JPS598632B2 - Trolley transfer control device for offshore replenishment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a trolley transfer control device for reciprocating a cargo loading trolley between two ships at sea.
In particular, the structure is such that unloading work from trolleys that have arrived on board receiving ships can be accomplished safely, reliably, and with high efficiency without the use of special elevators.

Generally, when transporting goods between two ships at sea, a cargo loading trolley is suspended from a wire stretched between the two ships, and the trolley is moved between the two ships by letting out and winding up the trolley transfer wire. It is moving back and forth.

However, since the distance between two ships varies greatly due to hull movements such as rolling and pitching, buffer winches are provided on each of the wire payout and winding sides.

Therefore, if there is a difference in the amount of wire protruding from both buffer winches, the trolley that should be on the receiving ship will move from its designated position on the receiving ship, making safe and reliable unloading of goods impossible. A lift was required on the ship's side to lift and lower the cargo, and it took a considerable amount of time and effort to unload the cargo.

The present invention has been made with these points in mind, and the trolley transfer control device of the present invention will be described below with reference to drawings showing embodiments thereof.

In FIG. 1, a supply ship 1 and a receiving ship 2 each have columns 3 and 4 that stand up on their decks, and the column 3 has a pulley 5,
6.7, and the column 4 is provided with a pulley 8, respectively.

Pulleys 5, 6.7 are the rope 10 and pulley 11 of the elevator 9.
It is suspended by the elevator 9, and is raised and lowered by driving the elevator 9.

The first wire portion 14 pulled out from the winch drum 13 of the first winch 12 via the pulley 5 is
A second wire portion 19 lashed to the trolley main body 16 of the trolley 15 and pulled out from the winch drum 18 of the second winch 17 via the pulley 6 is attached to the trolley main body 16.
It extends to the receiving ship 2 side via pulleys 20 and 21, and after making a U-turn at the pulley 8, it is secured to the trolley body 16.

Note that the first and second wire portions 14 and 19 form a trolley transfer wire for suspending and transferring the trolley 15. The baggage loading device 22 suspends the baggage L.

On the other hand, the load lifting wire 26 is pulled out from the winch drum 23 which is provided coaxially and directly connected to the winch drum 13, and is wound multiple times around the wire winding frame 25 of the hydraulic cylinder type expander 24. After that, we arrive at Trolley 15.

After being wound multiple times between the multiple pulleys 27 of the trolley body 16 and the multiple pulleys 28 of the load loading device 22, it is secured to the trolley body 16 or the load loading device 22.

Therefore, for example, when the wire 26 is let out while the trolley 15 is stopped, the load loading device 22 descends from the trolley main body 16 together with the load L.

Conversely, when the wire 26 is wound up, the load loading device 22 and the load L rise toward the trolley main body 16 side.

The first and second winches 12 and 17 are driven to let out the first wire part 14 from the winch drum 13 and the cargo lifting wire 26 from the winch drum 23, and the winch drum 18 lets out the second part of the wire. As the wire portion 19 is wound up, the trolley 15 moves from the supply line 1 toward the receiving ship 2.

Rotational power is then applied to the first cable length detector 30 from the pulley 29 that rotates while sliding on the first wire portion 14, and the pulley 31 that rotates while sliding on the wire portion 19 of the wire member 2
Rotational power is given to the cable length detector 32 from the cable length detector 32 .

Both cable length detectors 30, 32 have a function of generating a pulse signal of no emission every time the pulley 29, 315 rotates once in either the positive or negative direction, and the number of generated pulse signals is calculated by rotating the pulse signal. If the calculation is performed reversibly with respect to the direction, the entire length of the first and second wire portions can be determined.

That is, if the reversible calculation is started before the wire is installed and at the same time as the power switch is turned on, the first cable length detector 3
The output pulse signal &nA of 0 is from the pulley 5 to the trolley 15.
The number nB of output pulse signals of the second pulley detector 32 corresponds to the length of the feedout length of the pulley 6.
This corresponds to the length of the wire that is fed out from the center to the trolley 15 via the pulley 8.

Therefore, the distance between two ships corresponds to (nA+nB)/z,
The distance from trolley 15 to the receiving ship is (nB-nA)/
Corresponds to 2.

In addition, na' is the deceleration point preset on the supply ship side, H
a is the deceleration point preset on the receiving ship side, and the indefinite signals nA, nB and constant signals na, na' are
Along with other reference signals, it is always set in the arithmetic unit (not shown).

When the "GO" pushbutton switch on the operation panel (not shown) installed on the side of the supply ship 1 is turned on, the elevator 9 operates, and the pulleys 5, 6,
7 rises.

During this rising process, a limit switch (not shown) is turned on, thereby applying signals to the first winch 12 for feeding out the wire and signals for winding the wire to the second winch 17.

The first and second winches 12, 17 have hydraulic circuits as shown in FIG.

The variable pump 33 of the first winch 12 rotates in the direction of discharging oil from the high pressure side to the low pressure side in response to the application of the signal, and the discharge amount is approximately -100 r in terms of wire speed.
IL/min.

Note that here, the (→ symbol means unwinding of the wire, and the (± symbol means winding of the wire).

When the rope is stretched at a constant tension by these two winches 12 and 17, both winches 12 and 17
Since the high-pressure side of the
Among the hydraulic oil in the hydraulic closed circuit between 6 and 45, +J IJ-F valve 35, 43 of 10Kt/cr/I from the low pressure side oil path.
The hydraulic oil returns to the tank through the tank, and approximately the same amount of hydraulic oil is replenished from the tank to the low-pressure side oil line via the 15Kp/clit line, and the hydraulic oil in the closed circuit is cooled in the tank. It is converted into hydraulic oil and prevents the oil temperature from rising.

Then, from the variable pump 33 -Q1l opposite to the arrow shown in the figure.
The hydraulic motor 36 rotates in the feeding direction at a discharge of /minute.

Further, since the electromagnetic valves 37 and 38 are de-energized, they are in the state shown in the figure, and the oil in the accumulator 39 is not supplied to the hydraulic motor 36.

The two hydraulic motors 40 and 41, which have the same characteristics, have their rotating shafts directly connected to each other, so they rotate in the same direction at the same speed, and the amount of drain is very small compared to the total amount of oil. Very little.

Since a bypass oil path is added to the hydraulic motor 40 by the electromagnetic valve 38, the hydraulic motor 40 is in a state where it can freely rotate.

However, since the solenoid valve 37 is closed, the hydraulic pressure B is not generated (B=Ol/min), and the first winch 12 is -Q1'
The first wire portion 14 will be paid out with a discharge of /min.

Then, the second winch 17 applies a tension of about 2.5 tons to the unwound wire portion 14, and the suction side of the variable pump 33 becomes high pressure.

That is, the wire portion 14 is drawn out from the winch drum 13 of the first winch 12 in a so-called dragged manner, and the tension a acting on this wire portion and the load pulled out from the winch drum 23 through the expander 24 Tension b acting on the lifting wire 26
The resultant (a+b) always balances the tension C acting on the second wire section 19 starting from the winch drum 18 of the second winch 17.

Therefore, if the tension b is changed by selectively increasing or decreasing the amount of payout of the cargo lifting wire 26,
The relationship a + b = c is always maintained only by changing the tensions a and c in a direction that corrects this.

The second winch 17 operates at +100 m/min, and its discharge oil is +Q2'/5+ on the take-up side, which is Q12Q2.

Therefore, the hydraulic pressure A that has passed from the accumulator 39 through the damping throttle valve 44 and the hydraulic motor 41 flows into the hydraulic motor 45 of the second winch 17, and the amount of oil flowing into the hydraulic motor 45 becomes A+Q2'/6.

46 is a variable pump.

Since the hydraulic motor 40 is provided with a bypass oil passage, there is almost no resistance to the rotation of the hydraulic motor 41, and therefore, the first winch 12 rotates at Q1,
The second winch 17 rotates at A+Q1.

That is, the first wire portion 14 and the cargo lifting wire 26 are unwound at a constant speed, and the second wire portion 19 is wound up at a constant speed.

The second winch 17, which is provided with a buffering effect by the accumulator 39, handles the adjustment of the wire's protrusion and retraction in response to hull movements such as rolling and pitching.

When trolley 15 reaches near the center between the two ships, nA
A signal is emitted from the trolley transfer transmitter 47, which calculates tnBtna, na', etc. using input signals, and the solenoid valves 37 and 38 are energized.

This bias is maintained even while the trolley 15 remains on the receiving ship 2, and is released near the middle of the return journey back to the supply ship 1 side.

Since the electromagnetic valve 31 performs a switching operation instantaneously, an oil passage is immediately established between the accumulator 39 and the hydraulic motor 40.

On the other hand, since the solenoid valve 38 has a throttle device in its pilot, it performs a gentle switching operation, and the solenoid valve 38
The bypass oil passage is gradually blocked, and it takes about 1 second to completely block it.

Oil pressure B is generated by opening the solenoid valve 37.

However, since the two hydraulic motors 40 and 41 are directly connected to each other, and the hydraulic pressure B is connected to one of them and the hydraulic pressure A is connected to the other, the discharge amount of both hydraulic motors 40 and 41 is equal. .

Therefore, the difference in pressure between the high-pressure sides of the first and second winches 12.17 directly appears as a difference in pressure between the discharge ports (or suction ports) of both hydraulic motors 40, 41. The shaft torque corresponding to the differential pressure is applied to both hydraulic motors 40, 4.
1 interconnection section.

Therefore, both hydraulic motors 40, 41 are connected to the accumulator 39.
Half of the flow rate flows into the first winch 12 and the other half flows into and out of the second winch 17 as high-pressure oil, and both the first and second winches function as buffer winches and are operated synchronously. I will be entering.

When the first and second winches 12 and 17 enter the synchronous operation state, the adjustment of the wire protrusion and retraction accompanying the hull movement is performed by the first and second winches.
winches will share the same amount.

Further, the variable pumps 33 and 46 discharge oil in an amount sufficient to replenish oil leakage from hydraulic motors, valves, and the like.

For this reason, the Toro IJ-15 that has arrived on the receiving ship 2 will sway together with the receiving ship 2 regardless of the hull movement, and will remain stably at a predetermined position on the receiving ship.

Note that the signal from the trolley transfer transmitter 47 does not necessarily need to be emitted when the trolley 15 reaches near the center between the two ships, and may be emitted when the trolley 15 approaches the receiving ship 2.

Just before the trolley 15 reaches the receiving ship 2, that is, when it reaches the deceleration point na 2 to 3 meters before, another signal is generated from the trolley transfer transmitter 47, and the variable pump 33.4
The input signal to 6 is switched.

As a result, the oil discharge amount of the variable pump 33.46 is
/0 and 1 3 0 '/5),
After 0.5 seconds to 1 second, the wire payout speed by the first winch 12 becomes O, and the wire winding speed by the second winch 17 becomes about 20 m/min.

The trolley 15 subjected to such deceleration control eventually comes into contact with the pulley 8 on the receiving ship, maintains this contact state, and stops.

However, the amount of oil leaked from the hydraulic motor under tension of approximately 25 tons was large, approximately 4071 tons! There is a / minute drain.

The hydraulic motor 36 of the first winch 12 is thus effectively dragged in approximately 40 137 minutes, which corresponds to approximately 11 m/min in terms of wire speed.

Therefore, the trolley 15 comes into contact with the pulley 8 and stops after about 3 to 8 seconds.

When the supply ship receives the communication from the receiving ship 2, it then energizes the solenoid valve 48.

This causes the hydraulic cylinder 49 of the telescoping device 24 and the wire reel 25 connected thereto to contract, causing the reel 25 to contract.
The lifting wire 26 that has been wound multiple times around the trolley 15 is let out, and the load loading device 22 and the load L of the trolley 15 are lowered from the trolley main body 16.

Then, when it has descended to a predetermined position, the excitation is released,
The solenoid valve 50 is energized when the unloading work is completed.

Note that these changes are made in response to communication from the receiving ship, and the expander 2 is activated by energizing the solenoid valve 50.
4 is extended, and the load loading device 22 rises toward the trolley main body 16 side.

The supply pressure to the hydraulic cylinder 49 is approximately 50 Kp/7.

Next, the driver presses the "RETURN" push button switch on the operation panel.

As a result, a signal "GO", that is, a signal having an opposite phase to the feed-out signal is applied to the signal input portions of the first and second winches 12.17.

That is, a signal corresponding to +100 m/min is applied to the variable pump 33, and a signal corresponding to -lQQm/min is applied to the variable pump 46, so that the trolley 15 is placed near the center between the two ships on its way back. In other words, when the above-mentioned arithmetic unit output becomes nA=(nB-nA)/2, the energization of the solenoid valve 38 is instantly released and the pilot is throttled to de-energize the solenoid valve 37. As a result, the oil pressure B becomes 0, and the flow rate of the accumulator 39 becomes the oil pressure A.

That is, the first and second winches 12.17 are differential winches, the former hydraulic motor 36 operates at B+Q1 (however, B-0), and the latter hydraulic motor 45 operates at AQ2.
It will now work.

The shaft torque of the hydraulic motors 40 and 41 is approximately O.

In this way, only the second winch 17 performs a damping action, so that the trolley 15 moves relative to the supply ship 1 and approaches it.

When the trolley 15 reaches the deceleration point of nA=na', the first
winch 12 is reduced to a speed of +20 m/min,
The second winch 17 is 07'ILZ.

When the vehicle returns to the starting point, the solenoid valves 48 and 50 are selectively controlled to lower and raise the load carrier 22 in the same manner as described above.

Note that at this time, since the first winch 12 does not perform a buffering operation, the trolley 15 moves toward the supply ship 1 regardless of the hull movement.
can remain stable at the top.

Pump 51 serves to increase the pressure within accumulator 39.

The gas filling pressure of the accumulator 39 itself is approximately 85 Kp/d.
However, the pressure sent from the pump 51 always maintains the pressure within a pressure range of about 170±10K2/7.

That is, when the pressure detected by the pressure detector 52 having a piezoelectric conversion function is less than or equal to 1 60 Ky/cr/l, the amplifier 53 outputs a signal voltage of 1 V, and the Schmitt circuit 54 turns off the solenoid valve 55. Therefore, since the IJ-IJ-F valve 56 is at a high pressure according to the set value, the oil discharged from the pump 51 accumulates in the accumulator 39, and the pressure increases.

Moreover, the pressure detected by the pressure detector 52 is 1 8
If it is more than 0 Ky/cr/l, the Schmitt circuit 54
A signal voltage of OV is output from , the solenoid valve 55 is turned on, and the relief valve 56 has a set pressure of approximately 10KFP/cI/
t is reached and the pump 51 is unloaded.

Then, the pressure of the accumulator 39 is 160Kp/7
, the output of the Schmitt circuit 54 becomes 1V again, the solenoid valve 55 is turned off, and the pressure becomes 160 Ky.
/cr/l gradually increases to 1 80 Kt/cr
/l, the pump 51 is unloaded until it drops to 160Kg/d again.

In this way, the Schmidt circuit 54 selectively drives the solenoid valve 55 and the IJ-F valve 56, so that the pressure within the accumulator 39 is always approximately 170±10 Ky.
It is held at the value /cr/l.

Note that when the first and second winches 12 and 17 are asynchronous, the Toro IJ-15 is transferred to the supply ship 1 while being controlled in position in the horizontal direction.

Therefore, in the positional relationship between the supply ship 1 and the trolley 15, when the transport speed of the trolley 15 is small, the interval is constant.

On the other hand, the positional relationship between the trolley 15 and the receiving ship 2 is such that the trolley 15 approaches and moves away from the receiving ship 2 due to the relative movement of both ships 1 and 2.

If the approach and separation between the trolley 15 and the receiving ship 2 is large, the trolley lJ-15 will collide with the receiving ship 2.

In order to prevent this, switching between synchronous and asynchronous is performed at the center of both ships 1 and 2, where the distance between the trolley 15 and the receiving ship 2 is sufficiently long.

On the other hand, if both winches 12 and 17 are synchronized, trolley 1
5 is transferred to the receiving ship 2 while its position is controlled in the horizontal direction.

Therefore, in the positional relationship between the receiving ship 2 and the trolley 15, when the transfer speed of the trolley 15 is small, the interval is constant.

On the other hand, the positional relationship between the trolley 15 and the supply ship 1 is such that the trolley 15 and the supply ship 1 approach and move away from each other due to the relative movement of both ships 1 and 2.

If the approach and separation between the trolley 15 and the supply ship 1 is large, the trolley 15 will collide with the supply ship 1.

In order to prevent this, switching between synchronous and asynchronous is performed at the center of both ships 1 and 2, where the distance between the trolley 15 and the supply ship 1 is sufficiently long.

Further, in the above embodiment, the trolley 15 is suspended by the trolley transfer wire, but a high line exclusively for hanging the trolley may be constructed separately.

As described above, according to the trolley transfer control device of the present invention, one end edge and the other edge of the trolley transfer wire installed in a U-shape between the supply ship and the receiving ship are connected to the trolley transfer wire provided in the supply ship, respectively. The wires are wound around the winch drums of the first and second winches and supported so as to be freely retractable, and one end of the load lifting wire is suspended from the trolley main body of the trolley secured to the trolley transfer wire. At the same time, connect the other end of the luggage lifting wire to the luggage loading device.
After winding the wire in multiple layers around the wire winding frame of a hydraulic cylinder type expander installed on the supply ship, the wire winding of the expander is wound around a winch drum directly connected to the winch drum of the first winch and supported so as to be freely retractable. By attaching a solenoid valve to the telescoping device for moving the cargo loading device up and down relative to the main body of the trolley by telescoping the frame, as long as the telescoping device is fixed in terms of expansion and contraction, it can be used for trolley transfer. One end of the wire and the load lifting wire are paid out and wound up at the same speed,
The trolley main body and the load loading device are substantially integrated.

By expanding and contracting the wire winding frame of the expander using a solenoid valve, the cargo loading device of the trolley is raised and lowered relative to the main body of the trolley, eliminating the need to install an elevator on the receiving ship and allowing unloading work. can be greatly simplified.

Further, it has the excellent advantage that even if the synchronous operation control method as described above is adopted, no trouble will occur.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of one embodiment of a trolley transfer control device in an offshore supply system of the present invention, and FIG. 2 is a hydraulic circuit diagram of the same device. DESCRIPTION OF SYMBOLS 1... Supply ship, 2... Receiving ship, 12... First winch, 15... Trolley, 17... Second winch, 39... Accumulator, 40, 41... Hydraulic motor, 47...Trolley transfer transmitter.

Claims (1)

[Claims] 1. Wrap one end and the other end of the trolley transfer wire installed in a U-shape between the supply ship and the receiving ship around the winch drums of the first and second winches installed on the supply ship, respectively. one end of the load lifting wire is suspended from the main body of the trolley secured to the trolley transfer wire and connected to the load loading device, and the other end of the load lifting wire is connected to the load loading device. The edges,
The wire of the expander is wound in multiple layers around the wire reel of a hydraulic cylinder type expander installed on the supply ship, and then wound around a winch drum directly connected to the winch drum of the first winch to be supported in a retractable manner. A trolley transfer control device for offshore replenishment, characterized in that a solenoid valve is attached to the telescoping machine to move the cargo loading device up and down relative to the main body of the trolley by telescoping the reel.