外文翻譯--散裝水泥運輸器具

附 錄 (英文文獻及中英文對照 ) Bulk cement transport apparatus Abstract A bulk material transport apparatus, such as a truck or trailer, having at least one bulk material pressure vessel mounted thereon. The pressure vessel is provided with at least one sealable hatch opening, a first port and a second port all of which are offset from the apex of a torispherical top portion of the pressure vessel. The pressure vessel is provided with at least one discharge port located in a toriconical bottom portion thereof and is also provided with air inlet means for introducing pressurized air into the vessel. An operator platform being positioned at a preselected distance from the offset hatch opening and being within such proximity of the offset hatch opening so as to enable an operator positioned on the operator platform to gain access to the interior of the pressure vessel through the hatch opening is provided. Background The use of mobile pressure vessels to transport dry granular bulk cement is routinely used in the treating of oil and gas production wells. Typically, prior art vessels have a toriconical, or funnel, shaped bottom portion, a vertical cylindrical side wall, and a torispherical, or dome shaped, top portion. The vessels are typically mounted in tandem on a truck bed or on a tractor trailer, whereupon the vessels can be transported to and/or stored at the site of an oil or gas well. The vessels are designed to allow cement to be loaded into the vessel via a re-closable hatch located on the domed top portion of the vessel prior to being transported to the well site and/or while the vessels are located at the well site. Some prior art vessels are additionally designed to allow for the pneumatic conveyance of the cement into the vessel. Cement is conveyed out of the vessel via an external air supply and aerators and plumbing located within and about the vessels. After being conveyed out of the vessel, the cement is routinely piped into a separator, which serves to reduce and/or eliminate cement plug flow and unwanted cement dust. The cement is then ultimately piped to a mixer where cement, water, and perhaps selected additives are mixed together prior to being pumped downhole. All too often, during, or in preparation of the conveyance of the cement located within vessels at a job-site, it becomes necessary to gain access to the interior of the prior art vessels to dislodge cement that has become lodged within the vessel for one reason or another including the cement adhering, or caking, to itself or to the sidewalls of the vessel. In order to gain access to the interior of the vessel for inspection, to check on the condition of the cement currently therein, or to attempt to dislodge caked cement, an equipment operator may have to scramble onto the top of the vessel to reach through the hatch located thereon. At a minimum this is an inconvenience, and during inclement weather, scrambling on the domed-shaped top of a vessel having ice or rain on the outer surface can pose a hazard to the operator. Thus, there is a need for a mobile bulk cement pressure vessel in which access can be gained to the interior thereof with a minimum of inconvenience and to minimize any loss of footing to the operator. Another shortcoming with prior art mobile bulk cement pressure vessels, especially with vessels mounted in a tandem arrangement, that is one vessel mounted longitudinally in front of the other, is that each vessel, or tank, is specifically constructed to be mounted at the forward position or aft position of the truck body, trailer, or other mobile platform. Each vessel also accommodates manifolding, piping, and venting specific to either the forward mounted vessel or the aft mounted vessel. For example, certain piping will be positioned on the forward tank and the rearward tank for removing the bulk material, or cement, from the tanks and introducing it to a separator which is often located aft of the rearward vessel. Economics and physical limitations usually require that the piping be routed by the most direct route, and thus each vessel will have ports and piping designed specifically for that vessels location. Therefore, in a typical tandem vessel arrangement, there will be a forward vessel, with appropriately located mounting lugs and ports, and a rearward vessel also having appropriately located mounting lugs and ports. Such an arrangement requires the design and fabrication of two differing, location-specific separate vessels, as well as the costs and time required for obtaining pressure vessel code approval and for maintaining and updating revised shop and maintenance drawings for each vessel and respectively specific piping and man folding. Furthermore, when a particular vessel, or component, must be replaced, it must be ordered by a specific part number or other means of positive identification. For example, it must be made clear whether a forward positioned vessel or component is needed, or whether a rearward positioned vessel or component is needed, from either the original fabricator or a regional warehouse. This can become quite a chore and inconvenience when a particular vessel or related component is damaged in remote field locations throughout the world as such locations often times have less than ideal communication and transportation links. Thus, there is a need for bulk material transport and storage units that may readily be used in a tandem arrangement in either a forward position or a rearward position to reduce the necessity of designing and fabricating two different vessels to meet applicable pressure vessel codes, as well as maintaining and warehousing bulk material vessels and related components specifically designed and constructed for particular locations on a truck body, trailer, or other mobile platform. Summary of the invention The above objects and needs are fulfilled by the disclosed bulk material transport apparatus. The apparatus includes a mobile base having at least one, and preferably two bulk material pressure vessels mounted thereon in a tandem arrangement. The vessels have a torispherical top portion having an apex, a side wall portion, and a toriconical bottom portion having an apex. The pressure vessels have at least one sealable hatch opening located on the torispherical top portion thereof and the hatch is offset from the apex of the top portion. The pressure vessels further have a first port and a second port located in the top portion, each of which are offset from the apex of the top portion. The second port is located opposite the first port with respect to the apex of the top portion. The pressure vessels are further provided with at least one discharge port located in the bottom portion thereof. Additionally, the pressure vessels are provided with air inlet means for introducing pressurized air into the vessel. An operator platform being interposed between at least one such pair of pressure vessels arranged in tandem relationship. The platform is positioned at a preselected distance from each of the offset hatch openings and is within such proximity of the offset hatch openings of each pressure vessel common to the platform so as to enable an operator positioned on the operator platform to view and gain access to the interior of each pressure vessel through the offset hatch opening located in each vessel. Preferably, the discharge port of each of the pressure vessels arranged in tandem is offset from the apex of the conical bottom portion and is provided with a second discharge port symmetrically located and positioned opposite the first discharge port enabling each of the vessels arranged in tandem to be fully interchangeable with one another when the vessels are rotated approximately 180 about the vessels vertical axis. Preferably, each of the pressure vessels arranged in tandem is provided with a plurality of symmetrically positioned piping brackets located about the periphery of the side wall at preselected locations. Preferably, each of the pressure vessels arranged in tandem is provided with means for removable and interchangeably securing each pressure vessel to either of the vessel positions within the tandem arrangement. Preferably, a vent pipe means is provided and is removable attached to one of the ports located on the top portion of each paired vessel and is routed to converge and eventually join with the adjacent vent pipe means at a preselected position between each vessel on a preselected side thereof. Also, a bulk material inlet pipe means is provided and is removable attached to one of the remaining ports located on the top portion of each paired vessel and each material inlet pipe means is routed to converge and eventually join with the adjacent bulk material inlet pipe means at a preselected position between each vessel on a preselected side thereof. Additionally provided is a bulk material discharge pipe means being removable attached to one of the discharge ports located on the bottom portion of the vessel and each bulk material discharge pipe means being routed generally parallel to the mobile base on a preselected side thereof. Finally, means for introducing pressurized air, or gas, into each paired vessel is provided. Tandem bulk material transport truck Bulk material stored in the pressure vessels may be evacuated individually, or in combination, via the discharge ports and associated man folding and piping of each vessel. The bulk material is evacuated from the vessels by introducing pressurized air, or other gas, into vessels, via inlet ports and respectively, by way of a flexible hose, line, or piping (not shown) and originating from a pressurized air supply(not shown). The flow rate of the material being evacuated is controlled by adjusting the inlet air pressure and if need be, by making adjustments to separator, if being routed there through. The particular configuration and location of operator platforms, in conjunction with the centralized location of the hatch openings and the piping, valuing, and man folding being centrally routed and located, as shown and described above, provides operators standing on the platform with access to the various valuing for venting and controlling air supply and access to both hatches from a centrally located platform. Although, the disclosed invention has been shown and described with respect to a truck and a tractor drawn trailer embodying the present invention, it will be apparent that the claim invention is not limited to such, and that modifications and changes may be made to the claimed invention without departing from the spirit and scope thereof. 散裝水泥運輸器具 摘要： 大 載重量 運輸 水泥 器具，如卡車或拖車，至少有一大部分 是 壓力容器 型 。壓力容器 提供至少一個 打開的 密封艙門，第一個 艙 口和第二 個艙 口所有這些都是抵消從頂點的頂端部分 壓力 的容器。壓力容器至少 在底部 提供一個卸貨 口 ， 并通過進氣道 使 加壓空氣進入 輸氣 管。 專用車 平臺在預(yù)選距離 將 艙口開放，從而使運營商 在指定位置 獲得壓力容器提供 的水泥 。 背景 使用移動壓力容器運輸散裝水泥干顆粒通常用于石油和天然氣生產(chǎn)井。通常情況下，技術(shù) 先進 的 裝置 有渠道，一個垂直圓柱側(cè)壁或圓頂形形成底部的一部分。這些 裝置 通常安裝在一輛卡車 上 ，在這種情況下 水泥 可以運到或儲存在石油或天然氣井。讓水泥 進入裝置需 通過位于圓頂頂端部分之前 的 艙口 ，該 裝置 被運到井場或船只。 此外 一些 運輸裝置 旨在讓氣 力 運送水泥。在管道內(nèi)和有關(guān)船只通過外部 供應(yīng)的 空氣 使 水泥 流態(tài)化 ，。經(jīng)過 傳輸裝置 ， 將 水泥 送入 分離器，這有助于減少和消除水泥塞流和不必要的水泥粉塵。水泥管道 在 水泥攪拌機 處終結(jié) ，選擇水和添加劑是 在水泥 混合之前。 但 往往在此期間或者準(zhǔn)備運送水泥 時，輸送裝置 在工作現(xiàn)場有必要獲得 由 內(nèi)部 采用先進 技術(shù)的 裝置來輸送 水泥 。 出于種種原因已成為投訴的 原因 之一，包括水泥 堅硬 或結(jié)塊。為了獲得內(nèi)部 裝置的情況需 進行檢查，設(shè)備 操作人員必須 爬上裝置 頂端到艙口。在 一般情況 ，這 給人帶來 不便 ，在惡劣天氣 的情況下， 圓頂形頂部 的裝置的外表面在 有冰或 雨時會對操作人員 構(gòu)成危險。因此，有必要建立一個移動 的 散裝水泥壓力容器 。 另一個缺陷 是 與之前最先進的移動散裝水泥壓力容器，特別是安裝在 運輸車輛上。 這是一個縱向的 裝置， 每艘船舶，或坦克 都有安裝 ，是專門建造安裝 的 卡車機構(gòu)， 在 拖車或其他移動 設(shè)備，如 船舶 上 也可，管道和通風(fēng) 安裝在前部或 尾部。例如，某些管道被 安裝 在前鋒 位置 的坦克 并可 消除大量的反坦克材料或水泥，通常需要的管道 受到 經(jīng)濟學(xué)和物理 學(xué)的 限制，改為采用最直接的路線，從而將每艘船舶的 裝置 和管道，專門用于該 船只的位置。因此，在一個典型的串聯(lián)船只的安排 中 ，將有前瞻性船只，適當(dāng)位置安裝 卸料 口，以及后面的船只也有適當(dāng)?shù)奈恢冒惭b 卸料 口。這樣的安排，需要設(shè)計和制造的兩種不同的，特定位置的單獨 裝置 ，壓力容器所需的時間以及費用代碼獲得批準(zhǔn)，并為每艘船舶維護更新具體管道和圖紙每艘船舶 提供便捷。 此外，當(dāng)某一 裝置 或 其 組成部分必須更換 時 ，必須 指定 特定部分或其他手段進行 積極 的 鑒定。例如，必須明確是否 全部需要更換 或部分需要 更換 ，或是否向后定位 裝置 是必要的 。 從原來的制造商或區(qū)域倉庫 進行更換是 相當(dāng)麻煩和不便的 ，特別是當(dāng) 裝置的 有 關(guān)部分已損壞，在偏遠的工作地點 和 在世界各地往往 得 不到理想的通訊和交通聯(lián)系。 因此，有必要對散裝物料運輸和儲存 裝置 ，可以隨時用于串聯(lián)安排既前沿陣地或后面的位置，以減少需要設(shè)計和制造兩個不同的船只，以滿足守則適用于壓力容器，如以及維持和倉儲大宗物資的船只和相關(guān)組件設(shè)計和建造專門針對特定地點的卡車機構(gòu)，拖車，或其他移動平臺。 概要發(fā)明 上述宗旨和需要履行的披露散料運輸設(shè)備。該儀器包括一個移動基站有至少一個，最好兩個散裝物料壓力容器安裝就此串聯(lián)安排。這些船只有 torispherical頂端部分有一個頂點，一個 側(cè)壁部分，以及部分 toriconical底部有尖。壓力容器至少有一個密封艙開放位于 torispherical頂端部分和抵消從艙口的頂點頂端部分。壓力容器進一步第一個港口和第二大港口位于頂端部分，其中每一項都是偏移的頂點頂端部分。第二大港口，位于對面的第一個港口方面的頂點頂端部分。壓力容器是進一步提供至少一個卸貨港位于底部部分。此外，壓力容器提供進氣道手段引入加壓空氣進入血管。運營商之間的平臺插嘴至少有一個這樣的對壓力容器安排串聯(lián)的關(guān)系。該平臺定位在預(yù)選距離每個抵消艙口的開口，是在這樣的接近抵消艙口開口每個壓 力容器共同的平臺，從而使運營商的運營商定位平臺，以查看和獲取內(nèi)部的每個壓力容器通過抵消艙口開放設(shè)在每艘船舶。 最好，履行港口的每個壓力容器的同時安排抵消從尖錐形底部的一部分，并提供第二次卸貨港位于對稱和定位對面的首次放電，使每一個港口的船只安排的同時，以完全可與其他船只時，約 180 旋轉(zhuǎn)的船只的垂直軸。 最好是，每個壓力容器安排串聯(lián)提供一個多元化的對稱定位管道括號位于邊緣的側(cè)壁在預(yù)選地點。 最好是，每個壓力容器安排串聯(lián)提供手段，移動和互換確保每個壓力容器的任何船只職位串聯(lián)安排。 最好的排氣管的手段 是提供 removably重視的港口之一，位于頂端部分每個配對船只和路由收斂和最終加入與毗鄰的排氣管是指在預(yù)選立場之間的每艘船舶上的預(yù)選一方有。此外，散裝物料抽水管的手段，并提供連接到一個可移動的其余港口位于頂端部分每個配對船只和每個入口管材料是指路由收斂，并最終加入與毗鄰的散裝物料進管手段在預(yù)選位置上的每艘船舶預(yù)選一方有。此外提供的大量物質(zhì)排放管意味著 removably附在一個卸貨港口位于底部的部分船只和每個散裝物料排放管手段路由一般平行移動基站的預(yù)選一方有。最后，是指采用加壓空氣，或天然氣，到每個配對的船 只提供。 詳細說明圖 串聯(lián)散裝物料運輸車 在談到現(xiàn)在圖。 1月 4日的圖畫，其中描繪了串聯(lián)散裝物料運輸車 10體現(xiàn)了本發(fā)明。在談到目前國際體操聯(lián)合會。 1 ，這是一個右邊鑒于卡車 10其中包括底盤 12 其中大部分材料壓力容器 14A 及 14B 條和分離 16 removably 安裝。船只14A及 14B條完全可與對方。這就是，船只 14A條可旋轉(zhuǎn) 180 ，其垂直軸和安裝的船只 14B條，而不需要修改，接受各種管道中顯示圖紙。同樣，船只 14B條可旋轉(zhuǎn) 180 ，其垂直軸和安裝的船只 14A條沒有修改。此外，大多數(shù)的各個組 成部分是互換和參考資料 A 和 B 主要指特定位置安裝，即是否部分附屬安裝船只 14A 條提出，或后面安裝船只 14B 條。如何實現(xiàn)這一互換性將會變得明顯在隨后詳細描述圖畫。 船只 14 最好用鋼建造的，由 torispherical上部，或頭， 18 焊接 20 圓柱墻是焊接到 toriconical 頭，或降低部分中， 22 。船只 14 最好的裝配，達到或超過了美國機械工程師學(xué)會（美國機械工程師協(xié)會）鍋爐及壓力容器規(guī)范第八節(jié)司 1披露的發(fā)明是特別有用的公路運輸?shù)纳⒀b材料，如水泥，和氣動運送大量物資進出船只 14 。船只 14 ，如圖所示，每 個有能力的體積二 立方英尺，導(dǎo)致總?cè)莘e的四 立方英尺的卡車。然而，數(shù)量和能力的船只可能會披露，以適應(yīng)不同的特殊要求作出的卡車體現(xiàn)本發(fā)明。 壓力容器 14 個安裝在機箱的方式 12 裙子 24 這是最好焊接較低地區(qū)的錐 22 。裙 24日又是最好焊接鋼角而這又是擔(dān)保，以底盤 12緊固螺栓或其他手段。接入端口 25在選定的地點約裙子 5月 24日提供便利和服務(wù)越來越多的船只 14 。 壓力容器 14還包括一個艙口開放 26抵消了艙口蓋 28至關(guān)重要附在其后。哈奇26 日的最終地位，以便接近中心的底盤 12 ，也就是說，艙口 26A 及 26B 條相鄰相互尊重的船只 14A及 14B條。取消派 30 ，重視上部 18 ，提供便捷的手段，同時附上一份葫蘆或起重機安裝和拆除時的船只 14日從底盤 12 。 壓力容器一百十四頃最好用鋼建造的，由 torispherical頭，或上部， 118焊接圓柱墻 120是焊接到 toriconical頭，或降低部分， 122 。船只一一四頃最好編造，達到或超過了美國機械工程師學(xué)會（美國機械工程師協(xié)會）鍋爐及壓力容器規(guī)范第八節(jié)司 1披露的發(fā)明是特別有用的公路運輸?shù)纳⒀b材料，如水泥，和氣動運送大量物資進出船只 114 。船只 114 ，如表 所示，每一個有能力的體積三百三十立方英尺，導(dǎo)致總?cè)莘e的六百六十立方英尺為拖車。然而，數(shù)量和能力的船只可能會披露，以適應(yīng)不同的特殊要求作出拖車體現(xiàn)本發(fā)明。 1運作的發(fā)明 下面的討論都適用，已披露的散裝物料運輸卡車和拖拉機，以及任何移動散料運輸設(shè)備具有披露功能，操作時非常相似。 阿干散貨材料裝入船只 14 日經(jīng)由抵消位于相鄰的艙口。鄰近的抵消艙口的披露發(fā)明現(xiàn)在能夠負(fù)荷的船只都從重力美聯(lián)儲通過軟管源，而無需復(fù)位卡車，拖車，或其他平臺上的船只安裝。此功能有可能導(dǎo)致重大的時間節(jié)省了運營商的卡車，拖拉機，或其他移動 平臺體現(xiàn)了公開的發(fā)明相比，位于中心的孵化開口之前最先進的移動散料壓力容器。 作為一種替代辦法，以載入中船只 14和 114 ，通過各自的艙口開口 26和 126 ，壓力容器可裝氣動在一個偏遠的物質(zhì)來源，或在井，通過多方面的散裝物料進48 ，和 148 ，和相關(guān)的閥門和管道。當(dāng)裝載散裝物料氣動的船只，泉，位于上方的船只，以及相關(guān)的閥門和管道部分可以用來控制通風(fēng)船只空氣是流離失所者的船只在裝載散裝物料。 散裝物料儲存在壓力容器可疏散單獨或組合使用，通過卸貨港口及相關(guān)manifolding 和管道的每艘船舶。大部分材料是 撤離的船只通過采用加壓空氣，或其他氣體，到 14艘，或 114 ，通過進港分別為 33和 133 ，通過一個軟管，線，或管道（未顯示）和來自加壓送風(fēng) 9 （未顯示） 。流量被疏散的材料控制，通過調(diào)整進氣壓力，如果需要，通過調(diào)整分離器 16 ，或 116 ，如果路由therethrough 。 具體配置和位置的運營商平臺 80 ，和 180 ，配合中央位置的艙口的開口，管道，關(guān)，并 manifolding 正在集中路由和位于所示，與上文所述，為運營商提供常設(shè)的平臺，獲得各門的通風(fēng)和控制空氣供應(yīng)，并獲得兩個艙口從位于平臺。 盡管 披露的發(fā)明已被證明并說明對一輛卡車和一輛拖拉機拖車制定體現(xiàn)本發(fā)明，這將是顯而易見的是，索賠發(fā)明不僅限于諸如，并修改和變化，可向索賠這一發(fā)明，背離精神和適用的范圍。 由于這種形狀的部分可能是困難和昂貴的形式，例如使用的上部和下部的部分船只數(shù)量是有不同的經(jīng)濟吸引力，并進一步提高了效益和優(yōu)點本發(fā)明。 壓力容器一百十四頃安裝到機箱 102的方式越來越多派 124個，位于邊緣的大約 114艘在最好四個地點和焊接情況。下部 124 頃最好螺栓，以底盤 102 ，以方便更換船只就此。 船只 114每個進一 步包括抵消艙口開放 126艙口蓋了 128個至關(guān)重要所附。哈奇 126最終位置，以便直接向中心的底盤 102 ，也就是說，艙口 126A 和 126B 是鄰近相互尊重的船只 114A 和 114B 。取消派 130 ，重視元首 118 ，提供便捷的手段，同時附上一份葫蘆或起重機安裝和拆除時，船只 114 從底盤 112 。港 132A 章，位于上方的壓力容器頭部 118A ，可作為進氣道為引進大量的材料，或水泥，到船只 114A 。港 132B章，位于上方的壓力容器頭部 118B ，還擔(dān)任了進氣道為引進大量的材料，或水泥，到船 114B 。港口 132A章和 132B章是流暢連接到各自的管段 134a 和 138A和 134B和 138B的方式聯(lián)系工會 136A章和 136B 和 140A 和 140B ，這是已知的最好 vitaulic夾內(nèi)的藝術(shù)品。管 138A和 138B的流暢，加上閥節(jié) 142A和 142B ，分別是反過來連接管 146A和 146B分別。管 146A和 146B 是流暢連接到共同進了多方面的 148多種進氣道 150 個，可作為一種手段，用于連接外部的大量材料，或水泥，供應(yīng)氣動輸送這類材料到 114 艘，以代替通過艙口開口 126 。在談到簡要圖。 7 ，這是一個最鑒于散裝物料運輸拖車顯 示圖。 5 圖紙。入口附近的港口 132A 章和 132B 章是發(fā)泄港口 151A和 151B分別。發(fā)泄港口 151A和 151B的流暢與排氣管 152A和 152B分別。排氣管 152A和 152B兩個收斂中旬向右側(cè)的底盤 102 。在談到現(xiàn)在圖。 5和第 7條，其中可以看出，通風(fēng)管道 152A和 152B加入到噴口港口 151A和 151B工會 168A條和168B ，分別是加入垂直面向發(fā)泄管道 154A 和 154B 工會 156A 和 156B ，分別是最能看到圖。 1 ?？v向通風(fēng)管道 154A和 154B是流暢連接閥節(jié) 158A和 158B分別，而這又是連接 流暢發(fā)泄形 166 。第 158A 閥直接連接到噴口流 166 和閥 158B 連接到噴口 166多種方式肘節(jié) 162 。發(fā)泄了多方面的 164端口 166噴口出口可能會留下來的氣氛或可能進一步管道連接不會顯示在圖紙。 應(yīng)當(dāng)指出的是，進港 132A章和 132B章，和發(fā)泄港口 151A和 151B服務(wù)雙重職能不同的方向各自的船只在它們相關(guān)。為了說明這一點，頂端鑒于運輸拖車 110圖。 7 ，顯示端口 132A章和 151A位于著大多數(shù)船只 114A 。如果該船旋轉(zhuǎn) 180 ，放在后面最立場，即船 114B的方向和位置，是什么，以前港口 132A 章和 151A 將成為實際上，港口 151B 和 132B 章分別。這種對稱性在港口的位置有助于理想的互換性船