WO2012032134A1 - Pneumatic bulk material conveying device for loading and/or unloading a ship - Google Patents

Pneumatic bulk material conveying device for loading and/or unloading a ship Download PDF

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Publication number
WO2012032134A1
WO2012032134A1 PCT/EP2011/065592 EP2011065592W WO2012032134A1 WO 2012032134 A1 WO2012032134 A1 WO 2012032134A1 EP 2011065592 W EP2011065592 W EP 2011065592W WO 2012032134 A1 WO2012032134 A1 WO 2012032134A1
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WO
WIPO (PCT)
Prior art keywords
conveying
ship
pipe
joint
conveying device
Prior art date
Application number
PCT/EP2011/065592
Other languages
English (en)
French (fr)
Other versions
WO2012032134A8 (en
Inventor
Lorenz Reich
Bruno Zinser
Thomas Schöllhorn
Andreas Hengge
Manfred Schädler
Harald FLÜGEL
Rudolf FÜHL
Norbert Eberhard
Malcolm Cartwright
Egon Zechner
Original Assignee
Coperion 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 Coperion Gmbh filed Critical Coperion Gmbh
Priority to DE112011103005T priority Critical patent/DE112011103005T5/de
Publication of WO2012032134A1 publication Critical patent/WO2012032134A1/en
Publication of WO2012032134A8 publication Critical patent/WO2012032134A8/en

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Classifications

    • 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
    • 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
    • B65G53/00—Conveying materials in bulk through troughs, pipes or tubes by floating the materials or by flow of gas, liquid or foam
    • B65G53/34—Details
    • B65G53/52—Adaptations of pipes or tubes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
    • F16L27/00—Adjustable joints, Joints allowing movement
    • F16L27/02—Universal joints, i.e. with mechanical connection allowing angular movement or adjustment of the axes of the parts in any direction
    • F16L27/04—Universal joints, i.e. with mechanical connection allowing angular movement or adjustment of the axes of the parts in any direction with partly spherical engaging surfaces
    • F16L27/053—Universal joints, i.e. with mechanical connection allowing angular movement or adjustment of the axes of the parts in any direction with partly spherical engaging surfaces held in place by bolts passing through flanges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29B—PREPARATION OR PRETREATMENT OF THE MATERIAL TO BE SHAPED; MAKING GRANULES OR PREFORMS; RECOVERY OF PLASTICS OR OTHER CONSTITUENTS OF WASTE MATERIAL CONTAINING PLASTICS
    • B29B9/00—Making granules
    • B29B9/16—Auxiliary treatment of granules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines
    • B63B27/25—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines for fluidised bulk material

Definitions

  • Pneumatic bulk material conveying device for loading and/or unloading a ship
  • the invention relates to an, in particular, stationary pneumatic bulk material conveying device for loading and/or unloading a ship.
  • a loading system for loading bulk material from transporters onto a ship and an unloading system for loading bulk material from a ship onto transporters are known from US 7,278,811, US 305,976 and US 3,352,606.
  • Ship to shore and shore to ship conveying connections are also known from EP 0 058 026 Al, DE 24 44 184 Al, GB 1,161, 103, US 3,620,268, US 3,455,333, US 323,226, US 7,610,934 B2, US 3,451,427, US 4,261,398, DE 24 52 177 Al,
  • An object of the present invention is to develop a conveying device of the type mentioned at the outset in such a way that an operationally reliable and low- wear and gentle conveying of bulk material is possible.
  • This object is achieved according to the invention by a conveying device having the features disclosed in claim 1.
  • the two pipe end portions are then movable in a translational manner with respect to one another when a displacement of the two pipe end portions with respect to one another is possible about at least one translational degree of freedom. It is preferred if the translational mobility is designed such that the displacement of the two pipe end portions is possible about two or even about three translational degrees of freedom, optionally including a rotary movement.
  • the optionally additionally provided rotary movement may take place about a rotational axis running along the conveying direction. If a rotation is mentioned, this means a rotation of two components relative to one another through 360°. Alternatively, a rotation may also designate a rotation about a pivot angle which is smaller than 360°.
  • the individual portions of the conveying pipe, which are articulated to one another may in each case be rigid pipe portions.
  • the end portions and/or the central portion may in each case be formed from a plurality of rigid part portions, which are, however, movable relative to one another.
  • the connection device can be adjusted by a motor for coupling or uncoupling the ship-side ball-and-socket joint to or from the ship.
  • the motor adjustment can take place hydraulically, pneumatically or electrically.
  • connection device may have guide aids as a positioning aid when docking, for example complementary mandrel/receiver pairs.
  • the conveying device may be configured for the pneumatic slow conveying of the bulk material, in other words for a conveying of bulk material plugs separated from one another by air cushions, or for pneumatic dense phase conveyance, in other words for conveying the bulk material in the form of a highly loaded flow conveyance, in other words a flow conveyance having a high load, or for pneumatic lean phase conveyance.
  • the bulk material conveying device may be stationary, in other words configured with at least one conveying pipe assembled on the land side and a ship-side connection mechanism, in other words, configured for docking to the ship, or may be configured to be mobile, in other words with a conveying pipe mounted on the ship and a land-side connection mechanism mounted on the ship for docking to harbour-side conveying components.
  • a lean phase conveyance, a slow conveyance or a dense phase conveyance in the sense of this application is present when the conveying parameters "conveying pressure", "end speed”, “starting speed”, “load” and “plug formation” satisfy the criteria which are given below for various conveying principles, namely for pressure conveyance, on the one hand, and for suction conveyance, on the other hand, and for two different bulk material types, namely for granules with an average grain size > 500 ⁇ and for powders with an average grain size ⁇ 800 ⁇ .
  • the end product of a granulating process is called the granulate here.
  • the width of a grain distribution is defined by a relative spacing of a particle size XI 0 and X90.
  • XI 0 here is the particle size in comparison to which the particles of 10 % of the weight of a sample quantity taken are smaller.
  • X90 is the particle size here in comparison to which the particles of 90 % of the weight of a sample quantity taken are smaller.
  • This difference X90 -XI 0 is related to a particle size X50, in other words the particle size, in comparison to which the particles of half a sample weight of a sample quantity taken are smaller.
  • X90 -X10 With a narrow grain distribution there applies (X90 - X10)/X50 ⁇ 0.5. In addition there applies to a narrow grain distribution X90/X10 ⁇ 1.5. As soon as at least one of the two values is exceeded, there is no longer a narrow grain distribution, but a wide grain distribution.
  • a load in slow conveyance is, in particular, in the range between 3 and 80.
  • a dense phase conveyance is unlikely to be established in the case of granules.
  • a lean phase conveyance or a slow conveyance takes place there.
  • a load in slow conveyance is, in particular, in the range between 3 and 80.
  • a dense phase conveyance is unlikely to be established in granules.
  • a lean phase conveyance or slow conveyance takes place there.
  • a load in slow conveyance is, in particular, in the range between 3 and 45.
  • a load in slow conveyance is in particular in the range between 3 and 45.
  • the pressure of the carrier gas in the region of feeding the bulk material for conveyance is given as the conveying pressure.
  • the end speed is the speed of the carrier gas at the end of the respective conveying path.
  • the starting speed is the speed of the carrier gas at the start of the respective conveying path, in other words at the site of feeding the bulk material. Plug formation is taken to mean a conveying state, in which carrier gas cushions form in the bulk material.
  • the load is defined here as the quotient of the mass of the bulk material conveyed with a specific carrier gas quantity and the mass of the carrier gas used for this purpose.
  • the slow conveyance according to the invention or dense phase conveyance is present when this load has a value of at least 3, if, in other words, in a given conveying volume of the loading system, by which the bulk material is conveyed, the mass of the bulk material is at least three times as great as the mass of the carrier gas present in this conveying volume. If very long conveying paths are bridged by the loading system and these are greater than e.g. 800 m, a dense phase conveyance in the sense of the application is even present when the load falls below the value of three.
  • At least one of the at least two loading conveying devices is equipped for slow conveyance or dense phase conveyance or lean phase conveyance.
  • all the loading conveying devices can be configured for slow conveyance or dense phase
  • An average grain size of the bulk material to be loaded may be in the range between 10 ⁇ and 10 mm, in particular in the range between 50 ⁇ and 6 mm, for example in the range between 50 ⁇ and 200 ⁇ or in the range between 2 mm and 6 mm.
  • a gas speed in the region of a product feed, in other words in the region of a combining of the bulk material with the conveying gas, a gas speed (starting speed) may be in the range between lm/s and 20 m/s, in particular in the range between l m/s and 8 m/s or in the range between 6 m/s and 20 m/s, for example in the range between 2 m/s and 3 m/s or in the range between 10 m/s and 15 m/s.
  • the gas speed (end speed) may be in the range between 4 m/s and 50 m/s, in particular in the range between 4 m/s and 12 m/s or in the range between 8 m/s and 50 m/s, for example in the range between 8 m/s and 10 m/s or in the range between 25 m/s and 30 m/s.
  • the gas speed is predetermined as a function of the type of bulk material, of the conveying line diameter and of the conveying line length for slow conveyance or dense phase conveyance or lean phase conveyance.
  • the gas speed in the region of the product feed is, for example, in the range between 1 m/s and 5 m/s. At the end of the conveying line, the gas speed in the granule conveyance may be in the range to, for example, a maximum of 12 m/s. If a powder is conveyed, the gas speed in the region of a product feed may be e.g. in the range between 5 m/s and 25 m/s and at the end of the conveying line reach a gas speed of, for example, up to 50 m/s. It may be that no further plug formation is present in the region of the high gas speeds.
  • the loading system can bridge the entire conveying path between the bulk material production system and the ship. Alternatively, it is possible to bridge a part of the loading path by bulk material transporters, which are independent of the loading system, so the loading system bridges a transport path between an unloading site of the transporters and the ship.
  • the loading system may have a plurality of intermediate storage containers. The bulk material for conveyance into the ship can be removed in parallel simultaneously from at least two of these intermediate storage containers.
  • the bulk material for conveyance into the ship can also be removed simultaneously from three or even more of the intermediate storage containers.
  • a loading system with such a plurality of intermediate storage containers from which the bulk material can be removed in parallel for conveyance into the ship, is an important aspect of the invention regardless of the conveying method.
  • Conveying pipes, portions of the conveying pipes and, in particular, the telescopic sections of the conveying pipe can be carried by a support mechanism.
  • the support mechanism may have a tubular or box-shaped structure or be configured as a lattice support mechanism.
  • the tubular or box-shaped structure of the support mechanism may carry precisely one conveying pipe.
  • the lattice support mechanism may carry a plurality of conveying pipes together.
  • the lattice support mechanism may be manufactured from a solid profile or from a hollow profile.
  • the configuration of the conveying pipe according to claim 2 with at least two telescopic sections and the provision of two ball-and-socket joints arranged at both ends of the conveying pipe has proven to be particularly suitable for providing a flexible and simultaneously secure conveying connection.
  • the two end-sided conveying joint portions are the pipe end portions here and the telescopic sections are the pipe central portion.
  • the telescopic configuration with ball-and-socket joints may be produced from materials, in which undesired abrasion, which would lead to contamination of the bulk material, is avoided.
  • the conveying pipe, at each of its ends, may have more than one ball-and-socket joint, for example two ball-and-socket joints.
  • a conical conveying line portion according to claim 3, leads to gentle conveying behaviour in the region of the ball-and-socket joint.
  • the cone angle may be a maximum of 20°, may be a maximum of 10°, and may, in particular, be a maximum of 5°, which, when using pneumatic slow conveyance, but also when using dense phase conveyance or lean phase conveyance, leads to an advantageously low loss of pressure of the carrier gas.
  • the cone may be arranged in an inner or in an outer joint part of the ball-and-socket joint.
  • the conical conveying line portion may be displaceably configured between two connections in such a way that a direction, in which the conical conveying line portion narrows, can be reversed by rotating the ball-and- socket joint relative to the conveying pipe.
  • the bulk material conveying device can then be used as a loading conveying device and as an unloading conveying device with a reversed conveying direction.
  • the displacement of the conical conveying line portion may take place manually or in a driven manner, for example pneumatically or electrically driven.
  • a conveying line portion may be cylindrical in the region of the ball-and-socket joint, in other words with a constant cross section in the conveying direction. This facilitates a configuration of a conveying connection without dead spaces, in which bulk material undesirably collects.
  • a plurality of conveying pipes according to claim 4 allows a corresponding plurality of conveying connections to be produced to or from the ship with a conveying device. This allows a high conveying throughput.
  • a plurality of containers or compartments in the ship or at the harbour can be loaded and/or unloaded simultaneously.
  • the support frame allows a bridging of longer conveying paths with the at least one conveying pipe, as this does not have to be self- supporting.
  • the pipes can be enclosed by the support frame. Alternatively it is possible to guide the pipes below the support frame and/or above the support frame.
  • a carrier gas or conveying gas supply line according to claim 5 makes a ship-side carrier gas source dispensable.
  • the carrier gas supply line can also be used to return carrier gas from the ship to the harbour, for example for harbour-side preparation of the carrier gas or of the controlled discharge of the carrier gas.
  • the carrier gas may, in particular, have the dust removed.
  • Storage containers of the bulk material conveying device can be equipped with their own filters or aspiration systems to remove the dust from the carrier gas.
  • a bulk material sifter mechanism according to claim 6 allows the unloaded bulk material to be sifted during the unloading process and therefore only usable bulk material to be stored.
  • An intermediate storage container or a preliminary container may be provided before the sifter mechanism in the unloading conveying path after the land-side pipe joint connection. However, this is not imperative.
  • a change-over mechanism simplifies the configuration of the conveying device.
  • the change-over mechanism may have a joint, through which a conveying path of the conveying device runs. This joint can be configured in such a way that the conveying path is blocked in the parking position.
  • the change-over mechanism may have cable winches or hydraulic cylinders. The change-over can take place by means of an actively controlled pressure cylinder. The change-over mechanism with the cylinder can be observed and controlled from the ship.
  • the change-over mechanism may comprise a slide for the docking station.
  • the change-over mechanism may comprise a docking station that can be pivoted between the loading position and the parking position.
  • the change-over mechanism may comprise a ship-side davit crane.
  • the change-over mechanism may be arranged and/or controlled on the ship side and/or the harbour side.
  • a connection between the ship and the harbour-side components of the conveying device can be quickly and easily severed.
  • Components of the change-over mechanism may be arranged at the harbour and/or at the ship.
  • a conveying pipe course according to claim 8 is particularly suitable for pneumatic slow conveyance, dense phase conveyance and lean phase conveyance.
  • the gravitational force of the bulk material can be used by the conveying pipe.
  • the deviation of the conveying pipe from the vertical in individual cases may even be significantly greater and be up to 70°.
  • the conveying pipe may be designed such that, for example during the application of the conveying pipe for vertical conveyance upwardly, it runs vertically at an angle range of a maximum of 20° or of a maximum of a 10° deviation from the vertical.
  • the conveying pipe may be designed in such a way that it runs horizontally in an angle range between a 10° ascending gradient and a 30° descending gradient or between a 20° ascending gradient and a 40° descending gradient.
  • the conveying pipe may run, in portions, vertically and horizontally within the above-mentioned angle ranges.
  • a telescopic sleeve according to claim 10 as an example of a support mechanism for the telescopic sections of the conveying pipe, has a telescopic configuration. An undesired force loading on the ball-and-socket joints can be reduced or avoided by a telescopic sleeve of this type.
  • a support mechanism of this type gives the telescopic conveying pipes support, so that they can be retracted and extended in a load-free manner.
  • the support mechanism can also absorb conveying forces, which are produced during the bulk material conveyance, in particular during a slow conveyance of the bulk material.
  • the support mechanism itself can be configured as a telescopic support mechanism.
  • a cardanic mounting according to claim 11 also allows support forces to be kept away from the ball-and-socket joints.
  • a connection variant is possible in which a joint element of the ball-and-socket joint is rigidly connected to a support frame for the conveying pipe and another joint element of the ball-and-socket joint is rigidly connected to the connection mechanism.
  • a conveying pipe course according to claim 12 has the advantages which have already been mentioned above in conjunction with claims 8 and 9.
  • the gravitational force of the bulk material can be used by the conveying pipe to unload the ship.
  • the deviation from the vertical may be a maximum of 20°.
  • a conveying line course according to claims 9 and 12 has proven particularly advantageous for pneumatic conveyance and in particular for slow conveyance. With a corresponding horizontal or vertical course of conveying line portions or the total conveying lines, a particularly efficient pneumatic conveyance is the result.
  • the loading system and the unloading system may have a conveying logistics system, with which documentation of the loaded bulk material and also a weight balancing of the bulk material loaded onto the ship is possible.
  • internal walls of the conveying lines may be smooth or, in an alternative configuration, rough in a defined manner.
  • the latter may, for example, be shot-blasted with balls. Surfaces shot-blasted with balls are advantageous, in particular in the case of high conveying speeds, as an undesired formation of thin threads of the material of the bulk material, which are known as angel's hair, and can occur in plastics bulk materials, is avoided.
  • the pipes of the conveying lines may either be manufactured from cold-rolled, hot-rolled or extruded materials. The respective composition of the surfaces is selected depending on the conveying method and type of bulk material. In slow conveyance, a smooth surface may be used. In dense phase conveyance, a slightly roughened surface, for example a hot-rolled surface, may be used.
  • the parameter mean roughness index Ra according to DIN EN ISO 4287: 1998 and averaged roughness depth Rz may be used.
  • the averaged roughness depth Rz is the mean value of five measured maximum profile heights.
  • a splitting mechanism according to claim 13 increases the conveying efficiency during the loading and/or unloading process. This can take place, in particular, when a loading and/or unloading conveying path is long.
  • the conveying device can have a measuring and monitoring mechanism to monitor a docking position of the connection mechanism for the coupling of components of the conveying device mounted on the harbour-side to the ship and vice-versa.
  • This measuring and monitoring mechanism can cooperate with an emergency uncoupling mechanism of the conveying device.
  • a power disconnection device can be provided for lifting and movement elements of the conveying device.
  • Lifting and movement elements of the conveying device may be connected to a counterweight, which exerts a compensating torque on another torque of the lifting and movement elements and accordingly allows a balanced mounting of the lifting and movement elements.
  • a pipe joint connection with two pipe joint units according to claim 14, can be configured in a structurally uncomplex manner. At least one of the pipe joint units can be configured as a cylinder joint unit, which allows a pivoting of two pipe portions about a joint axis, which is perpendicular to the pipeline path for the bulk material. A pipe portion of the conveying pipe can in turn run between the two pipe joint units of the pipe joint connection.
  • cylinder joint units are used, in principle, instead of a ball-and-socket joint, to use a joint connection with two cylinder joint units, which in each case allow pivoting of two pipe portions about a joint axis, which is perpendicular to the pipeline path for the bulk material, the joint axes of the two cylinder joint units in each case being able to be parallel to axes perpendicular to one another. If all three joint movement degrees of freedom of a ball-and-socket joint are replaced by a joint connection with two cylinder joint units, in addition to the two cylinder joint units, a swivel joint may also be used.
  • a ball-and-socket joint can also be replaced, depending on whether two or three ball-and-socket joint degrees of freedom of movement are to be replaced, by a cylinder joint unit and by two swivel joints.
  • the conveying lines of the conveying device may have a plurality of individual lines running parallel to one another.
  • Individual pipelines for the carrier air feed or for the carrier air removal may be arranged above or below the mutually parallel individual lines for bulk material conveyance.
  • a 4+1 structure with four individual lines running parallel to one another for bulk material conveyance and a carrier air feed line or carrier air removal line can be used.
  • a 5+1 structure or generally an X+1 structure may be used, wherein X may have the value 2, 3, 4, 5, 6, 7, 8, 10 or even higher.
  • the pipelines for the carrier air feed or for the carrier air removal may, in total or in portions, also be configured as flexible hose lines.
  • a pipe package according to claim 15 increases the bulk material conveying throughput.
  • a pipe joint connection in particular a ball-and-socket joint, which will be described in more detail below in conjunction with the figures, is to be a component of the application that is essential to the invention, independently of the further bulk material conveying device.
  • the described variants for mounting a joint ball in a joint socket and for sealing the joint ball against the joint socket are essential, here, in particular, as well as the described cylinder joint units and conveying line swivel joint units.
  • a ship-side or land-side connection mechanism for coupling a plurality of conveying pipes to the ship or to a harbour conveying component, independently of the further bulk material conveying device, is to be a component of the application that is essential to the invention.
  • the essential feature here is an articulated connection of the docking station to a conveying pipe support frame.
  • Also essential are the various described variants of an arrangement of a plurality of conveying pipes, for example in one row, in one row with a carrier air (carrier gas) or conveying air feed or removal line arranged above or below the carrier pipe row, or in the form of the above-described conveying pipe packages.
  • the connection mechanism can be fixed relative to the ship or the harbour-side docking component by means of a fixing device or positioned by means of a positioning device.
  • Pipe connection pieces of the connection mechanism can be connected to the connection mechanism itself by means of cardanic joints or by means of ball- and-socket joints.
  • a joint element of the respective ball-and-socket joint can be rigidly connected to the connection mechanism and a further joint element of the respective ball- and-socket joint can be rigidly connected to the connection piece.
  • Fig. 1 highly schematically shows a loading system for loading bulk material from
  • Fig. 2 perspectively shows a ship with three different shore to ship or ship to shore
  • FIG. 3 shows a side view of a ship with a conveying system with a plurality of conveying devices according to a first of the variants shown in Fig. 2, viewed from the viewing direction III in Fig. 2;
  • Fig. 4 shows the detail IV in Fig. 3 in two positions
  • Fig. 5 shows the conveying system from the viewing direction V in Fig. 3;
  • Fig. 6 shows the detail VI in Fig. 5
  • Fig. 7 shows a plan view of the conveying system according to Fig. 3
  • perspectively shows the joint connection in the position according to Fig. 10
  • a joint connection between a conveying tower of the conveying device and the conveying arm in a parking position shows, in the viewing direction along a harbour quay wall, a side view of a further of the variants of the conveying devices shown in Fig. 2 in a loading position "empty ship”; shows, in a view similar to Fig. 14, the conveying device in the loading position "full ship”; shows, in a view similar to Figs. 14 and 15, a conveying tower and a conveying arm of the second conveying device variant shown in Fig. 2, various pivoting positions of the conveying arm being shown relative to the conveying tower;
  • Fig. 17 shows a plan view of a harbour detail with a quay, a ship and a conveying system with a plurality of conveying devices in the configuration according to Figs. 14 to 16;
  • Fig. 18 shows the detail XVIII in Fig. 17;
  • Fig. 19 perspectively and greatly enlarged in comparison to Figs. 14 to 18, shows a docking station of the conveying device according to Figs. 14 to 18 for docking the conveying arm to the ship;
  • Fig. 20 shows an outside view of a ball-and-socket joint for the articulated connection of two conveying pipe portions of one of the conveying device variants in the conveying position "straight conveying path";
  • Fig. 21 shows the ball-and-socket joint according to Fig. 20 in the conveying position
  • Fig. 22 shows a side view of the ball-and-socket joint in the in the position according to
  • Fig. 23 shows a side view of the ball-and-socket joint position according to Fig. 21;
  • Fig. 24 shows an axial longitudinal section through the ball-and-socket joint in the
  • Fig. 25 shows, in a sectional view corresponding to Fig. 24, the ball-and-socket joint with the outer sealing collar left out;
  • Fig. 29 shows the detail XXIX in Fig. 27;
  • Fig. 30 shows the detail XXX in Fig. 28; shows, in a perspective view similar to Fig. 21, the ball-and-socket joint in the configuration according to Figs. 28 and 30; shows, in a side view along the quay wall, in accordance with Figs. 5 and 8, the conveying device of the third conveying device variant shown in Fig. 2 in a parking position; shows the conveying device according to Fig. 32 in a transition position between the parking position and a loading position; shows the conveying device according to Fig. 32 in the loading position; shows a sectional view along the line XXXV-XXXV in Fig.
  • FIG. 33 shows a side view of the conveying device in the loading position from the viewing direction XXXVI in Fig. 34 in an ideal relative position between the conveying device and the ship; shows, in a view similar to Fig. 36, the conveying device in a relative position differing from the ideal position between the conveying device and the ship; perspectively shows a detail of the ship and the quay wall with the conveying device according to Figs. 32 to 37, in other words with a loading conveying device perpendicular from a quay level to an upper edge of the ship and, next to it, an unloading conveying device, which can use the same ship-side docking station as the loading conveying device. shows a further perspective view of the unloading conveying device according to Fig.
  • FIG. 38 show further variants of a change-over mechanism of the conveying device for changing over at least one conveying pipe and/or a docking station between a loading position and a parking position; schematically shows a further configuration of a loading conveying device with a conveying line, which, between a land-side and a ship-side conveying portion, has pipe portions, which are connected to one another by pipe joint connections, some of the pipe joint connections being divided into pipe joint units, which allow pivoting of the pipe portions relative to one another about precisely one joint axis; shows a further configuration of an unloading conveying device with a conveying pipe, which analogously to the conveying loading device according to Fig.
  • 58 is divided into pipe portions connected to one another in an articulated manner; schematically shows a variant of a bulk material conveyance in the unloading conveying device according to Fig. 59 in the region of a harbour-side sifter mechanism; perspectively shows one of the pipe joint units of the configuration according to Fig. 58 and 59, configured as a cylinder joint unit; shows an axial longitudinal section through the cylinder joint unit according to Fig. 61 perpendicular to the joint axis thereof; shows a section along the line LXIII-LXIII in Fig. 62; shows a pipe joint connection with two pipe joint units arranged one behind the other according to Fig.
  • Fig. 66 shows a section along the line LXVI-LXVI in Fig. 65;
  • Fig. 67 perspectively shows a further configuration of a pipe joint connection with a cylinder joint unit in accordance with Fig. 61 and an swivel joint unit;
  • Fig. 68 shows an axial longitudinal section through the pipe joint connection according to
  • Fig. 69 shows a section along the line LXIX-LXIX in Fig. 68;
  • Fig. 70 shows, partially in section, a conveying pipe with ball-and-socket joints arranged at both respective ends, which both have conically tapering conveying line portions in the conveying direction, in a loading position "ship empty”;
  • Fig. 71 shows the conveying pipe according to Fig. 70 in the loading position "ship full”;
  • Fig. 72 shows the conveying pipe according to Fig. 70 in the unloading position "ship full”
  • Fig. 73 shows the conveying pipe according to Fig. 70 in the unloading position "ship empty”;
  • Fig. 74 shows a further configuration of a conveying pipe with a ball-and-socket joint with a conveying line portion conically tapering in the conveying direction and a ball-and-socket joint with a cylindrical conveying line portion in a loading position "ship empty";
  • Fig. 75 shows the conveying pipe according to Fig. 74 in the loading position "ship full”
  • Fig. 76 shows the conveying pipe according to Fig. 74 in the unloading position "ship full”
  • Fig. 77 shows the conveying pipe according to Fig. 74 in the unloading position "ship empty”;
  • Fig. 78 shows a cross section through a plurality of conveying pipes according to Fig. 70 or Fig. 74, which are arranged in the form of a pipe package, grouped about a central support frame, the pipe package being able to be used in a loading conveying device or in an unloading conveying device;
  • Fig. 84 shows a further configuration of an unloading conveying device
  • Fig. 85 shows a further configuration of an unloading conveying device
  • Fig. 86 shows a conveying tower and a conveying arm of a conveying device, which can be used to unload or load the ship with bulk material, an arm of a conveying tower of the conveying device being relieved by a counterweight;
  • Fig. 87 shows a plan view of the conveying tower and the arm of the configuration
  • Fig. 1 schematically shows components which are used for the transportation of bulk material from a production plant to a destination a long way away from it.
  • Conveyed as bulk material are plastics material granules, for example common mass plastics materials (polyolefins such as polypropylene (PP) or polyethylene (PE)) or other polymeric plastics materials, such as, for example, polyethylene terephthalate (PET) or polyethersulfone (PES) or polyester.
  • PET polyethylene terephthalate
  • PES polyethersulfone
  • Fig. 1 is schematically divided into three system portions, which are separated from one another by dash-dot lines.
  • FIG. 1 Shown on the left is a loading system 1 for loading bulk material from transporters in the form of trucks or lorries 2 onto a ship 3.
  • Fig. 1 on the right, shows an unloading system 4 for loading bulk material from the ship 3 onto transporters, again in the form of lorries 2.
  • a ship system 5 is shown in Fig. 1 between the loading system 1 and the unloading system 4.
  • the loading system 1 has a bulk material conveying connection with the ship system 5 by means of a shore to ship conveying device 6 with at least one conveying line or a conveying pipe 7.
  • the ship system 5 has a bulk material connection with the unloading system 4 by means of a ship to shore conveying device 8 with at least one conveying line or a conveying pipe 9.
  • the two conveying devices 6, 8 are designed in such a way that they can compensate ship movements relative to a stationary harbour component of the loading system 1 or the unloading system 4.
  • the bulk material is unloaded in the loading system 1 from lorries 2, which, in the form of tankers transport the bulk material from a production site to the loading system 1, by means of a flexible conveying line portion 10. This unloading takes place by means of slow conveyance.
  • the respective conveying device 6A; 6B; 6C; 8 or one of the conveying devices described below can be laid for unloading by means of dense phase conveyance or by means of lean phase conveyance.
  • Each of the lorries 2 has a carrier gas connection 11, by means of which carrier gas, in the embodiment shown, air, is supplied via a carrier gas feed line 12 from a carrier gas source 13.
  • the carrier gas source 13 is configured as a compressor network with a plurality of compressor mechanisms 14, of which three compressor mechanisms 14 are shown in Fig. 1, which feed a common main carrier gas feed line 15.
  • the carrier gas is sucked in from outside by the compressor mechanisms 14 via suction filters, which are adapted to the surrounding conditions.
  • suction filters with a suction filter of this type can also be used for a plurality of compressor mechanisms 14.
  • the filters in the carrier gas lines in each case have a differential pressure monitoring device, so it can be established when the filter bodies have to be serviced.
  • the carrier gas sucked in through the suction filter(s) firstly passes through a suction sound damper and then enters a compressor stage, driven by a main motor M. After the compressor stage, the compressed carrier gas passes through a pressure sound damper. In a sound hood, indicated by dashed lines, of each of the compressor mechanisms 14, there is also arranged a safety valve. After leaving the sound hood, the compressed carrier gas firstly enters a heat exchanger and then passes through a safety filter with an integrated water separator, before the compressed carrier gas is available in the main carrier gas feed line 15. A carrier gas supply from the main carrier gas feed line 15 into individual carrier gas feed lines 12 located downstream is controlled by an air quantity control device 16.
  • Each of the individual carrier gas feed lines which branch off from the main carrier gas feed line 15, also has its own air quantity control device for predetermining an air quantity in the respective carrier gas feedline.
  • the flexible conveying line portion 10 arranged downstream of the loading-side lorry 2, is connected by a gas-tight connection 17 to an intermediate storage container, not shown, of the loading system 1.
  • a plurality of intermediate storage containers may also be provided.
  • the intermediate storage container has a bulk material conveying connection to a carrier gas feed site 18 by means of a rotary valve 17 on the delivery side.
  • a further carrier gas feed line 19 opens at the carrier gas feed site 18 into the conveying line 7 for the slow conveyance of the bulk material by means of the shore to ship conveying device 6 into ship storage containers 20.
  • the conveying pipe or the conveying line 7 can horizontally overcome a path of, for example, 10m to 14m.
  • the conveying line or the conveying pipe 7 may be designed to project, in other words not be supported on the base side.
  • one ship-side conveying line portion 21, which is arranged downstream of the shore to ship conveying device 6, has a bulk material conveying connection by means of feed line portions 22 to a plurality of the ship storage containers 20, in the embodiment shown, with three of the respective ship storage containers 20.
  • the carrier air can be guided back to the loading station 1 by means of the shore to ship conveying device 6.
  • the loading system 1 can have a dust removal system, not shown, in which the carrier air that is guided back is cleaned.
  • the loading process is carried out from a central harbour-side, in other words stationary, control mechanism 31, which is shown schematically in Fig. 1 and which, in particular, controls the loading of the intermediate storage container of the loading system 1 and of the ship storage containers 20 by means of the shore to ship conveying device 6.
  • the latter have a fluid connection on the delivery side by means of carrier gas feed site 25 with a carrier gas feed line 26.
  • the carrier gas source which supplies the carrier gas feed line 26 with carrier gas, may be the carrier gas source 13 of the loading system 1 or a carrier gas source of an unloading system described below.
  • the carrier gas feed line 26 has a fluid connection to the main carrier gas feed line 15.
  • the ship system 5 may have its own carrier gas source 27, as shown in Fig. 1 using the example of a compressor.
  • the ship system 5 can, in particular, have its own unloading control in this case.
  • the feed sites 25 have a fluid connection by means of a further bulk material conveying line 28 and, during the unloading process, by means of the ship to shore conveying device 8, with the unloading-side conveying line 9.
  • the carrier air source 13 is so efficient that loading of the intermediate storage container of the loading system 1 with bulk material and simultaneously a removal of bulk material from the intermediate storage container of the loading system 1 is possible, in parallel, by means of the shore to ship conveying device 6.
  • the conveying devices 6, 8 may have an emergency uncoupling mechanism not shown in more detail in the drawing for ensuring a rapid decoupling if necessary between the harbour-side conveying line 7 and the ship 3.
  • This emergency coupling mechanism may have a plurality of claws engaging behind connection flanges of the conveying line 7, which is released from a predetermined tensile force, which is exerted on the main conveying device 6, 8 or on the conveying lines 7, 9.
  • Other systems for fixing the conveying lines 7, 9 to the ship by means of an emergency uncoupling mechanism are also possible, for example a connection by means of a ship-side or harbour-side coupling ball to a harbour-side or ship-side coupling ball receiver, the coupling ball receiver releasing the coupling ball from a predetermined tensile force.
  • the emergency uncoupling mechanism may have a measuring and monitoring mechanism for measuring a coupling connection between the harbour-side conveying line 7 and a ship 3, in particular for measuring and monitoring a docking basket.
  • the unloading system 4 arranged downstream of the conveying line 9 is at least one intermediate storage container, not shown in more detail.
  • the latter has a bulk material conveying connection with delivery connections 29, which may be gas-tight, for connection to lorries 2 receiving the bulk material on the unloading side.
  • the ship-side carrier gas feed line 26 may have a fluid connection to an unloading-side carrier gas source 30, the structure of which corresponds to the carrier gas source 13 of the loading system 1, by means of a main carrier gas feed line 15 and an air quantity control device 16.
  • the capacity of the carrier gas sources 13, 30 is designed in accordance with the number of intermediate storage containers of the loading system 1 or of the intermediate storage containers of the unloading system 4 and in accordance with the conveyed bulk material quantity to be conveyed per time period.
  • the intermediate storage containers of the loading system 1 and the intermediate storage containers of the unloading system 4 may have the same capacity.
  • the ship storage containers 20 may also have the same capacity as the harbour-side intermediate storage containers.
  • storage container groups of the ship storage containers 20, for example, in each case three of the ship storage containers 20, can be allocated to a storage container group of the intermediate storage containers.
  • three of the intermediate storage containers of the harbour-side storage container group can then still be emptied for complete filling of the associated storage container group of the ship storage containers 20, while a fourth of the intermediate storage containers of this storage container group is simultaneously already filled again to then ensure a seamless filling of the next storage container group of the ship storage containers 20.
  • twenty storage container groups of this type may be present in the loading system 1 and on the ship 3.
  • the unloading process is controlled by a central harbour-side, in other words stationary, control mechanism 32, which is also shown schematically in Fig. 1.
  • the control mechanism 32 in particular centrally controls the unloading process from the ship 3 to the intermediate storage container of the unloading system 4 by means of the ship to shore conveying device 8.
  • the control mechanism 32 during the unloading has a signal connection via corresponding signal mechanisms with the ship-side components. This signal connection may be cable-bound and/or wireless. Alternatively or additionally, a ship-side unloading control may be provided.
  • the conveying lines 7, 9, in which the bulk material is conveyed, run, in portions, horizontally in an angle range between a 20° ascending gradient and 40° descending gradient and/or vertically in an angle range of a maximum of a 20° deviation from the vertical.
  • the bulk material conveying line 7 is composed, for example, of a plurality of conveying line portions, which either run horizontally or vertically in the above-described sense.
  • Fig. 2 shows three different configuration variants of the shore to ship conveying device 6, which can be used as an alternative to one another, and are designated below by the reference numerals 6A, 6B and 6C.
  • Fig. 2 perspectively shows the ship 3 in a loading position on a quay wall 33 of a harbour.
  • Ship-side bulk material conveying components of the ship system 5 are not shown in Fig. 2.
  • a Cartesian xyz- coordinate system will also be used below.
  • the x-direction runs horizontally along the quay wall 33.
  • the y-direction runs horizontally perpendicular to the quay wall 33.
  • the z-direction runs vertically.
  • the shore to ship conveying device 6A will be described below with the aid of Figs. 3 to 13, in particular.
  • Figs. 3 and 7 in total shows the loading system 1 with a total of eleven of the shore to ship conveying devices 6A, which are arranged in a row along the quay wall 33.
  • the conveying device 6A shown on the far right in Fig. 3 is shown in a parking position and all the other conveying devices 6A are shown in a loading position.
  • the conveying devices 6A of the loading system 1 are constructed the same, so that it is sufficient below to describe one of the conveying devices 6A.
  • the conveying device 6A has a conveying tower 34 and a conveying arm 35 pivotably articulated thereto between the parking position and the loading position.
  • the conveying arm 35 is shown both in the horizontal loading position and in the parking position, which is configured upwardly in comparison thereto in Fig. 5.
  • the conveying tower 34 and the conveying arm 35 are configured as grid latticed framework components.
  • the conveying arm 35 is pivoted up about a pivot joint 36, which is shown in more detail in Figs.
  • Components, which are arranged along a bulk material conveying direction toward the conveying tower 34, will be called land-side components below.
  • Components of the conveying device 6 A, which are arranged along the conveying direction toward a connection of the conveying device 6 A to the ship 3, will be called ship-side components below.
  • a plurality of docking mechanisms 37 Arranged on the conveying arm 35 are a plurality of docking mechanisms 37 extending downward from the conveying arm to the ship 3.
  • Fig. 6 shows one of these docking mechanisms 37 in detail.
  • the latter has one of the docking mechanisms 37 (cf the conveying device 6 A arranged on the far left in Fig. 7) or two of the docking mechanisms 37 arranged spaced apart from one another along the conveying arm 35.
  • a larger number of docking mechanisms 37, for example three or more of the docking mechanisms 37 may be provided per conveying device 6A.
  • the docking mechanism 37 has a conveying pipe 38 with a plurality of telescopic sections or telescopic portions 39, 40 (cf Fig. 9 and 10).
  • the conveying pipe 38 is part of a ship-side end of the conveying line 7 of the conveying device 6 A.
  • a land-side end portion 41a of the conveying pipe 38 is connected to an arm-side intermediate conveying container 42 of the conveying device 6 A by means of a ball-and-socket joint 41.
  • the ball-and-socket joint 41 will also be called a land-side ball-and-socket joint below.
  • a further ball-and-socket joint 43 for connecting the conveying pipe 38 to a ship-side connection mechanism 44, which may be a flange connection.
  • the connection mechanism 44 is used for coupling the ship-side ball-and- socket joint 43 to the associated feed line portions 22 of the ship 3.
  • the ship-side connection mechanism 44 is simultaneously an end portion of the conveying pipe 38. Because of the two ball-and-socket joints 41, 43, the two end portions 41a, 44 of the conveying pipe 38 can be moved in a translational manner relative to one another.
  • the conveying pipes 38 are shown in a plurality of telescopic positions in Figs. 4 and 5.
  • the conveying pipe 38 on the far right in the loading position in Fig. 5 is shown in a retracted telescopic position and the two other conveying pipes 38 shown are shown in an extended telescopic position.
  • the conveying pipe 38 shown there is shown in two positions, namely in a retracted telescopic position with a docking plane, shown by dot-dash lines, of the connection mechanism 44 and in a telescopic position which is extended compared to this, in which the connection mechanism 44 is shown connected to the feed line portion 22 of the ship 3.
  • the land-side ball-and-socket joint 41 is connected by a cardanic mounting 45 (cf Fig. 11) to an arm-side support frame 46, which surrounds the intermediate conveying container 42, of the conveying arm 35.
  • the support frame 46 and not the land-side ball-and-socket joint 41 carries the weight of the conveying pipe 38 by means of the cardanic mounting 45.
  • the conveying pipe 38 can repeatedly branch off before the coupling to the ship-side feed line portions 22, as shown by branch conveying pipe portions 47 in Fig. 2.
  • connection point for a ship-side end of the conveying pipe 38 at the site of a branch 47a conveying portions being rigidly mounted between the branch 47a and the ship 3 to the latter.
  • a coupling interface is then present in the region of the branch 47a between the harbour-side components of the conveying device 6 A and those secured to the ship.
  • the conveying arm 35 with the conveying pipes 38 articulated thereto is changed over between the loading position and the parking position by means of a change-over mechanism 48 shown schematically in Fig. 8.
  • the change-over mechanism 48 is configured as a motor-activated cable winch 49 with a cable 50, which is deflected at a tip of the conveying tower 34 and is fixed to a free end 51 of the conveying arm 35.
  • the conveying arm 35 pivots on the conveying tower 34 about the pivot joint 36.
  • the conveying arm 35 with the pivot joint 36 may also be pivoted, driven by a hydraulic cylinder.
  • the pivot joint 36 shown in more detail in Figs. 12 and 13 has a conveying pivot body 52, which is pivotably held in a conveying pivot receiver 53.
  • the conveying pivot body 52 is rigidly connected to the conveying arm 35 and has a fluid connection with a conveying pipe portion 54, which extends along the conveying arm 35 and leads to the docking mechanisms 37 and has a fluid connection there, in each case, with the intermediate conveying containers 42.
  • the carrier gas can be separated off in the intermediate conveying container 42 and guided back into a central, harbour-side dust removal system, which is not shown in the drawing.
  • the bulk material or the conveying product then drops under the influence of gravity via the conveying pipe 38 into the ship-side storage containers 20.
  • In the loading position (cf Fig.
  • the conveying pivot body 52 has a fluid connection with a receiving-side conveying pipe portion 55, which is also part of the conveying line 7.
  • a bulk material conveying path is blocked at the transition between the conveying pivot body 52 and the conveying pivot receiver 53.
  • the conveying pivot body 52 then seals a ship-side end of the conveying pipe portion 55.
  • the at least one conveying pipe 38 runs vertically in such a way that a gravitational conveyance of the bulk material through the conveying pipe 38 is possible. Large deviations from the vertical in an angle range of a maximum of a 70° deviation from the vertical are certainly possible.
  • a land-side end of the conveying pipe 38 toward the ball-and-socket joint 41 is open in this case and a ship-side end of the conveying pipe 38 is, in this case, arranged at the bottom toward the ball-and-socket joint 43.
  • a plurality of bulk material storage containers 56 designed as hoppers belongs to the loading system 1.
  • the bulk material storage containers 56 are set up in two rows on the quay wall 33 on the side of the conveying devices 6A remote from the ship 3.
  • Outlets 57 (cf Fig. 8) of the bulk material storage containers 56 have a fluid connection with the carrier gas feed site 18 (cf Fig. 1) by means of associated rotary valves 17.
  • Bulk material transportation with the loading system 1 using the conveying device 6A takes place as follows: firstly, the bulk material storage containers 56 are filled. For this purpose, the lorries 2 transporting bulk material, as shown in Fig. 1, drive to a loading site of the loading system 1. The carrier gas feed line 12 is then connected to the lorry 2 which has arrived there and a bulk material conveying connection is produced with the aid of the flexible conveying portion 10 between the lorry 2 and the respective bulk material conveying container 56. A transportation of bulk material from the lorry 2 into the bulk material storage container 56 then takes place by means of slow conveyance. Before the loading of the ship, the conveying arms 35 of the bulk material conveying devices 6 A are all in the parking position.
  • the ship 3 can then dock on the quay wall 33 and firstly reaches the loading position shown in Figs. 4 and 5.
  • the still unloaded ship only has a small draught, as also shown in Figs. 3 and 5.
  • the conveying pipes 38 are in the maximally drawn-in position of the telescopic sections.
  • the conveying arms 35 of the conveying devices 6 A are now transferred from the parking position into the loading position. This takes place by activating the change-over mechanism 48 by means of the loading-side control mechanism 31.
  • the control mechanism 31 also activated by the control mechanism 31 and driven by telescopic drive units 58 (cf Fig.
  • connection between the conveying pipes 38 and the feed line portions 22 is released by releasing the connection mechanisms 44 and the conveying arms 35 are brought into the parking position.
  • a bulk material conveying connection is automatically interrupted in the region of the pivot joints 36. The loaded ship can then cast off from the quay wall 33.
  • the shore to ship conveying device 6A can also be used to unload the bulk material from the ship 3.
  • This unloading variant of the shore to ship conveying device 6A is not shown in the drawing and will be described below with the aid of the above-described loading shore to ship conveying device 6 A, in which components which correspond to those which have already been described above in conjunction with the loading shore to ship conveying device 6A will be used naming the same reference numerals.
  • a conveying arc is used instead of the intermediate container 42. Conveying pipes from the ship 3 into the storage containers 56 then being used as target containers during unloading are then under a carrier gas pressure. Carrier gas is guided in this unloading variant of the shore to ship conveying device 6A by a separate line to the ship 3.
  • the shore to ship conveying device 6B which can be used instead of the shore to ship conveying device 6A to load the ship with bulk material, will be described below.
  • a corresponding configuration of the shore to ship conveying device 6B can be used as the ship to shore conveying device 8.
  • the conveying device 6B has a conveying tower 59 configured as a lattice framework component, which is connected in an articulated manner to a conveying arm 60 by means of a land-side multi-joint connecting unit 61.
  • the conveying tower 59 is lower than the conveying tower 34 of the conveying device 6 A.
  • the conveying tower 59 may be integrally arranged in a steel construction to carry e.g. loading- or unloading-side intermediate storage containers, e.g. the storage containers 56.
  • the multi-joint connecting unit 61 in contrast to the pivot joint 36 of the conveying device 6 A, cannot only be pivoted about the x-axis, but also about the z-axis.
  • the conveying arm 60 can be coupled by a multi-joint docking station 62 to the ship 3.
  • Ship-side components of the multi-docking station 62 are shown in Fig. 19.
  • Fig. 17 shows the loading system 1 with a total of six of the shore to ship conveying devices 6B. These conveying devices 6B are constructed the same, so it is sufficient to describe one of the conveying devices 6B below.
  • the conveying arm 60 has a conveying pipe support frame 64, which, in total, carries four conveying pipes 65, 66, 67, 68 extending parallel to one another (cf also Fig.14 and 19).
  • the conveying pipe support frame 64 is connected to the conveying tower 59, in other words a land- side support frame, by means of the multi-joint connecting unit 61.
  • the conveying pipe support frame 64 carries a carrier gas supply line 69 to supply carrier gas to the ship 3.
  • the carrier gas supply line 69 is in use when the conveying device according to Figs. 14 to 19 is used as a ship to shore conveying device 8, in other words for bulk material unloading of the ship 3. During loading, carrier gas removed via the carrier gas supply line 69 can be guided back to land to a central dust removing mechanism, not shown.
  • the conveying pipes 65 to 68 and the carrier gas supply line 69 are connected on the land-side and ship-side by a plurality of ball-and-socket joints 70 to land-side or ship-side conveying components of the conveying device 6B.
  • the required degrees of freedom for compensating angular differences in the relative position between the ship 3 and the harbour-side components is produced with a total of four ball-and- socket joints 70 one behind the other per conveying pipe 65 to 68 and supply line 69.
  • the four ball-and-socket joints 70 per pipe and line make it possible to combine the pipes 65 to 68 and the line 69 in the support frame 64.
  • angle differences can be compensated to a certain upper limit.
  • the respective conveying pipe 65 to 68 between two ball-and-socket joints is a pipe central portion and pipe portions on the other side of the pipe central portion, for example the conveying pipe portion with the connection mechanism 44 or the conveying pipe portion 55, are, in each case, a pipe end portion, these pipe end portions being movable relative to one another in a translational manner because of the joint connections in between.
  • the conveying pipes 65 to 68 are in turn configured as telescopic conveying pipes with a plurality of telescopic sections. These conveying pipes 65 to 68 are carried by a support mechanism in each case in the form of square outer frames or telescopic or bearing sleeves 71, which are also telescopic. Because of this telescopic configuration, the length of the conveying arm 60 can be adjusted between the two docking stations 61, 62.
  • the multi-joint docking station 62 has guide units 72 with conically tapering guide mandrels 73, which, for docking, are introduced into corresponding guide receivers on the ship 3.
  • the conveying pipe 65 to 68 and the carrier gas supply line 69 have connection pieces 74 with ship-side connection flanges. These connection pieces 74 are connected to ball-and-socket joints 70 by means of land-side flange connections.
  • a leading docking plate of the docking station 62 for a secure connection of the ship-side docking station 62 to a connection station arranged on the ship 3, can have locking elements, which are displaced by being driven between a release position and a locking position.
  • the drive of the locking elements may be hydraulic.
  • the docking plate may be connected in a cardanic manner to the support frame 64.
  • a connection of the ball-and- socket joints 70 to the support frame 64 may also be present, in which a joint element of the ball- and-socket joint 70 is secured to the frame and the other joint element of the ball-and-socket joint 70 is rigidly connected to the respective connection piece 74.
  • the docking station 62 can be disconnected from power.
  • a movement space between the ship 3 and the quay wall 33 can be monitored by means of a measuring and monitoring mechanism.
  • This measuring and monitoring mechanism may contain a path measuring system, which measures lengths and angles in relation to a relative displacement of the ship 3 with respect to the quay wall 33.
  • This measuring and monitoring mechanism may have a signal connection to an emergency uncoupling mechanism.
  • Fig. 14 shows the conveying device 6B in a loading situation with the unloading ship 3.
  • the conveying pipes 65 to 68 rise from the conveying tower 59 to the ship 3 at an angle of about 8°.
  • the multi-joint connecting unit 61 is correspondingly pivoted about the x-axis.
  • the multi-joint docking station is also pivoted about the x-axis in such a way that the connection pieces 74 run horizontally.
  • Fig. 15 shows the loading situation with a practically completely loaded ship 3. From the conveying tower 59 to the ship 3, the conveying pipes 65 to 68 drop at an angle of about 24°. The docking stations 61, 62 are correspondingly pivoted. Compared to the position according to Fig. 14, in the position according to Fig. 15, the telescopic sections, on the one hand, of the conveying pipe 65 to 68 and the carrier gas supply line 69 and, on the other hand, the square outer frames 71, are extended by a distance, in order to bridge the greater distance between the two docking stations 61, 62 in the position according to Fig. 15 in comparison to the position according to Fig. 14.
  • Fig. 16 shows the pivoting possibilities of the docking stations 61, 62 about axes parallel to the x-axis.
  • the conveying arm 60 can be pivoted about the multi-joint connecting unit 61 by a total of 60°.
  • the conveying pipes 65 to 68 run horizontally in an angle range between a 20° ascending gradient and a 40° descending gradient. During loading, two situations are therefore shown in Figs. 14 and 15, which almost correspond to these limit angles.
  • a downward gradient up to 40° could be tolerated from the ship 3 to the conveying tower 59, but only in ascending gradient of 20°.
  • a pivotability of the multi-joint connecting unit 61 and the multi-joint docking station 62 also compensates a relative movement of the ship 3 to the quay wall 33 in the x-direction and in the y-direction.
  • the ship 3 is loaded with the conveying device 6B in accordance with that which was described above with reference to the description of the loading process with the conveying device 6A.
  • the moving of the ship-side docking station 62 to the ship 3 can also take place in a controlled manner by a cable pull and a cable winch corresponding to the cable winch 49 of the conveying device 6A.
  • a deflection pulley 75 for a cable which is necessary for this at the tip of the conveying tower 59 and a coupling point 76 for the cable on the conveying arm 60 are shown, for example, in Fig. 16.
  • the coupling point 76 can also be displaced close to the docking 62 in order to reduce a load torque on the conveying arm 60.
  • the carrier gas required for the pneumatic slow conveying is supplied via the carrier gas supply line 69 to the ship 3.
  • the carrier gas supply line 69 has a fluid connection here to the main carrier gas feed line 15 of the carrier gas source 30.
  • the carrier gas supply line 69 is connected on the ship side to the carrier gas feed sites 25.
  • the rotary valves 24 meter the bulk material present in the ship storage containers 20 to the carrier gas feed sites 25 and the bulk material is conveyed from there pneumatically in the course of the slow conveyance via the bulk material conveying line 28 of the ship 3 and the conveying pipes 65 to 68 of the conveying device 8 as well as via the conveying line 9 to the bulk material storage containers 56 of the unloading system 4.
  • the bulk material can be delivered via the delivery connections 29 to transporters, for example to lorries 2 or to railway wagons.
  • the weight of the conveying pipe support frame 64 and of the square receiving frames 71 is not supported by the ball-and-socket joints 70, but by cardanic mountings 77, which are configured comparably to the cardanic mounting 45 of the conveying device 6A.
  • ball-and-socket joints 78 will be described below, which are used at the site of the ball-and-socket joints 41, 43 of the conveying device 6A or at the site of the ball-and-socket joints 70 of the shore to ship conveying device 6B or of the ship to shore conveying device 8.
  • the ball-and-socket joint 78 has a joint ball 79, which, pivotably about three axes, can be received in a joint receiver or joint socket 80.
  • a conveying line portion 81 is conical in the region of the ball-and-socket joint 78 and, in particular, in the interior of the ball-and-socket joint 78.
  • a cone angle of this conical conveying line portion 81 can be up to 20°.
  • the conical configuration as shown in Figs. 20 to 31, may be arranged in an inner joint part of the ball-and-socket joint 78, in other words, in the joint ball 79 or alternatively also in an outer joint part of the ball-and-socket joint.
  • the cone of the conveying line portion 81 tapers in the conveying direction.
  • a conical tapering portion of the conveying pipe can also be arranged downstream of the ball-and-socket joint 78, as will be described below using the example of a hopper pipe portion in conjunction with Fig. 74 to 77.
  • a sealing collar 83 Arranged at the transition between the portions which can be moved with respect to one another during pivoting of the ball-and-socket joint 78 and are accessible from the outside, is a sealing collar 83 between an outer wall of the conveying line portion 81 and a flange ring 82 of the joint receiver 80. This prevents a soiling of the ball-and-socket joint 78 and can ensure a tight transition between the conveying line portion 81 secured to the joint ball and the joint receiver 80, independently of a pivoting position of the ball-and-socket joint 78.
  • a steel ring 84 coated with PTFE is used for storage, said steel ring being fixed to the joint receiver 80 and a chrome-plated spherical cap portion 85 of the joint ball 79 sliding on said steel ring during the pivoting of the ball-and-socket joint 78.
  • the steel ring 84 is screwed to the flange ring 82, which is in turn screwed to an outer housing of the joint receiver 80.
  • a disc spring package which is used, in particular, for predetermining a fixed pivoting position of the joint components of the ball-and-socket joint 78 relative to one another can also be arranged at the site of the steel ring 84 in a further variant of the ball-and-socket joint 78.
  • the steel ring 84 facing the spherical cap portion 85, has a plastics material insert 86, on which the spherical cap portion 85 slides.
  • the latter is not chrome-plated in the configuration according to Fig. 26.
  • a plastics material ring 87 is used, on which the spherical cap portion 85 of the joint ball 79 slides.
  • the spherical cap portion is not chrome-plated either in the configuration according to Fig. 27.
  • the latter is not fastened separately for screwing the flange ring 82 on the outer housing of the joint receiver 80 with its own fastening elements on the flange ring 82, as is the case in the configuration according to Fig. 27, but is clamped between a clamping plate 88 and the outer housing of the joint receiver 80, screw connections, by means of which the clamping plate 88 is screwed to the outer housing of the joint receiver 80, passing through the plastics material ring 87 in the configuration according to Fig. 28.
  • the plastic material ring 87 in the configuration according to Fig. 28, is designed as a multi-part ring in the peripheral direction about a conveying axis, as can be inferred from Fig. 31.
  • Figs. 29, 30 show two variants of a seal between the joint ball 79 and the joint receiver 80.
  • the two joint bodies are sealed with respect to one another in a pressure-tight manner by means of this seal, so a conveying pressure necessary for the pneumatic slow conveyance can be maintained in the ball-and-socket joint 78.
  • the seal 89 seals the conveying line portion 81 toward the joint receiver 80 by means of a peripheral sealing ring 90.
  • the sealing ring 90 is held in a sealing groove 91, which is formed in the joint ball 79, and seals the joint ball 79 against the joint receiver 80 by means of a freely projecting edge region of the sealing ring 90. This free edge region of the sealing ring 90 rests on an inner jacket wall 92 of the joint receiver 80.
  • a peripheral sealing ring 93 with a contour tapering convexley to the inner jacket wall 92 is used as the single sealing element.
  • the sealing ring 93 similarly to the sealing ring 90 of the configuration according to Fig. 29, is held in a peripheral groove of the joint ball 79 and rests on the inner jacket wall 92 via the convexley tapering portion.
  • the shore to ship conveying device 6C will be described below. Components of the conveying device 6C, which have already been described above with reference to the conveying devices 6A, 6B, have the same reference numerals and will not be discussed again in detail.
  • the conveying device 6C has a conveying tower 94 configured as a grid latticed framework component, which is lower than the conveying tower 59 of the conveying device 6B.
  • the conveying pipe portion 55 connected to bulk material storage containers, not shown, in the manner of the bulk material storage containers 56, in the conveying device 6C runs below a level of the quay wall 33 through a hollow 95 formed for this (cf Fig. 2), which can be covered at the top to form a surface of the quay wall 33, which can be travelled on as a whole.
  • the land-side conveying pipe portion 55 is connected by a ball-and-socket joint 96 in the manner of the ball- and-socket joints described above to a conveying pipe 97. Further conveying pipes 98, 99, 100 in the manner of the conveying pipe 97 are carried by a common conveying pipe support frame 101.
  • the latter also has a carrier gas supply line 102, by means of which carrier gas can be supplied to the ship 3 for unloading. If the conveying device 6C is used for loading, carrier gas that has been separated off can be guided by the carrier gas supply line 101 to a central dust removal mechanism, not shown.
  • a connection of the conveying pipes 97 to 100 and of the carrier gas connecting line 102 to a docking station 105 provided on the ship 3 may take place by means of further, ship-side ball- and-socket joints 103 and connection mechanisms 104.
  • the conveying pipes 97 to 100 and the carrier gas connecting line 102 are in turn configured as telescopic pipes with a plurality of telescopic sections. Configuration details, which are described below in relation to the telescopic arrangement of the conveying pipes 97 to 100, can also be implemented in accordance with the configurations of the bulk material conveying devices already described in conjunction with the previous Fig.
  • the telescopic section arrangement is such that a conveying pipe diameter increases in the conveying direction during the transition between two consecutive telescopic sections. Firstly, the conveyed bulk material in the telescopic pipe thus passes through the innermost telescopic section. In order to not excessively increase a pipe size or pipe width, at the end of a telescopic section, the pipe size is reduced again to a predetermined, original nominal width. This reduction can also take place before a ball-and-socket joint of the telescopic pipe.
  • Fig. 32 shows the conveying device 6C in the parking position. The ship-side ball-and-socket joints 103 are held there in corresponding receivers at the upper end of the conveying tower 94.
  • Fig. 33 shows the conveying device 6C in a transition position between the parking position and the loading position.
  • the support frame 101 is connected to the docking station 105 by a connecting cable 106, which can be retracted and extended by a cable winch 107 of the docking station 105.
  • the docking station 105 of the ship 3 is extended beyond a side of the ship 3, rails 108 being guided longitudinally on a movable portion of the docking station 105. These rails are secured to the ship and extend in the y-direction.
  • the support frame 101 is connected by a connecting cable 109, which is deflected at the tip of the conveying tower 94, to a conveying tower-side cable winch 109a.
  • positioning mandrels 110 of the docking station 105 are introduced into positioning receivers 111, configured complementary to this, on the support frame 101, so the support frame 101 is positioned correctly with respect to the docking station 105.
  • the connection mechanisms 104 which are configured, for example, as connection flanges, can be connected to the feed line portions 22 of the ship 3.
  • the conveying pipes 97 to 100 in the loading position, extend vertically in an angle range of a maximum of a 20° deviation from the vertical, a ship-side end of the conveying pipes 97 to 100 being arranged at the top and a land-side end of the conveying pipes 97 to 100 being arranged at the bottom.
  • the change-over can take place with a hydraulic cylinder and, in particular, with an actively controlled pressure cylinder.
  • the conveying pipes 97 to 100 can be moved relative to the docking station 105.
  • the ship-side cable winch 107, the connecting cable 109 and the harbour-side cable winch 109a are components of a change-over mechanism 110a for changing over the conveying pipes 97 to 100 and the carrier gas supply line 102 between the loading position and the parking position.
  • An adjustment of the docking station 105 is also possible.
  • Corresponding change-over mechanisms will also be described below with reference to Fig. 40 ff.
  • Figs. 36 and 37 show two different relative positions of the conveying tower 94 with respect to the ship 3, with the aid of which a compensating effect of the ball-and-socket joints 96, 103 and the telescopic pipes 97 to 100, 102 becomes clear.
  • the ball-and-socket joints 103 of each of the conveying pipes 97 to 100 are located precisely above the ball-and-socket joints 96 in the x-direction.
  • the ship 3 is displaced relative to the conveying tower 94 in the positive x-direction.
  • the conveying pipes 97 to 100 and the carrier gas connecting line 102 are pivoted about the ball-and- socket joints 96, 103, in each case about the y-direction in order to compensate this x-offset.
  • the connecting cables 109 also follow the movement of the ship.
  • the telescopic sections of the conveying pipes 97 to 100 and of the carrier gas connecting line 102 are further extended because of the further path with an increasing x-offset.
  • a loading process with the shore to ship conveying device 6C will be described below, inasmuch as it differs from the loading processes described above:
  • the ship 3 In the parking position of the conveying device 6C the ship 3 docks in the loading position on the quay wall 33.
  • a connection is then produced between the connecting cables 106 and the conveying pipe support frame 101.
  • the support frame 101 By activating the cable winch 107 after the docking station 105 has been moved out, the support frame 101 is pulled toward the docking station 105 until the positioning mandrels 110 engage in the positioning receivers 111.
  • the connection mechanisms 104 are then connected to the feed line portions 22 of the ship 3.
  • a pneumatic slow conveyance of the bulk material then takes place by means of the conveying pipes 97 to 100 from the harbour-side bulk material storage containers into the ship storage containers 20.
  • connection mechanisms 104 are uncoupled again from the feed line portions 22.
  • the cable winch 107 unreels the connection cables 106 to lower the conveying pipe support frame 101.
  • the cable winch 109a pulls the conveying pipe support frame 101, in the process, into the correct y-position, so the parking position of the support frame 101, which is shown in Fig. 32, can be reached again.
  • a further example of a ship to shore conveying device 112 for bulk material unloading of the ship 3 is shown on the left in Fig. 38 and in Fig. 39, in which a docking station, which is unchanged compared to the configuration according to Figs. 32 to 37, can be used in the manner of the docking station 105.
  • the conveying device 112 is shown in the unloading position.
  • the conveying device 112 firstly has a carrier gas supply line 113 and conveying pipes 114, 115, 116, 117.
  • the conveying pipes 114 to 117 extend over plug splitting mechanisms 118, which are configured in the manner of DE 195 03 383 Al and over subsequent conveying pipe portions 118a which extend in a curved manner firstly vertically and then horizontally to intermediate storage containers 119.
  • the latter are arranged above sifter mechanisms, by means of which the bulk material which is then sifted and optionally weighed is then supplied to harbour-side bulk material storage containers.
  • One of the sifting mechanisms is shown by dashed lines in Fig. 38 at 120.
  • the carrier gas supply line 113 has a fluid connection for unloading with the main carrier gas supply line 15 of the carrier gas source 30.
  • the unloading process by means of the ship to shore conveying device 112 corresponds to that which was already described above with regard to unloading.
  • Plug splitting mechanisms in the manner of those which were described above in relation to Fig. 39, can also be used here in a shore-to-ship conveying device, not shown, for bulk material loading of the ship 3.
  • Vertically extending conveying pipe portions are arranged on the ship side in the case of this conveying device to load the ship 3.
  • the plug splitting mechanisms may be arranged sunk in the ground in this loading variant of the conveying device. Plug splitting mechanisms of this type in a loading device can then be used when a spacing between the harbour-side storage containers and the quay wall 33 is large, for example larger than 300 m.
  • connection mechanisms or docking stations described above can be adjusted by a motor, so connection or docking of the conveying pipes to the ship can be brought about fully
  • connection mechanisms or docking stations can be driven into their respective position, pivoted, raised, or lowered.
  • Fig. 40 to 42 show a change-over mechanism 121, which, for example, can be used instead of the configuration which was described above in conjunction with Fig. 32 to 35.
  • Fig. 40 shows the change-over mechanism 121 mounted on the ship in a parking position.
  • the docking station 105 is pulled back by means of a ship-side cable winch 122 and a connecting cable 123, which is guided by means of a deflection pulley 124, to the upper end of an oblique plane 125 being used as a slide, so end-side docking components of the docking station 105 do not project outwardly over a side 126 of the ship 3.
  • the oblique plane of the slide 125 is carried by a support frame 127, which also carries the cable winch 122.
  • the support frame 127 stands on a ship deck 128.
  • Fig. 41 shows the change-over mechanism 121 in a transition position between the parking position and a loading or unloading position.
  • the docking station 105 By slacking off the connecting cable 123 by means of corresponding actuation of the cable winch 122, the docking station 105 has slid down via the oblique plane of the slide 125 until a swivel joint 129 of the docking station 105 strikes against a stop 130 at the lower end of the oblique plane of the slide 125, whereby the docking station 105 is secured against further sliding.
  • Fig. 42 shows the change-over mechanism 121 in the loading or unloading position.
  • the cable winch 122 has still further slackened off the connecting cable 123 in comparison to the transition position according to Fig. 41, so that the docking station 105 has pivoted down about the swivel joint 129 (cf. direction arrow 131 in Fig. 41), until the docking station 105 strikes on a vertical stop 132 of the support frame 127 and therefore reaches the defined loading or unloading position.
  • This pivoting movement takes place under the docking station's 105 own weight.
  • the docking station 105 can be fixed by fixing devices, not shown, in the loading or unloading position.
  • FIG. 43 shows a further variant of a change-over mechanism 135 for changing over a further variant of the docking station 105 between a parking position and a loading position.
  • the docking station 105 has straight connection pipes in the form of the pipeline portions 134, which point to the side 126 of the ship 3.
  • a bend 135a for connection to the conveying pipes 114 to 117 is then a component of these conveying pipes 114 to 117, in other words a component of the shore to ship conveying device 6C.
  • the change-over mechanism 135 has a davit or davit crane 136, which can be rotated between a working position shown in Fig. 43 and a parking position about a vertical axis (cf. direction arrow 137 in Fig. 43). In the parking position, the davit crane 136 is pivoted about the vertical axis in such a way that no parts of the davit crane 136 project outwardly over the side 126 of the ship 3.
  • the davit crane 136 has a hydraulic cylinder 138. By actuating the hydraulic cylinder 138, the davit crane 136 can be displaced between an extended position, in which a free crane end 139 projects in the working position of the davit crane 136 further out beyond the wall 126, and a retracted working position, which is shown by dashed lines in Fig. 43, in which the free crane end 139 projects less far over the side 126.
  • the davit crane 136 has a cable winch 140 and a connecting cable 141, which is guided along an upper side of the davit crane 136 over a total of three deflection pulleys 142.
  • a docking of the docking station 105 with the aid of the change-over mechanism 135 takes place as follows: the connecting cable 141 is firstly run off by the cable winch 140 along the side 126, while the free crane end 139 of the davit crane 136 is present in the extended working position.
  • the connecting cable 141 is run off until free cable ends 143 of the connecting cable 141 can be connected to the docking station 105.
  • the docking station 105 is then pulled up along the side 126.
  • the hydraulic cylinder 138 is retracted as soon as the bends 135a of the conveying pipes 114 to 117 are at the height of the pipeline portions 134, until the bends 135a can be coupled to the pipeline portions 134. If necessary, this retraction process of the hydraulic cylinder 138 is synchronised with moving the connecting cable 141 in or out. In this manner, the docking station 105 is pulled inwardly through a side opening 144. Undocking of the docking station 105 takes place in the reverse order.
  • a connection of the docking station 105 to straight ship-side pipeline portions 134 takes place by means of clamping devices not shown in Fig. 43.
  • FIG. 44 A further configuration of a change-over mechanism 145 of the docking station 105 is described with the aid of Fig. 44 and 45.
  • Components which correspond to those which have already been described above with reference to Fig. 1 to 43 have the same reference numerals and will not be discussed again in detail.
  • Fig. 44 shows the change-over mechanism 145 in the parking position.
  • a connecting cable 123 of a cable winch 122 which is in turn carried by a support frame 127 of the change-over mechanism 145, is slackened until the docking station 105 has been pivoted under its own weight relative to the support frame 127 about a pivot lever connection 146 about a main pivot joint 147 in the parking position until no component of the change-over mechanism 145 projects outwardly over the side 126 of the ship 3.
  • the connecting cable 123 is configured closed in the change-over mechanism 145. A beginning and an end of the connecting cable 123 are fastened in the change-over mechanism 145 to a pivotably mounted cable connecting mechanism 148. The latter is a component of the pivot lever connection 146.
  • the connecting cable 123 is also guided via a deflection roller 149, which is fixed to the support frame 127.
  • a flap 150 is firstly opened in the side 126, so a side opening 144 for the docking station 105 becomes free in the latter.
  • the connecting cable 123 is then pulled in the anti-clockwise direction by the cable winch 122 in Fig.
  • the docking station 105 is pivoted about the main pivot joint 147 into the loading or unloading position by means of the cable connecting mechanism 148 and the pivot lever connection 146.
  • the pivoting direction predetermines a direction arrow 151 in Fig. 44 here.
  • the curved pipeline portions 133 as was already described above in conjunction with the change-over mechanism 121, are coupled to one another by clamping devices, not shown.
  • the loading or unloading position of the docking station 105 of the change-over mechanism 145 is in turn defined by a stop of the docking station 105 on the support frame 127.
  • two cable winches can also be used, one of the two cable winches being used to change over the docking station from the parking position into the loading or unloading position and the other of the two cable winches being used for changing over from the loading or unloading position into the parking position.
  • the pivot lever connection 146 of the change-over mechanism 152 corresponds to the pivot lever connection 146 according to Fig. 44 and 45.
  • a hydraulic cylinder 153 which is arranged between the support frame 127 and a lever arm 154 of the pivot lever connection 146, is used to change over the change-over mechanism 152 between the parking position and the loading or unloading position.
  • the hydraulic cylinder 153 is mounted so as to be pivotable on both sides. In the parking position of the docking station 105 according to Fig. 46, the hydraulic cylinder 153 is extended. In the loading or unloading position according to Fig. 47, the hydraulic cylinder 153 is retracted.
  • a plurality of hydraulic cylinders of this type may also be used.
  • the change-over mechanism 155 for low, in other words short overall heights has a hydraulic cylinder 157a, which is arranged between the quay wall 33 and a lever end of a pivot lever 159 mounted about a rotary bearing 158a. A pivot axis of the rotary bearing 158a runs in the x- direction.
  • the hydraulic cylinder 157a is arranged vertically.
  • the other free end of the pivot lever 159 is articulated via a pull-back beam 160 to a foot region of one of the conveying pipes 97 to 100 above the ball-and-socket joint 96.
  • the pivot lever 159 is articulated about a further rotary bearing with a rotary axis 158b running in the y-direction to a support socket 160a let into the quay wall 33.
  • the support socket 160a is in this case pivotably connected about the rotary axis 158b to a pivot lever carrier 160b, on the free, upper end of which the rotary bearing 158a is in turn arranged.
  • a further hydraulic cylinder 157b which is arranged horizontally along the x-direction, engages on the pivot lever carrier 160b.
  • Fig. 48 shows the parking position of the change-over mechanism 155. In the parking position, the hydraulic cylinder 157 is retracted. The position of the conveying pipes 97 to 100 in the loading or unloading situation is shown by dashed lines in Fig. 48. In this position, the hydraulic cylinder 157 is extended. On retraction of the hydraulic cylinder 157a (direction arrow 161), the pivot lever 159 is pivoted about the rotary bearing 158 in the clockwise direction in Fig.
  • the abutment 165 can be configured as a support frame or as a concrete wall.
  • the plan view according to Fig. 51 shows the triangular arrangement of the two hydraulic cylinders 164a, 164b on the abutment 165. Ends of the two hydraulic cylinders 164a, 164b facing the pipe or line combination 97 to 100, 102 engage on a common articulation point 165a on a frame part 165b of the conveying pipe support frame 101.
  • the hydraulic cylinders 164a, 164b are retracted. From the loading or unloading position of the conveying pipes 97 to 100 shown by dot-dash lines in Fig. 50, the conveying pipes 97 to 100 are transferred into the parking position by retracting the hydraulic cylinder 164a, 164b (cf. direction arrows 166, 167).
  • the change-over components shown may be provided for each of the conveying pipes 97 to 100.
  • a change-over mechanism 168 which can be used instead, for example, of the change-over mechanism 110a to change over the conveying pipes 97 to 100 and the carrier gas supply line 102 between a parking position and a loading position.
  • the change-over mechanism 168 has a harbour-side lattice boom crane 169, which is carried by an additional mounting on the conveying tower 94.
  • the crane 169 can be pivotably driven about a vertical axis parallel to the z-axis.
  • the crane 169 has a horizontally extending arm 170, on the lower side of which runs a driven travelling trolley 171.
  • the connecting cable 109a is spanned between the travelling trolley 171 and the conveying pipe support frame 101.
  • Fig. 52 shows the change-over mechanism 168 close to the parking position.
  • the arm 170 of the crane 169 is pivoted so far about the vertical axis of the crane 169 that it virtually runs parallel to the quay wall 33, in other words does not project beyond the latter outwardly.
  • Fig. 53 shows the change-over mechanism 168 in a transition position between the parking position and the loading position.
  • a cable winch not shown, has pulled in the connecting cable 109a, so the support frame 101 is raised and the telescopic conveying pipe 97 to 100 and the carrier gas supply line 102 are pulled out to a certain extent.
  • the arm 170 is pivoted about the vertical axis of the crane 169 toward the ship 3.
  • Fig. 54 shows the loading position of the change-over mechanism 168.
  • the connecting cable 109a is almost completely pulled in.
  • the travelling trolley 171 has been moved in the y-direction toward the ship 3 to such an extent that the bendsl35a of the conveying pipes 97 to 100 and of the carrier gas supply line 102 are docked onto the pipeline portions 134 of the docking station 105.
  • a relative displacement of the ship 3 to the quay wall 33 along the quay wall 33 in the x- direction can be compensated by a vertical axis pivoting of the crane 169. Undocking takes place with the reverse movement sequence.
  • a further variant of a change-over mechanism 172 for the conveying pipes 97 to 100 of the conveying device 6C, which can be used instead of, for example, the change-over mechanisms 110a or 168, will be described with the aid of Fig. 55 to 57.
  • Components which correspond to those which have already been described above with reference to the above Figs., in particular with reference to Fig. 32 to 51, have the same reference numerals and will not be discussed again in detail.
  • the change-over mechanism 172 has a hydraulic articulated arm 173, which is in turn carried by the conveying tower 94.
  • An articulated arm foot 174 can be pivotably driven abut a vertical axis parallel to the z-axis. Articulated about a horizontal joint axis to the articulated arm foot 174 is a lower lever arm 175 of the articulated arm 173. Articulated in turn about a horizontal joint axis to the lower lever arm 175 is an upper lever arm 176.
  • a lower hydraulic cylinder 177 Arranged between the articulated arm foot 174 and an abutment attached close to the joint connection between the two lever arms 175, 176 on the lower lever arm 175 is a lower hydraulic cylinder 177.
  • Arranged between a further abutment attached opposite also on the lower lever arm and a further abutment attached to the upper lever arm 176 is an upper hydraulic cylinder 178.
  • Fig. 55 shows a parking position of the change-over mechanism 172. Both hydraulic cylinders 177, 178 are retracted. The two lever arms 175, 176 enclose an acute angle with respect to one another. The support frame 101 is lowered.
  • Fig. 56 shows the change-over mechanism 172 in a transition position between the parking position and a loading position of the change-over mechanism 172 shown in Fig. 57.
  • the two hydraulic cylinders 177, 178 are extended to a certain extent in each case in the transition position so the two lever arms 175, 176 adopt a 45° angle with respect to one another.
  • the support frame 101 is raised to a certain extent from the parking position accordingly.
  • Fig. 57 shows the change-over mechanism 172 in the loading position.
  • the support frame 101 is now positioned relative to the docking station 105 in such a way that the bends 135a in turn have a conveying connection to the pipeline portions 134.
  • the two hydraulic cylinders 177, 178 are extended slightly further.
  • a compensation of a y-position tolerance between the quay wall 33 and the ship 3 can be carried out by means of the respective extended state of the two hydraulic cylinders 177, 178.
  • an x-position tolerance between the quay wall 33 and the ship 3 can be
  • FIG. 58 A further configuration of a loading conveying device 179 will be described below with the aid of Fig. 58.
  • Components which correspond to those which have already been described above with reference to Figs. 1 to 57 have the same reference numerals and will not be discussed again in detail.
  • a conveying pipe 180 which, in the loading conveying device 179, connects the bulk material storage container 56 to a ship-side docking station 105, is divided into a plurality of rigid pipe portions. Each of these pipe portions is thus not flexible per se and is made of a rigid material, in particular of metal.
  • a first conveying pipe portion 181 runs between a discharge portion of the storage container 56 and a first pipe joint unit, which is configured as a cylinder joint unit 182.
  • the conveying pipe portion 181, between the storage container 56 and the cylinder joint unit 182 has a 90° bend. From the cylinder joint unit 182, the further course of the conveying pipe 180 is shown in two different positions of the ship 3.
  • the cylinder joint unit 182 connects the conveying pipe portion 181 to a straight conveying pipe portion 183 arranged downstream in the conveying direction.
  • the cylinder joint unit 182 allows a pivoting of the conveying pipe portion 183 relative to the conveying pipe portion 181 about a joint axis, which is perpendicular to the pipeline path for the bulk material at the transition between the pipe portions 181, 183.
  • This joint axis 184 is perpendicular to the plane of the drawing of Fig. 58.
  • Fig. 61 to 63 show the cylinder joint unit 182 in more detail.
  • the cylinder joint unit 182 has a rigid conveying portion 185, which is connected by a flange connection to the adjacent conveying pipe portion 181.
  • the rigid conveying portion 185 expands to form a cylinder joint housing 186, which has two opposing joint receivers 187.
  • the cylinder joint unit 182 has a conveying joint portion 188, which can in turn be connected by a flange connection to the conveying pipe portion 183.
  • a conveying interior of the conveying joint portion 188 runs cylindrically to about the height of the joint axis 184 and from then, widening conically, up to the outlet to the conveying path of the rigid conveying portion 185.
  • the conveying joint portion 188 has two joint shaft stumps, which are received in the joint receivers 187.
  • a peripheral seal 189 seals the rigid conveying portion 185 against the conveying joint portion 188, so during the conveyance of the bulk material, the cylinder joint unit 182 is sealed to the outside regardless of the position of the rigid conveying portion with respect to the conveying joint portion 185.
  • the conveying joint portion 188 can be pivoted between the two extreme pivoting positions shown in Fig. 62 relative to the rigid conveying portion 185 about a pivoting angle S of 60° about the joint axis 184. Other pivoting angles S in the range between 20° and 90° are also possible.
  • the conveying pipe portion 183 Downstream in the conveying direction, the conveying pipe portion 183 is connected to a further cylinder joint unit 190, which is constructed in accordance with the cylinder joint unit 182.
  • a joint axis 191 of the cylinder joint unit 190 runs parallel to the joint axis 184 of the cylinder joint unit 182, in other words also perpendicular to the plane of the drawing in Fig. 58.
  • a further conveying pipe portion 192 of the conveying pipe 180 is arranged downstream of the cylinder joint unit 190 in the conveying direction. From the cylinder joint unit 190, the further course of the conveying pipe 180 is in turn shown in four positions of the ship 3 relative to the harbour, two of these positions being shown by dashed lines.
  • the conveying pipe portion 192 is configured as a 90° bend.
  • the conveying pipe portion 192 connects the cylinder joint unit 190 with a further cylinder joint unit 193 to the joint axis 194.
  • the cylinder joint unit 193 is in turn constructed in accordance with the cylinder joint unit 182.
  • the joint axis 194 in turn runs perpendicular to the pipeline path for the bulk material, but simultaneously in the plane of the drawing of Fig. 58, so the joint axes 184 and 191, on the one hand, and the joint axis 194, on the other hand, run parallel to coordinate axes perpendicular to one another.
  • a further straight conveying pipe portion 195 is arranged downstream of the cylinder joint unit 193 in the conveying direction of the bulk material.
  • the latter connects the cylinder joint unit 193 to the ship-side ball-and-socket joint 103.
  • the ball-and-socket joint 103 is connected by a further conveying pipe portion 196 to the docking station 105.
  • a displacement of the ship 3 relative to the quay wall 33 in the x-direction by +/- 4 m can be compensated.
  • horizontal displacements and vertical displacements of the ship 3 in a movement range +/- 10 m can be compensated.
  • a ball-and-socket joint in the manner of the ball-and-socket joint 103 can also be used between the conveying pipe portions 192 and 195, which helps to increase the vertical compensation of the z-direction.
  • two cylinder joint units in the manner of cylinder joint units 182, 190 and 193 and a swivel joint can also be provided, which allows a rotation of the conveying pipe portion 196 relative to the conveying pipe portion 195 about an axis extending along the conveying direction.
  • a swivel joint of this type an example of which is described hereinafter with respect to Fig. 69 is also called a swivel.
  • the cylinder joint units 182, 190 and 193 can be held or supported by a support frame, which is not shown in Fig. 58.
  • a frame structure, which also carries the storage container 56, can be used as the support frame.
  • the conveying pipe portions 181 and 196 are two rigid pipe end portions, which are thus not flexible per se, of the conveying pipe 180. These pipe end portions are connected by a pipe central portion, which has the conveying pipe portions 183, 192 and 195. Each of these conveying pipe portions 183, 192 and 195 is rigid in configuration per se. Because of the pipe joint connections with the joint units 182, 190, 193 and 103, which also belong to the pipe central portion, the two pipe end portions of the conveying pipe 180 can be moved in a translational manner relative to one another. Therefore, a displacement of these two pipe end portions relative to one another is thus possible by at least one translational degree of freedom, in the case of the configuration according to Fig.
  • a conveying pipe 198 belongs to the unloading conveying device 197.
  • the latter has, on the ship-side, a conveying pipe portion 199, which, as already described above, can be connected by a connection mechanism to a docking station 105 of the ship 3.
  • the conveying pipe portion 199 is connected to a straight conveying pipe portion 200 of the conveying pipe 198 by a ball-and- socket joint 103.
  • a cylinder joint unit 201 connects the conveying pipe portion 200 to a conveying pipe portion 202 configured as a 90° bend and arranged downstream in the conveying direction.
  • the cylinder joint unit 201 is constructed in accordance with the cylinder joint unit 182 of the configuration according to Fig. 58.
  • a joint axis 203 of the cylinder joint unit 201 lies in the plane of the drawing of Fig. 59 and is perpendicular to the pipeline path for the bulk material.
  • a further cylinder joint unit 204 connects the conveying pipe portion 202 to a further straight conveying pipe portion 205 arranged downstream in the conveying direction.
  • the cylinder joint unit 204 is in turn constructed in accordance with the cylinder joint unit 182 of the configuration according to Fig. 58.
  • a joint axis 206 of the cylinder joint unit 204 is perpendicular to the plane of the drawing of Fig. 59.
  • a further cylinder joint unit 207 connects the conveying pipe portion 205 to a further conveying pipe portion 208 arranged downstream in the conveying direction, which has a plurality of 90° bends.
  • a joint axis 209 of the cylinder joint unit 207 is perpendicular to the plane of the drawing of Fig. 59.
  • the conveying pipe portion 208 is a pipe end portion, which connects the conveying pipe 198 to the sifter mechanism 120.
  • a plurality of storage containers 210 receiving the unloaded bulk material has a conveying connection to the sifter mechanism 120, one of said storage containers 210 being shown in Fig. 59.
  • a conveying line 211 which connects the sifter device 120 to the storage containers 210, runs horizontally.
  • Fig. 60 shows a variant of a gravimetric conveying connection of the sifter mechanism 120 with the unloading-side storage containers 210, which can be used in the unloading conveying device 197.
  • the sifter mechanism 120 has a conveying connection there to the storage containers 210 by means of conveying lines 212, which run slightly inclined between the sifter mechanism 120 and the storage containers 210.
  • the two variants of the conveying connection between the sifter mechanism 120 and the storage containers 210 according to Fig. 59 and 60 ensure a gentle transportation of the bulk material from the sifter mechanism 120 into the storage containers 210 with very little abrasion, which may be less than 50 ppm.
  • the articulation ability of the conveying pipe 198 about the cylinder joint unit 207 ensures a horizontal compensation (y-direction) of a ship movement relative to the quay wall 33 by +/- 4.5 m.
  • An articulation ability of the conveying pipe 198 by means of the cylinder joint unit 204 and the ball-and-socket joint 103 ensures a vertical compensation (z-direction) of the ship movement relative to the quay wall 33 by + 6 m / - 4 m.
  • an articulation ability of the conveying pipe 198 about the cylinder joint unit 201 and the ball-and-socket joint 103 ensures a horizontal compensation (x-direction) of a relative movement of the ship 3 along the quay wall 33 by +/- 4 m.
  • horizontal displacements and vertical displacements of the ship 3 in a movement range +/- 10 m can be compensated.
  • Fig. 64 to 66 show a double cylinder joint unit 213, which consists of two individual cylinder joint units assembled together in the manner of the cylinder joint unit 182.
  • the joint axes 184 of the two cylinder joint units 182 constructing the double cylinder joint unit 213 run parallel to coordinate axes perpendicular to one another.
  • the two rigid conveying portions 185 of the two cylinder joint units 182 are connected to one another by their associated flanges.
  • the double cylinder joint unit 213 may, with corresponding adaptation of the course of the adjacent conveying pipe portions, be used as a replacement for the two cylinder joint units 190, 193 of the configuration according to Fig. 58 or 201, 204 of the configuration according to Fig. 59. Assuming a corresponding adaptation of the course of the adjacent conveying pipe portions, the double cylinder joint unit can also replace one of the above-described ball-and-socket joints. If a double cylinder joint unit of this type replaces a ball-and-socket joint, a swivel joint (swivel) may also be provided in addition to the double cylinder joint unit, as already described above.
  • a further double joint unit 214 which can be used for the articulated connection of conveying pipe portions of the variants described above of conveying devices, will be described below with the aid of Fig. 67 to 69.
  • the double joint unit 214 firstly has a cylinder joint unit 215, which, apart from an end-side connecting portion of a conveying joint portion 216, corresponds to the cylinder joint unit 182 according to Fig. 61 to 63.
  • the conveying joint portion 216 of the double joint unit 214 connects the rigid conveying portion 185 to a conveying line swivel joint unit 217.
  • the latter has a rotary connection conveying portion 218, which, by means of a rotary bearing 219, which is configured as a ball bearing, is connected to the conveying joint portion 216.
  • the conveying joint portion 216 is sealed against the rotary connection conveying portion 218 by means of an O-ring seal 221.
  • the rotary bearing 219 allows a pivoting of the rotary connection conveying portion 218 relative to the conveying joint portion 216 about a joint axis 220, which runs along the pipeline path for the bulk material.
  • the joint axis 220 also pivots. This is shown in Fig. 68, which shows various pivoting positions of the conveying joint portion 216.
  • the pivoting movement of the joint axis 220 takes place here over the pivoting angle S.
  • the double joint unit 214 can be used to replace joint connections between conveying pipe portions, which were described above, for example to replace a ball-and-socket joint or to replace two cylinder joint units.
  • a swivel joint (swivel) may additionally also be provided here, as described above.
  • a bulk material conveying device is shown in Fig. 70 to 77 by direction arrows F.
  • Fig. 70 shows the loading position "ship empty" of the conveying pipe portion 222, in which the entry-side ball-and-socket joint 78 is located lower than the exit-side ball-and-socket joint.
  • Fig. 71 shows the loading position "ship full" of the conveying pipe portion 222, in which the entry-side ball-and-socket joint 78 is located higher than the exit-side ball-and-socket joint 78.
  • a dead space 223, which is indicated by hatched lines in the figure is produced here in the region of an inlet of the conveying pipe portion 222 into the conical conveying line portion 81 of the exit-side ball-and-socket joint 78.
  • a dead space 224 which is also indicated by hatched lines, is produced in the region of the transition between the conveying pipe portions 222 and the conical conveying line portion 81 of the exit-side ball-and-socket joint 78.
  • the conveying pipe portion 222 can be equipped with a suitable emptying aid, for example in the form of at least one pressure blast-in point.
  • a device for empty blasting of this type can also be used in the cylinder joint units described.
  • Fig. 74 to 77 show the conveying pipe portion 222, in which a ball-and-socket joint 78 in the manner of Fig.
  • a conically tapering conveying line portion 81 is attached to one end of said conveying pipe portion and, attached at the other end, is a ball-and-socket joint 225, which, instead of the conical conveying line portion, has a conveying line portion 226 cylindrically continuing the conveying pipe portion 222.
  • Fig. 74 to 77 in turn show the loading positions "ship empty” (Fig. 74), "ship full” (Fig. 75) and the unloading positions “ship full” (Fig. 76) and ship empty (Fig. 77). Because of the step-free transition of a lower conveying pipe portion in the direction of gravity of the respective conveying line portion 226 in the region of the ball-and-socket joint 225 toward the joint receiver, in the configuration according to Fig. 74 to 77, a dead space comparable to the dead spaces 223, 224 is dispensed with in the configuration according to Fig. 74 to 77.
  • a plurality of conveying pipes may also be guided in a pipe package of conveying pipes.
  • Various designs of pipe packages of this type will be described below with the aid of Fig. 78 to 83.
  • Fig. 78 to 83 in each case show a cross section through the respective pipe package.
  • Fig. 78 shows a conveying pipe package 230 with conveying lines 231, which are grouped around a common support frame 232.
  • the function of the support frame 232 corresponds to that of the support frames 64 and 101, which have already been described above.
  • the support frame 232 has a central support pipe 233, which is reinforced by an inner profile structure 234 with reinforcement and profile structures.
  • the profile structure 234 can also be a component of a coupling mechanism for the support frame 232.
  • the conveying pipes 231 are grouped equally distributed in the peripheral direction around the support pipe 233. In the configuration according to Fig. 78, five of the conveying pipes 231 are present with a nominal width in the range between 200 mm and 350 mm, in particular in the region of 300 mm. Other nominal widths are also possible. In configurations of the package 230 which are not shown, three, four, six, seven, eight, nine or even more of the conveying pipes 231 may be grouped around the support frame 232 in the peripheral direction.
  • Fig. 79 shows a variant of a conveying pipe package 234, in which the support frame 232 is configured as a rectangular profile.
  • Fig. 80 shows a further configuration of a conveying pipe package 235.
  • Two rows 236, 237 of the conveying pipes 231 are arranged there offset with respect to one another by half the spacing of two conveying pipes 231.
  • One of the rows 236, 237 comprises four of the conveying pipes 231.
  • Another number of conveying pipes within one of the rows 236, 237 is also possible.
  • the two conveying pipe rows 236, 237 are both carried by the support frame 232 by means of struts, not shown.
  • the support frame 232 which is in turn configured as a rectangular profile, is arranged below the two conveying pipe rows 236, 237 in the configuration according to Fig. 80.
  • Fig. 81 shows a further configuration of a conveying pipe package 238.
  • the conveying pipes 231 are arranged like the eyes of the dice number "five".
  • the conveying pipes 231 are carried by a support frame 232 configured again as a rectangular profile, which is arranged below the central conveying pipe 231 in the configuration according to Fig. 81.
  • Fig. 82 shows a further configuration of a conveying pipe package 239.
  • the package 239 has nine conveying pipes 231, which are arranged in the manner of a 3 x 3 array, which is rhombic in cross section in the arrangement according to Fig. 82.
  • the conveying pipes 231 in the configuration according to Fig.
  • Fig. 83 shows a further configuration of a conveying pipe package 241.
  • the support frame 232 is in turn configured as a rectangular profile in the configuration according to Fig. 83.
  • the respective support frame 232 can also be dispensed with.
  • an unloading conveying device 242 which can be used, for example, instead of the conveying device 112 according to Fig. 38 on the left and 39, will be described below.
  • the unloading conveying device 242 has a conveying tower 59 in accordance with the configuration according to Fig. 14 to 19.
  • the conveying pipe 65 has a conveying connection to a conveying line 243, which is in turn connected to the preliminary container or intermediate storage container 119.
  • the sifter mechanism 120 has a conveying connection to the exit of the conveying container 119.
  • a weighing unit 244 with two weighing containers arranged next to one another for weighing the unloaded bulk material batch is arranged downstream from said sifter mechanism in the conveying direction. Instead of two weighing containers arranged next to one another, one weighing container may also be used.
  • a dust line 245 has a fluid connection to a cyclone 246, by means of which a return of bulk material contained in the carrier gas lines is possible.
  • a conveying line 247 which has a bulk material conveying connection to the storage containers 210, is arranged downstream of the weighing unit 244. From there, the bulk material can be supplied via the delivery connections 29 to the transporters 2 in the form of lorries, freight trucks or railway wagons.
  • Fig. 85 shows a further configuration of an unloading conveying device 248.
  • the latter differs from the unloading conveying device 242 according to Fig. 84 in that the conveying line 243 opens from the conveying tower 59 directly into the sifter mechanism 120.
  • the preliminary container 119 is therefore omitted.
  • the sifter mechanism 120 may be the highest point of the unloading conveying device 248, so that, proceeding from the sifter 120, a purely gravimetric conveyance into the storage containers 210 is possible.
  • a conveying tower 249 and a conveying arm 250 will be described below, which, for example, can be used instead of the conveying tower 59 and the conveying arm 60 of the embodiment according to Fig. 14 to 19.
  • a conveying pipe support frame 251 which can be used instead of the above-described conveying pipe support frames 64 or 101, is arranged above the conveying pipes of the conveying arm 250, of which only the conveying pipe 65 is visible in Fig. 86.
  • the conveying pipe support frame 251 carries six conveying pipes, which are numbered
  • the conveying pipe support frame 25a has a central rectangular frame profile 252, which is carried by the conveying tower 249 by means of a connecting cable 50.
  • the conveying pipes 65 to 68, 68a, 68b are connected in a load-bearing manner on the conveying pipe support frame 251 by means of pipe suspensions 252a to the rectangular frame profile 252.
  • the cable 50 is guided by additional deflection pulleys 253, 254 on the side of the conveying tower 249 remote from the conveying arm 250. One end of the cable 50 thus guided is connected to a counterweight 255.
  • the counterweight exerts a torque compensating the torque of the conveying arm 250 on the conveying tower 249, so that a winding force or hydraulic force to change an arm angle of the conveying arm 250 can be kept small.
  • the counterweight thus allows a balanced mounting of the arm on the conveying tower.
  • the rectangular frame profile 252 carries a docking station 256, which corresponds to the function of the docking station 62 of the configuration according to Fig. 14 to 19.
  • the docking station 256 can be pivoted relative to the conveying pipe support frame 251 by means of a connecting joint 257.
  • the connecting joint 257 allows a pivoting about three joint axes 258, 259, 260, which extend in the shown starting position of the conveying pipe support frame 251 and the docking station 256, in parallel in each case to the x-axis, to the y-axis and to the z-axis. These pivoting possibilities by means of the connecting joint 257 can be activated by corresponding hydraulic cylinders, not shown in detail.
  • the two telescopic sections of the rectangular frame profile 252 can also be retracted and extended by means of a hydraulic cylinder.
  • the conveying pipe support frame 251 is configured as a telescopic support
  • the rectangular frame profile 252 has two telescopic sections. One of the telescopic sections is articulated to the conveying tower 249 and the other telescopic section is articulated to the docking station 256.
  • Lifting and movement elements of the above-described conveying device may have a power disconnection device, so that, in particular, a force transmission by means of the lifting and movement elements in components coupled thereto is minimised at coupling points.
  • Above-described configurations of loading conveying devices and loading conveying pipes can just as well be used as unloading conveying devices and as unloading conveying pipes.
  • the arrangement of these conveying pipes designs must be precisely reversed for unloading, so that in the conveying path of the unloading, the sequence of the components of the conveying pipes is the same as in the conveying path of the loading.
  • unloading conveying pipes are described above, which can also be used in the reverse order as loading conveying pipes.
  • connection mechanism in other words, for example, the connection mechanisms 44, 62 and 104, in each case, defines an interface of the shore to ship connection or the ship to shore connection, which is provided by the conveying device.
  • This position of the interface is in each case arranged close to the ship 3 in the embodiments described. This position of the interface is not imperative.
  • a further positioning of the interface displaced in the direction of the components of the conveying device mounted on the harbour side is also possible.
  • a configuration of the conveying device is possible, in which a docking station to dock the connection mechanism is arranged on the harbour and the components of the conveying device, in other words, in particular, at least a conveying pipe and the connection mechanism, are mounted on the ship.
  • Conveying components, weighing components and sifter components may be integral components of the conveying tower 52 or 249 to establish a compact arrangement. Further, the conveying tower 52 or 249 and/or the sifter device 120 may be integrally arranged in a steel construction to carry e.g. loading or unloading side intermediate storage containers, e.g. the containers 210.
  • each storage container 210 may have its own sifter mechanism 120.
  • the sifter mechanism 120 and/or the weighing unit may be designed as drivable or mobile unit. Such drivable or mobile unit may be transferred between the respective containers 210 and may be placed where the respective trucks 2 are loaded. A plurality of such drivable or mobile units may be present to enable a simultaneous loading of a plurality of trucks
PCT/EP2011/065592 2010-09-09 2011-09-09 Pneumatic bulk material conveying device for loading and/or unloading a ship WO2012032134A1 (en)

Priority Applications (1)

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DE112011103005T DE112011103005T5 (de) 2010-09-09 2011-09-09 Pneumatische Schüttgut-Fördervorrichtung zum Beladen und/oder Entladen eines Schiffs

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DE102010040530 2010-09-09
DE102010040530.2 2010-09-09
US201061426906P 2010-12-23 2010-12-23
US61/426906 2010-12-23
DE102010064081.6 2010-12-23
DE102010064081A DE102010064081A1 (de) 2010-09-09 2010-12-23 Stationäre pneumatische Schüttgut-Fördervorrichtung zum Beladen und /oder Entladen eines Schiffs

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
IT201700008503A1 (it) * 2017-01-26 2018-07-26 Mib Italiana Spa Sistema di supporto anticaduta per tubi flessibili impiegati per il trasferimento di prodotti petroliferi fluidi tra una postazione mobile, in particolare su nave, ed una postazione fissa, in particolare su terra.
CN114560310A (zh) * 2022-01-30 2022-05-31 浙江天新智能研究院有限公司 一种螺旋卸船机全自动作业调度方法
US11577921B2 (en) 2019-09-24 2023-02-14 Ihi Transport Machinery Co., Ltd. Rain-guard device for shipping

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Publication number Priority date Publication date Assignee Title
DE102018209465A1 (de) * 2018-06-13 2019-12-19 Ejot Gmbh & Co. Kg Saugvorrichtung zum Entleeren eines Behälters

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201700008503A1 (it) * 2017-01-26 2018-07-26 Mib Italiana Spa Sistema di supporto anticaduta per tubi flessibili impiegati per il trasferimento di prodotti petroliferi fluidi tra una postazione mobile, in particolare su nave, ed una postazione fissa, in particolare su terra.
US11577921B2 (en) 2019-09-24 2023-02-14 Ihi Transport Machinery Co., Ltd. Rain-guard device for shipping
CN114560310A (zh) * 2022-01-30 2022-05-31 浙江天新智能研究院有限公司 一种螺旋卸船机全自动作业调度方法
CN114560310B (zh) * 2022-01-30 2024-01-19 国家能源集团乐东发电有限公司 一种螺旋卸船机全自动作业调度方法

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DE102010064081A1 (de) 2012-03-15
DE112011103005T5 (de) 2013-07-25

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