BR102018067874A2 - COVERAGE FOR PROTECTION AGAINST RAIN IN THE LOADING OF BULKS IN SHIPS. - Google Patents

Abstract

cover for protection against rain when loading bulk in ships refers to the present invention patent the cover for protection against rain when loading bulk in ships, applied in bulk ports using shiploaders, for the purpose of loading in ships with solid bulk sensitive to humidity, which aims to protect the load against the ingress of rain water during loading, avoiding operational stops, through a cover consisting of a base structure (eb), central assembly (dc) and two sets of side tarps (cll), obtaining as advantages, low cost, quick installation, easy maintenance, easy operation, quick retraction, safe, environmentally correct, stability in the occurrence of winds, safe sealing, adequate to shipboard standards, use of environmentally resistant materials maritime, light, simple and practical.

Description

“COVERAGE FOR PROTECTION AGAINST RAIN IN THE LOADING OF BULKS IN SHIPS”.

[01] This invention patent refers to the cover for protection against rain when loading bulk in ships, applied in bulk ports that use “shiploaders”, with the purpose of loading in ships with solid bulk sensitive to moisture, such as grains, sugar and fertilizers, which aims to protect the cargo against the ingress of rain water during loading, avoiding operational stops considering the sailing effect, dust control, limitations of shipboard rules and water leaking from the lid to the hold , through innovative mechanical constructiveness with roller system, fixing with magnetic blankets on the covers and with magnetic bases on the ship's deck and permanent installation on the structure of the “shiploader”, the advantages were, low cost, quick installation, easy maintenance , easy operation, quick retraction, safe, environmentally correct, stability in the occurrence of winds , safe sealing, adequate to shipboard standards, use of materials resistant to the marine environment, light, simple and practical.

[02] As it is known of the technical means linked to cargo coverage on ships, there is currently a roof called “roof” that presents disadvantages, of not protecting from lateral rains and the roof called “shed” that presents high cost. [03] Searching the Brazilian and international patent banks, we found the following disclosures on the subject: [04] Brazilian patent PI0502185-5- "IMPROVEMENTS INTRODUCED IN RAIN PROTECTOR FOR SHIP LOADING" Refers to the Patent of Invention of Improvements Introduced in the object of the Invention Patent PI 0402481-8 related to protector applied in the loading and unloading of grain or other moisture sensitive products in ships, installed in the product loader (CP) or product unloader structure , endowed with constructive modifications that allow better construction and operation and maintain operation without interruption in rainy times, and construction in light and low cost material that maintain protection even when the product loader (CP) or product unloader moves in the vertical or horizontal or at rising or falling tides and draft, and with a format compatible with the framing of the existing basement openings, bringing a definitive solution to the high costs of operational shutdown due to rain problems.

[05] Brazilian patent MU 9102972-4- "ENVIRONMENTAL AND RAIN PROTECTION COVERAGE FOR LOADING PRODUCTS IN POWDER, GRAIN OR BULK IN SHIPS". This model refers to the technical field of equipment used in naval and port operations, more specifically to an environmental protection and rain cover, for loading powder, grain or bulk products on ships, which brings as a novelty, a transport and semi-cylindrical cover (1) for the holds of ships, equipped with a dispensing trolley (7) with circular inlet nozzle (7A), which move in the bow, stern / port, starboard, and an accordion tube ( 8) with a connector hood (9) attached to the tip of the “shiploader” discharge tube. The model was developed preferentially to avoid the emission of dust and residues in the environment, through the enclosure of these particles inside the basement. However, the equipment can also be used for the same loading operations on rainy days, objectively reducing the waiting time for ships at berth in the port.

[06] Brazilian patent MU 9103011-0- "ENVIRONMENTAL AND RAIN PROTECTION COVERAGE, FOR LOADING PRODUCTS IN POWDER, GRAIN OR BULK IN SHIPS". This model refers to the technical field of equipment used in naval and port operations, more specifically to an environmental protection and rain cover, for loading powder, grain or bulk products on ships, which brings as a novelty, a transparent and semi-cylindrical cover (1) for the holds of ships, equipped with a dispensing cart (7) with circular inlet nozzle (7A), which move in the bow, stern / port, starboard, and an accordion tube ( 8) with a connector hood (9) attached to the tip of the “shiploader” discharge tube. The model was developed preferentially to avoid the emission of dust and residues in the environment, through the enclosure of these particles inside the basement. However, the equipment can also be used for the same loading operations on rainy days, aiming at reducing the waiting time of ships moored in the port.

[07] Brazilian patent PI 1106767-5- "RAIN PROTECTION DEVICE FOR LOADING BULK MATERIAL IN SHIP". The present invention proposes a rain protection device for loading bulk material into a ship, comprising a receiving device and a covering device, independent of each other, the covering device being independent from each other, the receiving device being installed on top of the the ship's hatch and the cover device installed in the telescopic tube of the ship loader. The receiving device comprises a platform and a sealing skirt, fixed around the platform. Also, at least one hopper with a discharge nozzle passing through the platform. The receiving device also comprises a covering means acting on the intake nozzle of the hopper, the receiving device is installed on the covers of the ship's hatch, said covers in partially open position. The opening device, in turn, has a receiving device area and comprises at least one installation hole in the telescopic tube of the ship loader.

[08] Brazilian patent BR202012015291-1- "RAIN PROTECTION SYSTEM FOR SHIELD COVERAGE". Being waterproof canvas (L) built in a rectangular shape (R) with central hole (OC) for vertical fitting, which is fixedly adjustable by the upper part next to the end of the ship's loading and unloading equipment (N) by means of hooks or claws (G) attached to rings (O) allocated in a ring or adjustable sealing band (C), the waterproof tarpaulin (L) being constructed in a rectangular shape (R) which is fixedly adjustable from the bottom at its lower ends (E) by means of clamps or rings (OA) fixed at the end of the hatch, so that the waterproof tarpaulin (L) fixed by the upper and lower part allows the movement of movement and direction of the nozzle inside. ship loading equipment or discharge sucker (B) for directing and controlled distribution of the load inside the waterproof tarpaulin (L), with incorporation under the waterproof tarpaulin (L) exhaust fans (I) for the elimination of gases accumulated in the ship's hold (J) and the possibility of incorporating under the waterproof tarpaulin (L) a cargo hold monitoring camera (M), allowing the visibility of the cargo.

[09] Brazilian patent PI0500639-2- "PROTECTOR OF SHIPS OF SHIPS". Characterized as the name indicates, to objectively and precisely protect the product to be unloaded, or loaded, on ships, whatever the type, which is stored, or deposited in the cargo compartments of the respective ships moored in the port for this purpose. It consists of a metallic support structure and a layer of impermeable material, which moves along with the discharge tube, rising and falling according to the operator's control, via suspension cables, which can wind and unroll the sides of the same material , protecting when necessary against the weather, thus avoiding waste of the product, either by rain, or any other type of deterioration by external agents.

[010] Brazilian patent PI9910043-6- "COVERAGE FOR SHIP HAT". A lightweight, water-resistant, laminated material ship's hatch cover covers a ship's hatch to allow bulky materials to be loaded during bad weather while protecting cargo from potential damage or damage from rainwater or other contaminants. The hatch cover includes a structure or superstructure covering the open part of a ship hatch. A flexible, lightweight, water-impermeable laminated material is stretched over the structure to prevent any moisture or other contaminants from entering the ship's hold while the ship's cover is in place. A plurality of separately accessible doors or openings allows for a homogeneous distribution of a particulate or fluent load, such as potash or agricultural products.

[011] Brazilian patent PI9808880-7- "HATCH FOR SHIPS FOR SHIP". A light-leaf, rain-impervious material ship's hatch tent (12) covers a ship's hatch to allow bulky materials to be loaded during severe weather while protecting the cargo from potential damage or rainwater dirt. or other contaminants. The hatch cover includes a frame or superstructure to span the open portion of a ship hatch. A lightweight, flexible, water-impermeable material (12) is stretched over the frame to prevent moisture or other contaminants from entering the ship's hold while the ship's deck is in place. A series of separately accessible orifices or openings (70) allow for the uniform distribution of a particulate or fluent load, such as potash or agricultural products.

[012] Brazilian patent PI0402481-8- "RAIN PROTECTOR FOR LOADING SHIPS". Refers to the Patent for the Invention of protectors applied to the loading of grains or other bulk products on ships, applied to the “shiploader”, equipped with a support and lifting structure (1), canvas (2), ropes (3), fasteners in eight (4) and magnetized plates (5) that allows the operation without interruption in rainy times, built in light and low-cost material maintain protection even when the “shiploader” moves vertically or in horizontal and with a format compatible with the framing in the existing openings of holds, bringing a definitive solution to the high costs of stopping ships due to rain problems.

[013] Brazilian patent PI0603000-9- "IMPROVEMENTS INTRODUCED IN RAIN PROTECTOR FOR SHIP LOADING". Refers to the present Invention Patent to Improvements Introduced in the object of the Invention Patent PI 0402481-8 and in the object of the Invention Patent PI 0502185-5 related to protector applied in the loading or unloading of grain or other bulk products sensitive to moisture on ships, integrated with the “shiploader” of loading or unloading, equipped with constructive modifications that allow structural independence of the “shiploader”, better construction and operation, maintaining the operation without interruption in rainy times, built in light and low-cost material , which maintain protection even when the “shiploader” moves vertically or horizontally or at elevation or at low tides and draft, and with a format compatible with the framing in the existing basement openings, bringing complementary advantages of not having need for the draft compensation system, as the support structure of the protector boarded.

[014] Brazilian patent MU8603020-5- "IMPROVEMENT IN THE RAIN PROTECTOR FOR LOADING BULKS IN SHIPS". In particular, from PI 040248 1-8, PI 0502185-5, PI 06003000-9 and PCT BR 2005/000119, describes the present invention patent to a rain protection system integrated with the discharge “shiploader” of grains or products perishable to moisture, combined with perfect mechanical protection and, having as objective the existence of a flexible structure and preventing the existing layers from falling into the cellar during times of torrential rain, due to the weight caused due to the volume of water and the strength of the winds, the movements of the “shiploader” must be accompanied by the reinforced polymeric fabric cover and at the rear covered by the back cover, made with the same material as the cover, but more flexible due to the puckering, or that is, a creased and joined piece, subject to deformations that are necessary in the operations that characterize the movement of bulk cargo ships.

[015] US Patent 5662059- Device to cover a ship's hatch or similar cargo opening. A device for covering a ship's hatch by a cargo chute that can be placed on the edge of the hatch, during loading and unloading of a pallet container that is connected to a cargo suspension device. The loading rail can be automatically opened and closed as a function of the position of the pallet container. The upper opening of the rail can be covered when the rain-protected pallet container is on or below the loading shaft by an umbrella shield, which is arranged on the load-lifting apparatus above the pallet container. A rolling gate in an end position closes the loading opening and after covering the opening of the upper part of the loading rail by the protection device, they can be moved to another final position, which escapes the loading opening. The opening and closing movements of the rolling door are controlled by non-contact transmitters, which detect the position of the container for the pallet on the rail.

[016] US Patent 20130317677- PROTECTION SYSTEM FOR SHIP LOAD. Protection system for loading the ship with a cover device that comprises a universal adaptable cover, a coupling and operating device that comprises a ring structure that houses the elements necessary for the operation of the protection system, such as the clamping device, tractor assembly responsible for handling, lowering and collapsing the protective cover and its cargo monitoring system, which together allow a new approach in protecting ship loading.

[017] US Patent 5931111 SHIP HAT COVER. A ship hatch cover made of lightweight, water-impervious sheet material covers a ship's portal to allow bulk materials to be loaded during bad weather while protecting the cargo against possible damage or deterioration of rainwater or other contaminants. The hatch cover includes a structure or superstructure covering the open part of a hatch vessel. A lightweight, flexible, sheet material impervious to water is stretched over the frame to prevent any moisture or other contaminants from entering the ship while the ship's cover is in place. A plurality of separately accessible doors or openings allow for a uniform distribution of a particulate material or fluent charge, such as potassium or agricultural products.

[018] US Patent 5778815-SHIP HAT COVER. A ship hatch cover made of lightweight, water-impervious sheet material covers a ship's portal to allow bulk materials to be loaded during bad weather while protecting the cargo against possible damage or deterioration of rainwater or other contaminants. The hatch cover includes a structure or superstructure covering the open part of a hatch vessel. A lightweight, flexible sheet material impermeable to water is stretched over the frame to prevent any moisture or other contaminants from entering the vessel waiting while the vessel lid is in place. A plurality of separately accessible doors or openings allow for a uniform distribution of a particulate material or fluent charge, such as potassium or agricultural products.

[019] US Patent 5636959- APPLIANCES TO COVER THE HATCH OR THE OPENING OF A SHIP. Apparatus to cover a ship hatch or similar opening that is exposed to atmospheric or environmental conditions, whereby the opening can be closed by means of a lid that is at least partially removable. The cover safeguards to prevent water from entering when loading and unloading is done during bad weather and allows for dry loading and unloading. By tightly placing a frame-shaped casing around the edge of the opening, an opening in the side boundary shaft is formed inside the frame housing. The shaft can be closed from the top through overlapping covers, which open automatically when pressed by an organ in suspension when loading or unloading the crane or close automatically when the body is removed.

[020] Italian Patent IT1101520-MASS MATERIAL LOADER COVER FOR SHIP RETENTION - HAS A FOLDING SECTION AROUND THE UNLOADING CHAIR AND LOWER SECTION THAT EXTENDS AROUND THE WAITING PERIPHERY. The cover is flexible and consists of two sections, one being mounted around the general distribution duct of a load arm to be extensible and contractile. The sections are preferably connected to each other and are independently mobile. The second section is preferably mounted around the rail and can be rotatable in relation to the rail axis. This section can be connected to the rim equipped with wheels that move on rails, at the bottom of the first section. The cover is for use when loading bulk cargo onto a ship, and allows you to continue loading during the rain. The cover also reduces the amount of dust generated during operation.

[021] Canadian patent CA2845240- RAIN PROTECTION DEVICE FOR BULK LOADING IN A SHIP. The present invention proposes a device for providing protection against rain, for loading large quantities of material on board a ship, comprising a receiving device and a device cover, which are independent of each other, the device receiver that is being installed in the shape of the ship and the cover of the device inside the telescopic tube of the “shiploader”. The receiving device comprises a platform and a sealing skirt, positioned around the platform. Furthermore, at least one hopper, provided with an entrance opening and a discharge opening, is connected to the platform, said opening discharge that passes through the platform. The receiving device further comprises an ING lid means that they act on the entrance opening of the funnel, said lid means being able to open and close and having an area substantially larger than the area of said entrance opening. The receiving device is installed on the cover of the ship in the form of a hatch, said cover being partially opened. The cover of the device, in turn, has an area coverage which is substantially larger than the area of the entrance opening of the funnel of the receiving device and comprises at least one opening for the installation of the telescopic tube of the "shiploader".

[022] Canadian Patent CA2699009- SYSTEM AND METHOD FOR LOADING SHIPS AT ANY TIME. A system and method to facilitate the loading of ships in inclement weather. The system includes a retractable cover configured to provide protection for a good loading material. The cover extends to cover the entire area where the material will be loaded onto the ship. The cover arrangement allows the material, for example, potassium, to be loaded in a cellar without degrading the material during precipitation.

[023] These disclosures present disadvantages, limitations and inconveniences of being heavy and complex, of impracticality, of high cost, with long installation, with difficult maintenance, with difficult operation, with delay in collection, insecure, environmentally incorrect, with instability in occurrence of winds, with failures in sealing, inadequate shipboard standards and use of materials not resistant to the maritime environment.

[024] “COVERAGE FOR PROTECTION AGAINST RAIN IN THE LOADING OF BULKS IN SHIPS”, object of the present patent, was developed to overcome the limitations, inconveniences and disadvantages of cargo cover systems of current ships, because through innovative mechanical constructivity with roller system, fixing with magnetic blankets on the covers and with magnetic bases on the ship's deck and permanent installation in the structure of the “shiploader” obtains advantages of low cost, quick installation, easy maintenance, easy operation, fast retraction, insurance, environmentally correct, stability in the occurrence of winds, safe sealing, adequate to shipboard standards, use of materials resistant to the marine environment, light, simple and practical.

[025] The coverage of this patent applies to ships that have a side rolling bilge lid.

[026] Technical problems that the previous ones do not solve and how it was solved by the protector of this patent: [027] a. Protectors such as tarpaulin tents, for example, with a large wind area with winds, put the “shiploader” at risk, which can be moved causing damage and / or accidents. Solved by the present patent with the adoption of innovative and optimized geometry with minimum sail area.

[028] b. There is a generation of dust inside the basement and the current protectors use exhaust fans that direct the dust into the environment creating an environmental liability. Solved by the present patent through the use of dust collection in the “shiploader” through a retractable hose that directs the powder to a cyclone in the fixed support structure of the “shiploader”.

[029] c. Occurrence of rainwater draining from the covers to the basement in the current protectors. Resolved by the present patent through the use of magnetic blankets on the edges of the canvas over the covers.

[030] d. The shipboard rules establish that structures are not supported on the covers due to the risk of damaging the special seal of the covers. Resolved by the present patent through the use of the deck for fixing the ends of the canvas by means of a magnetic base and the use of sensors to keep the equipment at a safe distance from the sealing diamond of the ships' basement covers. [031] e. Protectors such as tarpaulin tents, for example, can create canvas tarnishes, generating water accumulation with a potential risk of water entering through small holes and increasing the weight of the structure. Resolved by the present patent through the use of tensioners on the rollers that keep the tarps stretched and with an optimized angle in order to avoid embarrassment on the tarps.

[032] f. Protectors attached to the shiploader frame with excessive weight can damage the shiploader or its support structure. Resolved by the present patent through the use of lightweight construction materials that do not overload the original structure of the “shiploader”.

[033] g. Non-permanent protectors need to be installed when rain is imminent and removed at the end of the operation. Resolved by this patent through permanent installation in the structure of the “shiploader”.

[034] For better understanding of the present invention, the following drawings are attached: [035] FIGURE 1., which shows the perspective view of the coverage of the present patent in its preferred form complete after opening and locking the end plies, and ready for operation;

[036] FIGURE 2., which shows the perspective view of the cover with stretched central tarpaulins and pre-armed side tarpaulins of the present patent in their preferred form;

[037] FIGURE 3., which shows the perspective view of the cover with central and side sheets collected from the present patent in its preferred form;

[038] FIGURE 4., which shows the exploded perspective view of the set of side sheets collected from the present patent in its preferred form;

[039] FIGURE 5., which shows the perspective view of the central assembly with the reinforced tarpaulins of the cover of the present patent in its preferred form;

[040] FIGURE 6., which shows the perspective view of the central assembly with the tarpaulins collected from the coverage of the present patent in its preferred form;

[041] FIGURE 7., which shows the exploded perspective view of the central assembly with the tarpaulins collected from the coverage of the present patent in its preferred form;

[042] FIGURE 8., showing the exploded perspective view of the central assembly with cut tarpaulins of the present patent in its preferred form;

[043] FIGURE 9., which shows the perspective view of the metallic structure of the central assembly covering the present patent in its preferred form;

[044] FIGURE 10., which shows the perspective view of the base structure assembled from the cover of the present patent in its preferred form;

[045] FIGURE 11., which shows the exploded perspective view of the base structure of the cover of the present patent in its preferred form;

[046] FIGURE 12., which shows the perspective view of the cover in the resting position of the present patent in its preferred form;

[047] FIGURE 13., showing the right side view of the cover in the rest position of the present patent in its preferred form;

[048] FIGURE 14., which shows the perspective view of the cover in the operating position with the tarpaulins collected from the present patent in its preferred form;

[049] FIGURE 15., which shows the perspective view of the cover in the operating position of the cover with the central plies armed and with the semi-armed side plies of the present patent in its preferred form;

[050] FIGURE 16., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship;

[051] FIGURE 17., which shows the perspective view of the central part assembled with a transparent plate for better visualization of the coverage of the present patent in its alternative form;

[052] FIGURE 18., which shows the exploded perspective view of the central part of the coverage of the present patent in its alternative form;

[053] FIGURE 19., which shows the perspective view of the central part and the three sets of canvas of the cover of the present patent in its alternative form;

[054] FIGURE 20., which shows the exploded perspective view of the set of one of the two side sheets with details A, B and C of the cover of the present patent in its alternative form;

[055] FIGURE 21., which shows the exploded perspective view of the set of one of the two central tarpaulin sheets of the present patent in its alternative form;

[056] FIGURE 22., which shows the perspective view of the set of one of the four tarpaulins at the end of the cover of the present patent in its alternative form;

[057] FIGURE 23., which shows the perspective view of the coverage of this patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the resting position;

[058] FIGURE 24., which shows the perspective view of the coverage of this patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the 12 to 0 degrees position in relation to the deck ;

[059] FIGURE 25., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the equipment's descent position towards the deck ;

[060] FIGURE 26., which shows the perspective view of the coverage of this patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the opening and locking of the first central tarpaulin;

[061] FIGURE 27., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the opening and locking of the second central canvas;

[062] FIGURE 28., which shows the perspective view of the coverage of this patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the position of return from the central part to the center with the two central tarpaulins opened and locked;

[063] FIGURE 29., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, in the opening and locking of the first side tarpaulin;

[064] FIGURE 30., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, after opening and locking the two side tarps;

[065] FIGURE 31., which shows the perspective view of the coverage of this patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, after opening the bilge covers and angulating the tarpaulins. far end; and [066] FIGURE 32., which shows the perspective view of the coverage of the present patent in its alternative form, in addition to the representation of the port pier, the “shiploader” and the ship, after opening and locking the end plies and ready for operation.

[067] Initially, a cover was developed to protect against rain when loading bulk in ships of this patent (see Figures 16 to 32) consisting of a central part (PC), three pairs of sets of tarpaulins: the set of one of the two side plies (LL), the set of one of the two central plies (LC) and the set of one of the four end plies (LE) and the control part.

[068] The central part (PC) is composed of a plate (PC-1) with a square shape in aluminum or other material resistant to the port environment, for example with dimensions of six meters by six meters and may have different measures to meet the demand necessary, with a central hole (PC-1-A), for example, four meters in diameter, with different measures to meet the required demand and with a set of roller carts (PC-1-B) with four and two rollers and fixed on the plate. This hole (PC-1-A) should receive a circular bellows (PC-2) with an internal diameter of the same diameter, made of PVC or other flameproof material, which will be fitted both to this plate (PC-1) and to the lattice structure (ET) of the “shiploader” boom (SL), through metal fixing rings (PC-3). The circular accordion tubular (PC-2) surrounds the “shiploader” spout (SL).

[069] The set of one of the two side tarpaulins (LL) is each composed of a side tarpaulin box (LL-1) with an upper lateral opening, provided with a flap (LL-1-A) and made of aluminum or another material resistant to the port environment, with an example of twenty-six meters in length, which may have different measures to meet the necessary demand, it involves and serves as a support to the entire set of the lateral tarpaulin (LL) and having close to each of the box ends, a hole (LL-1-B) where an eye bolt (LL-1-C) will be attached, so that it is possible to attach the cables for the lifting (CI) of the equipment; a roller of the lateral tarpaulin (LL-2) of cylindrical shape, where the central axis (LL-2-E) is supported on the lateral bearings of the lateral tarpaulin (LL-2-A), the roller made of aluminum sheets or in another material resistant to the port environment, which are calendered and welded, with an example of twenty-four meters in length, which may have different measures to meet the necessary demand, serving to roll the side tarpaulin (LL-3); with two side canvas bearings (LL-2-A) made of cast aluminum or another material resistant to the port environment, with a bronze “half ring” or other material resistant to the port environment, welded on this, the side canvas bearings (LL-2-A) are attached to each end of the side canvas box (LL-1); five supports for the roller (LL-2-B) which prevents the side tarpaulin roller (LL-2) from buckling, and each support formed by a base (LL-2-B-1) in a special shape made of metal or in another material resistant to the port environment that supports a set of small rollers (LL-2-B-2), made of nylon or other equivalent material in order to give support and avoid the buckling of the side tarpaulin roll (LL-2) ; a pair of reducers (LL-2- C) driven by compressed air; internal supports (LL-2-D) of special shape and welded on the inner side of the roll in order to avoid crushing the side canvas roll (LL-2); a central axis (LL-2-E) of cylindrical shape, welded to the side cover of the roller and the outer end connected to the reducer (LL-2-C), made of steel or other material resistant to the port environment; and a side tarpaulin (LL-3) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends, exemplarily twenty-four meters long and twenty-four meters wide, totaling five hundred and seventy-six square meters of area , and may have different measures to meet the required demand and with straps (LL-3-A) of the same material, in order to avoid clogging it and the consequent accumulation of water.

[070] The set of one of the two central tarpaulins (LC) is each composed of a central tarpaulin box (LC-1) with a lower lateral opening and made of aluminum or another material resistant to the port environment, with an example of five meters and sixty centimeters in length, being able to have different measures to fulfill the necessary demand, it involves and serves as support for the whole set of the central canvas (LC); a roll of the central canvas (LC-2) of cylindrical shape, where the central axis (LC-2-D) is supported on the lateral bearings of the central canvas (LC-2-A), the roll made of aluminum sheets or in another material resistant to the port environment, which are calendered and welded, with an example of five meters and sixty centimeters in length, which may have different measures to fulfill the necessary demand, serving for the central canvas roll (LC-3); with two central canvas bearings (LC-2-A) made of aluminum or other material resistant to the port environment cast with a welded bronze “half ring”, the central canvas bearings (LC-2-A) fixed on each tip of the central canvas box (LC-1); a pair of reducers (LC-2-C) driven by compressed air; an internal support (LC-2-B) of a special shape and welded on the inner side of the roll in order to avoid crushing the central canvas roll; a central axis (LC-2-D) of cylindrical shape, welded to the side cover of the roller and with the outer end connected to the reducer (LC-2-C), made of steel or other material resistant to the port environment; and a central canvas (LC-3) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends, for example, five meters and sixty centimeters wide and twenty-four meters long, totaling one hundred and thirty-four meters and forty square decimeters of area, and may have different measures to meet the required demand and with straps (LC-3-A) of the same material, in order to avoid clogging it and the consequent accumulation of water.

[071] The set of one of the four end tarpaulins (LE) each consists of an end tarpaulin case (LE-1) with a lower side opening and made of aluminum or other material resistant to the port environment, for example with three meters in length, which may have different measures to meet the necessary demand, it involves and supports the entire set of the end canvas (LE); a roll of the end tarpaulin (LE-2) of cylindrical shape, where the central axis (LE-2-C) is supported on the lateral bearings of the end tarpaulin (LE-2-A), the roll made of aluminum or other material resistant to the port environment, which are calendered and welded, with an example of three in length, and may have different measures to meet the necessary demand, serving to roll the end tarpaulin (LE-3); with two end tarpaulin bearings (LE-2-A) made of aluminum or other material resistant to the port environment cast with a welded bronze “half ring”, the end tarpaulin bearings (LE-2-A) fixed at each end of the end tarpaulin box (LE-1); a pair of reducers (LE-2-B) driven by compressed air; a central axis (LE-2-C) of cylindrical shape, welded to the side cover of the roller and the outer end connected to the reducer (LE-2-B), made of steel or other material resistant to the port environment; and an end tarpaulin (LE-3) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends, for example, three meters wide and twenty-four meters long, totaling seventy-two square meters of area, and may have differentiated measures to fulfill the required demand and with straps (LE-3-A) of the same material, in order to avoid clogging it and the consequent accumulation of water.

[072] The control part consists of four lifting cables (CI) attached to the eye bolts (LL-1-B), located at each end of the side tarpaulin set (LL), and to the motors that will have the function of collecting / releasing the lifting cables; the motors operate according to position sensors (SP) fixed at the bottom of the boxes of the side tarpaulin assembly.

[073] The manufacturing process will be divided into parts. Some parts will be manufactured separately, then they will be joined and, later, connected to the final set.

[074] The assembly of the side tarpaulin assembly (LL) will have the following sequence: [075] The five roller supports (LL-2-B) must be welded to the inside of the box (LL-1), to later receive the roll (LL-2). Then, each of the side canvas bearings (LL-2-A) should be welded to the box (LL-1) at each end, to receive the roll (LL-2). At each of these ends, one of the gear units (LL-2-C) must be installed. To complete the assembly of this set, the side tarpaulin (LL-3) must be properly wrapped around the roller (LL-2).

[076] The assembly of the central canvas assembly (LC) will have the following sequence: [077] Each of the two bearings (LC-2-A) must be welded to the housing (LC-1) at each end, to receive the roll (LC-2). A reducer (LC-2-C) must be installed at each of these ends. To complete the assembly of this set, the tarpaulin (LC-3) must be properly wrapped in the roll (LC-2).

[078] The assembly of the end canvas assembly (LE) will have the following sequence: [079] Each of the two bearings (LE-2-A) must be welded to the housing (LE-1) at each end, to receive the roll (LE-2). A reducer (LE-2-B) must be installed at each of these ends. To complete the assembly of this set, the tarpaulin (LE-3) must be properly wrapped in the roll (LE-2).

[080] After the alignment and installation of the 2 (two) sets of side tarpaulins (LL) to the plate (PC-1), the installation of the 2 (two) sets of central tarpaulins (LC) on its upper face, through of screws.

[081] The sets of side liners (LL), arranged in parallel, should receive the installation of locks on the inside of their ends. On each of these 2 (two) locks, the 4 (four) sets of end plies (LE) must be fixed using screws, with a pair installed on each end.

[082] After the manufacture of the side tarpaulin set (LL), central tarpaulin set (LC), end tarpaulin set (LE) and the central part set (PC) are completed, these will be joined, the process concluded equipment, they will be able to install it on the “shiploader” (SL) boom.

[083] For the installation of the equipment, it will be positioned just below the boom structure of the “shiploader” (SL) through floating barges, so that the lifting cables are connected to the boom structure of the “shiploader” (SL) ); The lifting cables (CI) must be attached to the four eye bolts (LL-1-B) at each end of the pair of side liners (LL), enabling the equipment to be lifted, which will be suspended below the boom structure of the ““ Shiploader ”.

[084] After completing this equipment installation process, it will be available for operation. The operation of the cargo protective cover for ships of this patent occurs as follows: At the beginning of the process, the “shiploader” will be in a rest position, that is, with the arm in the vertical position. In this step, the ship's cargo protection cover will have the lifting cables (CI) collected and the equipment will be locked together with the shiploader boom (LS) through a hitch and with the tarps fully collected. [085] With the ship properly allocated in the mooring berth of the port pier, the free end of the shiploader boom (LS) will descend, remaining in a position from 12 ° to 0 ° in relation to the ship's deck. In this phase of the process, the coupling that keeps the equipment attached to the shiploader boom (SL) will release the coupling of the equipment, being lifted through the cables (CI).

[086] The position sensors (SP) will always keep the equipment parallel to the ship's deck, maintaining a safe distance from the bilge lid sealing diamond (TP). The equipment level control will be carried out through the lifting cables (CI) that will be released or collected, as needed, through a set of reducers (CR), being controlled by the sensors (SP).

[087] The equipment goes down and is positioned towards the deck. The adjustment of the height and alignment of the equipment will be carried out using position sensors (SP), therefore, if the ship moves, either due to the movement of the tide, the increase in weight due to loading, or even by changing the angle of loading of the shiploader boom (SL), the equipment will always be parallel to the ship's deck and at a safe distance from the sealing diamond on the shiploader's covers.

This adjustment is possible because the lifting cables (CI) can work independently, keeping the equipment always level.

[088] The central part (PC) will move forward to one of the sides of the hold's mouth so that the end of one of the central tarps (LC) is locked, which is done by energizing the magnetic blankets fixed at the end of the central linings (LC). The previous operation is repeated for the other central canvas (LC). Then the central part returns to the center with the two central tarpaulins open and locked.

[089] With the equipment properly allocated, parallel to the ship's deck, and with the bilge caps still closed, the entire structure of the shiploader (SL) will move laterally to one of the sides of the bilge mouth to be done locking the end of one of the side linings (LL). This locking will take place through magnetic boxes (CM) that will be manually fixed to the hold lid. With the activation of the reducers (LL-2-C), the equipment continues unrolling the tarpaulin (LL) to the opposite end to perform the same procedure, returning to its initial position, being centralized at the mouth of the hold.

[090] This unwinding and locking procedure must occur for the side tarpaulin sets (LL) until the entire opening of the hold is covered. Then the cellar covers can be opened. With the bilge covers properly open, the end tarpaulin (LE) sets will be angled and will have their tarpaulins open, following the same procedure as for opening the side tarpaulins (LL). The magnetic blankets will be electronically magnetized to the hold lid, in order to prevent water from infiltrating into the ship's hold.

[091] The equipment will now be ready for loading, allowing the movement of the shiploader to the sides and the spout forward and / or backward, in order to promote a better distribution of the cargo in the ship's hold. All this movement of the equipment occurs due to the complete drive system of the set of sensors (SP), reducers (LL-2-C, LC-2-C and LE-2-B) and canvas rolls (LL, LC, LE ), allowing the spear of the shiploader (LS) to change its angle and / or the ship to move according to the tide and / or the loading itself, that this whole system will automatically make the necessary corrections of the height of the equipment, in order to always keep it parallel to the ship's deck. It is worth noting that the amplitude of the angulation of the shiploader boom (LS) during loading is limited between 0 and 12 ° (zero and twelve degrees), starting at 12 ° (twelve degrees) and ending at 0 ° (zero degree) with the evolution of loading. [092] Upon completion of the ship's loading, the magnetic blankets will be electronically disconnected and the bilge covers can be closed, allowing the manual deactivation of the magnetic boxes (CM). With this procedure closed, the tarpaulins (LL, LC, LE) can be collected and, later, with the activation of the cables (CI), the equipment can be completely collected and locked to the shiploader boom (LS), being able to return to its rest position to be able to recharge again.

[093] When putting into practice the initial project developed in this patent, it was observed that within the same concept, an optional design could be chosen, chosen as the preferred form, as shown in figures 1 to 15 and with the following constructivity : [094] The protective cover for cargo of ships of the present patent in its preferred form consists of four main sets: a base structure (EB), a central set (CC) and two sets of lateral tarpaulins (CLL).

[095] The base structure (EB) (FIGURE 10 and FIGURE 11) is of fundamental importance, as it supports the other two sets. The main structure (EB) is made of material to withstand the weight of the other sets and to withstand the port environment, has a length of at least 6 meters (3 meters on each side) plus the width of the basement mouth and is composed of : two bases for the set of side tarpaulins (BCLL) with an “I” section with a minimum of 6 meters (3 meters on each side) plus the width of the basement mouth; rails for the central assembly (TCC) with the same length as the assembly (BCLL) and attached to it, with a “T” shape section through which the central assembly (CC) runs and with reinforcements (TCC-1); bases for reducers (BR) of prismatic square shape and fixed in the set (BCLL); two sides of end closures (CE) with “L” shape section, with width above the width of the “shiploader” boom (LPS); Bearings for support of the central assembly end tube (MC) of rectangular shape with two rounded edges with central hole, positioned at each end and for support of the external rollers of the central canvas (CC-2-A), with fixation (EB-1) fixed in the set (BCLL); and steel cables for lifting (CAI) connecting the equipment to the built-in boom of the “shiploader” (LPS).

[096] The Central Assembly (CC) (FIGURE 2, FIGURE 3, FIGURE 5, FIGURE 6, FIGURE 7, FIGURE 8 and FIGURE 9) is composed of a metal structure (CC-1) with a rectangular shape composed of two transversal ( CC-1-A), two stringers (CC-1-B), a central ring (CC-1-C) of cylindrical shape and four bearings (CC-1-D) in “U” shape with lateral support for axis (CC-1-D-1) rectangular in shape with a hole in the end at each end, and two lower supports (CC-1-E) in rectangular shape with double pins (CC-1-F) fixed on its sides , and this metallic structure (CC-1) serves as support for all the other parts of the Central Assembly (CC); two central tarpaulins (CC-2), each central tarpaulin set consisting of: two central tarpaulin rolls (CC-2-A), one internal and one external, both with the same length as the sides of end closures (CE) ; four cylindrical shafts (CC-2-B) attached to the side covers of the inner and outer rollers of the central tarpaulin (CC-2-A), the inner roller being supported on the bearings (CC-1-D) and the outer roller supported on the bearings (MC); two central tarpaulins (CC-2-C) made of flame-retardant PVC or other equivalent material, with the length of the base structure (EB) minus the length of the metal structure (CC-1); reinforcement straps (CC-2-D) of nylon or equivalent material, with a rectangular shape, its measurement being twice the length of the central tarps (CC-2-C); two magnetic straps (CC-2-E) electronically operated remotely and positioned on the sides of the tarpaulins (CC-2-C); two reducers (CC-3) driven by compressed air and connected to the axles (CC-2-B); two caps of the central assembly (CC-4) with an inverted “U” shape and made of aluminum, or another material resistant to the port environment, with the same length as the roll (CC-2-A); tubulon (CC-5) with folding cylindrical shape, made of canvas, with enough diameter to enclose the spout (BC) of the “shiploader” and for the spout (BC) of the “shiploader” to distribute the bulk in the ship's hold; rollers (CC-6) of cylindrical shape fitted to the pins (CC-1-F), allowing the central assembly (CC) to run on the rails (TCC) of the base structure (EB); and two sets of canvas guiding shaft (CC-7) consisting of a cylindrical shaped shaft (CC-7-A) and cylindrical shaped rollers (CC-7-B) with through hole.

[097] The set of side tarpaulins (CLL) (FIGURE 4) is each composed of; a side tarp (CLL-1) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends; with roller (CLL-1-A) of cylindrical shape with conical points and made of aluminum sheets or other material resistant to the port environment that are calendered and welded, with the same length as the base structure (EB), serving for the winding of the lateral tarpaulin (CLL-1), with two cylindrical shafts (CLL-1-B) fixed on the side covers of the roller (CLL-1-A) and supported on the lateral bearings of the lateral tarpaulin (CLL-2), with straps (CLL-1-C) of the same material as the rectangular canvas, and with magnetic strips (CLL-1-D) electronically operated remotely and embedded around the entire perimeter of the tarpaulins; two side tarpaulin bearings (CLL-2) in cast aluminum or other material resistant to the port environment, with a bronze “semi-ring” or other material resistant to the port environment and welded in them, and also the side tarpaulin bearings (CLL-2) are fixed at each end of the base of the side canvas assembly (BCLL); a pair of reducers (CLL-3) driven by compressed air and fixed to the bases of the reducers (BR) and connected to the tip of the central axis (CLL-1-B) through a belt or chains; and two cover of the lateral assembly (CLL-4) of inverted “U” shape in aluminum, or other material resistant to the port environment, with side closures and with the same length of the roller (CLL-1-A).

[098] The assembly process is divided into parts. Some parts will be manufactured separately, then they will be joined and then connected to the final set.

[099] The manufacture of the base structure (EB) begins with the cut in the appropriate sizes, and folds in the respective necessary places. Then the plates are joined by welding, and finally both the two tracks for the central assembly (TCC), and the reinforcements (TCC-1) are joined to this structure. Finally, the eyelets (EB-1) are coupled to it, being ready to receive both the central assembly (CC) and the lateral canvas assemblies (CLL).

[0100] The assembly of the side tarpaulin set (CLL) begins with the manufacture of the roll for canvas by calendering aluminum metal sheets or other material resistant to the port environment. Then, the bearings (CLL-2) and shafts (CLL-1-B) that will be manufactured through aluminum casting. The shafts (CLL-1-B) must be welded at each end of the roll, so the roll is ready to be mounted on the side tarpaulin set (CLL). The bearings (CLL-2) will be welded and screwed in the appropriate places in the base set for side canvas (BCLL), and after this union the axles of the side rollers can already be placed in their proper places, under the bearings (CLL-2 ). The reducers (CLL-3) will be fixed on the base of the reducer (BR) and connected to the shaft (CLL-1-B), the tarpaulin (CLL-1) will be fixed on the rollers (CLL-1-A), using glue and rivets, and put an end to the cover of the side assembly (CLL-4) will be fixed on the base for side canvas assembly (BCLL) enclosing the roller (CLL-1-A) and the bearings (CLL-2) of the canvas assembly lateral (CLL).

[0101] The assembly of the central assembly, begins with the manufacture of the entire metallic structure (CC-1), which begins with the manufacture of the central ring (CC-1-C), after that the transverse ones (CC -1-A) and the side members (CC-1-B), then the lower supports (CC-1-E) will be welded in a rectangular shape with double pins (CC-1-F). The central canvas roll (CC-2-A) will have its axes (CC-2-B) welded. The rollers (CC-2-A) are fitted to the bearings (CC-1-D) and the canvas guiding axes (CC-7) are fitted to the lateral axle supports (CC-1-D-1), the reducers (CC-3) are fixed to the metal structure (CC-1) and connected to the axes (CC-2-B) and the canvas (CC-2-C) will be fixed to the rollers (CC-2-A) using glue and rivets, and ending the cover of the central assembly (CC-4) will be fixed on the metal structure (CC-1) enclosing the roller (CC-2-A) and the bearings (CC-1-D) of the set of central tarps (CC-2).

[0102] After completing the manufacture of the base structure (EB), the central assembly (CC) and the lateral canvas assembly (CLL), these will be joined, concluding the equipment manufacturing process and will be able to proceed with the installation of this spear of the “shiploader” (LPS).

[0103] For the installation of the equipment, it will be positioned just below the structure of the boom of the “shiploader” (LPS) through barges, so that the steel cables for lifting (CAI) are connected to the boom structure of the “shiploader” (SL); The lifting cables (CAI) must be attached to the four eye bolts (EB-1) at each end of the base for side canvas assembly (BCLL), the entire compressed air installation that will move the gearboxes (CLL-3) and (CC-3), must be fully installed, requiring only the coupling of the hoses that come from the “shiploader” with the equipment hoses. [0104] At this moment, all software, position sensors and control will be properly installed, making it possible to lift the equipment, and after that the equipment is able to operate.

[0105] The operation of the protective cargo cover for ships of this patent occurs as follows: [0106] At the beginning of the process, the “shiploader” will be in a rest position, that is, with the arm in the vertical position . In this step, the ship's cargo protection cover will have the lifting cables (CAI) collected and the equipment should be locked together with the “shiploader” through a hitch and with the tarps fully collected. [0107] With the ship properly allocated in the mooring berth of the port quay, the arm of the “shiploader” will descend, remaining in a position of 12 ° (twelve degrees) in relation to the ship's deck. In this phase of the process, the coupling that keeps the equipment attached to the arm of the “shiploader” will release the coupling of the equipment, leaving the equipment hoisted through the cables (CAI). Controlled by position sensors (SP), the cables (CAI) will be released so that the equipment is in a position parallel to the ship's deck and at a safe distance from the bilge lid sealing diamond (TP).

[0108] The height and alignment of the equipment will be adjusted using position sensors (SP), therefore, if the ship moves, either due to the movement of the tide, either due to the increase in weight, or even by changing the angle loading equipment of the “shiploader” boom, the equipment will always be parallel to the ship's deck and at a safe distance from the ship's hold lid (TP) sealing diamond. This adjustment is possible because the lifting cables (CAI) can work independently, keeping the equipment always level. [0109] With the equipment properly allocated, parallel to the ship's deck, and with the bilge caps (TP) still closed, the entire structure of the “shiploader” will move laterally to one of the sides of the bilge mouth so that locking the end of one of the side tarps (CLL-1). This locking will occur through magnetic boxes (CM) positioned that will be manually fixed to the ship's deck. With the activation of the reducers (CLL-3), the equipment continues to unroll the tarpaulin (CLL-1) to the opposite end to perform the same procedure, returning to its initial position, being centralized at the mouth of the hold. The inner roller of the central canvas works in conjunction with the outer roller of the central canvas, and at this time the inner roller of the central canvas will unroll the central canvas, at the same time that the outer roller of the central canvas will collect the tapes, after the tapes are collected, the canvas occupies their space, covering the entire gap between the two sides of the cover.

[0110] The bilge covers (TP) can now be opened so that the magnetic strips (CLL-1-D) of the side linings (CLL-1) are activated electronically, in order to avoid the infiltration of water into the ship basement.

[0111] The equipment, at this point, will already be ready for loading, allowing the movement of the “shiploader” to the sides and the spout forwards and backwards, in order to promote a better distribution of the cargo in the ship's hold. All this movement of the equipment occurs due to the complete drive system of the set of sensors (SP), reducers (CLL-3) and (CC-3) and canvas rolls (CLL-1) and (CC-2-A), allowing the boom of the “shiploader” to change its angle and / or the ship to move according to the tide and / or the loading itself, that this whole system will automatically make the necessary corrections of the height of the equipment, in order to maintain it always parallel to the ship's deck. It is worth noting that the amplitude of the angulation of the arm of the “shiploader” during loading is limited between 0 and 12 ° (zero and twelve degrees).

[0112] Once the ship is loaded, the magnetic strips (CLL-1-D) will be electronically disconnected and the bilge covers (TP) can be closed, allowing manual deactivation of the magnetic boxes (CM). With this procedure closed, the side tarpaulins (CLL-1) and the central tarpaulins (CC-2) can be retracted and, later, with the activation of the cables (CAI), the equipment can be completely retracted and locked from the “ shiploader ”, being able to return to its resting position to be ready again for a new load.

Claims (9)

1. “RAIN PROTECTION COVERAGE FOR LOADING BULKS IN SHIPS”, characterized by a base structure (EB) composed of: two bases for the set of side liners (BCLL) with an “I” shape section; rails for the central assembly (TCC) with the same length as the assembly (BCLL) and attached to it, with a “T” shape section through which the central assembly (CC) runs and with reinforcements (TCC-1); bases for reducers (BR) of prismatic square shape and fixed in the set (BCLL); two sides of end closures (CE) with “L” shape section, with width above the width of the “shiploader” boom (LPS); Bearings for support of the central assembly end tube (MC) of rectangular shape with two rounded edges with central hole, positioned at each end and for support of the external rollers of the central canvas (CC-2-A), with fixation (EB-1) fixed in the set (BCLL); and steel cables for hoisting (CAI) connecting the equipment to the built-in boom of the “shiploader” (LPS); central assembly (CC) composed of a metal structure (CC-1) with a rectangular shape composed of two crosspieces (CC-1-A), two side members (CC-1-B), a central ring (CC-1-C) cylindrical in shape and four bearings (CC-1-D) in a "U" shape with lateral support for shaft (CC-1-D-1) of rectangular shape with hole in the tip at each end, and two supports (CC- 1-E) rectangular shaped inferiors with double pins (CC-1-F) fixed on their sides; two central tarpaulins (CC-2), each central tarpaulin set consisting of: two central tarpaulin rolls (CC-2-A), one internal and one external, both with the same length as the sides of end closures (CE) ; four cylindrical shafts (CC-2-B) attached to the side covers of the inner and outer rollers of the central tarpaulin (CC-2-A), the inner roller being supported on the bearings (CC-1-D) and the outer roller supported on the bearings (MC); two central tarpaulins (CC-2-C) made of flame-retardant PVC or other equivalent material, with the length of the base structure (EB) minus the length of the metal structure (CC-1); reinforcement straps (CC-2-D) of nylon or equivalent material, with a rectangular shape; two magnetic straps (CC-2-E) electronically operated remotely and positioned on the sides of the tarpaulins (CC-2-C); two reducers (CC-3) driven by compressed air and connected to the axles (CC-2-B); two caps of the central assembly (CC-4) with an inverted “U” shape and made of aluminum, or another material resistant to the port environment, with the same length of the roll (CC-2- A); tubulão (CC-5) of cylindrical shape, folded and made of canvas; rollers (CC-6) of cylindrical shape fitted to the pins (CC-1-F), allowing the central assembly (CC) to run on the rails (TCC) of the base structure (EB); and two sets of canvas guiding shaft (CC-7) consisting of a cylindrical-shaped shaft (CC-7-A) and cylindrical-shaped rollers (CC-7-B) with through hole; and set of side tarpaulins (CLL) each composed of: a side tarpaulin (CLL-1) in flameproof PVC or other equivalent material with a magnetic blanket embedded in the ends; with roller (CLL-1-A) of cylindrical shape with conical tips in aluminum sheets or in another material resistant to the port environment that are calendered and welded, with the same length as the base structure (EB), serving for the winding of the lateral canvas (CLL-1), with two cylindrical shafts (CLL-1-B) fixed on the side covers of the roller (CLL-1-A) and supported on the side bearings of the side canvas (CLL-2), with straps ( CLL-1-C) of the same material as the rectangular canvas, and with magnetic strips (CLL-1-D) electronically operated remotely and embedded around the entire perimeter of the tarpaulins; two side tarpaulin bearings (CLL-2) in cast aluminum or other material resistant to the port environment, with a bronze “semi-ring” or other material resistant to the port environment and welded in them, and also the side tarpaulin bearings (CLL-2) are fixed at each end of the base of the side canvas assembly (BCLL); a pair of reducers (CLL-3) driven by compressed air and fixed to the bases of the reducers (BR) and connected to the tip of the central axis (CLL-1-B) through a belt or chains; and a side set cover (CLL-4) with an inverted “U” shape made of aluminum, or other material resistant to the port environment, with side closures and the same length as the roll (CLL-1-A). 2. “RAIN PROTECTION COVERAGE FOR LOADING BULKS IN SHIPS”, according to claim 1, characterized by, the two bases for the set of side liners (BCLL) with at least 6 meters (3 meters on each side) plus the width of the basement mouth. 3. “RAIN PROTECTION COVERAGE FOR LOADING BULKS IN SHIPS”, according to claim 1, characterized by reinforcement straps (CC-2-D) measuring twice the length of the central tarps (CC- 2-C). 4. “COVERAGE INSTALLATION PROCESS FOR RAIN PROTECTION IN THE SHIPMENT OF BULKS IN SHIPS”, according to claim 1, characterized by, installation in the following sequence: aa) It is positioned just below the structure of the boom of the “shiploader” (LPS) through barges, so that the steel cables for lifting (CAI) are connected to the boom structure of the “shiploader” (SL); and ab) The lifting cables (CAI) must be attached to the four eye bolts (EB-1) at each end of the base for side canvas assembly (BCLL), the entire compressed air installation that will move the gearboxes (CLL -3) and (CC-3), must be fully installed, requiring only the coupling of the hoses that come from the “shiploader” with the equipment hoses. 5. “COVERAGE OPERATION PROCESS FOR PROTECTION AGAINST RAIN IN THE LOADING OF BULKS IN SHIPS”, according to claim 1, characterized by operation in the following sequence: ba) At the beginning of the process, the “shiploader” will be in position to rest, that is, with the arm in an upright position, the protective cargo cover of ships will have the lifting cables (CAI) retracted and the equipment must be locked together with the “shiploader” through a hitch and with the tarps fully collected; bb) With the ship properly allocated in the berth of the port's dock, the arm of the “shiploader” will descend, remaining in a position of 12 ° (twelve degrees) in relation to the ship's deck, the hitch that keeps the equipment fixed to the arm of the “shiploader” it will release the coupling of the equipment, leaving the equipment lifted through the cables (CAI); bc) Controlled by position sensors (SP), the cables (CAI) will be released so that the equipment is in a position parallel to the ship's deck and at a safe distance from the bilge lid sealing diamond (TP); bd) The height adjustment and the alignment of the equipment will be carried out using position sensors (SP), therefore, if the ship moves, either due to the movement of the tide, either by increasing the weight, or even by changing the angle of loading of the “shiploader” boom, the equipment will always be parallel to the ship's deck and at a safe distance from the ship's hold lid (TP) sealing diamond; be) With the equipment properly allocated, parallel to the ship's deck, and with the bilge caps (TP) still closed, the entire structure of the “shiploader” will move laterally to one of the sides of the bilge mouth so that it is after locking the end of one of the side tarps (CLL-1), this locking will take place through magnetic boxes (CM) that will be manually fixed to the ship's deck, with the activation of the reducers (CLL-3), the equipment continues unrolling the canvas (CLL-1) to the opposite end to perform the same procedure, returning to its initial position, being centralized at the mouth of the hold, the inner roller of the central canvas works in conjunction with the external roller of the central canvas , and at this moment the inner roll of the central canvas will unroll the central canvas, at the same time that the external roll of the central canvas will collect the tapes, after the tapes are collected, the canvas occupies their space, covering the entire gap between the two sides of the equipment; bf) The bilge covers (TP) can now be opened so that the magnetic strips (CLL-1-D) of the side linings (CLL-1) are activated electronically, in order to avoid the infiltration of water into the basement from the ship; bg) The equipment, at this moment, will already be ready for loading, allowing the movement of the “shiploader” to the sides and the spout forwards and backwards, in order to promote a better distribution of the cargo in the ship's hold, all of this The equipment's movement occurs due to the complete drive system of the set of sensors (SP), reducers (CLL-3) and (CC-3) and canvas rolls (CLL-1) and (CC-2-A), allowing the boom of the “shiploader” changes its angle and / or that the ship moves according to the tide and / or the loading itself, that this whole system will automatically make the necessary corrections for the height of the equipment, in order to keep it always parallel to the ship's deck; and bh) Once the ship has been loaded, the magnetic strips (CLL-1-D) will be electronically disconnected and the bilge covers (TP) can be closed, allowing the manual deactivation of the magnetic boxes (CM), with this procedure closed, the side tarpaulins (CLL-1) and the central tarpaulins (CC-2) can be retracted and, subsequently, with the activation of the cables (CAI), the equipment can be completely retracted and locked from the “shiploader” boom, being able to return rest position to be able to recharge again. 6. “RAIN PROTECTION COVERAGE FOR LOADING BULKS IN SHIPS”, characterized by, alternatively, the central part (PC) consisting of a square-shaped plate (PC-1) in aluminum or other material resistant to the port environment, with a central hole (PC-1-A) with a set of roller carts (PC-1-B) with four and two rollers and fixed to the plate; a folding circular (PC-2) canvas of the same diameter, made of PVC or other flameproof material, which will be fitted both to the plate (PC-1) and to the lattice structure (ET) of the shiploader boom (SL), through rings of fixation (PC-3) of metal and shiploader spout wrap (SL); three pairs of tarpaulin sets: the set of one of the two side tarpaulins (LL), the set of one of the two central tarpaulins (LC) and the set of one of the four end tarpaulins (LE), complemented by a central part ( PC), where the set of one of the two side tarpaulins (LL) is each composed of a side tarpaulin box (LL-1) with an upper lateral opening, provided with a flap (LL-1-A) and made of aluminum or in another material resistant to the port environment, surrounding and serving as a support for the entire set of lateral tarpaulin (LL) and having a hole (LL-1-B) close to each end of the box where an eye bolt ( LL-1-C), to attach the cables for the lifting (CI) of the equipment; a roll of the lateral tarpaulin (LL-2) of cylindrical shape, where the central axis (LL-2-E) is supported on the lateral bearings of the lateral tarpaulin (LL-2-A), made of aluminum sheets or other material resistant to the port environment, calendered and welded, used to wind the side tarpaulin (LL-3), with two side tarpaulin bearings (LL-2-A) made of cast aluminum or another material resistant to the port environment, with a Bronze “half ring” or other material resistant to the port environment, welded to it and fixed to each end of the side tarpaulin box (LL-1), five supports for the roller (LL-2-B) and each support formed by a base (LL-2-B-1) in a special shape made of metal or other material resistant to the port environment that supports a set of small rollers (LL-2-B-2), made of nylon or other equivalent material, a pair of reducers (LL-2-C), internal supports (LL-2- D) of special shape and welded on the inner side of the roll (LL -2) and a central axis (LL-2-E) of cylindrical shape, welded to the side cover of the roller (LL-2) and the outer end connected to the reducer (LL-2-C), made of steel or other material resistant to the port environment; and a side tarpaulin (LL-3) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends and with straps (LL-3-A) of the same material; set of one of the two central tarpaulins (LC) each composed of a central tarpaulin box (LC-1) with a lower lateral opening and made of aluminum or other material resistant to the surrounding port environment and which supports the entire set of central canvas (LC); a roll of the central tarpaulin (LC-2) of cylindrical shape, made of aluminum sheets or other material resistant to the port environment, which are calendered and welded and used for the winding of the central tarpaulin (LC-3); with two central canvas bearings (LC-2-A) made of aluminum or other material resistant to the port environment cast with a welded bronze “half ring”, fixed on each end of the central canvas box (LC-1); a pair of reducers (LC-2-C); an internal support (LC-2-B) of special shape and welded on the inner side of the roll (LC-2) and a central axis (LC-2-D) of cylindrical shape, welded to the side cover of the roll and with the end external connection to the reducer (LC-2-C), made of steel or another material resistant to the port environment and supported on the lateral bearings of the central canvas (LC-2-A), and a central canvas (LC-3) manufactured in flameproof PVC or other equivalent material with a magnetic blanket embedded in the ends, and with straps (LC-3-A) of the same material; and a set of one of the four end tarpaulins (LE) each composed of a box of the end tarpaulin (LE-1) with lower side opening and made of aluminum or other material resistant to the port environment, surrounding and serving as a support to the whole end tarpaulin (LE) assembly, a cylindrical shaped end tarpaulin (LE-2), made of aluminum sheets or other material resistant to the port environment, which are calendered and welded, with two canvas bearings end plates (LE-2-A) made of aluminum or other material resistant to the port environment cast with a welded bronze “half ring”, the end canvas bearings (LE-2-A) fixed on each end of the box the end tarpaulin (LE-1); a pair of reducers (LE-2-B; a central shaft (LE-2-C) of cylindrical shape, welded to the side cover of the roller and the outer end connected to the reducer (LE-2-B), made of steel or in another material resistant to the environment and supported on the side bearings of the end tarpaulin (LE-2-A) and one end tarpaulin (LE-3) made of flame-retardant PVC or other equivalent material with a magnetic blanket embedded in the ends and with straps (LE-3-A) of the same material, and control part consisting of four lifting cables (CI) attached to the eye bolts (LL-1-B), located at each end of the set of pair of side liners (LL), and engines. 7. “COVERAGE ASSEMBLY PROCESS FOR RAIN PROTECTION IN LOADING BULKS IN SHIPS”, according to claim 6, characterized by assembly in the following sequence: A) of the side tarpaulin assembly (LL) in the following sequence: Aa ) The five roll supports (LL-2-B) are welded to the inside of the box (LL-1), to later receive the roll (LL-2); Ab) Then, each of the side canvas bearings (LL-2-A) is welded to the box (LL-1) at each end, to receive the roll (LL-2); Ac) At each of these ends, one of the reducers (LL-2-C) is installed; and Ad) To finish the assembly of this set, the side tarpaulin (LL-3) is properly wrapped around the roller (LL-2); B) Assembly of the side tarpaulin assembly (LC) in the following sequence: Ba) Each of the two bearings (LC-2-A) is welded to the box (LC-1) at each end, to receive the roll (LC -2); Bb) A reducer (LC-2-C) must be installed at each of these ends; and Bc) To finish the assembly of this set, the canvas (LC-3) must be properly wrapped to the roll (LC-2); C) Assembly of the side tarpaulin assembly (LE) in the following sequence: Ca) Each of the two bearings (LE-2-A) is welded to the box (LE-1) at each end, to receive the roll (LE -2); Cb) A reducer (LE-2-B) must be installed at each of these ends; and Cc) To finish the assembly of this set, the canvas (LE-3) must be properly wrapped to the roll (LE-2); D) After the alignment and installation of the two sets of lateral tarpaulins (LL) to the plate (PC-1), proceed to the installation of the two sets of central tarpaulins (LC) on its upper face, using screws; E) The sets of side liners (LL), arranged in parallel, receive the installation of the two locks on the inside of their ends and on each of these two locks are fixed, using screws, the four sets of end liners (LE) , with a pair being installed at each end; and F) After completing the assembly of the side tarpaulin set (LL), central tarpaulin set (LC), end tarpaulin set (LE) and the central part set (PC), these will be joined and will be able to proceed with the installation of this to the boom of the shiploader (SL). 8. “PROCESS OF COVERAGE INSTALLATION FOR PROTECTION AGAINST RAIN IN THE LOADING OF BULKS IN SHIPS”, according to claim 6, characterized by installation in the following sequence: a) The assemblies are positioned just below the boom structure of the shiploader (SL), through floating barges, so that the lifting cables are connected to the boom structure of the shiploader (SL); b) The lifting cables (CI) are attached to the four eye bolts (LL-1-B) at each end of the pair of side liners (LL), enabling the equipment to be lifted, which will be suspended below the boom structure the shiploader; and c) Upon completion of this equipment installation process, it will be available for operation. 9. “COVERAGE OPERATION PROCESS FOR RAIN PROTECTION IN LOADING BULKS IN SHIPS”, according to claim 6, characterized by operation in the following sequence: AA) At the beginning of the process, the shiploader will be in a rest position, that is, with the arm in an upright position and the protective cargo cover of ships will have the lifting cables (CI) retracted and the equipment will be locked together with the shiploader boom (SL) through a hitch and with the tarps. fully collected; BB) With the ship properly allocated in the mooring berth of the port quay, the free end of the shiploader boom (SL) will descend, remaining in a position from 12 ° to 0 ° in relation to the ship's deck, the hitch that holds the equipment attached to the shiploader boom (SL) will release the equipment hitch, being lifted through the cables (CI), the position sensors (SP) will always keep the equipment parallel to the ship's deck, maintaining a safe distance from the sealing diamond of the bilge covers (TP) and the equipment level control will be carried out through the lifting cables (CI) that will be released or collected, as needed, through a set of reducers (CR), being controlled by the sensors (SP) ; CC) The equipment goes down and is positioned in the direction of the deck, the height adjustment and the alignment of the equipment will be carried out through position sensors (SP), therefore, if the ship moves, either due to the movement of the tide, to the increase of weight due to loading, or even by changing the loading angle of the shiploader boom (SL), the equipment will always be parallel to the ship's deck and a safe distance from the sealing diamond on the shiploader's covers, obtaining adjustment because the cables lifting equipment (CI) can work independently, keeping the equipment always level; DD) The central part (PC) will move forward to one of the sides of the hold's mouth so that the end of one of the central linings (LC) is locked, which is done by energizing the magnetic blankets fixed on the end of the central linings (LC); EE) The previous operation is repeated for the other central canvas (LC); FF) The central part returns to the center with the two central tarpaulins open and locked; GG) With the equipment properly allocated, parallel to the ship's deck, and with the bilge covers still closed, the entire structure of the shiploader (SL) will move laterally to one of the sides of the bilge mouth so that the locking the end of one of the side linings (LL) and this locking will take place through magnetic boxes (CM) that will be manually fixed to the bilge cover and with the activation of the reducers (LL-2-C), the equipment continues unrolling the tarpaulin (LL) to the opposite end to perform the same procedure, returning to its initial position, being centered at the mouth of the hold; HH) This unwinding and locking procedure must occur for the side tarpaulin sets (LL) until the entire opening of the hold is covered. II) Afterwards, the basement covers can be opened, the end tarpaulin sets (LE) will be angled and will have their tarpaulins opened following the same procedure of opening the side tarpaulins (LL), the magnetic blankets will be electronically magnetized to the cover of the hold, in order to avoid water infiltration into the ship's hold. JJ) The equipment, at this moment, will be ready for loading, allowing the movement of the shiploader to the sides and the spout forward and / or back, in order to promote a better distribution of the cargo in the ship's hold, movement of the equipment occurs due to the complete drive system of the set of sensors (SP), reducers (LL-2-C, LC-2-C and LE-2-B) and canvas rolls (LL, LC, LE), allowing the spear of the shiploader (LS) changes its angle and / or that the ship moves according to the tide and / or the loading itself, that this whole system will automatically make the necessary corrections for the height of the equipment, in order to keep it always parallel to the ship's deck and the amplitude of the angulation of the shiploader's boom (LS) during loading is limited between 0 and 12 ° (zero and twelve degrees), starting at 12 ° (twelve degrees) and ending at 0 ° (zero) degree) with the evolution of loading; KK) Once the ship has been loaded, the magnetic blankets will be electronically disconnected and the bilge covers can be closed, allowing the manual deactivation of the magnetic boxes (CM), with this procedure closed, the tarpaulins (LL, LC, LE) can be collected and, later, with the activation of the cables (CI), the equipment can be completely collected and locked to the shiploader lance (LS), being able to return to its resting position to be able to recharge again.