the main spindle 25, and the first driver 32 is used to drive the main spindle 25 to rotate.

[0099] The aforementioned first driver 32 drives the main shaft 25 to rotate, thereby causing the entire tilting mechanism 29 to tilt, realizing the switching of the upper and lower layer relationship between the first transmission mechanism 21 and the second transmission mechanism 24. The lifting mechanism 30 is used to adjust the overall height of the tilting mechanism 29 and the transmission mechanism to adapt to the different heights of the cargo box 2 floor. The combination of driving and lifting gives the conveying structure 3 a degree of freedom of adjustment in both the vertical and tilting directions, expanding its application range.

[0100] In a specific embodiment, a second bearing 33 is sleeved on the third connecting post 28, and the first connecting post 26 and the second connecting post 27 are connected to the third connecting post 28 through the second bearing 33;

[0101] The aforementioned flipping mechanism 29 is equipped with a second driver 11, which can be a stepper motor, servo motor, or the like. The output shaft of the second driver 11 is connected to the third connecting post 28; the second driver 11 is used to drive the third connecting post 28 to rotate.

[0102] The aforementioned second driver 11 can independently drive the third connecting column 28 to rotate, thereby controlling the transmission state of the first transmission mechanism 21 and the second transmission mechanism 24. This allows the first transmission mechanism 21 and the second transmission mechanism 24 to work together or independently, flexibly adapting to different unloading needs. When a specific cargo compartment 2 needs to be unloaded individually, only the corresponding first transmission mechanism 21 or second transmission mechanism 24 can be activated; when multiple cargo compartments 2 are unloading simultaneously, both the first transmission mechanism 21 and the second transmission mechanism 24 can be activated at the same time. This enables the conveying structure 3 to flexibly respond to increases or decreases in the number of cargo compartments 2 without requiring a change in the overall structure due to changes in the unloading mode, further improving its versatility.

[0103] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. 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 present invention.

Claims

1. A self-unloading bulk carrier, characterized in that, The system includes a hull (1) and a control module (8). Several cargo holds (2) are arranged along the length of the hull (1), and the cargo holds (2) are used to load cargo. A data acquisition module (4) is installed in each cargo hold (2), and the data acquisition module (4) is electrically connected to the control module (8). The data acquisition module (4) is used to acquire cargo data in the cargo holds (2). The control module (8) is used to determine the target tilt angle of the corresponding cargo hold (2) based on the acquired cargo data and generate an adjustment signal. An angle adjustment mechanism (9) is provided at the bottom of the cargo hold (2), and the angle adjustment mechanism (9) is connected to the hull (1); the angle adjustment mechanism (9) is electrically connected to the control module (8), and the angle adjustment mechanism (9) is used to receive the adjustment signal sent by the control module (8) to adjust the tilt angle of the cargo hold (2); A conveying structure (3) is also provided along the length of the hull (1). The conveying structure (3) is electrically connected to the control module (8). The conveying structure (3) is used to receive the transmission signal sent by the control module (8) and adjust the transmission direction. The warehouse (2) is provided with an inlet and an outlet. When receiving goods, the conveying structure (3) drives in the forward direction, and the inlet is located at the output end of the conveying structure (3). When discharging goods, the conveying structure (3) drives in the reverse direction, and the warehouse (2) tilts towards the conveying structure (3), with the outlet located at the input end of the conveying structure (3).

2. The self-unloading bulk carrier according to claim 1, characterized in that, The angle adjustment mechanism (9) includes a rotating component (14) and a driving component (18). The rotating component (14) is connected to the cargo outlet end of the cargo hold (2). The two ends of the driving component (18) are respectively hinged to the bottom of the hull (1) and the cargo hold (2). The driving component (18) is used to drive the cargo hold (2) to rotate around the rotating component (14).

3. The self-unloading bulk carrier according to claim 1, characterized in that, The cargo outlet of the warehouse (2) is provided with a cover plate (7) and a sliding component (10) for driving the cover plate (7) to move. The sliding component (10) is connected to the cover plate (7) and electrically connected to the control module (8). The control module (8) sends a sliding signal to the sliding component (10) while issuing an adjustment signal to adjust the relative position of the cover plate (7) and the cargo outlet.

4. The self-unloading bulk carrier according to claim 1, characterized in that, An angle detector (5) is installed on the warehouse (2). The angle detector (5) is used to detect the real-time tilt angle of the warehouse (2). The angle detector (5) is electrically connected to the control module (8). The control module (8) is used to receive the real-time tilt angle detected by the angle detector (5), and to judge and correct the real-time tilt angle.

5. A self-unloading method for a self-unloading bulk carrier, characterized in that, The self-unloading method employs the self-unloading bulk carrier as described in any one of claims 1 to 4; the self-unloading method includes the following steps: When the control module (8) receives the receiving instruction, it generates a horizontal adjustment signal and a forward transmission signal. When the angle adjustment mechanism (9) receives the horizontal adjustment signal, it adjusts the cargo compartment (2) to be parallel to the hull (1). When the conveying structure (3) receives the forward transmission signal, it adjusts the conveying structure (3) to forward transmission. When the control module (8) receives the shipment instruction, the data acquisition module (4) collects the cargo data in the warehouse (2); The control module (8) determines the target tilt angle of the corresponding warehouse (2) based on the cargo data, and generates a tilt angle adjustment signal and a reverse transmission signal. When the angle adjustment mechanism (9) receives the tilt angle adjustment signal, it adjusts the warehouse (2) to the target tilt angle. When the conveying structure (3) receives the reverse transmission signal, it adjusts the conveying structure (3) to reverse transmission.

6. The self-unloading method according to claim 5, characterized in that, The real-time tilt angle of the cargo warehouse (2) is detected by the angle detector (5); when the control module (8) receives the real-time tilt angle detected by the angle detector (5), it judges and corrects the real-time tilt angle.

7. The self-unloading method according to claim 6, characterized in that, The specific steps for determining and correcting the real-time tilt angle include: The real-time tilt angle detected by the angle detector (5) is obtained, and the target tilt angle is extracted from the adjustment signal; Determine whether the real-time tilt angle is consistent with the target tilt angle; If the real-time tilt angle matches the target tilt angle, then the tilt angle is normal; If the real-time tilt angle is inconsistent with the target tilt angle, the tilt angle is abnormal, and the real-time tilt angle is adjusted to the target tilt angle.

8. The self-unloading method according to claim 7, characterized in that, The sliding distance of the sliding component (10) is determined based on the real-time tilt angle.

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