GB2189766A - Cargo ship with loading/unloading apparatus - Google Patents

Description

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SPECIFICATION

Improvements in transporting apparatus

5 This invention relates to cargo ships with transporting apparatus, suitably for us.e in transport systemsfor loading cargo collected on land or transported from mineral resources extraction sites into a ship and unloading the cargo from the ship in a 10 different place.

There have been transport systems for collecting corn or other agricultural products or various mineral ores or other gradula or powdery materials used in various chemical material industries in a 15 specific place, transporting the collected matter to a site of shipment, loading the transported material into a ship, transporting the loaded material overthe sea to a different place, and unloading and distributing the transported material. Various 20 improvements have been made in these transport systems in accordance with the purpose and character of the transported material.

Usually, belt conveyors are extensively used for these systems of transport. However, belt conveyors 25 are usually led from a site of collection to a site of shipment, and materials must be transported to the collection site on trucks orthe like across many cities and towns. In addition, in orderto increase the capacity of transport on the belt conveyor, the width 30 of the belt must be increased.

As another type of transport, it has been known to use a bucket conveyor, which employs a number of transport buckets attached to endless chains passed round upper and lower chain wheels. The bucket 35 conveyor is used to scoop cargo collected below it and lift the scooped cargo. Unlike the belt conveyor, however, it cannot continuously lift the cargo that is continuously brought to the start point of the lifting. In addition, it also has the same drawback as that of 40 the belt conveyor as discussed above.

Further, forthetransport of corn, coal, chemical materials, etc., as large transport ships as possible must be used to reduce the transport expenditure.

Besides, it is necessary to provide measures for 45 preventing the material in transitfrom constituting the source of dust or source of other contamination.

Further, ports are necessary for utilizing large transportships.

A port is required at or near an iron manufacturing 50 plant because the cost of transport is not ignorable. The construction of a new port, however, requires expenditures to prevent the destruction ofthe environment in addition to the port construction cost.

55 In a further aspect, considering bare cargo loaded in a ship, during a long voyage its opposite side layer portions and bottom layer portion tend to be made more compact by compacting forces exerted due to its own weight orthe rocking and rolling ofthe ship. 60 The operation ofthe unloading ofthe cargo in the desination port, therefore, usually requires varying amounts of labourfor breaking the cargo depending on the extent of its compactness that varies with the exerted compacting force.

65 The unloading ofthe earth collected on a barge using an unloader, for instance, usually is done using bucket wheels. In this case, if the bottom ofthe barge has a width of 5 m, the bucket wheel must have a diameter greaterthan 5 m in orderto be able to 70 transfertheearthtoa belt conveyor provided on the barge.

Forthis reason, it is inevitable to use large size bucket wheels.

The cargo unloaded by the unloader described 75 above is transported using a Z-shaped transporting apparatus with boat-shaped or box-shaped buckets attached to endless chains. In this case, the cargo can be readily discharged forthe bucket has a construction capable of being reversed. When a 80 muddy cargo or like sticky cargo is handled,

however, cargo often partly remains stuck to the bottom ofthe bucket so that the remaining material must scraped off. This requires extra labour.

Besides, mud-like matter stuck to the bucket 85 bottom can be manually scaped off only inefficiently, and the operation efficiency is low. Further, the manual operation of removing the remaining muddy matter is rather dangerous.

The present invention is directed to meeting 90 demands for improving the prior arttransport patterns described above.

According to the present invention there is provided a cargo ship with transporting apparatus comprising: a pair of parallel rails extending along 95 the opposite side gunnels ofthe ship; and movable conveying means and loading/unloading means movable along said rails.

Suitably, said loading/unloading means includes a vertical bucket conveyor having vibration amplitude 100 limiting means.

Suitably, the vertical bucket conveyor has four parallel endless chains passed round a plurality of chain wheels and a plurality of buckets coupled at a uniform interval to said endless chains are driven for 105 excursion by a drive chain wheel, and a bucket coupling device forthe vertical bucket conveyor comprising: a pair of elongate transversal coupling members respectively coupled to the front and rear ends ofthe underside ofthe bottom of each said 110 bucket, oneof said coupling members being secured at the opposite ends thereof to the bucket bottom, the other coupling member being pivoted to the transversal center ofthe bucket bottom, said coupling members being coupled at the opposite 115 endsto said endless chains via lever mechanisms and link mechanisms.

The invention will now be described, byway of example, with reference to the accompanying drawings, in which :-120 Figure / is a pictorial schematic viewshowing a transport system according to the invention;

Figure2 is a pictorial schematic viewshowing a loading system;

Figure 3 is a perspective view partly in schematic 125 showing a pier with a continuous loader;

Figure4is a schematic side viewshowing a bucket conveyor;

Figure5is a plan viewshowing the same bucket conveyor;

130 Figure 6shows the configuration of rotary sections

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A1,B1,C1 and D shown in Figure 5;

Figure7is a plan viewshowing a bucketE;

Figures 8and 9 are respectively longitudinal and transversal sectional views showing the same 5 bucket;

Figure 70isa plan viewshowing the relationship between buckets E and inner and outer endless chains;

Figure 11 is a side viewshowing the same; 10 Figure 12 is a fragmentary view showing a bucket coupling;

Figure 73 is a side viewshowing a chain wheel in a rotary section C3;

Figure 74 is a side viewshowing a rotary section D; 15 Figure 75is a sectional view showing a loading/unloading apparatus used forthe transport system according to the invention;

Figure 16 is a pictorial perspective view showing a cargo ship with transporting apparatus used as part 20 of the transport system according to the invention;

Figure 17is a perspective view, partly broken away, showing a different example ofthe cargo ship with transporting apparatus;

Figure 18 is a sectional view, to an enlarged scale, 25 showing a gate;

Figures 19 and 20 are respective a side view and a plan view, partly broken away, showing the cargo shipof Figure17;

Figure21 is a schematic view illustrating the 30 mannerof co-operation of individual conveying means;

Figure 22 is a schematic view showing a Z-shaped transporter;

Figure23 is a fragmentary enlarged-scale view 35 showing the Z-shaped transporter of Figure 22;

Figures 24 and 25 are views similar to Figure 22;

Figure26 is a schematic plan view showing a bucket conveyor with vibration amplitude limiter;

Figure 27 is an exploded perspective view 40 showing a bucketwith coupling means;

Figure28 is a fragmentary plan view showing the structure of vibration amplitude limiterfor a front support point;

Figure29 is a fragmentary plan view showing the 45 structure of vibration amplitude limiterfor rear support point;

Figures 30 and 31 are respectively fragmentary side and front views showing a coupling structure at a front support point;

50 Figures 32 and 33 are respectively fragmentary side and front views showing a coupling structure at a rear support point;

Figure 34 is a viewshowing a bucket coupling structure;

55 Figure 35\s a view illustrating the coupling between pin and bush in the bucket coupling structure of Figure 34;

Figure 36is a viewshowing an improved bucket coupling structure;

60 Figure 37 is a perspective view showing a bucket; and

Figure 38 is a perspective view of a bucket.

Now, the transport system embodying the invention will be described with reference to the 65 accompanying drawings.

Figure 1 outlines an example of thetransport system. In this system, part of mineral ore obtained in an extraction site W is transported using a bucket lifter to the ground surface forthe conventional land transport, buttherestof the ore is led by an exclusive underground conveyorto a portX. In the portX, loading system 1, which is an essential element of the invention, is working.

In an unloading port Y, the cargo is unloaded by an unloading system 7 to be led to a suitable distribution site Z.

In the case of an ore, it may be stacked bare. In the case of corn or chemical products, a tower collector Z is used for collections as shown in Figure 1.

Now, the transport start site W, loading site X, unloading site Y and distributing site Z will be individually described in detail.

Figure 2 shows part ofthe system according to the invention up to the loading site. A belt conveyor 3 extends through a horizontal tunnel. At the end ofthe belt conveyors, a hopper4and a bucket conveyor fortaking out cargo from the hopper and upwardly transporting it are provided and operatively coupled to each other.

In the case of Figure 2, the bucket conveyor 5 is led to a warf 1 which is separated from the land. Cargo is loaded from the top ofthe warf 1 into a transport ship using a separately provided bolt conveyor orthe like. The belt conveyor 3 in the tunnel 2 need not consist of a single belt conveyor, but a suitable numberof belt conveyors having a fixed length may be suitable used to coverthe length ofthe tunnel. Doing so will be convenient from the standpoint of power supply.

The bucket conveyor 5, to which cargo is supplied from the underground hopper 4, may be provided with a scraping device and other necessary devices. The provision of these devices will ensure stable operation ofthe bucket conveyor 5for long time, and the bucket conveyor 5 can transport the maximum quantity of cargo at all time. This is desired from the standpoint of reduction ofthe operating time. On the warf 1 „ the cargo that has been transported is loaded into the cargo ship 6 using a belt conveyor,for instance.

It will be understood that with the construction described above there is no need of transporting cargo on trucks across comparatively high population coastal areas, but transport can be done through very convenient centralized control.

Figure 5 is a partly broken-away perspective view showing the warf 1 and neighbouring equipment. The bucket conveyor 5 has a construction as shown in the side view of Figure 4. Its rotary sections A1, B1, C1 and Dare shown in Figure 6.

The rotary section C1 includes a shaft 34a and inner and outer chain wheels 32a and 33b secured to opposite side portions ofthe shaft 34a. The opposite ends ofthe shaft 34a are supported in bearings33 mounted in a casing 44.

The rotary section C2 has the same construction as the rotary section C1. The rotary section C3 also has the same construction as the rotary section C1 except for that its in ner chain wheels 32a are each provided with a notch 42 in a valley 41 between adjacent tooth as shown in Figure 13. The notch 42

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serves to position a connecting member35b connecting an outer endless chain 31 b and a bucket Eto be described later when the connecting member 35a comes into engagement in it.

5 The rotary section D further has the same construction as the rotary section C1 except for that a driving chain wheel 34c is secured to one end of shaft 34a. The driving chain wheel 32c is coupled through a speed reduction unit to a motor M. The shaft 34a 10 furthercarries a discharging member43 securedto its central portion. The discharging member 43 is adapted to strike the bottom ofthe bucket E and give a shock thereto or raise the bottom, thereby discharging the cargo to the outside. The rotary 15 section A1 has opposite side aligned shafts 34b, which respectively carry outer chain wheels 32b secured to them and are supported in bearings 33. The rotary section A2 has the same construction as the rotary section A1, and the rotation section B2 has 20 the same construction as the rotary section B1.

In this bucket conveyor 5 of Figure 4, the rotary sections C1, A1, A2, B1, A2, B3, D and C3 are disposed in the illustrated positions, and outer endless chains 31 bare passed round the outer chain 25 wheels ofthe rotary sections C1, A1, A2,D, C3 and C2. Each bucket E has a front portion coupled on the opposite sides to the respective inner endless chains 31 a and a rear portion coupled on the opposite sides to the respective outer chains 31 b. In this way, a 30 plurality of bucket E are coupled in a rowto the inner and outer endless chains 31 a and 31 b. The buckets E can proceed horizontally in a horizontal transport section and they are then moved upwardly, whilst still assuming a horizontal posture, in a vertical 35 transport section.

The notch 42 that is provided in the valley 41 between adjacent teeth ofthe inner chain wheels 32a in the rotary section C3to position the connecting member 35b when the member 35b is received in it, 40 is provided for providing for smooth excursion ofthe bucket conveyor. To ensure smooth excursion, the inner and outer chain wheels in the individual rotary sections are secured to the associated shafts such thattheirteeth are staggered so thatthe teeth ofthe 45 inner chain wheels will mesh with links ofthe inner endless chains.

Figures 7 through 12 show the relation between the buckets E and the inner and outer endless chains 31 a and 31 b. The bucket E consists of a boat-like 50 body 39 having an intermediate rubber plate 45 provided between its front and rear portions. Its opposite side walls have bent lower ends 46. Its bottom is clamped between these bentl lower ends 46 and retainers 47. It further hasfront and rear 55 projecting pieces 38a and 38b upwardly projecting from the opposite side walls. These projecting pieces 38a and 38b have respective holes 37, and the front projecting pieces 38a are bolted by bolts 48 to the opposite sides. Aflap member 36 made of rubber is 60 secured by means of an adhesive or bolts to the front portion ofthe bucket body 39.

The bucket E is coupled to the outer endless chains 31 b via a transversal rod 40 penetrating the hole 37b in the rear projecting pieces 38b and connecting 65 members35bfittedonthetransversal rod40.The bucket E is also coupled to the inner endless chains 31 a by connecting members 35a fitted on to the rod 40.

The operation ofthe bucket conveyor will now be 70 described with reference to Figure 4.

When the motor M is started, the inner and outer endless chains 31 a and 31 bare driven in the direction of arrows. Each bucketE is moved horizontally as shown by arrow in the lower 75 horizontal transport section. In the upward run in the vertical transport section, the inner endless chain 31 a are passed round the inner chain wheels 32 in the rotary sections B1 and B2, while the outer endless chains 32b are passed round the outer chain 80 wheels 32b of the rotary sections A1 andA2. Inthis section, the individual buckets E thus ascends at an interval while holding their horizontal posture. When the top of this section is reached, each bucketE now is moved horizontally in the direction of arrow. 85 Atthe rotary section D,each bucketE is U-turned into an inverted state. In this state, it is then moved horizontally. Atthe subsequent rotary section C3, it is turned right angles to descent in the vertical state. At the rotary section C2, it is again turned right angles to 90 proceed toward the rotary section C1.

The cargo such as powdery cargo that is continuously supplied from the belt conveyor 3 over to the lower horizontal transport section ofthe bucket conveyor can be charged into the individual 95 bucket E without partly falling orthe outside by virtue oftheflapmember36, which bridges the adjacent buckets E as the buckets E run beneath the discharge end ofthe belt conveyor 3. Each bucketE now containing cargo runs horizontally along the 100 horizontal transport path to reach the vertical transport section, where it ascends to reach the upper horizontal transport section where it runs horizontally to reach the rotary section D. At this section, its bottom is given a shock or raised by the 105 discharging member 43, so thatthe content in the bucket can be discharged with only its slight portion remaining stuck to the vessel bottom. The discharged contentfalls onto a belt conveyor G.

The intermediate plate 45 used forthe bucket E of 110 the bucket conveyor 5 may be a rubber plate, a rubber plate with a lamination of thin flexible metal sheets provided on the lower side ofthe rubber plate, a synthetic resin plate having elasticity and satisfactory partability, an elastic plate having a 115 partable surface layer, etc. This plate serves to take up various metallic sounds generated during operation. Also it has a property of repelling water, and thus with a cargo containing water it permits the cargo to be discharged with little portion cargo to 120 gathertogether toward the center and be less stuck to the side walls ofthe bucket. And then the bucket is U-turned atthe rotary section D, it co-operates with the discharging member 43 to reduce the striking of cargo to the bottom ofthe bucket.

125 The discharging member43maybeacylinder having a large diameterfitted on the shaft 34a. Further, the peripheral surface ofthe cylinder may be formed with irregularities to proviflefora sort of vibrating effect.

130 Figures9through 14showaspecificconstruction

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ofthe bucket conveyor, which comprised a plurality of rotary sections provided in necessary locations and endless chains passed round chain wheole in the individual rotary sections and carrying buckets 5 using satisfactory partable flexible material or elastic material. The rotary section atthe outlet has a shaft with a discharging member. Here, the discharging member 43 serves to raise and deform the bottom of each bucket. Thus, cargo that is sticky or capable of 10 being readily solidified can be satisfactorily separated from the bucket and discharged to the outside. With this construction, thefollowing effects can be obtained in additon to the effects described above.

15 (a) Great quantities of cargo can betransported not only in the vertical and horizontal directions but also in any other direction.

(b) Sincetheflap member provided on each bucket serves to stride adjacent buckets in the

20 horizontal transport section, powdery carto can be transported efficiently without the possibility of falling between adjacent buckets.

(c) The bucket conveyor can be installed without requiring a wide installation area as in the case ofthe

25 belt conveyor.

The construction ofthe warf 1 will now be described in detail with reference to Figure 3.

Ascrewfeeder51 is provided in a transport chamber 52 formed under a sea bed. The screw 30 feeder 51 extends between one end of a belt conveyor3 in a horizontal tunnel and a lower horizontal transport section of a bucket lifter 5. An upper horizontal transport section ofthe bucket lifter 5 is located above a cylindrical support 53 and is 35 coupled to a separate belt conveyor G.

A plurality of such transport systems may be provided, and a bucket lifter is coupled to the belt conveyor G in each system. The bucket lifter is secured to the warf 1.

40 With this construction of warf 1, cargo, for instance coal, is transported on the belt conveyor 3 to the screwfeeder 51 and is then transferred to the bucket lifter whose vertical section is in the cylindrical support 53. Atthe top ofthe bucket lifter, the cargo is 45 delivered from each bucketto an upper horizontal transport section through the cylindrical support 53. From the upper horizontal transport section the cargo isdropped into transport ship6.

lntheaboveway,thetransportedcargocanbe 50 continuously loaded into the transport ship.

In the destination port, the cargo loaded in the transport ship is unloaded. This is desirably done using a method or apparatus which can overcome drawbacks inherent in the prior art.

55 Examples ofthe apparatus thatcan solve the problems encountered in the prior art are:

An unloading apparatus, which can adopt itself to any barge having any bottom depth.

An unloading apparatus, which uses a bucket lifter 60 in lieu of a bucket wheel so that a hopper and a belt conveyor may be installed by making use of an available space in the bucket lifter to reducethe installation spacae as a whole.

An unloading apparatus, in which a bucket lifter 65 can be operated by a motor-driven chain block or like lifting device so that operations atthe commencement of unloading can be smoothly done.

Further, with respectto the removal of highly sticky cargo remaining stuck to the bucket bottom, an apparatus, in which a boat-shaped bucket is provide with a scraper capable of being turned in an interlocked relation to the turning ofthe bucket, with the freedom of motion ofthe scraper being increased with such an arrangement that an arm of the scraper is moved by a cam, is desired.

Figure 15 shows a specific unloading apparatus according to the invention. This apparatus has both unloading and loading lines 103 and 106 provided on a warf 107. The unloading line 103 includes a crane 101 and a hopper 102. The loading line 106 includes a hopper 104 and a telescopic shoot 105. The warf 107 is constructed such that a cargo ship can be anchored alongside it. A bucket lifter or like conveyor 108 is provided in the warf 109 for conveying cargo in and from aspace defined in thefoundation orsea bed.

A horizontal converyor 109 is provided such that it extends from the space in the foundation to a cargo yard on land.

The vertical and horizontal conveyors 108 and 109 are provided in a water-tight warf and tunnel spaces.

In view of trend for increasing size and scale of transport ships the warf 107 suitably extends at least about 17m from the sea surface to the sea bed and hasa height of about 50m form the sea level to the top ofthe crame 101. The effective operating length ofthe crane 101 may be about 37 m in orderto be ableto be used for60,000=ton bulkcargo ships,for instance.

The apparatus described above performs an unloading operation of 1,200 tons/h (i.e.,1,200m/h) at the most.

The unloading apparatus of Figure 15 can undertake the loading of cargo as well as mentioned above, and its construction will now be described in detail.

To permit both unloading and loading, a hopper 104 is separately provided over the ward 107 on one side of thetop of the vertical conveyor 108. A small-scale horizontal conveyor, e.g., a belt conveyor, 117 is provided benearth the hopper 104. Cargo that is supplied from the hopper 104 to the horizontal conveyor 117 is thus loaded into a bulk cargo ship 112,forinstance,throughthetelescope shoot 105.

Thefunctions of various components ofthe apparatus will now be described in connection with the case of unloading.

For unloading cargo from the bulkcargo ship 112 anchorded alongside the warf, the crane 101 is moved uptoan intended position, and then its top is appropriately positioned.

A grab 113 which is suspended from the top ofthe crane 101 is then lowered into the ship and operated to grab cargo. Then it is raised, and moved by horizontal grab means of the crape 101 to a position right above the hopper 102. The prasped cargo is then discharged into the hopper 102.

The cargo discharged into the hopper 102 is transported byfeeder 114to befed into the hopper

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115forthe vertical conveyor 108 such as a bucket conveyor. The cargo isthusconveyred by the vertical conveyor 108 to the bottom ofthe warf 107.

Cargo is then transferred to the horizontal 5 conveyor 109 to be transported through tunnell 11 to the cargo yard on land.

The unloading apparatus, or more correctly loading/unloading apparatus, as described is constructed such that its main components can be 10 used for both loading and unloading. Forthe loading, the vertical and horizontal conveyors 108 and 109 are operated in the opposite direction. An end portion ofthe horizontal conveyor 109, which is provided to co-operate with a hopper 118 provided at 15 the lower end of the vertical conveyor 108, may be adapted such that its slope angle is variablefor loading and unloading operations.

The warf 107 should of course have a structure which wili never be collapsed when various 20 equipments such as crane 101 are installed on it. A concrete structure with a concrete wall thickness of about 5m will withstand the weight of various equipments which are necessary for operation ata rate of 1,200 tons/h as noted above.

25 A bulk cargo ship which is provided with a loading/unloading apparatus according to the invention will now be described with reference to Figure 16. The ship comprises a ship body A, rails B, supports C provided on the rails B, a transversal 30 cargo support member D provided on the support C, a screw conveyor or belt conveyor E supported on the transversal cargo support member D and a bucket conveyor F which is provided between the conveyorEand hold.

35 The bucket conveyor F has a cover as illustrated, but the cover may be omitted so that the conveyor is exposed. The bucket conveyor F may be freely displaced in the longitudinal direction ofthe transversal conveyor E. The conveyor system that 40 comprises the bucket conveyor F and transversal conveyor E can be freely displaced along the rails B in the longirudinal direction ofthe ship. The bucket conveyor Fthus can be broughtto a desired position in the hold for loading or unloading of cargo in that 45 portion ofthe hold.

The ship body A itself does not require any special equipment for loading or unloading, and it only need be capable of ballast adjustment according to gradually vrying weight ofthe cargo.

50 The rails B are laid on the deck ofthe ship body A. They may be of ordinary typeforguiding the conveyor system along them. The supports C have a sufficient height forthe transversal cargo support member Dto be moved over various equipments 55 provided on the deck.

Of course, thesupportsC should withstand the sum of the weights ofthe transversal cargo support member D, transversal conveyor E and cargo being trans ported thereon. The transversal cargo support 60 member D is provided forthe purpose of supporting the transversal conveyor E, and it may have a plate-like form or any other suitable form.

The bucket conveyor E may be of ordinary type. The arrangement shown in Figure 16isforthe 65 operation of unloading cargo from ship to land. For loading cargo into ship, the land side end ofthe transversal conveyor is disposed beneath a land side hopper.

A different example of bulk cargo ship is shown in 70 the perspective view of Figure 17. In this instance, the ship has first conveyor means 201 extending in the hole in the longitudinal direction ofthe ship, a pair of second conveyor means 202 provided on the opposite gunnels and capable of rotation in a 75 horizontal plane, and third conveyor means 203 coupling togetherthefirst and second conveyor means. The first and second conveyor means 201 and 202 convey cargo in the horizontal direction, while the third conveyor means 203 conveys cargo in 80 the vertical directions. Drive means 204 can rotate each second conveyor means 202 by 90° in the horizontal plane via wires from the accommodated position, in which it is parallel to the tunnel, to a perpendicular position orfrom the perpendicular 85 position to the accommodated position. Reference numeral 205 designates a hold for containing granular cargo. The bottom ofthe hold 205 is constituted bya number of aslant members,aiong which the granular cargo may be supplied onto the 90 first conveyor means 201. The iower outlet and each aslant member is provided with a gate 206.

Reference numeral 207 designates hatch covers. Figure 18 shows an example ofthe gate 206. The gate 206 has a gate member 261 which is rotatable about 95 a shaft 260. The gate member 261 is driven by a cylinder 263 via a lever 262 integ ral with the gate member.

Figure 19 is a side view, partly broken away, showing the bulk cargo ship of Figure 17, and Figure 100 20 is a plan view ofthe same. In this example, belt conveyors are used as the first convey or means, and a bucket lifter is used as the third conveyor means. The belt conveyor serving as each second conveyor means 202 is accommodated in the tunnel when it is 105 not used for loading or unloading. The belt conveyor 202 may be turned by an angle Oof 90° atthe most about an axis 209 of rotation. It may consist of a plurality of stages so that it can be extended and contracted. The extension and contraction ofthe belt 110 conveyor may be caused through the wires 208.

Figure 21 shows the coupling between the beltthe belt conveyors 201 and the bucket lifter 203. As is shown, cargo is charged from the belt conveyors 201 into a hopper 210 to be supplied to the bucket lifter 115 203. The bucket lifter 203 is similarly coupled to the belt conveyors 202.

The operation ofthe bulkcargo ship with the conveyor system described before in connection with Figures 17 through 21 will now be described. A 120 case will be taken, in which the bulk cargo ship isfull of cargo and is anchored alongside warf for unloading. Afterthe ship has been anchored alongside the warf, the second conveyor means 202 in the left gunnel, in the instant case, is turned 90° by 125 the drive means 204, and it is also extended if necessary, so that its end is broughtto a loading/unloading site. Then,th^firsttothird conveyor means are operated, and the gates 206 are opened. Cargo in the hold 205 thus starts to fall onto 130 thefirst conveyor means 201. The openings ofthe

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gates 206 are controlled depending on the state of cargo in the hold such that cargo remains uniformly, thus minimizing the tilting ofthe ship. Thefirst conveyor means 201 conveys the supplie cargo 5 along the bottom ofthe ship and transfers it to the third conveyor means 203. The third conveyor means 203 conveys the cargo to a high level position and transfers it onto the second conveyor means 202. The second conveyor means 202 conveys the 10 cargo to site of collection.

The unloading operation described above is entirely carried out automatically and requires neither manual adjustment nor manual help. In addition, no loading/unloading equipment is required on the side ofthe port. Thus, automatic loading and unloading can be carried out at any port.

The bulkcargo which is unloaded onto land in the above way, is transported by a horizontal 2q transporter, and also by a Z-shaped transporter where there is a level difference, to a storage place.

As the horizontal transporter may be used the conventional belt conveyors, screw conveyors or other conveyors.

2g The Z-shaped transporter, which is utilized in case where there isa level difference, should be one, which need not be stopped frequently forthe purpose of cleaning.

Figure 22 shows an example of the Z-shaped 3Q transporter. It has a frame 300, which accommodates endless chains 305 with a number of buckets 306 coupled thereto. Each bucket 306 can transport cargo supplied from a screw conveyor 301, for instance, along the endless chain path and discharge it as itis 32 U-turned round a chain wheel 302 atthe right top of the endless chain path.

A hopper 303 is an example of meansfor transferring the cargo received from the Z-shaped transporter. The endless chains 305, are driven from 4Q a motor 304. In case when the cargo transported by each bucket is sticky, it may partly remain stuck to the bucket (i.e., inner side and bottom walls ofthe bucket) as the bucket is U-turned. For removing the residual content, a scraping device as shown in 45 Figure 23, different from that shown in Figure 22, is provided. It has a scraper 307 and a cam 308, these being located to face the underside of a bucket right after the bucket is U-turned. The scraper 307 has an arm 309 which is rotatable about its fulcrum point 5q 310.Ascrapingblade311 is mounted on the free end ofthe scraper arm 309. The scraping blade is suitably made of an elastic material such as rubber, and its width is suitable such that it can be in frictional contact with the opposite sides ofthe bucket. 55 The scraper arm 309 has a cam roller 312 provided at a suitable position and in rolling contact with the cam 308 with the rotation ofthe cam 308, the scraping blade 311 undergoes a see-saw motion with the arm 309. With this motion, the matter stuck 0Q to the inner surfaces ofthe bucket is scraped off as the bucket proceeds past the blade 311.

Powerfor causing rotation ofthe cam 308 in an interlocked relation to the process ofthe bucket, may be conveniently obtained form the chain wheel shaft 00 as is shown. However, it is of course possible to use a separate chain wheel shaft for deriving the driving torque.

With the above construction ofthe scraping device, it is possible to design the shape ofthe scraping arm 309 and cam 308 to meet the shape of 70 the inner surface ofthe bucket and the speed of progress thereof. Thus, it is applicable not only to the boat-like bucket as is shown but also to a bucket of any other shape such as a semi-cylindrical bucket.

As has been described in the foregoing, with the 75 unloading apparatus according to the invention the following effects can be obtained.

Since the unloader uses the bucket lifter,

unloading operation can be done from any level in the interior ofthe cargo ship, which is most desirous 80 forthe unloading operation of thistype on a mass production scale.

The hopper and belt conveyor can be installed in the available space in the bucket limiter minimisethe size ofthe overall apparatus. This is advantageous 85 from the standpoints ofthe assembly, transport, storage and disassembly ofthe unloader.

Aside from the above main advantages, the use of the Z-shaped bucket type transporter having a function of automatically scraping residue content 90 off the bucket during operation of thetransporter makes it possible to obtain a continuouscargo unloading and transporting apparatus, which can be operated continuously for a long time.

The Z-shaped transporter described above in 95 connection with Figure 22 has a certain problem, which will now be described. Figure 24 is a view similar to Figure 22 showing the same Z-shaped transporter except forthat additional reference numerals are provided. Reference numeral 300 100 designates a frame ofthe Z-shaped transporter. Reference numerals 312 and 313 designate chain wheels atthe bottom and top ends of theZ-shaped transporter, respectively. Reference numerals 314, 315,316a, 316b, 317a and 317b designate chain 105 wheels at intermediate bent portions ofthe transporter path. Each ofthe chain wheels 312,313, 314and 315 has four juxtaposed chain wheels supported on a common shaft. Four parallel endless chains 305a to 305d are passed round thesefour 110 chain wheels. The outertwo endless chains 305a and 305b are also passed round the chain wheels 316a and 317a. The inner two endless chains 305c and 305d are also passed round the chain wheels 316b and 317b. Each ofthe buckets 306 has its rear 115 opposite side support points coupled to the respective two inner endless chains 305c and 305d. The chain wheel 313 at the top end is driven by drive motor304, thus causing excursion ofthe individual buckets 306 along the frame 300. Reference numeral 120 301 designates a conveyorwhich is coupled to the bottom end of theZ-shaped transporter. Reference numeral 303 designates a hopper, which receives cargo falling from the top end ofthe Z-shaped transporter.

125 In this Z-shaped transporter, which can serve as bucket lifter, the distances between the chain wheels 312 and 316a, between chain wheels 316a and 317a, between chain wheels 317a and 313, between chain wheels 313and315, between chain wheels 315 and 130 314 and between chain wheels 314 and 312, are

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different, and also the weight (or more correctly mass) between the chain wheels of the individual pairs are different depending on the amount or density of cargo contained in the buckets. Therefore, 5 complicated resonant frequencies ofthe individual pairs of chain wheels occur and have adverse effect on the operation ofthe bucket lifter. The resonant frequencies, which occur in a large number, also varying depending on conditions, under which the 10 bucket lifter is used. Further, waves, winds,

earthquakes, etc., which are causes of vibrations, are natural phenomena or at least depend on natural phenomena, so that they cannot be accurately forecast. Therefore, it is impossible to eliminate the 15 adverse influence noted by means of controlling the resonantfrequencies. It is more realisticto cope with the adverse influence by means of restricting the amplitude of vibrations.

Further, the angle, at which the chains are passed 20 round the chain wheels 316a, 316b, 317a, 317b, 315 and 314, is obviously 90°and is limited to 90°so long as the instant structure is employed. The number of rollers of a roller chain which is passed round the chain wheel overthe angle of 90° noted above is 25 small,so that detachment of chain is liable inthe event when a large amplitude of vibration is exerted or built up due to resonance.

This drawback is particularly pronounced in case where the bucket lifter is intalled on a ship. 30 Figure 25 shows a bucket lifter with vibration amplitude limiter according to the invention. The construction and operation of this bucket lifter is substantially the same as the bucket lifter shown in Figure 24 except forthat the vibration amplitude 35 limiter can overborne the drawback discussed before. In the Figures, like parts are designated by like reference numerals, and their description is omitted.

Figure 26 is a sectional view, to an enlarged scale, 40 taken along lineS-S in Figure 25. Figure 27 is an enlarged-scale exploded perspective view showing a bucket and meansfor coupling the bucket to inner and outer chains. Figures 28 and 29 are enlarged-scale plan views illustrating vibration 45 amplitudelimiteratfrontand rearsupportsections ofthe bucket, respectively. The bucket 306 is made of steel sheet and has a shape like a boat. It has a flap member 324 of an elastic material, e.g., rubber, projecting from the rear end of its body. The flap 50 member 324 engages the front end ofthe succeeding bucket when the buckets are running past a spot, at which cargo is continuously discharge from the conveyor301 atthe bottom of theZ-shaped bucket lifter, thus preventing the cargo from failing through 55 otherwise formed gap between adjacent buckets to attach to endless chains and other driving parts and cause wearthereof. If desired, the bottom ofthe bucket is angularly notched or removed, the opening thus formed is covered by a bottom member 325 of 60 an elastic material, e.g., rubber, which is mounted by means of a mounting frame. In this case, as the bucket 306 is inverted round the chain wheel 313 at the top end, an urging roller 326 provided on the shaft chain wheel 313 raises the elastic bottom 65 member 325. In this way, viscous cargo maybe discharged satisfactorily. A bracket 327 is mounted on the bucket 306 at a front support point on each side. It is secured to the bucket 306, and it has an upper notch 328a, a pin hole 329 formed in a lower 70 portion and a stopper330 projecting form a rear portion. A link member 331 is rotatably mounted in the bracket 327 with its pin 331 has a front shaft 334 secured to its upper portion and having a spacer 333. The front shaft 334 is coupled to the associated inner 75 endless chain. The endless chain is fitted on the spacer portion 333 of the front shaft and retained by fitting a nut 335 on the shaft.

As shown in Figure 28, a pairof guide members 346 are provided on stationary supports 348 secured 80 totheframe300suchthattheyfaceeachotheronthe opposite sides of and at a slight spacing from a roller 350 of each inner endless chain, i.e., chain 305c inthe illustrated case. The guide members are most suitably made of a highly lublicant material, e.g., the 85 oil-containing alloy. The roller 350 ofthe chain,

which is the guided member, may be made of a material having high rigidity. The guide members 346 and supports 348 constitute the vibration amplitude limiter.

90 Referring back to Figure 27, a bracket 336 is secured to the bucket 306 at a rear support point on each side. A link 339 is rotatably mounted on the bracket 336 with its pin 338 inserted in a pin hole 337 formed in the bracket 336. The bracket 336 may be of 95 the same shape as the bracket 327 at the front support point. In the instant example, however, it has a notch 328bformed in its front portion. It is secured to the associated side plate ofthe bucket 306.

Astopper 340 projects outwardly from the side 100 plate ofthe bucket on the rear side ofthe bracket 336. Thelink339hasa rearshaft341 secured to itsupper portion. An arm 342 is coupled to the front rear shaft 341. It strides the inner endless chain 305c and extends up to the outer endless chain 305a. The outer 105 endless chain 305a is coupled by a bolt 343 and a nut 344 to the outer end ofthe arm 342. The arm 342 is coupled to the rearshaft 341 by fitting itshole346on the shaft 341 and clamping a nut 345thereof.

As shown in Figure 29, a pairof guidemembers 110 346 are provided on the opposite sides of roller 350 ofthe endless chain 305a like the case of thefront support point described above. In this case,

however, stationary supports 347 have a smaller length than the supports 348. When the bucket 306 is 115 being raised in its horizontal state, the arm 342 is in its position shown in Figure 29, which is at an angle of 90°from its position shown in Figure 27.

When the bucket 306 is on the descent, it is in a vertical state. In this path, the inner endless chain 120 305cextendsontheinnersideofandparailelwith the outer endless chain 305a. Here, it extends through a notch 342b formed in the arm 342. The right half of Figure 26 illustrates the arrangement of the guide members in this case. In this case, the 125 guide structure for the outer endless chain 305a is the same as shown in Figure 29. Intheguide structure forthe inner endless chain 305c, on the other hand, one side ofthe notch 342a ofthe arm 342 serves as a guide, and a single support 349 serves as 130 both the supports 347 and 348.

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The guide members 346 and supports 347,348 and 349 constitute the vibration amplitude limiter 351. The vibration amplitude limiter 350 as described above is shown provided atthe position 5 corresponding to the line S-S in Figure 25. However, it may be provided at any position ofthe endless chain excursion path exceptforsections passing round the chain wheels.

In the vibration amplitude limiter, the guide 10 members346 guide the rollers ofthe endless chains 305a to 305d. The chain rollers thus roll overeither guide member, so thatthe coefficient of friction is low. Thus, it is possible to expect smooth rotation of the rollers and smooth excursion ofthe endless 15 chains. Besides,thevibration amplitude limiterhas no effect on the passage ofthe buckets at all. When the amplitude of vibration ofthe endless chain tends to be increased due to application of external vibrating force such as waves, winds, etc. or dueto 20 resonance caused by shocks, etc. the guide members ofthe vibration amplitude limiter suppresses the vibration of rollers to limitthe amplitude of vibrations. Thus, cargo being conveyred bythe buckets will neverfall thereof nor 25 the buckets will strike the frame due to vibrations. Further, the vibration amplitude limiter has the same function as a mechanism with guide sprocket wheel, which is so referred to in chain conduction mechanics, so that it can reliably prevent 30 detachment of chains from chain wheels.

This means that the bucket lifter with vibration amplitude limiter permits stable conveying operation when used on a ship or on a land place which issubjectto vibrations. Besides, it eliminates 35 the need for vigil personnel that is otherwise necessary for operation in such circumstances, so that it permits saving of man-hour.

Especially, although it has been sometimes impossibleto use the usual bucket lifter on a shipfor 40 loading and unloading depending on the status of waves, the bucket lifer described above according to the invention can be stably operated even in such circumstances.

Now, a different example ofthe coupling of bucket 45 to chain will be described with reference to Figures 30 through 33.

Figures 30 and 31 show a front support point coupling mechanism. Reference numeral 401 designates a mounting member, which is integral 50 with bucket306 and also serves as reinforcement member. A pipe402 is coupled by a pin 403 to the center ofthe mounting member 401. The pipe 402 is rockable about the pin 403. Ashaft404 is loosely fitted in the pipe 402. A lever 405 is secured by means 55 of welding to an end ofthe shaft 404 projecting from the pipe 402. A shaft 406 is secured by means of welding to the lever 405. The lever 405 and shafts 404,406 integral with each other are rotatable with respect to and removably coupled to the pipe 402. 60 The shaft 406 has a tapered end portion 408. The associated endless chain, e.g., chain 305b in the illustrated case, is coupled to the tapered portion 408 and retained thereon by a washer 409 and a pin 450.

While the Iever405 is rotatable about the shaft404, 65 its rearward rotation is restricted by a stopper407

which is secured to the associated side ofthe bucket 306.

Figures 32 and 33 show a rear support point coupling mechanism. Amounting member501 is secured to bucket 306, and supports a pipe 502. A separate mounting member 503 is also secured to the bucket. It is provided notforshring load, but it is provided forthe purpose of preventing warping of the pipe 502.

A shaft 504 is loosely fitted in the pipe 502. A lever 505, a bearing box 508, an arm 509 and a shaft 506 are made integral by means of welding to an end of the shaft 504 projecting from the pipe 502. The integral assembly is rotatable with respectto and removably coupled to the pipe 502.

The endless chain 305a is coupled to the shaft 506 in the same manner as that in which the chain 305b is coupled to the shaft 406 noted above. A stopper 507 is secured to the bearing box 508 which is integral with the lever 505. This structure is similar to the relation between the Iever405 and stopper407 noted above.

The shaft 506 integral with the arm 509 is rotatably supported in a bearing provided in the bearing box 508.

Referring to Figure 24 again, in a section of bucket excursion path between the chain wheels 316a and 316b on one hand and chain wheels 317a and 317b on the other hand, the four chains 305a to 305d extend such that they pass throughthe respective corners of a rectangle in a horizontal plane. In this section of path, each bucket 306 is coupled to the four chains bythe respective four coupling mechanisms, i.e., a pair of front support point coupling mechanisms400 and a pairof rearsupport point coupling mechanisms 500. Bythiscoupling,

the bucket 306 is held in the horizontal state while it is raised. Since the chain 305a extends vertically in this section ofpath,thearm 505 and shaft 506 ofthe accosiated rearsupport point coupling mechanism 500 are at right angles to their orientation shown in Figure 33. Also, the arm 405 in the front support point coupling mechanism 400 and bearing box 508 in the rearsupport point coupling mechanism 500 are capable of engagement with and disengagement from the respective stoppers 407 and 507, while the bucket 306 is coupled in the horizontal state bythe four coupling mechanisms to the respective chains,

it is generally difficult to define a plane by four $

points. Generally, the weight of the bucket is not uniformly shared by the four chains due to such causes as mounting errors and different amounts of *

elongation ofthe chains. In the instant coupling system, the pipe 402 which is common to the two front support point coupling mechanisms 400 is rockably coupled to the central pin 403. That is,

although the bucket 306 is designed to be supported bythefourchains(andfourcoupling mechanisms),

its weight is actually three support points, i.e., the mounting members 501 ofthe rear support point coupling mechanisms 500 (on the opposite sides of the bucket) and the common center pin 403 ofthe front support point coupling mechanisms 400. This coupling system meets the theory of defining a plane by three points. (The mechanical structure of this

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support system will be hereinafter referred to as three-point support sturcture).

In the section ofthe bucket excursion path extending form the chain wheels 317a and 317b past 5 the chain wheels 313,315,314 and 312 to the chain wheels 316a and 316b, the buckets 306 are moved just like a cargo train. In this state, the coupling mechanisms 400 and 500 are as shown in Figure25 through 33. In the descent section ofthe bucket 10 excursion path between the chain wheels 315 and 314, the support points on the side ofthe bucket and those on the side ofthe chains are off-set by mount corresponding to the length ofthe arms 405 and 505. The stoppers 407 and 507 are thus in engagement 15 with the arms 405 and bearing boxes 508 and receiving the load ofthe bucket. If the load is shared non-uniformly bythe support points due to non-uniform elongation ofthe chains or other causes, a stopper will bear greaterthan theforce 20 exerted to any other stopper. In long use, permanent stresses are produced at the four support points, and eventually the load is shared uniformly by the four support points. In other words, the coupling system shown in Figures 30 through 33 has a function of 25 automatically uniformalizing the sharing of load among the four support points ofthe bucket.

The effectiveness of this coupling system is summarized as follows.

(1) Since the coupling system is ofthe

30 three-point support structure, it minimizes the tilting ofthe bucket. The four chains uniformly share the load and uniformly undergo elongation. Thus, the chains can pass round the chain wheels with increased smoothness. These features permit stable 35 operation for long time.

(2) The sharing of load is automatically uniformalized.

(3) The shafts 404 and 504 ofthe respective coupling mechanisms 400 and 500 are loosely fitted

40 in the pipes 402 and 502. This structure permits very ready replacement ofthe bucket 306 or replacement ofthearm of coupling mechanism, which is desired for convenient maintenance.

(4) Further, the loose fitting of shaft in pipe

45 permits insertion of shaft to an extent substantially equal to one half ofthe width ofthe bucket. Thus, it is possible to eliminate such inconveniences as partial contact of shaftand occasional detachmentthereof while assuring the effectiveness ofthe above items. 50 Thechainsaresubjectto permanent elongation due to wear as they are used for long time. Accordingly, means for making chain elongation uniform is necessary.

Further, in orderto facilitate the operation of 55 coupling a bucket to chains, the link pitch of which is not uniform, it should be possible to reduce or increase the distance between the front and rear support points ofthe bucket.

Referring to Figure 34, a pin 601 outwardly 60 projecting from a side wall of bucket 306 is loosely fitted in a bush 602 projecting from the associated chain. The inner periphery ofthe bush 602 engages substantially the lower half of the pin 61 overthe length Xthereof extending inthebush602for 65 bearing the load.

When the transporter is used frequently, extra clearance is naturally produced between the pin 601 and bush 602. In consequence, the state of engagement between pin 601 and bush 602, which is 70 normally as shown in Figure 35A, would be changed to that as shown in Fig ure 35B in the event of vibrations ofthe bucket 306 caused by any cause. The state shown in Figure 35B is very undesired from the standpoint ofthe safety.

75 Similar state would also take place in case where a pin is provided on the side ofthe chain and a sleeve-like member is provided on the side ofthe bucket.

Figure 36 shows a chain which can solve the 80 problem discussed above.

A link of chain 603 has a hole 605 formed atthe central position, and a bush 606 isfitted in the hole 605 and secured to the link. The bush 606 is preferably made of tenacious steel. 85 Apin,forinstancethepin601 shown in Figure34, projecting from the bucket, isfitted in the bush 606 overthe entire length thereof. In this structure, the load is born bythe entire width ofthe chain 603. In this case, local wear ofthe pin and bush is extremely 90 reduced compared to the case of arrangement of Figure 34. In addition, smoother rotation can be guaranteed.

Figu re 37 shows a perspective view of an exam pIe of bucket 306. The transporter requires sufficient 95 supervision for its operation. In this example, the bucket body has a glass window 306a provided on each side wall. The glass window 306a will facilitate the supervision ofthe state of cargo being conveyed and permit early detection of faultiness. The location 100 and shape of the glass window may be suitably changed to suitthe operation.

As the meterial ofthe glass window may be used highly transparent synthetic resins as well as transparent glass.

105 The bucket body may be painted with a paintofa color, which is in good contrast to the color ofthe cargo being conveyed. Doing sofurtherfacilitates the supervision ofthe cargo being conveyed through the window.

110 Further, only one ofthe plurality of buckets used in the transporter may be painted with paintofa different coiorfrom that forthe other buckets. Doing so permits ready confirmation ofthe number of excursions and also position of a given bucket. 115 Further, the buckets in the transporter may be printed with paints of different colors corresponding to different capacities or kinds of cargo. This permits increase of operation control efficiency and improvement of safety control in addition to giving 120 an aesthetic effect or fashionable feature.

Moreover, the bucket body may be made of a synthetic resin depending on the type of cargo conveyed. The synthetic resin bucket will permit weight reduction, increased mass production 125 control property and cost reduction ofthe transporter. Further, where the bucket is made of a transparentsynthetic resin, the supervision maybe extremely facilitated.

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Claims (1)

1. A cargo ship with transporting apparatus comprising:

5 a pairof parallel rails extending along the opposite side gunnels ofthe ship; and movable conveying means and loading/unloading means movable among said rails.

2. The cargo ship with transporting apparatus 10 according toe claim 1, wherein said loading/unloading means includes a vertical bucket conveyor having vibration amplitude limiting means.

3. The cargo ship with transporting apparatus 15 according to claim 1, wherein said conveying means is a belt conveyor.

4. The cargo ship with transporting apparatus according to claim 1, wherein said conveying means is a screw conveyor.

20 5. Thecargoshipwithtransportingapparatus according to claim 1, which further comprises means for automatically adjusting ballast according to variation of cargo in theship.

6. The cargo ship with transporting apparatus 25 according to claim 5, wherein said automatic ballast adjusting means is capable of automatically adjusting ballast for a particularzone ofthe hold according to variation of cargo in said zone.

7. The cargo ship with transporting apparatus 30 according to claim 1, wherein said loading/unloading means includes a bucket conveyor having means for reducing the volume of each bucket when the bucket is inverted for discharging cargo.

35 8. The cargo ship with transporting apparatus according to claim 7, wherein each said bucket has a bottom made of an elastic material.

9. The cargo ship with transporting apparatus according to claim 1, wherein said conveying means

40 is a belt conveyor capable of being used for receiving and supplying cargo to and from a hopper on land and a hopper on the ship.

10. The cargo ship with transporting apparatus according to claim 1, wherein said conveying means

45 is a belt conveyor capable of being extended at a positive or negative angle with respectto a horizontal plane.

11. The cargo ship with transporting apparatus according to claim 2, wherein said vertical bucket

50 conveyorcomprisesfourparallelendlesschains passed round a plurality of chain wheels, a plurality of buckets coupled at a uniform interval to said endless chains and driven for excursion by a drive chain wheel, and a bucket coupling device, said 55 bucket coupling devicecomprising:

a pairof elongate transversal coupling members respectively coupled to the front and rear ends ofthe underside ofthe bottom of each said bucket, one of said coupling members being secured atthe 60 opposite ends thereof to the bucket bottom, the other coupling member being pivoted to the transversal center of the bucket bottom, and said coupling members being coupled atthe opposite endsto said endless chains via lever mechanisms 65 and link mechanisms.

12. The cargo ship with transporting apparatus according to claim 2, wherein said vertical bucket conveyor comprises four parallel endless chains passed round a 70 plurality of chain wheels and simultaneously driven by a drive chain wheel;

a plurality of buckets each having front and rear coupling members coupled to said endless chains; and

75 vibration amplitude limiting meansforguiding rollers of said endless chains, said vibration amplitude limiting means being provided before and/or after said chain wheels and/orintermediate positions between adjacent chain wheels. 80 13. The cargo ship with transporting apparatus according to claim 2, wherein each bucket in said bucket conveyor has a flapping member capable of engaging the succeeding bucket.

14. The cargo ship with transporting apparatus 85 according to claim 13,whereinsaidflapping member is made of a flexible material.

15. The cargo ship with transporting apparatus according to claim 2, wherein each bucket in said bucket conveyo has a bottom made of an elastic

90 material and a chain wheel provided at a discharging end, at which each bucket is inverted round said chain wheel, is provided with an urging rollerfor urging the elastic bottom ofthe bucket.

16. The cargo ship with transporting apparatus 95 according to claim 2, wherein said vertical bucket conveyor is a Z-shaped continuous bucket conveyor comprising:

four parallel endless chains passed round a plurality of chain wheels and simultaneously driven

100 byadrivenchainwheel;

a plurality of boat-like buckets each having opposite side coupling points couledtotheinnertwo of said parallel endless chains and opposite side rear coupling points coupled to the outertwo of said

105 endiesschains;and a frame accommodating said endless chains,

chain wheels and buckets.

17. The cargo ship with transporting apparatus according to claim 16, wherein each said bucket has

110 a linkspaced apart a predetermined distance from a corresponding chain and rotatable about an axis extending beneath the bottom ofthe bucket, a shaft extending from the other end of said link, and a stopperfor restricting the rotation of said link.

115 18. The cargo ship with transporting apparatus according to claim 17, wherein said link is rotatably mounted in a bracket secured to the side wall ofthe bucket and said shaft does not penetrate said bucket.

19. The cargo ship with transporting apparatus

120 according to claim 18,whereinsaidbrackethasa notach for allowing rotation of said shaft.

20. The cargo ship with transporting apparatus according to claim 18, wherein a link provided at a rear coupling point has an arm striding an inner

125 endless chain and coupled to an outer endless chain.

21. The cargo ship with transporting apparatus according to claim 17, wherein each said bucket has a pin outwardly projectin from e^ch side wall and loosely fitted in a bush provided in a linkof a chain

"130 and extending overthe entire width ofthe link.

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22. Thecargoshipwithtransportingapparatus according to claim 21, wherein said pin or bush or both of them are made of tenacious steel.

23. The cargo ship with transporting apparatus 5 according to claim 2, wherein each bucket in said vertical bucket conveyor is made of a transparent material at least for a poriton corresponding to a supervising point.

24. The cargo ship with transporting apparatus 10 according to claim 2, wherein each bucket in said vertical bucket conveyor is made of a synthetic resin.

25. The cargo ship with transporting apparatus according to claim 16, wherein a portion of said frame is made of a synthetic resin.

15 26. Thecargoshipwithtransporting apparatus according to claim 25, wherein a portion of said synthetic resin is transparent or colored.

27. A cargo ship with transporting apparatus constructed, arranged and adapted to operate 20 substantially as hereinbefore described with reference to, and as illustrated in, the accompanying drawings.

Printed for Her Majesty's Stationery Office by Croydon Printing Company (UK) Ltd, 9/87, D8991685.

Published by The Patent Office, 25 Southampton Buildings, London, WC2A1 AY, from which copies may be obtained.

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