US20070217895A1 - Device for offshore loading and unloading of ships - Google Patents

Device for offshore loading and unloading of ships Download PDF

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Publication number
US20070217895A1
US20070217895A1 US11/577,023 US57702305A US2007217895A1 US 20070217895 A1 US20070217895 A1 US 20070217895A1 US 57702305 A US57702305 A US 57702305A US 2007217895 A1 US2007217895 A1 US 2007217895A1
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US
United States
Prior art keywords
jib
ship
chute
head
traversible
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
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US11/577,023
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English (en)
Inventor
Hanns-Joerg Igel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ThyssenKrupp Industrial Solutions AG
Original Assignee
ThyssenKrupp Foerdertechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Foerdertechnik GmbH filed Critical ThyssenKrupp Foerdertechnik GmbH
Assigned to THYSSENKRUPP FOERDERTECHNIK GMBH reassignment THYSSENKRUPP FOERDERTECHNIK GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: IGEL, HANNS-JOERG
Publication of US20070217895A1 publication Critical patent/US20070217895A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G67/00—Loading or unloading vehicles
    • B65G67/60—Loading or unloading ships
    • B65G67/606—Loading or unloading ships using devices specially adapted for bulk material

Definitions

  • the invention relates to a device for offshore loading and/or unloading of ships.
  • the offshore facilities outlined hereinabove have a drawback in that they are relatively expensive both in terms of their set-up and fabrication, all the more so because concrete grouting work in most cases must be performed locally, that means offshore. And the large number of required pile foundations is also expensive.
  • the device as defined in claim 1 which is comprised of a steel gantry supported on head pieces (preferably concrete heads) of a few single pile foundations and on which one or several ship loaders and/or ship unloaders are arranged that can be moved in longitudinal direction.
  • Each pile foundation is comprised of a group of several suitably arranged single piles that can be driven into the sea bed and the upper ends of which are connected to one another above the water line by means of a head piece consisting, for example, of concrete.
  • the steel gantry is preferably configured as a multispan girder having a large span, and more particularly in a truss design. The steel gantry, even if configured as a full wall or box-type girder, offers special cost benefits.
  • the steel gantry can easily be carried to site either as a whole unit or disassembled into few elements and connected there, if required, to a large span gantry.
  • This gantry equally serves as ship pier and as carrying facility both for the ship loader and/or ship unloader traversible on it in longitudinal direction and for the pier belt conveyor extending over the entire gantry length.
  • multispan girder steel gantries e.g. as bend beams with a large spacing between top chord and bottom chord, i.e. as beams with a large height, are constructible with substantially less weight and much larger column spacing than concrete or reinforced concrete gantries. Therefore, the number of pile foundations can be substantially reduced, thus achieving further cost savings.
  • the steel gantry can be of such a configuration that its top chord versus the water level can be arranged higher than with massive concrete building structures without any major expenditure, so that the portal of the ship loader and/or ship unloader with the corresponding jib can be constructed with low height. This in turn offers the benefit of small wheel loads from wind forces.
  • the ship loader can particularly be a coordinate device with a jib formed by an inherently stiff straight horizontal beam that can be displaced transversely to the longitudinal axis of the ship to be loaded and transversely to its own device driveway; it is guided at least at its top side and bottom side between carrier idlers.
  • the designation “coordinate device” originates from the circumstance that the jib tip (the tripper head) can be moved in one direction by longitudinal traversing of the ship loader on the steel gantry and altered in the other coordinate which is vertical to the first one by extending or retracting the jib. In this manner, any point over any open ship loading hatches can be reached with the jib tip.
  • the jib preferably comprises a counterweight which can be moved longitudinally, i.e. which is slidable or slewable, and which is particularly supported on rolls or wheels, and which can be moved in a direction opposite to the jib's direction of travel by drive pinions having different diameters and arranged on a common shaft and which engage in toothed racks or drive gears.
  • the ratio of the drive pinion diameters determines the reciprocal displacement way of the counterweight relative to the travel way of the jib, so that the counterweight is extended by a corresponding ratio in opposite direction when extending the jib.
  • the counterweight can also be moved by additional electrical, hydraulic, pneumatic or other mechanical auxiliary means, but which due to their required separate monitoring, control and drive elements call for additional expenditure as compared with a mechanical compulsory coupling of movements.
  • the jib of the ship loader is comprised of a charging chute which can be retracted in the vertical direction and which is preferably comprised of a head chute, a telescoping outlet pipe, and a guiding scaffold which furthermore is preferably accommodated within a pylon. If required, trim facilities for the bottom end of the outlet pipe can be additionally provided for.
  • the pylon is equipped with hoisting devices by means of which the charging chute and the guidance scaffold can be retracted toward the top so as to be able to guide the charging chute into a position in which it is horizontally slidable above the ship hatch edge, for example in order to move the charging chute out from a ship loading hold and into the next ship loading hold.
  • the guidance scaffold within the pylon can be raised and lowered, with the charging chute elements being slidable into one another when raising the guidance scaffold in parts and like a telescope.
  • elements shaped like hoppers can also be arranged which are mounted in a straight line or like a telescope one above another in the form of a cascade.
  • the head chute is preferably comprised of a hopper-shaped inflow area, a cover, inner guiding and deflector devices as well as an opening for lateral charging of the conveyed goods transported on the jib preferably via a belt conveyor.
  • This belt conveyor can have a tripper car at the head end, with it being possible to slew-out and pull-off this tripper car from the area of the head chute.
  • the afore mentioned guiding and deflector devices are exchangeable wear parts having a straight or bent contour.
  • a ship loader comprised of a superstructure with a jib horizontally slewable around a vertical axis can also be utilized to serve as ship loader.
  • the jib tip describes a pitch circle arc, wherein each point above each ship loading hatch can be reached in connection with the traversability of the ship loader in the longitudinal direction, assuming a corresponding jib length.
  • the jib is preferably configured as a swan neck jib that can be slewed around a horizontal axis which lies in the area of the ship skin facing the ship loader.
  • This configuration permits a steep inclination of the front-side jib section, so that the chute arranged there can dive deep into the ship hold, thus allowing for minimizing the height of fall of the goods to be loaded. Unwanted damage to grains in case of bulk goods that might occur otherwise due to the large height of fall, or serious development of dust when loading pulverous bulk goods can thus be largely avoided.
  • a belt conveyor arc comprised of several single elements which can be traversed against each other, and which are slewable and slidable.
  • a belt support track which is advantageous in terms of design and cost can be created by means of traversible elements, wherein inadmissibly sharp bend radii are avoided.
  • the charging chute arranged at the end side of the swan neck jib can be provided with a trim device for lateral deflection of the charging goods, whereby it is possible to generate a by and large even charging goods surface in the ship load and, thereby, an optimal filling degree of the bulk goods. In particular, it is possible to ensure optimal trimming of the ship and/or minimizing the risk of displacement in loaded goods in rough sea.
  • the chute can preferably be vertically guided and/or maintained via a parallelogram handlebar.
  • a land-bound belt conveyor Utilized for supply of conveying material to the ship loader are a land-bound belt conveyor, a pier belt conveyor and a travelling tripper from where the bulk material is transferred to the ship loader and/or to the belt conveyor located there.
  • the travelling tripper can be integrated into the ship loader.
  • the head pieces of the pile foundations are comprised of concrete or steel, depending on the set-up of the pile foundations and the occurring forces that are necessarily to be considered, including but not limited to load-bearing forces.
  • FIG. 1 is a side schematic view of principle parts of a device according to the invention.
  • FIG. 2 is a top schematic view of principle parts of a device according to the invention.
  • FIG. 3 is an end schematic view of principle parts of a device according to the invention.
  • FIG. 4 is a schematic side partially sectional view of a belt track girder in the kinking area of a jib;
  • FIG. 5 is a schematic side partially sectional view of a parallelogram handlebar guidance for a charging chute
  • FIG. 6 is a schematic side view of a horizontally guidable jib with a vertically retractable charging chute
  • FIG. 6 a is a schematic detail view of the head area of the charging chute
  • FIG. 6 b is a schematic detail view of the head area of the charging chute
  • FIG. 6 c is a schematic detail view of the head area of the charging chute
  • FIG. 7 is a schematic view according to FIG. 6 with retracted charging chute
  • FIG. 8 is a schematic view of a drive pinion/toothed rack drive for a horizontally movable jib;
  • FIG. 9 is another schematic view of a drive pinion/toothed rack drive for a horizontally movable jib;
  • FIG. 10 a is a schematic view of different chute component parts
  • FIG. 10 b is another schematic view of different chute component parts
  • FIG. 11 is a schematic view of a pylon at the jib head to accommodate the charging chute including guidance scaffold;
  • FIG. 12 a is a schematic view of the telescoping charging chute with a guidance scaffold.
  • FIG. 12 b is a schematic side view of the lower part of FIG. 12 a.
  • this includes but is not limited to the extended ship berth including tossing facilities and fenders, foundation, causeway, and roadway for the transshipment device, and—with radial loaders known from state of the art in technology—the foundation as well as causeway of the swing bearing of this transshipment device as well as—for swivel loaders possibly constructed in twin design—the design and causeway of the bulk material distribution stations standing separately between them for distribution from the incoming main feeder to the two loaders, and the foundation and causeway of the parking and service platform as well as of the connecting roadways and walkways (maintenance and transport routes) between the distribution station, parking and service platform and ship berths.
  • the objective of the present invention is providing an offshore ship loading facility that can be built at low technical expenditure and less costly.
  • the offshore ship loading unit is comprised of a steel gantry 1 arranged on concrete heads 3 of single pile foundations 2 .
  • a ship loader 5 is arranged on this steel gantry 1 along side the rail track 4 in longitudinally traversible arrangement.
  • Ship loader 5 is built with a low-head portal 6 and/or 23 (see FIG. 3 and/or FIG. 9 ), which is feasible because the top chord of steel gantry 1 can be arranged at a relatively high level as compared with water level 31 . Owing to this “low-level design”, low additional wheel loads result from wind forces.
  • this drawing also shows the land-bound belt conveyor 32 , pier belt conveyor 33 and a travelling tripper 34 by means of which the bulk material is transferred to ship loader 5 .
  • the jib designated with reference number 35 in FIG. 2 can be of a different design and configuration, however with it always being ensured that jib 35 at a distinct security distance to the hatch edge can reach any point above and/or within loading hatch 36 of ship 37 . Furthermore, it can be seen in FIG. 3 that a traversible service and transport platform 8 is arranged between gantry main girders 7 above or below gantry top chord.
  • the ship loader shown in FIG. 3 is comprised of a superstructure 5 a including a jib horizontally slewable around a vertical axis 5 b , the jib being configured as a swan neck jib 9 which can seesaw around horizontal axis 9 a .
  • a belt track arch 10 according to FIG. 4 has been created which is comprised of a rear-side firmly arranged segment 11 and a front-side hinge-mounted segment 12 as well as a middle segment 13 . All segments 11 , 12 and 13 are stiff in themselves, with the left-side end of segment 12 shown in FIG.
  • segment 4 being fastened to jib 9 in an arrangement slewable around a horizontal axis 12 a , while the other end in the area of segment 11 facing the jib is arranged both slewable around a horizontal axis 12 b and slidable roughly tangentially to the local supporting contour of segment 11 .
  • Segment 13 with its one end is fastened to segment 12 in an arrangement slewable around a horizontal axis 13 a , and with its other end in the area of segment 11 facing jib 9 it is also arranged slewable around a horizontal axis 13 b and slidable in an arrangement that roughly follows the contour of segment 11 .
  • the supporting arrangement chosen according to FIG. 4 has the advantage that it is easier to manufacture and much cheaper, considering the length required for a sufficiently large bending radius.
  • FIG. 5 shows the guidance by means of a parallelogram handlebar 15 which keeps charging chute 14 vertical, independently of the vertical slewing angle (seesawing angle) of jib 9 .
  • the horizontal axis 9 a around which the jib can seesaw lies between the vertical plane formed by ship skin 37 a and the vertical plane of that part of steel gantry 1 which faces the ship.
  • this arrangement of the seesaw axis allows for a steep inclination of jib 9 , thus making it possible for chute 14 to dive deep into the ship hold.
  • FIG. 6 to 8 shows a ship loader 5 which is comprised of a jib 16 with a belt conveyor 16 a , said jib being horizontally and transversely traversible to the device roadway and the ship's longitudinal axis.
  • the set-off of the point of gravity of jib 16 that can be displaced horizontally along its longitudinal axis is created by means of counterweight 17 which is mounted at jib 16 in slidable arrangement (of even slewable, if required).
  • FIGS. 8 and 9 show two drive pinions 19 , 20 which are arranged on a common shaft 21 and which engage into toothed racks 24 and 25 .
  • Toothed rack 24 is fastened to jib 16
  • toothed rack 25 is fastened to counterweight 17 .
  • Counterweight 17 is supported on rollers 18 .
  • the common shaft 21 is preferably arranged on a bogie 22 linked to portal 23 (to avoid contraction).
  • the displacement path counterweight 17 relative to the travelling way of jib 16 is determined by the ratio of the diameters of the two drive pinions 19 , 20 .
  • Counterweight 17 is displaced in a direction opposite to jib 16 .
  • jib 16 is comprised of a charging chute that is “retractable” toward the top, said chute being comprised of a head chute 26 , a telescoping outlet pipe 27 (provided with a trim facility 27 a ) as well as a guidance scaffold 28 for retraction of the charging chute.
  • Guidance scaffold 28 is guided within a pylon 29 .
  • 6 a / 6 b or 6 c is displaced toward the rear by means of a sliding frame 40 (FIG: 6 a ) or which is laterally or upwardly slewed by means of sliding frame 41 , or which is alternatively located in fixed arrangement, wherein the rear-side chute bottom section 42 is separated from the front-side section 43 and configured in fixed or foldable arrangement as shown, considering the interference edges of the chute to be retracted.
  • hoppers 38 (hopper-in-hopper principle) which are slidable into each other and which are suspended to chains or bands, or chute hoppers 39 arranged in form of a cascade can also be utilized.
  • FIG. 11 shows that both jib 16 and pylon 29 which jointly with a hoisting device 29 a serves for retracting the charging chute can be built, for example, in a full wall design with cross bracings made of a truss work. (Even a mere truss design is feasible and sometimes purposive as the case may be).
  • FIG. 12 a is a front-side view (from the left) onto pylon 29 and the charging chute according to FIG. 6 . It schematically shows the trim facility 27 a , its fastening to the bottom part (section) of the telescopic outlet pipe 27 , which in turn is fastened to the guidance scaffold 28 , and it also shows the head chute 26 as well as a guidance bearing 28 a of the guidance scaffold 28 in pylon 29 . Also shown here are the hoisting device 29 a with hoisting ropes 29 b which are connected to guidance scaffold 28 .
  • FIG. 12 b is a lateral view on the lower part of FIG. 12 a.
US11/577,023 2004-11-11 2005-08-30 Device for offshore loading and unloading of ships Abandoned US20070217895A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004054415.8 2004-11-11
DE102004054415A DE102004054415A1 (de) 2004-11-11 2004-11-11 Vorrichtung zur Offshore-Schiffsbeladung oder -Entladung
PCT/EP2005/009308 WO2006053595A1 (de) 2004-11-11 2005-08-30 Vorrichtung zur offshore-schiffsbeladung oder -entladung

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US20070217895A1 true US20070217895A1 (en) 2007-09-20

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US11/577,023 Abandoned US20070217895A1 (en) 2004-11-11 2005-08-30 Device for offshore loading and unloading of ships

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US (1) US20070217895A1 (pt)
EP (1) EP1809556B1 (pt)
CN (1) CN101023012B (pt)
AT (1) ATE452090T1 (pt)
AU (1) AU2005306106B2 (pt)
BR (1) BRPI0517598A (pt)
DE (2) DE102004054415A1 (pt)
ES (1) ES2336583T3 (pt)
RU (1) RU2381167C2 (pt)
WO (1) WO2006053595A1 (pt)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US9650113B2 (en) 2013-03-15 2017-05-16 Sandvik Intellectual Property Ab Cargo transporter loading assembly

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CL2012001183A1 (es) * 2012-05-04 2012-07-06 Giglio Guillermo Bobenrieth Sistema para carga y descarga en operaciones portuarias y soporte de tapas de escotilla de bodegas de embarcaciones maritimas, que comprende una grua de carga y descarga y una base ubicada en el cuerpo de dicha grua para sostener y apilar dichas tapas de escotilla; procedimiento.
CN103224148B (zh) * 2013-04-28 2015-04-08 大连华锐重工集团股份有限公司 Z型溜槽缓降卸料装置
KR101632385B1 (ko) * 2015-10-20 2016-06-21 주식회사 송산특수엘리베이터 케이블 방풍부재를 구비한 대형 선박 및 해양 플랜트 건조용 초대형 엘리베이터
CN110255225B (zh) * 2019-05-23 2024-03-12 中交第三航务工程勘察设计院有限公司 一种臂架采用套管结构型式伸缩的装船机
CN110589527A (zh) * 2019-09-12 2019-12-20 南通润邦重机有限公司 一种新型链斗机

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US3735879A (en) * 1971-02-08 1973-05-29 Fives Lille Cail Dock crane
US3876059A (en) * 1972-06-29 1975-04-08 Orenstein & Koppel Ag Vertically shiftable conveyor device
US4067446A (en) * 1976-02-24 1978-01-10 Ray Louis F Cable stay crane
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US4236857A (en) * 1977-09-21 1980-12-02 Wiener Bruckenbau Und 1 Eisenkonstruktions Atkiengesellschaft Apparatus for the continuous unloading of ships
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Publication number Priority date Publication date Assignee Title
US9650113B2 (en) 2013-03-15 2017-05-16 Sandvik Intellectual Property Ab Cargo transporter loading assembly

Also Published As

Publication number Publication date
DE502005008724D1 (de) 2010-01-28
ES2336583T3 (es) 2010-04-14
ATE452090T1 (de) 2010-01-15
EP1809556A1 (de) 2007-07-25
AU2005306106A1 (en) 2006-05-26
CN101023012B (zh) 2012-02-29
RU2007111322A (ru) 2008-10-10
DE102004054415A1 (de) 2006-05-18
CN101023012A (zh) 2007-08-22
AU2005306106B2 (en) 2010-08-26
RU2381167C2 (ru) 2010-02-10
AU2005306106A2 (en) 2006-05-26
BRPI0517598A (pt) 2008-10-14
WO2006053595A1 (de) 2006-05-26
EP1809556B1 (de) 2009-12-16

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Owner name: THYSSENKRUPP FOERDERTECHNIK GMBH, GERMANY

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Effective date: 20070305

STCB Information on status: application discontinuation

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