AU598269B2

AU598269B2 - Bulk-material trans-shipment installation

Info

Publication number: AU598269B2
Application number: AU74146/87A
Authority: AU
Inventors: Jaakko Pallasvirta
Original assignee: Mannesmann AG
Current assignee: Krupp Industietechnik GmbH
Priority date: 1986-06-11
Filing date: 1987-06-11
Publication date: 1990-06-21
Anticipated expiration: 2007-06-11
Also published as: AU7414687A; DE3716348A1; CA1306435C

Description

AUSTRALIA

PATENTS ACT 195 9 8 2 F COMPLETE SPECIFICATION

(ORIGINAL)

FOR OFFICE USE Short Title: Int. Cl: Applicatior ber: This dment conains the Lodged: amendments made under Complete Specification-Lodged: p itincorre t for Accepted: Lapsed: Published: Priority: Related Art: TO BE COMPLETED BY APPLICANT Name of Applicant: MANNESMANN AKTIENGESELLSCHAFT Address of Applicant: MANNESMANNUFER 2 D-4000 DUSSELDORF 1 FEDERAL REPUBLIC OF GERMANY Actual Inventor: Address for Service: CLEMENT HACK CO., 601 St. Kilda Road, Melbourne, Victoria 3004, Australia.

Complete Specification for the invention entitled: BULK-MATERIAL TRANS-SHIPMENT INSTALLATION The following statement is a full description of this invention including the best method of performing it known to me:- Fl ;=ur4i 2 The invention relates to a bulk-material trans-shipment installation in accordance with the preamble to the main Patent Claim.

In the case of a known type of bulk-material trans-shipment installation in accordance with the German Offenlegungsschrift DE-OS 21 53 359, the length of the dumping zone is substar-ially the same as that of the quay wall. Because the lengths of ',he vessels are very different and, in the future, the tendency will be to longer and longer vessels, this must be taken into consideration in the planning of bulk-material trans-shipment installations, in which case it must be noted that the quay wall will not always be of the desired length because of local circumstances.

The object of the invention is therefore to use simple means for the design of a bulk-material trans-chipment installation so that the delivery zone to the vessel or any other dumping zone can be substantially longer than the region which is traversed by the pivoting of the briage. This object io achieved by having the dumping point from the bridge supported on a carrier frame on the supporting undercarriage which is provided with a spreader, having a conveyor belt, underneath the dumping point from the bridge, directed towards the final dumping site, capable of being pivoted around a vertical axis. The pivotable spreader, after the bridge has traversed the total length of the quay wall, can be pivoted around into the longitudinal direction of the vessel to arrive at the situation where the length of the vessel can be longer than that of the quay wall by an amount equal to the length of the spreader, In a further development of the invention, the carrier frame can be attached to a slewing ring mounted on the suppotting undercarriage with a vertical support column on each side of the spreader which carry a common cantilever arm for a slewing ring of the bridge. It is possible to have a boom, with a counterweight and a winch for a rope, attached to the _j a p"~ 3 cantilever arm, which engages with a strut for a guy rope of the spreader and which is mounted o0.1 the carrier frame by means of a swing axle. The swing axle preferably lies between the slewing rings which are arranged coaxially to one another and which have a have a transfer hopper disposed on their axes beneath a deflection drum of the conveyor belt and beneath this a distribution feeder for a conveyor belt of the spreader. This arrangement of the bulk-material feeder in the region of the slewing ring guarantees t\e transfer of the bulk material from one conveyor belt to the other without any problems in all positions of the spreader.

The supporting undercarriage which carries the slewing ring of the carrier frame can be carried on a two-track bogie with a longitudinal axis on rails which are located alongside each other. The longitudinal axis which makes possible a rocking motion of the bogies can be dispensed with if the supporting undercarriage is supported fore and aft on a single-track bogie which is supported on one rail only. The tilting of the supporting undercarriage is then prevented by the carrier frame with the upper and lower slewing rings. The bridge is preferably mQunted by means of roller bearings on a carrier frame to enable longitudinal displacement and the carrier frame is supported on a rotary turret by way of a slewing ring.

In the case of very large bulk-material trans-shipment insti' allations, in order to reduce the bending moment, the bridge may be divided up into an inner zone and an end zone which are supported on one another by means of extensions and bearing rollers and mounted on a imobile intermediate support. The bearing roller represents an articulated connection and compensates for any slight deviations in the alignment of the inner and end zones of the bridge without the need for a transfer site in the conveyor belt from one zone to the next, because the conveyor belt is able to follow this slight change of direction without any problems.

Because the intermediate support has to travel alorng the i( l i ~r quay wall in the region between the rotary turret and the predominantly straight rail, it is necessary for the rail to be laid in a special manner. It has a circular arc in the central region and the ends are directed towards the quay wall to such an extent that the distance between the rails corresponds to the length of the inner zone of the bridge.

Because this theoretical conveying carnnot be achieved in actual practice with reliable precision, the bogie of the intermediate support has a slewing ring with a lengthcompensation lever directed towards one side for an additional slewing ring upon which the end of the inner zone of the bridge is supported on a support lever which is directed towards the side. The length-compensation lever and the support lever may be of equal or un-equal lengths and they change their positions in relation to one another because of the slewing rings if the distance between the rails for the bogies is not always at the correct distance from the rail of the intermediate support. This is especially important in the central position.

Two examples of embodiment are illustrated in the drawings and they are discussed in detail in what follows. There is It depicted in: SFig. 1 a bulk-material trans-shipmet installation in side elevation, j J Fig. 2 a supporting undercarriage as shiown in Fig. 1 in F side elevation, but on a larger scale, Fig. 3 a plan of Fig. 2, Fig. 4 detail A from Fig. i, on a larger scale, Fig. 5 detail B from Fig. 1, on a larger scale, Fig. 6 dumping range of the installation shown in Fig. 1, Fig. 7 another bulk-material trans-shipment installation in side elevation, Fig. 8 a portion of Fig. 7 on a larger scale, Fig. 9 a section on line IX-IX in Fig. 7, Fig. 10 the buckling problem for a long divided bridge with intermediate support, Fig. 11 the buckling on a larger scale.

A bridge 1 for a conveyor belt 25 is mounted rotatably about V a vertical axis 3 of a slewing ring at approximately its lu middle position on a rotary turret 2 and it is able to be moved along a quay wall 6 in the direction of the quay by movement of its supporting undercarriage 7.

The supporting undercarriage 7 can travel along substantially straighc rails 5 which are disposed parallel to one another, as may be seen in Figures 1 and 5. It is supported on a horizontal longitudinal axis 8 mounted on front and rear bogies 9, as may be seen in Figures 2 and 3, and it has fi a slewing ring 10 with a vertical axis of rotation for the C-shaped carrier frame 11 which has a slewing ring 12 that can pivot around a vertical axis at its upper end to act as the bearing for the dumping end of bridge i. In the example of embodiment depicted, the swivelling axis of the slewing

I

Sring 12 is located above the axis of rotation of the slewing ring 10, but this need not necessarily be the case in all the forms of construction.

The C-shaped carrier frame 11 has a horizontal swing axle 13 for a spreader 14 disposed slightly above the lower slewing ring 10. The swing axle 13 may be offset on both sides to a distance of several metres, as shown in Fig. 7. The spreader 14 is carried by a guy rope 15 which is attached to a strut 16 on the C-shaped carrier frame 11. At the upper connection 2- 6 point of the guy rope 15 and the strut 16 there is a roller bearing 17 for a rope 18 of a winch 19 which is situated on a boom 20 for a counterweight 21 of an anchoring trestle 22.

Ii The boom 20 of the anchoring trestle 22 is mounted on a horizontal stud 23 at the upper end of the carrier frame 11.

The slope of the spreader 14 can be altered by the tightening or slackening of the rope 18 by means of the winch 19.

The bulk material which is to be trans-shipped is loaded onto a conveyor belt 25 of the bridge 1 by a loading device 24, which is not depicted in detail, located above the rotary turret 2, and it is tipped off over the deflection drum 26 at the right-hand end of the conveyor belt into a transfer hopper 27. From this hopper it passes by way of a distributor 28 onto the conveyor belt 29 of the spreader 14 which, by means of the deflection drum 30 at its dumping end, transfers the bulk material into the vessel 33 or to any other desired dumping site.

The installation is controlled from the driver's cabin 31.

When a vessel is being loaded, the supporting undercarriage 7 travels along the quay wall 5 and hauls the bridge 1 to a greater or lesser extent, by means of the C-shaped carrier frame 11, over the roller bearings 4 which are supported on the rotary turret 2 by means of a carrier frame 32. Because the C-shaped carrier frame 11 consisting of two supports lla with its cantilever beam llb is connected to the bridge 1 by Smeans of the upper slewing ring 12 and to the supporting S0 undercarriage 7 by means of the lower slewing ring 10, it cannot be tilted over and this makes it possible for the undercarriage 7 to run on one rail 5 only. The horizontal longitudinal axis can therefore be dispensed with. When the spreader 14 is disposed in the direction of the extension of the bridge 1, the upper slewing ring 12 predominantly takes up the tilting moment. When the spreader 14 is disposed approximately at right angles to the bridge i, the tilting moment is taken up predominantly by the lower slewing ring The slewing rings 10 and 12 provide security against 7 tilting of the supporting undercarriage 7 and the superimposed carrier frame 11.

Because of the forced resultant rocking of the bridge 1 on the axle 3 as well as because of the resultant longitudinal displacement of bridge 1 by way of the roller bearings 4 and the subsequent swivelling of the spreader 14, it is possible to cover a wider area for the dumping of the bulk material as indicated in Fig. 6.

In the case of the example of embodiment shown in the shortened elevation in Fig. 7, the C-shape, carrier frame 11 is U able to be moved along on a central rail 5 l.aid down along the quay 6. The upper slewing ring 12, by means of which the iI bridge 1 with its inner zone la is mounted on the carrier frame 11, together with the lower slewing ring 10 for the spreader 14, prevents the tilting over of the supporting undercarriage 7 which travels along on one rail 5 only.

Fig. 8 shows that a pivoting mechanism 34 which is mounted on the supporting undercarriage 7 engages with the slewing ring 10 of the carrier frame 11, of which the swing axle 13 for the spreader 14 is offset from the axis of rotation of the slewing ring 10 towards the discharge end (not depicted) of the spreader 14. The anchoring trestle for the swing axle 13 which is shown in the drawing of the first example of embodiment has been dispensed with in this case without having any adverse influence on the movements of the conveyor belts in relation to each other and on the delivery of the bulk material.

In this example of embodiment, the bridge 1 is divided into a bridge inner zone la and a shortened bridge end zone Ibin the region of an intermediate support 35. The intermediate support is depicted on a larger scale in Fig. 9 and it travels with an undercarriage 38 along a rail 36 laid on the quay 37. It possesses two slewing rings 39 and 40 which are connected together by means of a length-compensation lever t _i .1 8 41 for the whole of the bridge 1.

A support lever 42 which is mounted on the,, slewing9 ring carries the end of the bridge inner zone la which has an extension 43 that may be seen in Fig. 7 for carrying the articulation bearings 44 which are situated alongside one another and which carry the bearing extensicn 45 of the bridge end zone lb. This latter end zone is also supported by means of roller bearings 4 on the rotary turret 2 and when viewed from above it may be pivoted round at an angle of up to 50 in relation to the bridge inner zone la, as shown in Figures 10 and 11. This pivoting between the inner and end zones la, lb of the bridge 1 is very small (in the most favorable case it is less than 10) if the bridge has been divided into the correct lengths and therefore does not is adversely affect the conveyor belt 25 which passes along over both the zones to forward the bulk material through the transfer hopper 27 and the distributor 28 onto the conveyor belt 29 Qf I.he spreader 14.

Figures 10 aixd 11 sLow the buckling of the bridge 1 when viewed from above. The, bric~ge is supported with its end zone lb on the rotary turret 2 and with the end of the bridge inner zone la on the straight rail 5 on the quay 6. The bridge may be. moved along rail 5 over the distance X shown in Fig. 10 on. the supporting undercarriage 7. During this I; movement, the end of the bridge end zone lb which projects beyond the rotary turret 2 moves around in the loopC I depicted with a broken line. In the region of the articulation bearings 44t both zones of the bridge 1 are supported by the intermediate support 35 on the rail 36. This rail follows the course as shown at 'aO in Fig. 10 with a straight section adjoining the curved section in the middle.

This is recommended when it is Qirected from the middle point of the total length of the bridge towards the rail In Fig. 10 the swung-out bridge 1 is depicted as a straight line. The articulation bearing 44 lies slightly outside the a~ctual Point of f lexion of the bridge, at the end of its I I straight displacement path 'y' However, when the intermediate support 35 is disposed further along towards the rotary turret 2, as indicated by it would then be necessary for the rail 36' to be laid on a curve if the articulation bearings 44' are to lie on a straight line through the bridge zones la and lb. It is apparent from the drawing that the location of the curve 'b' has been unfavorably selected in order to demonstrate that a non-optimal division of the bridge into the lengths la and Ib results in a curve the replacement of which with a curved and straight section (indicated with broken lines) would result in pronounced buckling between the zones la and lIb as depicted in Fig. 11.

Because the different travelling speeds are not exactly determined between the supporting undercarriage 7 and the intermediate support 35, it is wise to provide a nominal i point of flexion at the bearing rollers 44, which will not adversely affect the course of the conveyor belt The bulk-material trans-shipment installation in accordance with the invention can also operate in the reverse fashion, that is to say, the conveyor belt 29 of the spreader 14 which is carried along on the supporting undercarriage 7 would then be located below the upper slewing ring 12 and it 4 would supply the bulk material through the hopper 27 and the 2 distributor 28 onto the conveyor belt 25 on the bridge 1, which can undergo flexion as the occasion demands, which passes over the rotary turret 2 to a rather severely restricted dumping site.

Claims

2. Bulk-material trans-shipment installation in accordance with Claim 1, wherein the carrier frame is fastened to a slewing ring which is mounted on the supporting undercarriage and there is a vertical support column on each side of the spreader which carry a common cantilever arm for a slewing ring of the bridge.
3. Bulk-material trans-shipment installation in accordance S with Claim 2, wherein a stud bearing for a boom is present on the cantilever arm on the side opposite to the support column, said boom carrying a counterweight and a winch for a rope S which engages with a strut for a guy rope of the spreader and which is mounted on the carrier frame by means of a swing axle.
4. Bulk-material trans-shipment installation in accordance with Claim 3, wherein the swing axle lies between the slewing rings which are arranged coaxially to one another and which have a have a transfer hopper disposed on their axes beneath a deflection drum of the conveyor belt and beneath this there II II I S I 11 is a distributor feeder for the conveyor belt of the spreader Bulk-material trans-shipment installation in accordance with Claim 1, wherein the supporting undercarriage which carries the slewing ring of the carrier frame is carried on a two-track bogie with a longitudinal axis on rails which are located alongside each other.
6. Bulk-material trans-shipment installation in accordance with Claim 1, wherein the supporting undercarriage which carries the slewing ring of the carrier frame is carried o0: a single- track bogie on a rail.
7. Bulk-material trans-shipment installation in accordance with any one or more of the preceding Claims, wherein the bridge is mounted by means of roller bearings on a carrier frame and said carrier frame is supported on a car y turret by way of a slewing ring. j 0 8. Bulk-material trans-shipment installation in accordance with any one or more of the preceding Claims, wherein the bridge is divided up into a bridge inner zone and a bridge end zone which are supported on one another by means of an extension and bearing rollers and said bridge is 2 mounted on a mobile intermediate support.
9. Bulk-material trans-shipment installation in accordance with Claim 8, wherein the extension for the roller bearing is part of the bridge inner zone and is supported on the intermediate support which may be moved along on at, least a single rail with the use of its undercarriage. L 12 Bulk-material trans-shipment installation in accordance with Claim 9, wherein the rail in the region of a right angle between the straight rail, for the supporting undercarriage of the carrier frame, laid on the quay wall and the rotary turret is in the form of a circular arc which is adjoined on both its ends by straight rail sections directed at an angle towards the quay wall, the outer ends of said straight rail sections being at a distance away from the end points of travel of the supporting undercarriage which moves along the rail which is the same as the distance between said rail and the intermediate support when the bridge is in the position at right angles to said rail.
11. Bulk-material trans-shipment installation in accordance with Claim 9, wherein the rail is laid down as a curved rail.
12. Bulk-material trans-shipment installation in accordance with any one or more of Claims 8 to 11, wherein the intermediate support for the connection end of the bridge inner zone has an undercarriage provided with a slewing ring which carries a length-compensation waPr- h an additional slewinr ring at its upper end upon w end of the bridge inner zone is supported by niae. support lever which is directed towards side. DATED THIS 11TH DAY OF JUNE 1987 MANNESMANN AKTIENGESELLSCHAFT By its Patent Attorneys: CLEMENT HACK CO. Fellows Institute of Patent Attorneys of Australia. i