A self-unloading vehicle-ship direct loading mechanism and ship loader

Abstract

This utility model provides a self-unloading vehicle-ship direct loading mechanism and ship loader, relating to the field of port ship loading auxiliary machinery technology. It includes an inclined unloading channel, a receiving hopper fixedly mounted near the higher side of the unloading channel, a conveying mechanism fixedly mounted at the bottom of the receiving hopper, and a fixed frame fixedly mounted at the bottom of the unloading channel. The unloading channel is rotatably mounted on the fixed frame near the receiving hopper. A first drive source capable of driving the unloading channel to extend and retract vertically is fixedly mounted on the fixed frame, and a second drive source capable of driving the unloading channel to rotate is rotatably mounted on the fixed frame. By providing an inclined unloading channel with actively adjustable overall height and allowing the channel to flexibly rotate and adjust its angle, it creates unrestricted unloading space and optimal tilting angle for various transport vehicles, effectively eliminating the risk of collision and interference between the vehicle hopper and the fixed receiving hopper of the ship loader, ensuring that materials can be smoothly and thoroughly dumped from the vehicle compartment, and avoiding unloading residue problems.

Description

Technical Field

[0001] This utility model relates to the field of port loading auxiliary machinery technology, and in particular to a self-unloading vehicle-ship direct loading mechanism and a ship loader. Background Technology

[0002] A ship loader is a large port machine used to efficiently load bulk materials (such as coal, ore, grain, etc.) into the cargo hold of a ship. Its core working principle lies in the orderly relay transmission of material flow: First, a mobile transport vehicle transports the material to the vicinity of the ship loader. The material is dumped into the fixed receiving hopper of the ship loader at a specific unloading point. A horizontal or slightly inclined conveyor belt mechanism is connected below the receiving hopper. This conveyor mechanism transports the material to the cantilever structure of the ship loader. Finally, the throwing device or chute at the front end of the cantilever accurately delivers the material into the ship hold. Through the coordinated operation of the above structures, the ship loader can flexibly and accurately position the discharge port at the front end of the cantilever to different loading positions in the ship hold, achieving uniform and rapid loading of materials.

[0003] In existing ship loading systems that use mobile transport vehicles (usually dump trucks), there are significant problems in the unloading process. Because the fixed receiving hopper of the ship loader needs to accommodate conveyor belts and other mechanisms, its hopper opening typically has a certain height above the ground. However, dump trucks rely on the lifting and tilting of their own hoppers to unload, and their unloading trajectory and final lifting height are strictly limited by their inherent structure. This leads to the dump truck's hopper edge easily colliding and interfering with the upper edge or side wall of the receiving hopper during the lifting and unloading process. To address this height difference, existing ship loaders generally have an inclined ramp for dump trucks to enter. While ramps are designed for unloading, when dump trucks stop and unload on ramps, the entire vehicle is tilted. The dump bucket, limited by its maximum safe lifting angle, often cannot be raised high enough to completely empty the material, leaving material residue inside the truck bed. In extreme cases, it may even be impossible to start unloading effectively. Due to port space layout constraints and the difficulty of moving or assembling ship loaders, ramps used for unloading dump trucks cannot be set too long or too steep. Multiple position adjustments are required during unloading depending on the vehicle model and truck bed height, thus limiting overall loading and unloading efficiency. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a self-unloading vehicle-ship direct loading mechanism and ship loader, which solves the problems of existing ship loaders using self-unloading vehicles for unloading, which pose a risk of structural interference between the vehicle hopper and the receiving hopper, resulting in difficult, unclean, and inefficient unloading.

[0005] According to an embodiment of the present invention, a self-unloading vehicle / ship direct loading mechanism includes an inclined unloading channel, a receiving hopper fixedly disposed near the higher side of the unloading channel, a conveying mechanism fixedly disposed at the bottom of the receiving hopper, a fixed frame fixedly disposed at the bottom of the unloading channel, the unloading channel being rotatably disposed on the fixed frame near the receiving hopper, a first driving source fixedly disposed on the fixed frame capable of driving the unloading channel to extend and retract vertically, and a second driving source rotatably disposed on the fixed frame capable of driving the unloading channel to rotate.

[0006] The technical principle of this utility model is as follows: the transport vehicle moves the rear of the cargo box close to the receiving hopper through the unloading channel, the first drive source is started to lift the unloading channel as a whole, and the second drive source drives the unloading channel to rotate to a suitable angle, providing the transport vehicle with a larger unloading space and lifting angle until the material in the transport vehicle is unloaded.

[0007] Furthermore, the first driving source includes a first hydraulic cylinder, which is fixedly mounted on the side of the fixed frame near the receiving hopper, and the output end of the first hydraulic cylinder is hinged to the bottom of the unloading channel.

[0008] Furthermore, there are two first hydraulic cylinders, which are symmetrically fixed on both sides of the bottom of the unloading channel.

[0009] Furthermore, the second drive source includes a second hydraulic cylinder, which is rotatably disposed on the side of the fixed frame away from the receiving hopper, and the output end of the second hydraulic cylinder is rotatably connected to the unloading channel.

[0010] Furthermore, the fixing frame extends upward and is fixedly supported on both sides of the unloading channel. One side of the second hydraulic cylinder is rotatably connected to the support. Protective frames are symmetrically fixed on both sides of the unloading channel. An A-frame is fixedly connected to the end of the protective frame away from the receiving hopper. The output end of the second hydraulic cylinder is rotatably connected to the middle of the A-frame.

[0011] Furthermore, a stabilizing frame is fixedly connected to the support, and a mounting base is fixedly installed above the receiving hopper on the stabilizing frame. A baffle plate is rotatably connected to the bottom of the mounting base.

[0012] Furthermore, an arc-shaped anti-detachment plate is fixedly installed on one side of the stabilizer, and several anti-detachment ratchet teeth are fixedly installed on the outer side of the anti-detachment plate. A pressure head is rotatably installed on the top of the A-frame, and an anti-detachment hook that can be locked with the anti-detachment ratchet teeth is rotatably installed in the groove of the pressure head near the anti-detachment ratchet teeth. The pressure head and the back of the anti-detachment hook are elastically connected by a spring. A third driving source that can drive the pressure head to rotate and unlock is fixedly installed on one side of the pressure head. The third driving source includes a hydraulic motor.

[0013] Furthermore, a limiter is detachably fixed to the side of the unloading channel near the receiving hopper.

[0014] Furthermore, a locking seat is fixedly provided on the side of the unloading channel, and a pressure rod is rotatably provided on the locking seat. The pressure rod can rotate and be embedded in the pressure hook fixedly provided on the transport vehicle. A lock buckle that can lock the pressure rod is also fixedly provided on the locking seat.

[0015] On the other hand, this utility model also provides a ship loader that includes the above-mentioned self-unloading vehicle-ship direct loading mechanism.

[0016] Compared with existing technologies, this utility model has the following advantages: By providing an inclined unloading channel with an actively adjustable overall height and allowing the channel to rotate and adjust its angle flexibly, it creates an unloading space and optimal tilting angle for various transport vehicles without structural limitations. This effectively eliminates the risk of collision and interference between the truck bed and the fixed receiving hopper of the ship loader, ensuring that the material can be smoothly and thoroughly dumped from the truck bed, avoiding the problem of unloading residue. In particular, the continuous inclined unloading surface formed by this adjustable channel allows ordinary transport vehicles without self-unloading capabilities to simply open the rear door of the truck bed and rely on the weight of the material to slide down and unload when entering the raised channel. This breaks through the dependence of traditional ship loading systems on self-unloading vehicles, greatly increases the applicability of this device, and improves the continuity of material supply to the receiving hopper of the ship loader, operational safety, and overall loading and unloading efficiency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the self-unloading vehicle and ship direct loading mechanism according to an embodiment of the present utility model.

[0018] Figure 2 This is a structural schematic diagram of a self-unloading vehicle and ship direct loading mechanism according to another embodiment of the present invention.

[0019] Figure 3 for Figure 2 A magnified schematic diagram of the structure at point A in the diagram.

[0020] Figure 4 This is a schematic diagram of the transport vehicle and unloading channel structure according to an embodiment of the present utility model.

[0021] Figure 5 for Figure 4 Enlarged schematic diagram of the structure at point B in the diagram.

[0022] In the above attached diagrams: 1. Unloading channel; 11. Protective frame; 111. A-frame; 12. Pressure head; 121. Hydraulic motor; 13. Spring; 14. Anti-disengagement hook; 15. Limiter; 16. Locking seat; 161. Pressure rod; 162. Lock; 2. Fixing frame; 21. First hydraulic cylinder; 22. Second hydraulic cylinder; 23. Support part; 3. Receiving hopper; 31. Conveying mechanism; 4. Stabilizing frame; 41. Mounting seat; 42. Baffle plate; 43. Anti-disengagement plate; 431. Anti-disengagement ratchet; 5. Transport vehicle; 51. Pressure hook. Detailed Implementation

[0023] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0024] like Figure 1-2 As shown in the figure, this utility model embodiment proposes a self-unloading vehicle-ship direct loading mechanism, which includes an unloading channel 1. The unloading channel 1 has a stable and gentle small-angle inclined structure, which facilitates the unloading of the transport vehicle 5 by reversing. Its bottom is connected by several steel components to form a stable support structure. A receiving hopper 3 is fixedly installed near the higher side of the unloading channel 1. A conveying mechanism 31 is fixedly installed at the bottom of the receiving hopper 3. The conveying mechanism 31 includes a conveyor belt and several support rollers. The conveyor belt conveys the material to the cantilever structure of the ship loader, and the material is accurately delivered into the ship's hold through the throwing mechanism or chute at the front end of the cantilever. A fixing frame 2 is fixedly installed at the bottom of the unloading channel 1. The fixing frame 2 limits and supports the bottom of the unloading channel 1. The unloading channel 1 rotates near the receiving hopper 3. The unloading channel 1 is dynamically mounted on the fixed frame 2. The fixed frame 2 is fixedly mounted with a first driving source that can drive the unloading channel 1 to extend and retract vertically. The first driving source includes, but is not limited to, pneumatic cylinders, hydraulic cylinders, or electric push rods, or other components or structures that can drive linear reciprocating motion. In this embodiment, the first driving source is a first hydraulic cylinder 21. The first hydraulic cylinder 21 is fixedly mounted on the fixed frame 2 near the receiving hopper 3. The output end of the first hydraulic cylinder 21 is hinged to the bottom of the unloading channel 1 to lift the unloading channel 1, thereby increasing the unloading space of the transport vehicle 5. Preferably, there are two first hydraulic cylinders 21, which are symmetrically fixed on both sides of the bottom of the unloading channel 1 to increase the stability of the unloading channel 1 when it is lifted.

[0025] like Figure 1-2As shown, in this embodiment, a second drive source capable of driving the unloading channel 1 to rotate is rotatably mounted on the fixed frame 2. The second drive source includes, but is not limited to, pneumatic cylinders, hydraulic cylinders, or electric push rods, and other components or structures capable of driving linear reciprocating motion. In this embodiment, the second drive source can be configured as a second hydraulic cylinder 22. Specifically, the second hydraulic cylinder 22 is rotatably mounted on the side of the fixed frame 2 away from the receiving hopper 3, that is, on the lower side of the unloading channel 1. The output end of the second hydraulic cylinder 22 is rotatably connected to the unloading channel 1. The fixed frame 2 is located on... Support parts 23 are fixedly extended upward on both sides of the unloading channel 1. The support parts 23 are interconnected by several steel components to form a stable railing structure. One side of the second hydraulic cylinder 22 is rotatably connected to the outermost side of the support part 23. At the same time, protective frames 11 are symmetrically fixed on both sides of the unloading channel 1 perpendicular to the channel surface. The protective frames 11 are used to limit and protect the transport vehicle 5 parked on the unloading channel 1. An A-frame 111 is fixedly connected to the end of the protective frame 11 away from the receiving hopper 3. The output end of the second hydraulic cylinder 22 is rotatably connected to the middle of the A-frame 111.

[0026] like Figure 1-2 As shown in this embodiment, further, a limiter 15 is detachably fixed on the side of the unloading channel 1 near the receiving hopper 3, which is used to determine the unloading position by the rear wheels of the transport vehicle 5. The limiter 15 can be fixed by bolts, buckles or other fastening methods. The position of the limiter 15 can be selected according to the actual situation, based on the optimal tilting angle that the transport vehicle 5 can reach after rotating in the unloading channel 1, that is, the rear of the vehicle does not interfere with the rotation of the receiving hopper 3 and the material can be accurately unloaded into the receiving hopper 3.

[0027] The technical principle of this utility model is as follows: the transport vehicle 5 moves the rear of the cargo box close to the receiving hopper 3 through the unloading channel 1, the first hydraulic cylinder 21 is activated to lift the unloading channel 1 as a whole, and the second hydraulic cylinder 22 drives the unloading channel 1 to rotate to a suitable angle, so as to provide the transport vehicle 5 with a larger unloading space and lifting angle until the material in the transport vehicle 5 is unloaded.

[0028] like Figure 1-2 As shown, in another embodiment, a further step is to fix a stabilizing frame 4 to the support 23. The stabilizing frame 4 is formed by several steel components fixedly connected to each other. The stabilizing frame 4 is fixedly provided with a mounting base 41 directly above the receiving hopper 3. A baffle plate 42 is rotatably connected to the bottom of the mounting base 41. The baffle plate 42 is vertically centered when not under stress. During the rotation of the unloading channel 1, the rear of the transport vehicle 5 will gradually abut against the baffle plate 42 and prevent it from rotating upward. The baffle plate 42 can limit and block the material to prevent some material from falling out of the receiving hopper 3 too quickly.

[0029] like Figure 2-3 As shown, furthermore, the stabilizer 4 is also fixedly equipped with an anti-detachment mechanism, which includes an arc-shaped anti-detachment plate 43. The anti-detachment plate 43 is fixedly installed on the outside of the stabilizer 4, and a plurality of anti-detachment ratchet teeth 431 are evenly fixedly installed on the outside of the anti-detachment plate 43. A pressure head 12 is rotatably installed on the top of the A-frame 111. An anti-detachment hook 14 is rotatably installed in the groove on the side of the pressure head 12 near the anti-detachment ratchet teeth 431, which can engage with and lock the anti-detachment ratchet teeth 431. The pressure head 12 and the back of the anti-detachment hook 14 are elastically connected by a spring 13. A third drive source is fixedly installed on one side of the pressure head 12. The third drive source includes, but is not limited to, a servo motor, a stepper motor, or a pneumatic motor, etc. In this embodiment, the third drive source for the drive mechanism that can drive the pressure head 12 to rotate is a hydraulic motor 121. The initial position of the pressure head 12 allows the spring 13 to be compressed to form elastic pressure on the anti-disengagement hook 14. When the unloading channel 1 rotates, the anti-disengagement hook 14 moves along the outside of the anti-disengagement plate 43 and locks itself with the anti-disengagement ratchet 431 in sequence, thereby protecting the unloading channel 1 during rotation and preventing the unloading channel 1 from falling rapidly due to mechanical failure, which could cause a safety accident. When the unloading channel 1 rotates back, the hydraulic motor 121 drives the pressure head 12 to rotate outward, the spring 13 is released from its compressed state, and the anti-disengagement hook 14 disengages from the anti-disengagement ratchet 431, thereby releasing the lock.

[0030] like Figure 4-5 As shown, a locking seat 16 is fixedly installed on the side of the unloading channel 1, and a pressure rod 161 is rotatably installed on the locking seat 16. A pressure hook 51 is fixedly installed at the bottom of the transport vehicle 5. The pressure rod 161 can rotate and be embedded in the pressure hook 51. A locking buckle 162 is also fixedly installed on the locking seat 16 to lock the pressure rod 161. The pressure rod 161 can exert downward pressure on the vehicle when the unloading channel 1 rotates to prevent the transport vehicle 5 from tilting backward after rotating to a certain angle, further increasing the safety of the mechanism. The pressure rod 161, together with the limiter 15 and the brake of the transport vehicle 5, can ensure that the transport vehicle 5 stops stably and ensure the safety and stability of the unloading process.

[0031] This utility model also provides a ship loader, including the aforementioned self-unloading vehicle-ship direct loading mechanism. By providing an inclined unloading channel 1 with an actively adjustable overall height and allowing the channel to flexibly rotate and adjust its angle, it creates unloading space and optimal tilting angle for various transport vehicles 5 without structural limitations. This effectively eliminates the risk of collision and interference between the truck bed and the fixed receiving hopper 3 of the ship loader, ensuring that the material can be smoothly and thoroughly dumped from the truck bed, avoiding the problem of unloading residue. In particular, the continuous inclined unloading surface formed by the adjustable channel allows ordinary transport vehicles 5 without self-unloading function to simply open the rear door of the truck bed and rely on the weight of the material to slide down and unload when entering the raised channel. This breaks through the dependence of traditional ship loading systems on self-unloading vehicle models, improving the continuity of the ship loader's material supply, operational safety, and overall loading and unloading efficiency.

[0032] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A self-unloading vehicle / ship direct loading mechanism, comprising an inclined unloading channel (1), a receiving hopper (3) fixedly disposed near the higher side of the unloading channel (1), and a conveying mechanism (31) fixedly disposed at the bottom of the receiving hopper (3), characterized in that: The bottom of the unloading channel (1) is fixedly provided with a fixed frame (2). The unloading channel (1) is rotatably provided on the fixed frame (2) on the side close to the receiving hopper (3). A first driving source that can drive the unloading channel (1) to extend and retract is fixedly provided on the fixed frame (2). A second driving source that can drive the unloading channel (1) to rotate is rotatably provided on the fixed frame (2).

2. A self-discharging vehicle-to-ship transfer arrangement according to claim 1, wherein: The first driving source includes a first hydraulic cylinder (21), which is fixedly mounted on the side of the fixed frame (2) near the receiving hopper (3), and the output end of the first hydraulic cylinder (21) is hinged to the bottom of the unloading channel (1).

3. A self-discharging vehicle-to-ship transfer arrangement according to claim 2, wherein: There are two first hydraulic cylinders (21), and the two first hydraulic cylinders (21) are symmetrically fixed on both sides of the bottom of the unloading channel (1).

4. A self-discharging vehicle-to-ship transfer arrangement as claimed in claim 1, wherein: The second driving source includes a second hydraulic cylinder (22), which is rotatably disposed on the side of the fixed frame (2) away from the receiving hopper (3), and the output end of the second hydraulic cylinder (22) is rotatably connected to the unloading channel (1).

5. A self-discharging vehicle-to-ship transfer arrangement according to claim 4, wherein: The fixed frame (2) has a support part (23) extending upward on both sides of the unloading channel (1). The second hydraulic cylinder (22) is rotatably connected to the support part (23) on one side. The unloading channel (1) is symmetrically fixed with a protective frame (11). The protective frame (11) is fixedly connected to an A-frame (111) at one end away from the receiving hopper (3). The output end of the second hydraulic cylinder (22) is rotatably connected to the middle of the A-frame (111).

6. A self-discharging vehicle-to-ship transfer arrangement according to claim 5, wherein: A stabilizing frame (4) is also fixedly connected to the support part (23). The stabilizing frame (4) has a mounting base (41) fixedly installed above the receiving hopper (3). A baffle plate (42) is rotatably connected to the bottom of the mounting base (41).

7. A self-discharging vehicle-to-ship transfer arrangement according to claim 6, wherein: An arc-shaped anti-detachment plate (43) is fixedly installed on one side of the stabilizer (4), and a number of anti-detachment ratchet teeth (431) are fixedly installed on the outer side of the anti-detachment plate (43). A pressure head (12) is rotatably installed on the top of the A-frame (111). An anti-detachment hook (14) that can be locked with the anti-detachment ratchet teeth (431) is rotatably installed in the groove of the pressure head (12) near the anti-detachment ratchet teeth (431). The back side of the pressure head (12) and the anti-detachment hook (14) are elastically connected by a spring (13). A third driving source that can drive the pressure head (12) to rotate and unlock is fixedly installed on one side of the pressure head (12). The third driving source includes a hydraulic motor (121).

8. A self-discharging vehicle-to-ship transfer arrangement as claimed in claim 1, wherein: A limiter (15) is detachably fixed on the side of the unloading channel (1) near the receiving hopper (3).

9. A self-discharging vehicle-to-ship transfer arrangement as claimed in claim 1, wherein: A locking seat (16) is fixedly provided on the side of the unloading channel (1). A pressure rod (161) is rotatably provided on the locking seat (16). The pressure rod (161) can rotate and be embedded in the pressure hook (51) fixedly provided on the transport vehicle (5). A latch (162) that can lock the pressure rod (161) is also fixedly provided on the locking seat (16).

10. A ship loader characterised by: Includes the self-unloading vehicle and vessel direct loading mechanism as described in any one of claims 1-9.

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