JPS5855034B2 - Bulk cargo transfer method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for transporting items such as industrial waste in bulk.

Traditionally, industrial waste has been transported using a combination of a clamshell and a purge ship, or a combination of a large number of silos with gates installed on a purge ship and a conveyor. However, in the former case, there is a problem of inefficiency in loading and unloading bulk cargo, and in the latter case, smooth natural fall of bulk cargo near the gate inside the silo cannot be expected. There is a problem that clogging may occur, which prevents smooth landing operations.

The present invention aims to solve these problems.
It is an object of the present invention to provide a bulk cargo transfer method that allows a series of operations such as loading, transporting, and unloading of bulk cargo to be carried out efficiently.

For this reason, the method for transferring bulk cargo of the present invention involves loading bulk cargo into packets arranged in pairs on the left and right sides of a carrier ship, transporting the bulk cargo to a desired location, and then transporting the carrier boat to the bottom quay at the desired location. After landing on the bottom, the packets arranged in pairs on the left and right are tilted inward to transfer the bulk cargo in the packets to the conveyor on the transport vessel, and the conveyor is moved. The bulk cargo is transferred overboard through the vessel.

Hereinafter, a method for transferring bulk cargo as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is an overall perspective view showing an outline of the state during loading of bulk cargo, and FIG. 2 is a general perspective view showing the state during loading of bulk cargo. FIG. 3 is a cross-sectional view of the hull showing the action when unloading the bulk cargo; FIG. 4 is an overall perspective view schematically showing the state of the bulk cargo when unloading;
FIG. 5 is a partial side view showing the state of the hull on the bottom when the bulk cargo is unloaded.

As shown in Figure 1, when loading bulk cargo such as industrial waste, the loading rampway 1 at the loading area is
After that, the dump truck 4 can be directly loaded from the loading station 2 into the carrier ship 20 as a packet conveyor barge via the log gate 3.

Then, the truck 4 that has finished loading returns from the exit rampway 1'.

However, if the waves are too high for the carrier ship 20 to navigate, bulk cargo is stored in a storage building 8 that also utilizes the rampways 1 and 1' and the lower part of the loading station 2.

In FIG. 1, reference numeral 6 indicates bulk cargo being stored.

These temporarily placed bulk cargoes 6 can be loaded onto a ship again via a vibration feeder 13, a conveyor 12, and a swing conveyor 14 by a shovel loader 5.

In addition, the dump truck 7 can also be used for reloading if necessary.

This is of practical importance in terms of backing up conveyors and the like.

The building 8 is provided with an inlet 9 and an outlet 10, and a partition wall 11 is appropriately provided as necessary and depending on the type of bulk cargo.

The carrier ship 20 is docked along the quay 15, but there is a mooring winch 16 on the quay (or on the deck of the carrier ship 20).
is provided so that the carrier vessel 20 can be moved to optimally align the relative positions of the input ports 3, 3' and the carrier vessel 20.

Bells 18 and 1B' are connected to each of the input ports 3 and 3' so that the energy due to the difference in fall of the input materials can be absorbed and at the same time the packets 21 of the transport vessel 20 can be equally distributed. It is located at the bottom.

These bells 18, 1B' can be moved up and down to accommodate level changes due to low tide, high tide and the loading of bulk cargo on the carrier.

That is, the winch i s , 19' causes the bell 18
18' can be driven.

These bells 18, 18' and winches 19, 19' are installed on frames 17, 17' that are protruded into the sea.

FIG. 2 shows the relative relationships among the above-mentioned quay 15, bells 1B, 1B', winches 19, 19', and frames 17, 17', as well as the relative relationships among the transport ship 20, packets 21, and conveyor 22.

This figure 2 shows the low tide level 101. High tide level 1
00 and the cargo of the carrier 20 are clearly shown.

A guide plate 23 is provided above the bells ia and ia', and a hydraulic cylinder 24 moves the bells 1B and 1
A guide plate 23 is installed so that the loose cargo flows properly to the top of B'.
adjustments are made.

Further, on the opposite side of the guide plate 230, a scattering prevention plate 25 is provided to prevent bulk materials from scattering.

The vertical movement of the bells 18, 18' is carried out via a wire 26, and a guide frame 28 and guide rollers 27 provided on both sides of the bells 1B, 18' prevent lateral wobbling due to the falling edge of the thrown bulk cargo. is prevented.

FIG. 3 shows the relationship between the packets 21 and the conveyor 22, which are arranged in pairs on the left and right on the carrier ship 20, and the loaded bulk cargo is stored in the packets 21.

In order to smoothly transfer this bulk cargo onto the conveyor 22,
Generally, it is very easy to handle bulk cargo such as sand that does not contain moisture, but if the bulk cargo is industrial waste, it may be made of various materials such as concrete blocks containing steel frames or clay containing moisture. Therefore, simply tilting the packet 21 with the hydraulic cylinder 29 may not move the bulk cargo up to a certain angle, or even if a part of the bulk cargo falls, the rest may not fall, or the packet 21 may not move up to a certain angle. If the inclination of the conveyor 22 is made too steep, there is a risk that the bulk cargo will suddenly fall onto the conveyor 22 and the operation of the conveyor 22 will stop.

Therefore, while the hydraulic cylinder 29 is rising, it is desirable to always supply pulsating hydraulic pressure including appropriate pulsed hydraulic pressure, and the hydraulic pressure source is, for example, between the directional switching valve of the hydraulic circuit and the hydraulic cylinder 29. A small hydraulic chamber is provided, and inside the chamber, a small piston is operated at high speed via a crank, and a means for introducing vibration pressure is used.This allows vibration pressure to be easily generated in the hydraulic pressure. Is possible.

In this way, the packet 21 is tilted toward the conveyor 22 about the center pin 30 on the support base 34.

In particular, in the bulk cargo transfer method of the present invention, as shown in FIG. 3, the packets 21 arranged in pairs on the left and right are tilted inward as shown by the chain lines, so that the left and right packets 21 are mutually connected to each other. It now functions as a hopper that works together to drop loose cargo onto the conveyor 22 in a concentrated manner.
Thereby, even in the case of bulk cargo such as industrial waste containing various irregular substances, it is possible to sufficiently prevent it from spilling to a place other than the conveyor 22.

At this time, since the packet 21 is operated like a vibration feeder, cushioning materials 32 and 33 are charged to the packet side of the hydraulic cylinder 29 and the packet side of the upper part of the center pin 30, respectively, thereby causing vibration. It is designed to make it easier.

As the cushioning materials 32 and 33, springs, rubber materials, etc. are used.

Furthermore, if necessary, a hydraulic shock absorber may be used in combination.

As a result, it is possible to normally tilt and fix the packet 21 at a fixed angle and transfer the bulk cargo from the packet 21 to the conveyor 22 little by little, and this operation is performed extremely smoothly.

When vibration is applied to the packet 21 by the hydraulic cylinder 29, the loose cargo in contact with the bottom plate and both side walls of the packet 21 falls and moves due to the vibration and inclination.

However, in order to further improve this vibration effect, Packet 21
A vertically erected reinforcing plate 37 is provided at the bottom of the packet 21, which transmits the vibrations transmitted from the bottom of the packet 21 to the loose cargo inside the packet 21, thereby allowing the cargo to be transferred to the conveyor 22 more smoothly. .

In the hull structure for such deck equipment, the carrier ship 20 is provided with a ballast tank 35 and a void space 36 for buoyancy.

The ballast tank 35 is located below the water surface, and ballast seawater is injected and discharged by a pump and valves.

Figure 4 shows the method of unloading bulk cargo.

First, the landing site will be described. At the reclaimed land, the open sea 44 and the inside of the reclaimed land 43 are completely separated by a revetment 106' of the reclaimed land.

The upper surface of the landing site 41 has a water slope, and even if the bulk cargo landed and piled up in the groove 42 melts due to rainwater or the like and generates sewage, this flows into the landfill 43 side.

The water on the side of the landfill 43 is always replaced by the landfilled bulk cargo.

For this purpose, the water in the landfill 43 must be passed through a water treatment device to the sea side 4.
Sent out on 4th.

When the carrier ship 20 is docked, this system should select two quays depending on the degree of the tide.

In other words, as shown in Figures 4 and 5, when the tide is low, it is to the low tide quay 106, and when it is high tide, it is the high tide quay 107.
In addition, in the case of standard tide level, each of the above quays 4106.10
Although it is possible to berth at any of 7, the berth to berth is selected in consideration of what will happen when leaving the berth.

This relationship is determined by looking at the tide gauge 45.

Note that this tide level gauge 45 is desirably one that can reduce the influence of waves and determine the average water level.

The procedure for unloading bulk cargo is as shown in Figure 4.

Since the bulk cargo discharged from the packets 21 of the carrier ship 20 is carried out of the ship via the conveyor 22, the conveyor 38 on the landfill side must already be set corresponding to the quays 106 and 107 that have been docked. be.

A conveyor 39 is arranged after the conveyor 38, and the bulk cargo 40 discharged from the carrier ship 20 is piled up while being scattered in an arc shape without being piled up in one place.

It is preferable that these conveyors 38, 39 be mounted around the bow of the carrier vessel 20.

In other words, it is divided and installed on the land side in order to prevent movement around the bow and to sacrifice equipment.

As shown in FIG. 5, in order to smoothly carry out the cargo handling operation of the conveyor at the bow of the carrier ship 20, a method is adopted which assumes that the bow of the vessel 20 touches a part of the quay during cargo handling.

In Figure 5, the tide level 101 indicates low tide, and the carrier ship 20
It shows the state before and when it hits the bottom.

d indicates the clearance of the bottom surface of the quay before landing on the bottom, and this value is determined by taking into account the movement of waves around the bow.

A cushioning material 105 is provided on the bottom landing quay 103 for low tide.

Similar measures are taken at high tide, and cushioning material 10
4 is provided.

Furthermore, it is naturally necessary to provide bow cushioning material 108, 108'.

In this relationship, the bow can be brought to the bottom and the shaking of the bow caused by waves can be reduced.

However, the depth of the ocean floor varies depending on the ebb and flow of the tide.

If the height of the freeboard is very high from the top of the hull structure, the tidal difference is not a problem for the ship, but in this case, the carrier ship 20 does not have a very high freeboard height, so the tidal difference It is important in relation to the ship's side.

Therefore, in this system, considering ships with low freeboard for such cases, by providing a quay for landing at low tide and a quay for landing at high tide, the water depth is at least half the difference between high and low tides. By using a ship with a practical freeboard, it was possible to place the bow on the bottom and carry out cargo handling without disturbing the conveyor at the bow.

In particular, the conveyor at the bow of the ship has an upward slope, making it easy for bulk cargo to slip on the conveyor.

However, by allowing the carrier vessel 20 to land on the bottom and preventing the bow from shaking, it is possible to smoothly unload bulk cargo even on an upwardly sloped conveyor at the bow.

As described above in detail, according to the bulk cargo transfer method of the present invention, bulk cargo is loaded into packets arranged in pairs on the left and right sides of a carrier ship, transported to a landing site, and then transported to the landing quay. After the carrier has landed on the bottom, the packets arranged in pairs on the left and right sides are tilted inward to ensure that the loose cargo in the packets is transferred to the conveyor on the carrier in a stable and reliable manner. This has the advantage that bulk cargo such as industrial waste can be transported and landed extremely efficiently, which has been considered difficult in the past.

[Brief explanation of drawings]

The figures show a method for transferring bulk cargo as an embodiment of the present invention. FIG. 1 is an overall perspective view showing an outline of the state during loading of bulk cargo, and FIG. 2 is a general perspective view of the method during loading of bulk cargo. Figure 3 is a cross-sectional view of the ship's vicinity, Figure 3 is a cross-sectional view of the ship's hull showing the action when unloading the bulk cargo, Figure 4 is an overall perspective view schematically showing the state of the bulk cargo when unloading, and Figure 5 is a cross-sectional view of the hull. FIG. 3 is a partial side view showing the state of the ship's hull landing on the bottom when the bulk cargo is unloaded. 1, 1'...Rampway, 2...Loading station, 3, 3'...Input port, 4,4
'... Truck, 5... Shovel loader, 6... Bulk cargo in storage, 7... Dump truck, 8... Building , 9... Inlet, 10... Outlet, 11... Partition wall, 12... Conveyor, 13... Vibration feeder, 14... ...Swing conveyor, 15...
... Quay, 16 ... Mooring witch, 17
, 17'... Frame, 1 B, 18'...
・・・Evenly distributed loading bell, 19, 19'...
Winch, 20...Carrier, 21...
Packet, 22... Conveyor, 23...
・Guide plate, 24...Hydraulic cylinder, 25...
...Scatter prevention plate, 26...Wire, 27.
...Guide roller, 28...Guide frame,
29...Hydraulic cylinder, 30...Center pin, 31...Packet support plate, 32,
33...Cushion material, 34...Support stand, 35...Ballast tank, 36...
・Hoid space, 37...Reinforcement plate, 38,3
9... Conveyor, 40... Unloaded bulk cargo, 41... Landing site, 42... Ditch, 43... Landfill , 44... Sea side, 4
5...Tide gauge, 100...Level at high tide, 101...Level at low tide, 102,1
03... Bottom landing quay, 104, 105...
... Cushion material, 106 ... Quay for low tide,
107... Quay for high tide, 108, 108'.
...Cushion material.

Claims (1)

[Claims] 1. Load bulk cargo into packets placed in pairs on the left and right sides of the carrier vessel, transport them to the desired location, then place the carrier vessel on the bottom of the quay at the desired location, and then load the bulk cargo onto the packets arranged in pairs on the left and right sides of the carrier vessel and transport it to the desired location. By tilting the packets arranged in pairs inward, the bulk cargo in the packets is transferred to a conveyor on the carrier ship, and the bulk cargo is transferred overboard via the conveyor. A bulk cargo transfer method characterized by: