JPS598636B2 - Youjiyouhokuyuuniokeru - 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, even if the distance between the two ships changes due to hull movements such as rolling or pitching, the trolley, which should be on the receiving ship, is configured not to move from a predetermined position on the receiving ship.

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 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.

For this reason, there is a considerable difference in the amount of wires protruding and protruding from both buffer winches, which results in the trolley, which should be on the receiving ship, being moved from its predetermined position on the receiving ship, which is a disadvantage that hinders the unloading work of goods. was there.

This invention was made with the above-mentioned points in mind,
The trolley transfer pedestal device of the present invention operates two winches synchronously at least during the period when the trolley IJ- is located on the receiving ship, and uses two hydraulic motors connected to each other as the synchronous operation means. use

Therefore, even though the trolley that has arrived on board the receiving ship may move with the receiving ship, it will not be separated from a predetermined position on the receiving ship, allowing highly efficient and safe unloading work.

In addition, the synchronous operation means can be configured extremely compactly,
Moreover, since there is no vertical dead center like in a cylinder, smooth synchronized operation can be obtained.

DESCRIPTION OF THE PREFERRED EMBODIMENTS 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 that is tied to the trolley body 16 of the trolley 15 and pulled out from the winch drum 18 of the second winch 1T via the pulley 6 passes through the pulleys 20 and 21 of the trolley body 16 to the receiving ship 2. After extending to the side and 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 extender 2 is pulled out from the winch drum 23 which is provided coaxially and directly connected to the winch drum 13.
The wire 26 for lifting and lowering the load, which is wound multiple times with the four wire winding frames 25, reaches the trolley 15 via the pulley 7.

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 1γ are driven to let out the first wire part 14 from the winch drum 13 and the load 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 ship 1 to the receiving ship 2.

Rotational power is applied to the first cable length detector 30 from the pulley 29 that rotates while sliding on the first wire portion 14, and from the pulley 31 that slides and rotates on the second wire portion 19 to the rope. A rotational force is applied to the length detector 32.

Both cable length detectors 30 and 32 have a function of generating a no pulse signal every time the pulleys 29 and 31 make one rotation in either the positive or negative direction, and calculate the number of generated pulse signals with respect to the rotation direction. When the calculation is performed reversibly, the total 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 number nA of 0 is from pulley 5 to trolley 15.
The number nB of output pulse signals of the second cable length detector 32 corresponds to the length of the wire drawn out to 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)/2,
The distance from trolley 15 to the receiving ship is (nB-nA)/
Corresponds to 2.

Note that na′ is the deceleration point preset on the supply ship side, n
a is a deceleration point preset on the receiving ship side, and undefined signals nA, nB and constant signals na, na' are always set in an arithmetic unit (not shown) together with other reference signals.

When the "ooII" 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 and 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 in terms of wire speed.
m/min.

Note that here, the ←) sign means feeding out the wire, and the ((1) sign means winding up the wire.

When the rope is stretched at a constant tension by these two winches 12, 17, both winches 12, 17
Since the high-pressure side of the
Of the hydraulic oil in the hydraulic closed circuit between 6 and 45, the hydraulic oil returns to the tank from the low pressure side oil path through the IJ IJ-F valves 35 and 43 of ioy/=, and approximately the same amount of hydraulic oil returns to the tank. The oil is supplied from the tank to the low-pressure side oil line via a 15 kg/i line, and the hydraulic oil in the closed circuit is converted into cooling hydraulic oil in the tank, preventing a rise in oil temperature.

Then, from the variable pump 33, Qt l opposite to the arrow shown in the figure
The hydraulic motor 36 rotates in the feeding direction by the discharge of jl.

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

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=OA/min), and the first winch 12 is -Qt 1
At a discharge rate of 1/min, the first wire portion 14 is paid out.The second winch 17 applies a tension of about 2.5 tons to the fed-out wire portion 14, and the variable pump 33 The suction side of is at 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
(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 a speed of +100 m/min, and its discharge oil is on the take-up side. + Q2 1j/%, Q
s = Q2.

Therefore, the hydraulic pressure A from the accumulator 39 via the damping throttle valve 44 and the hydraulic motor 41 flows into the hydraulic motor 45 of the second winch 17, and the hydraulic motor 45
The amount of oil flowing in is A+Q2l/min.

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 Qr.
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, is responsible for adjusting the protrusion and retraction of the wire in response to hull movements such as ringing and pitching.

When trolley 15 reaches near the center between the two ships, nA
, nB, na, na', etc. as input signals, a signal is emitted from the trolley transfer transmitter 4T, which energizes the solenoid valves 37 and 38.

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 37 performs the switching operation in a limited manner, 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.

The opening of the solenoid valve 37 generates a hydraulic pressure B.

However, 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, so both hydraulic motors 40 and 4
1, the discharge amount is uniform.

Therefore, the difference in pressure between the high pressure sides of the first and second winches 12 and 17 directly appears as a difference in pressure between the discharge ports (or suction ports) of both hydraulic motors 40 and 41. The shaft torque corresponding to this differential pressure is applied to both hydraulic motors 40 and 41.
It will be added to the interconnection part of.

Therefore, both hydraulic motors 40 and 41 are connected to the accumulator 3.
Half of the flow rate of 9 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 operate synchronously. will enter.

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.

Therefore, the trolley 15 that has arrived on the receiving ship 2 oscillates together with the receiving ship 2 regardless of the movement of the ship, and remains stably at a predetermined position on the receiving ship.

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

Immediately before the trolley 15 arrives at the receiving ship 2, that is, 2
When reaching the deceleration point na, which is 3 m before m, another signal is generated from the trolley transfer transmitter 47, and the variable pumps 33,
The input signal to 46 is switched.

As a result, the oil discharge amount of the variable pump 33.46 is reduced to 0.7
/min and 1307/min, and after 0.5 seconds to 1 second, the wire payout speed by the first winch 12 becomes 0, and the wire winding speed by the second winch 17 decreases to about 20 m/min. /minute.

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 leakage from the hydraulic motor under tension of about 25 tons is large, and there is a drain of about 40 l/min.

The hydraulic motor 36 of the first winch 12 is thus effectively dragged at approximately 40 l/min, which corresponds to a wire speed of approximately 11 m/min.

Therefore, the trolley 15 will come into contact with the pulley 8 and stop 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.

As a result, the hydraulic cylinder 49 of the expander 24 and the wire reel 25 connected thereto are contracted, and the reel 25 is contracted.
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 50kIl/ffl
It is.

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

As a result, "GO", that is, a signal having a phase opposite to that of the payout is applied to the signal input portions of the first and second winches 12 and 17.

That is, a signal corresponding to +1 0 0 m/min is sent to the variable pump 33, and a signal equivalent to -1 0 0 m/min is sent to the variable pump 46.
The signals corresponding to ml are added to the trolley 1.
5 is on his way home.

When the trolley 15 comes to the vicinity of the center between the two ships, that is, when the aforementioned computing unit output becomes nA = (nB - nA)/2, the energization of the solenoid valve 38 is momentarily released, and the pilot Squeeze the pressure to release the bias on the solenoid valve 37.

As a result, the oil pressure B becomes B=0, and the flow rate of the accumulator 39 becomes the oil pressure A.

That is, the first and second winches 12 and 17 are differential winches, the former hydraulic motor 36 operates at B+Q1 (however, B=O), and the latter hydraulic motor 45 operates at AQ2.
It will now work.

Then, the shaft torque of the hydraulic motors 40, 41 becomes almost zero.

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
The second winch 12 is decelerated to a speed of +20 m/min, and the second winch 17 is turned on/min.

When the vehicle returns to the starting point, the solenoid valves 48 and 50 are selectively controlled to lower and raise the cargo loading device 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.

The pump 15 functions to increase the pressure within the accumulator 39.

Accum. /The gas filling pressure of Ito 39 itself is approximately 85ky
/ffl, but is always maintained within a pressure range of about 170±10 kg/d by the pressure sent from the pump 51.

That is, when the pressure detected by the pressure detector 52 having a piezoelectric conversion function is less than 160 kg/cril, the amplifier 53 outputs a signal voltage of IV, and the Schmitt circuit 54 turns off the solenoid valve 55. , Therefore, the pressure in the relief valve 56 is as high as the set value.
The oil discharged from the pump 51 accumulates in the accumulator 39 and its pressure increases.

Moreover, the pressure detected by the pressure detector 52 is 1 8
If it is 0 kg/cril or more, the Schmitt circuit 54
A signal voltage of OV is output from the solenoid valve 55, the solenoid valve 55 is turned on, the set pressure of the relief valve 56 reaches approximately 10 ky/ffl, and the pump 51 is unloaded.

Then, the pressure of the accumulator 39 is 160 k
g/ffl, the output of the Schmitt circuit 54 becomes 1■ again, the solenoid valve 55 is turned off, and the pressure becomes 16
Gradually increases from 0 ky/ffl to 180 kg
When the pressure reaches /crit, the pump 51 is unloaded until the pressure drops to 160 kg/crit 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
kg/crlt.

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

Therefore, the positional relationship between supply ship 1 and Toro IJ-15 is as follows:
When the transport speed of the trolley 15 is low, the intervals are 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 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, troll 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, according to the embodiment, a high line exclusively used for suspending the trolley may be constructed separately.

As described above, according to the trolley transfer control device of the present invention, the trolley transfer wire is installed in a U-shape from the supply ship to the receiving ship, and the trolley transfer wire is fixed to the trolley. A first winch provided on the ship, a second winch provided on the supply ship for winding up and feeding out the other edge, and selectively synchronously operating the first and second winches. Equipped with synchronous operation means,
The synchronous operation means includes two hydraulic motors that are directly connected to each other, an accumulator that is supplied with a hydraulic power source by a hydraulic pump, and an electromagnetic motor that has a position where the accumulator and the two hydraulic motors are connected at the same time or at one side. The first and second hydraulic motors are each independently connected in a one-to-one correspondence to the two hydraulic motors through both of the two hydraulic motors, and the discharge of the accumulator during synchronous operation is controlled by the solenoid valve. The discharge flow during asynchronous operation is selectively distributed to one of the hydraulic motors of the first and second winches through one of the two hydraulic motors. By providing a buffering effect to the winch, extremely smooth synchronous operation can be efficiently obtained, the trolley on the receiving ship will not move inadvertently, and the synchronous operation means can be configured compactly, reducing costs. It is extremely advantageous in terms of mounting.

[Brief explanation of the drawing]

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. 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. A first winch installed on the supply ship to feed out and wind up one end of the trolley transfer wire, which was installed in a U-shape from the supply ship to the receiving ship and secured the trolley, and the other end. A second winch provided on the supply ship for winding and unwinding the edge, and a synchronous operation means for selectively synchronously operating the first and second winches,
The synchronous operation means includes two hydraulic motors directly connected to each other, an accumulator supplied with a hydraulic power source by a hydraulic pump, and an electromagnetic motor having a position where the accumulator and the two hydraulic motors are connected at the same time or at one side. The first and second hydraulic motors are each independently connected in a one-to-one correspondence to the two hydraulic motors through both of the two hydraulic motors, and the discharge of the accumulator during synchronous operation is controlled by the solenoid valve. The discharge flow during the asynchronous operation is selectively distributed to one of the hydraulic motors of the first and second winches through one of the two hydraulic motors. A trolley transfer control device for offshore replenishment characterized by providing a buffering effect to a winch.