JPH036080B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an emergency disconnection device for a fluid cargo handling device that unloads fluid from a tanker or the like or picks up fluid from a tanker or the like.

For example, fluid handling equipment can load oil from a tanker docked at a sea berth into a storage tank,
Alternatively, it is used for loading tankers from storage tanks, and is inboard in the risepipe so that fluid can be unloaded even if the tanker hull rocks or the stanchion changes depending on the cargo condition. The arm is attached to be able to freely rotate up and down and left and right, and the outboard arm is attached to the tip of the inboard arm so that it can be rotated up and down.

By the way, in the case of the above-mentioned conventional fluid handling equipment, during the loading or unloading operation of petroleum, the tanker may be affected by strong winds or waves and move away from the sea berth beyond the safe movable range of the fluid handling equipment. In order to prepare for such a situation, it has become common to provide an emergency disconnection device at the tip of the outboard arm to disconnect the outboard arm from the tanker.

In an emergency, this device can be activated,
To prevent damage to the fluid cargo handling equipment by disconnecting the outboard arm and the tanker, and to prevent interference between the outboard arm and the tanker due to the rocking of the tanker after disconnection, The loading arm is rotated to an almost vertical storage position by a driving means using hydraulic pressure or the like.

However, with such an emergency storage method, there is a risk that the operation of the drive means will be delayed due to a delay in the supply of hydraulic oil, etc., and a countermeasure for this problem has been desired.

The present invention was made in view of the above circumstances, and
The purpose is to provide an emergency disconnection device for fluid cargo handling equipment that can quickly and safely return it to a predetermined storage position in an emergency without interfering with the tanker or structures on the pier. be.

In order to achieve the above object, the present invention disconnects the cargo handling pipe from the outboard arm using a disconnection device, disrupts the equilibrium state of the outboard arm and the inboard arm in the rotational direction, and prevents the load-handling pipe from collapsing due to the weight of the counterweight. Each arm is rotated to the retracted position by the rotation of each arm and the rotation of each arm by the actuator.

Hereinafter, one embodiment of the present invention will be described based on FIGS. 1 to 23.

1 in the figure is a riser (base riser), and an inboard arm (inner hollow arm) 2 is attached to the upper end of the riser pipe 1 horizontally via a hollow horizontal rotation joint 3, and a hollow vertical rotation joint 3. 4 so as to be rotatable vertically. An outboard arm (outer hollow arm) 5 is attached to the tip of the inboard arm 2 so as to be vertically rotatable via a hollow vertical rotation joint 6. A connecting pipe 7 is attached via a hollow vertical pivot joint 8. Also,
An emergency disconnection device 9 is connected to the connecting pipe 7, and this disconnection device 9 has a pair of ball valves or butterfly valves 11 disposed above and below an emergency disconnection coupler 10 operated by hydraulic pressure. It is something. And, in the lower ball valve 11,
A cargo handling pipe 13 is connected to the side of a fluid container 12 such as a tanker by a flange.

A main balance weight 15 is provided at the root end of the inboard arm 2 via an inner balance arm 14 on an extension of the inboard arm 2 . Further, the hollow vertical rotation joint 4 is rotatably provided with a first sheave 17 having an outer balance arm 16, and a sub-balance weight 18 is attached to the outer balance arm 16. . A second sheave 2 is connected to the first sheave 17 via a cable 19, and is rotatably provided at the hollow vertical rotation joint 6.
0 are connected to each other, and the outboard arm 5 is fixed to the second sheave 20. Furthermore, the first sheave 17 has a first sheave for driving the outboard arm 5 attached to the hollow horizontal rotation joint 3.
Piston rod 21 of cylinder (drive device) 21
The tip of the cylinder a is connected to the first cylinder 2.
The outboard arm 5 is designed to rotate via the first and second sheaves 17, 20 and the cable 19 by the expansion and contraction of the first piston rod 21a. Furthermore, a second cylinder 22 is provided between the riser pipe 1 and the hollow horizontal rotation joint 3 for horizontally rotating the inboard arm 2. Also, by the expansion and contraction of the piston rod 23a of the third cylinder (drive device) 23 attached to the inboard arm 2, this piston rod 2
An interlocking mechanism consisting of a cable 24 connected to the tip of the inboard arm 3a, a third sheave 25 rotatably provided in the middle of the inboard arm 2, and a fourth sheave 26 fixed to the rotation joint 4. Via the mechanism 27,
An inboard arm 2 is designed to rotate up and down with respect to a riser 1.

At the upper end of the riser pipe 1, a first limit valve 28 and a first limit switch LSA are fixedly installed above and below.
The first limit valve facing the LSA and the first limit valve 28
Attached to the sheave 17 are arc-shaped first and second operating pieces 29 and 30 having a radius from the center of the first sheave 17 to a position facing the first limit switch LSA and the first limit valve 28. There is. And the above first limit switch
As shown in Figure 4, LSA changes from angle θ ₁ to angle θ ₂
It is adapted to contact the first actuating piece 29 during this period. Here, FIGS. 4 to 6 correspond to the relative positions of the riser 1, inboard arm 2, and outboard arm 5 shown in FIG. 5 is configured to close for 75 degrees from the horizontal position (see Figure 3) to 75 degrees downward.
Similarly, the first limit valve 28 is operated by the second actuating piece 3 between the angle θ ₂ and the angle θ ₃ in FIG.
0, thereby causing the first limit valve 2
8, the outboard arm 5 is pointing downward from 75 degrees.
The oil flow path is designed to communicate over a 35° angle up to 110° (retraction angle 20°).

The inboard arm 2 also has a second arm extending from the outside toward the rotation center around the rotary joint 4.
Limit switch LSB, 2nd limit valve 3
1, a third limit valve 32, a third limit switch LSF, and a fourth limit switch LSG are fixedly installed, and these second limit switches LSB,
The rotation of the inboard arm 2 is connected to the riser pipe 1 side (the female side of the rotation joint 4) opposite to the second and third limit valves 31 and 32 and the third and fourth limit switches LSF and LSG via a mounting member 4a. Arc-shaped third to seventh operating pieces 33 to 37 having radii from the center of motion to positions corresponding to the second limit switch LSB, second and third limit valves 31 and 32, and third and fourth limit switches LSF and LSG; is installed. And the second limit switch mentioned above
The LSB contacts the third actuating piece 33 between the angle θ ₅ and the angle θ ₈ as shown in FIG. The second limit switch LSB is closed during this period. Similarly, the second and third limit valves 31 and 32 operate between the angle θ ₄ and the angle θ ₅ and between the angle θ ₆ and the angle θ ₈ , respectively.
35, thereby causing the inboard arm 2 to rotate each limit valve 31, 32 between 80 degrees from 20 degrees downward to 30 degrees forward and 45 degrees from the vertical position to 45 degrees backward. Each is configured to block the oil flow path. Furthermore, the third and fourth limit switches LSF and LSG are operated by oil at an angle θ ₇ from an angle θ ₅ and an angle θ ₇ from θ _6, respectively, and the sixth and seventh actuating pieces 3
6 and 37, thereby causing the inboard arm 2 to contact each limit switch LSF, LSG during a range of 62° from a forward tilt of 30° to a rearward tilt of 32° and from a vertical position to a rearward tilt of 32°. are now closed.

Furthermore, a fifth limit switch LSJ is fixed to the inboard arm 2 on the side opposite to the limit switches LSB, LSF, and LSG or the limit valves 31 and 32, centered on the base end of the inboard arm 2. An arc-shaped eighth operating piece 38 having a radius from the center of the first sheave 17 to a position corresponding to the fifth limit switch LSJ is attached to the first sheave 17 facing the fifth limit switch LSJ. ing. _{As shown} in FIG.
8, thereby causing inboard arm 2
The angle of the outboard arm 5 is opened by 25 degrees from 25 degrees to 0 degrees, and functions as a b contact.

Next, the hydraulic circuit section used in this embodiment will be explained based on FIG.

The descending port 39 of the first cylinder 21 is
Third port 28c of the first limit valve 28
, one end of the first solenoid valve 40 , and the throttle valve 4 with a check valve
1 to the third port 42c of the second solenoid valve 42
Then, the two pilot pipes _P3 and P3 are switched via the first pilot switching valve 43, which is switched by _the pilot pressure applied from the two pilot pipes P1 and _P2 .
The third port 44c of the second pilot switching valve 44 is switched by the pilot pressure applied from _P4 .
and four check valves 45, 46, 47, 48, two relief valves 49, 50 with different set pressures, and a third pilot switching valve 51 which is switched by the pilot pressure applied from the two pilot pipes _P5 and _P6 . The first pressure relief circuit 52 is connected to a first suction port 52a and a first discharge port 52c, respectively.

The other end of the first solenoid valve 40 is connected to the third port 44c of the second pilot switching valve 44 via a throttle valve 53.
By energizing its solenoid SA,
One end side and the other end side thereof are arranged to communicate with each other. Further, the rising port 54 of the first cylinder 21 is connected to the fourth port 28d of the first limit valve 28 and the second suction port 52 of the first pressure relief circuit 52 via the second limit valve 31.
b and the second discharge port 52d, and the fourth port 4 of the second solenoid valve 42 via the check valve equipped throttle valve 55.
2d and a fourth port 44d of the second pilot switching valve 44, respectively.

The first port 42a and the second port 42b of the second electromagnetic valve 42 are connected to the oil tank T and the emergency pump P, respectively, and the oil tank T and the emergency pump P are connected to the respective pilots. It is connected to the first port 28a and second port 28b of the first limit valve 28, respectively, via a fourth pilot switching valve 56 which is switched by pilot pressure applied from the pipes _P5 and _P6 . Then, the second solenoid valve 42 activates each port 4 by energizing the two solenoids SJ and SH.
The communication state of 2a to 42d is controlled. Further, the first port 44a and the second port 44b of the second pilot switching valve 44 are connected to an oil tank and a normally used main pump via flow path switching valves (not shown), respectively.

The forward diversion port 57 of the third cylinder 23 is
One end of the third solenoid valve 58 is connected via the second limit valve 32, and the fourth end is connected via the check valve equipped throttle valve 59.
Switching is performed by the pilot pressure applied from each of the pilot pipings P ₃ and P ₄ through the third port 60 c of the solenoid valve 60 and the fifth pilot switching valve 61 which is switched by the pilot pressure applied from each of the pilot pipings P ₁ and P ₂ . 6th pilot switching valve 6
2 third ports 62c and four check valves 63, 6
4, 65, 66, two relief valves 67, 68 with different set pressures, and a seventh pilot switching valve 69 which is switched by the pilot pressure applied from each of the pilot pipes _P5 and _P6 . It is connected to a first suction port 70a and a first discharge port 70c, respectively.

The other end of the third solenoid valve 58 is connected to the third port 62c of the sixth pilot switching valve 62 via a throttle valve 71.
By energizing its solenoid SB,
The one end side and the other end side are cut off. Further, the backward diversion port 72 of the third cylinder 23 is connected to the second suction port 70b and the second discharge port 70d of the second pressure relief circuit 70, and the fourth electromagnetic valve via the check valve equipped throttle valve 73. 60 and a fourth port 62d of the sixth pilot switching valve 62, respectively.

The first and second ports 60 of the fourth solenoid valve 60
a, 60b are connected to the oil tank T and the emergency pump P, respectively, and the fourth solenoid valve 60 operates to control each port 60a to 60d by energizing the two solenoids SG and SF. It is designed to control the communication status of. Further, the first and second ports 62a of the sixth pilot switching valve 62,
62b is connected to the oil tank and the main pump via respective flow path switching valves (not shown).

Furthermore, the first and fifth pilot switching valves 4
3 and 61 are designed to be shut off in an emergency by the pilot piping _P1 and _P2 , and
In the event of an emergency, the above pilot piping _P5 and _P6 will
The third and seventh pilot switching valves 51 and 69 are closed, and the fourth pilot switching valve 56 is in communication. Furthermore, the second and sixth pilot switching valves 44 and 62 are connected to the pilot piping.
By P ₃ and P ₄ , communication with the oil tank T and the main pump side is cut off during normal fluid loading or in an emergency, and each third port 44c, 62c,
The respective fourth ports 44d and 62d are arranged to communicate with each other.

Furthermore, based on FIG. 8, the electric circuit section used in this embodiment will be explained.

Between both terminals X and Y of the power supply, there is a cutting iron ERS that operates in the event of emergency disconnection, a reset contact RES for releasing the emergency disconnection, a relay _R1 , an a contact R12 of the relay _R1 , the limit switch LSB mentioned above, and a third electromagnetic wire. Solenoid SB of valve 58 and a of the above relay _R1
The contact r15, the a contact rj22 of the relay _RJ2 , the fourth limit switch LSG, and the solenoid SG of the fourth solenoid valve 60 are connected, respectively. In addition, the a of the relay _R1 is connected to the terminal X of the power supply.
One end of the contact r11 is connected, and the a contact r
Between the other end of 11 and terminal Y of the power supply, the first limit switch LSA and the b contact of relay R _A2 are connected.
ra21 and relay R _A , and a contact ra1 of relay R _A1
2, timer TC _A , and a contact ra of the above relay R _A
3 and the solenoid SA of the first electromagnetic valve 40 are connected to each other. And the above relay
The other end of the a-contact r11 of _R1 is connected to one end of the a-contact ra1 of the relay R _A and the a-contact ra11 of the relay R _A1 , respectively.
A relay R _A1 is connected between the other end of 1 and the terminal Y of the power supply.
is connected. Furthermore, a of the above relay _R1
The other end of contact r11 is the contact tca of the above timer C _A.
One end of the B contact ra2 of the relay R _A and the A contact ra22 of the relay R _A2 are connected through the relay R A, and the relay R _A2 is connected.

In addition, the above relay R ₁ is connected to the terminal X of the above power supply.
One end of the a contact r13 is connected, and between the other end of the a contact r13 and the terminal Y of the power source,
3rd limit switch LSF, relay R _F2 b
Contact rf21 and a contact rf of relay R _F and relay R _F1
12 and timer _TCF , a contact rf3 of relay _RF , and solenoid SF of the fourth electromagnetic valve 60 are connected, respectively. The other end of the a contact r13 of the relay _R1 is connected to one end of the a contact rf1 of the relay _RF and the a contact rf11 of the relay _RF1 , and the other end of each a contact rf1, rf11 is connected to the other end of the a contact r13 of the relay R1. A relay RF ₁ is connected between the terminal Y of the power source and the terminal Y of the power source. Furthermore, one end of the b contact rf2 of the relay R _F and the a contact rf22 of the relay R _F2 are connected to the other end of the a contact r13 of the relay R1 via the contact _tcf of the timer _TCF . A relay R _F2 is connected between the other end of each contact rf2, rf22 and the terminal Y of the power supply.

One end of the a contact rf23 of _{the relay R F2 is} connected to the terminal , the fifth limit switch mentioned above.
LSJ and relay _RJ , a contact rj12 of relay _RJ1 and timer _TCJ , a contact rj3 of relay _RJ and solenoid SJ of second electromagnetic valve 42 are connected, respectively. The other end of the a contact rf23 of the relay R _F2 is connected to the a contact rj of the relay R _J.
1 and one end of the a contact rj11 of the relay R _J1 are connected to each other, and the other end of each a contact rj1, rj11 is connected to the terminal Y of the power source via the relay R _J1 . Further, the other end of the a contact rf23 of the relay R _F2 is connected to the b contact rj2 of the relay R _J and the a contact of the relay R _J2 via the a contact tcj of the timer C _J.
One end of each contact rj21 is connected, and the other end of each contact rj2, rj21 is connected to a terminal Y of the power source via a relay _RJ2 .

Next, the operation of the fluid cargo handling device configured as described above will be explained.

First, when handling fluid using the fluid handling device in the retracted position as shown in Fig. 13,
In FIG. 7, the second and sixth pilot switching valves 4
Pilot pressure is applied to cylinders 4 and 62 to establish communication, and pressure oil is supplied from the main pump to the first and third cylinders 2.
The disconnection device attached to the tip of the outboard arm 5 rotates the outboard arm 5 and the inboard arm 2 appropriately by supplying the power to the ports 39, 54, 57, and 72 of the ports 1 and 23. The cargo handling pipe 13 of 9 is connected to a fluid container 12 such as a tanker.
with a flange connection to the manifold of the standpipe 1.
is connected to a fluid transport pipe such as a jetty to unload cargo from or load onto the fluid container 12. In this case, at the time when the connection between the cargo handling pipe 13 and the fluid container 12 side is completed,
Each of the pilot switching valves 44 and 62 is turned off by pilot pressure, and each pilot switching valve 4 is turned off.
The third ports 44c, 62c of No. 4, 62 are communicated with the fourth ports 44d, 62d, and the first,
Piston rod 21 of third cylinder 21, 23
a, 23a are set in a free state. Therefore, in the fluid handling device, the inboard arm 2, the outboard arm 5, and the connecting pipe 7 rotate vertically and horizontally to handle the fluid, following the movement of the fluid container 12.

If the movement of the fluid container 12 increases due to the influence of strong winds or waves and moves out of the safe zone (No. 9)
(see figure), this movement is detected by a limit switch or the like, and as a result, first, the pair of ball valves 11 of the disconnection device 9 are closed, and then the emergency disconnection coupler 10 is operated to disconnect the cargo handling pipe 13 and the connecting pipe 7. Since the fluid container 12 is disconnected, the fluid handling device will not be destroyed due to excessive movement of the fluid container 12, and since the pair of ball valves 11 are closed when the emergency disconnection coupler 10 is disconnected, the fluid will not be released. It will not be leaked to the outside.

Further, at the same time as the emergency disconnection coupler 10 is activated, each pilot switching valve 43, 51, 56,
61, 69, each pilot switching valve 43, 51, 61, 69 is shut off, the fourth pilot switching valve 56 is brought into communication (see Fig. 7), and the contact point is closed in Fig. 8. Since ERS closes, current flows through contacts ERS, RES and relay _R1 , energizing relay _R1 , and each a of relay _R1
Contacts r11 to r15 are respectively closed. At this time,
As shown in FIG. 9, since the outboard arm 5 is slightly downward from the horizontal position and the inboard arm 2 is tilted forward by more than 30 degrees, the first limit switch L _A contacts the first actuating piece 29. At the same time, the second limit switch LSB is separated from the third actuating piece 33. Therefore, the first limit switch LSA is closed and the second limit switch LSB is open.
Therefore, the a contact r11, the first limit switch
Current flows through relay R _{A through LSA and b contact ra21, and relay R A is} energized, so the relay
Each of the A contacts ra1 and ra3 of R _A closes, and the B contact ra2 opens. As a result, each a contact r11, ra3
Since the current flows through the solenoid SA through the solenoid SA and the solenoid SA of the first solenoid valve 40 is excited, the first solenoid valve 40 becomes in communication state and each a contact r1
1. Current flows to relay R _A1 through ra1 and relay R _A1 is energized, so the a contact ra of relay R _A1
11, ra12 is closed, relay R _A1 is self-held, and a timer that closes contact tca after a predetermined time has elapsed.
TC _A starts. At this time, the first limit valve 2
8 is not in contact with the second actuating piece 30, and the second limit valve 31 is not in contact with the fourth actuating piece 30.
4, and each limit valve 28, 31
are both blocked, so the first cylinder 21,
The first electromagnetic valve 40, the throttle valve 53, and the second pilot switching valve 44 constitute an oil circulation circuit. In addition, in Fig. 8, the second limit switch
Since the LSB is in the open state as described above and the solenoid SB of the third solenoid valve 58 is not energized, the third solenoid valve 58 is not energized.
Solenoid valve 58 is in communication. In this case, the third limit valve 32 is not in contact with the fifth actuating piece 35 and the third limit valve 32 is in a communicating state, so that the third cylinder 23 and the third limit valve 3
2. The third solenoid valve 58, the throttle valve 71, and the sixth pilot switching valve 62 constitute an oil circulation circuit.

In this way, in FIG. 9, immediately after the disconnection device 9 is activated, the first cylinder 21 that activates the outboard arm 5 and the third cylinder 23 that activates the inboard arm 2 are both connected to the respective oil circulation circuits. is in a free state. on the other hand,
The tip side of the outboard arm 5 is lighter by the weight of the cargo handling pipe 13 and the pole valve 11 left on the fluid container 12 of the tanker, so after separation, the outboard arm 5 and the inboard arm are lighter. 2 are rotated clockwise in FIG. 9 by the counterweights 18 and 15 together about their base ends. Therefore, the cargo handling pipe 13 left on the fluid container 12 and the connecting pipe 7 on the fluid cargo handling device side do not interfere after separation.

Then, when the outboard arm 5 rotates to the horizontal position, the first limit switch LSA
Since it is removed from the actuating piece 29, the first limit switch LSA is opened and the relay R _A is demagnetized in FIG. Therefore, each a contact ra1, ra3 of relay R _A
opens and the b contact RA2 closes, so the solenoid SA of the first solenoid valve 40 is demagnetized, the first solenoid valve 40 is shut off, the piston rod 21a of the first cylinder 21 stops, and the outboard arm 5
stops rotating. In this case, when the contact tca of the timer TC _A closes after a predetermined period of time has elapsed after starting the timer TC _A in FIG. 8, current flows to the relay R _A2 via the contacts r11, tca, and ra2, and the relay R _A2 Since it is energized, the a contact ra22 of relay R _A2 closes,
And b contact ra21 opens. For this reason, relay R _A2
is self-retained, so b contact ra21 maintains the open state, and the first limit switch
Even when LSA closes again, relay R _A is not energized and therefore the solenoid of first solenoid valve 40
SA is never energized.

Furthermore, when the inboard arm 2 rotates to a position of forward tilt of 30 degrees as shown in FIG.
Since the limit switch LSB contacts the third actuating piece 33, the second limit switch LSB closes.
In FIG. 8, current flows through the solenoid SB of the second electromagnetic valve 58 via the a contact r12 and the second limit switch LSB, and the solenoid SB is energized. Therefore, the second solenoid valve 58 is shut off, but
On the other hand, the third limit switch LSB is connected to the sixth actuating piece 3.
6, the third limit switch LSF closes. Therefore, in FIG. 8, the a contact r1
3. A current flows through the relay R _{F via the third limit switch LSF and the b contact rf21, and the relay R F is energized, so that the a contacts rf1 and rf3 of the relay R F are closed} , and the b contact rf2 is opened. As a result, each a contact r
13, since the solenoid SF of the fourth solenoid valve 60 is excited via rf3, the first solenoid of the fourth solenoid valve 60
and third ports 60a, 60c, second and fourth ports 60b, 60d communicate with each other,
Current flows through each A contact r13, rf1 to relay R _F1 , and relay R _F1 is energized, so the relay
A-contacts rf11 and rf12 of R _F1 are closed, relay R _F1 is self-held, and a timer _TCF that closes contact tcf after a predetermined period of time is activated. As a result, in FIG. 7, the emergency pump P passes through the second port 60b of the fourth solenoid valve 60, the fourth port 60d, and the check valve equipped throttle valve 73, and then goes to the backward diversion port 72 of the third cylinder 23. Since pressure oil is supplied to the piston rod 23a of the third cylinder 23, the piston rod 23a of the third cylinder 23 moves.
The inboard arm 2 rotates clockwise about its base end in FIG. 10.

Then, when the inboard arm 2 tilts backward to 32 degrees as shown in Fig. 11, the third limit switch LSF separates from the sixth actuating piece 36, so the third limit switch LSF opens and the relay R _F is demagnetized. . Therefore, since the a contacts rf1 and rf3 of the relay R _F open and the b contact rf2 closes, the solenoid SF of the fourth solenoid valve 60 is demagnetized, the fourth solenoid valve 60 is cut off, and the third cylinder 23 is closed. The piston rod 23a stops and the inboard arm 2 stops rotating. In this case, in Figure 8, the timer
When contact _tcf of timer _TCF closes after a predetermined period of time has elapsed after TCF is activated, current flows to relay R _F2 via contacts _{r13, tcf, and rf2, and relay R F2 is} energized. A contacts rf22 and rf23 are closed, and b contact rf21 is open. For this reason relay
Since R _F2 is self-held, the b contact rf21 remains open, and even if the third limit switch LSF is closed again, the relay R _F is not energized, and therefore the third solenoid valve 60 solenoid SF is never energized.

When the relay R _F2 is self-holding and the b contact rf23 of the relay R _F2 is closed, the angle between the inboard arm 2 and the outboard arm 5 becomes 25° or more as shown in Fig. 11. Since the fifth limit switch LSJ is not in contact with the eighth actuating piece 38, the fifth limit switch LSJ with the B contact function is closed. Therefore, the current flows to the limit switch _RJ via the a-contacts r14, rf23 and the fifth limit switch LSJ, and excites the limit switch _RJ , so that the a-contacts _rj1 ,
rj3 closes and b contact rj2 opens. As a result, each a
A current flows to the solenoid SJ via the contacts r14, rf23, and rj3, and the solenoid SJ of the second solenoid valve 42
is excited, so the solenoid of the second solenoid valve 42
Since SJ is excited, the first solenoid valve 42,
The fourth ports 42a, 42b and the second and third ports 42b, 42c communicate with each other, and each a
Current flows to relay R _J1 through contacts r14, rf23, and fj1, and relay R _J1 is energized, so the relay
A-contacts rj11 and rj12 of _RJ1 are closed, relay _RJ1 is self-held, and timer _TCJ is activated to close contact tcj after a predetermined period of time has elapsed. As a result, in FIG. 7, from the emergency pump P, the second port 42b, the third port 42c of the second solenoid valve 42,
Pressure oil is supplied to the descending port 39 of the first cylinder 21 via the check valve equipped throttle valve 41, so that the first
The piston rod 21a of the cylinder 21 moves, and the outboard arm 5 rotates counterclockwise about its base end in FIG. 11.

Then, the outboard arm 5 rotates and the first
As shown in Figure 2, when the angle between the inboard arm 2 and the outboard arm 5 reaches 25 degrees, the fifth limit switch LSJ comes into contact with the eighth actuating piece 38, so the fifth limit switch LSJ opens, and as shown in Figure 8. Limit switch R _J is demagnetized at . Therefore, each A contact rj1, rj3 of relay _RJ opens and B contact rj2 closes, so the solenoid SJ of the second solenoid valve 42 is demagnetized, the second solenoid valve 42 is cut off, and the first cylinder 21 piston rod 21a
stops, and the outboard arm 5 stops rotating. In this case, in FIG. 8, when the contact tcj of the timer _TCJ closes after a predetermined period of time has elapsed after starting the timer _TCJ , current flows to the relay _RJ2 via the contacts r14, rf23, rcj, rj2, and the relay Since R _J2 is excited, a contacts rj21 and rj22 of relay R _J2 are closed, and relay R _J2 is self-held.

At this time, since the inboard arm 2 is tilted backward by 32 degrees, the fourth limit switch LSG
is in contact with the seventh operating piece 37, and the fourth limit switch LSG is closed. Therefore, in FIG. 8, current flows through the contacts r15, rj22 and the fourth limit switch LSG to the solenoid SG of the fourth solenoid valve 60, energizing the solenoid SG, so that the fourth solenoid valve 60 in FIG. 1st and 4th
Ports 60a, 60b and second and third ports 60
b and 60c communicate with each other. As a result, from the emergency pump P, the second solenoid valve 60 of the fourth electromagnetic valve 60 is
Pressure oil is supplied to the forward diversion port 57 of the third cylinder 23 through the port 60b, the third port 60c, and the check valve equipped throttle valve 59, so that the third cylinder 23
The piston rod 23a moves, and the inboard arm 2 rotates counterclockwise about its base end in FIG. 12. As the inboard arm 2 rotates, if the angle between the outboard arm 5 and the inboard arm 2 attempts to open to more than 25 degrees, the fifth limit switch LSJ will open the eighth operating piece 3.
8, and the fifth limit switch LSJ closes, so in Fig. 8, as mentioned above, the relay
R _J is energized, A contacts rj1 and rj3 of relay R _J close, and B contact rj2 opens. For this reason, the contacts r14,
Since current flows through the solenoid SJ via rf23 and rj3 and the solenoid SJ of the second solenoid valve 42 is excited, the second solenoid valve 42 is switched in FIG. Solenoid valve 42
Pressure oil is supplied to the lowering port 39 of the first cylinder 21 through the second port 42b, the third port 42c, and the check valve equipped throttle valve 41. Therefore, the piston rod 21a of the first cylinder 21 moves,
In FIG. 12, the outboard arm 5 follows the inboard arm 2 which rotates counterclockwise.
rotates so that the angle with the inboard arm 2 is maintained at 25°.

Next, as shown in FIG. 13, when the inboard arm 2 stands up vertically, the fourth limit switch LSG separates from the seventh operating piece 37.
Limit switch LSG opens and solenoid SG is demagnetized. Therefore, in FIG. 7, the fourth solenoid valve 60 is shut off, the piston rod 23a of the third cylinder 23 stops, and the inboard arm 2 stops rotating. Accordingly, the outboard arm 5 stops with the angle with the inboard arm 2 maintained at 25 degrees (retracted posture).

Further, as shown in FIG. 14, if it is necessary to urgently disconnect the fluid container 12 due to an unexpected situation such as a fire, the disconnection device 9 is activated with a manual switch, and the above-mentioned procedure is performed. In addition, the cargo handling pipe 13 and the connecting pipe 7 are separated, and in FIG.
In Figure 8, since the contact ERS closes, the contact
Current flows through ERS, RES and relay _R1 , and relay _R1 is energized, and each a contact r11~ of relay _R1
r15 respectively close. At this time, in FIG. 14, since the outboard arm 5 is tilted toward the retraction side and the inboard arm 2 is tilted forward by more than 30 degrees, the first, second, and third limit switches are
LSA, LSB, and LSF are the 1st, 3rd, and 6th, respectively.
It is separated from the actuating pieces 29, 33, and 36 and is in an open state. Therefore, in FIG. 8, the solenoids SA, SB, SF, SG, and SJ are not energized, so in FIG. 7, the first, second, and fourth solenoid valves 4
0, 42, and 60 are all in a cutoff state, and the third solenoid valve 58 is in a communication state. On the contrary,
The first and second limit valves 28 and 31 are in contact with the second and fourth actuating pieces 30 and 34, and the third limit valve
Since the limit valve 32 is separated from the fifth actuating piece 35, in FIG. 7, the first and third limit valves 28, 32 are in communication, while the second limit valve 31 is in a closed state. Therefore, the third
The cylinder 23, the third limit valve 32, the third solenoid valve 58, the throttle valve 71, and the sixth pilot switching valve 62 constitute an oil circulation circuit, and since the piston rod 23a of the third cylinder 23 is in a free state, the cargo handling pipe 13 and the connecting pipe 7 are separated, and the inboard arm 2 is rotated clockwise in FIG. 14 by the main counterweight 15.

Then, when the inboard arm 2 rotates to a forward tilt position of 30 degrees, the limit switch LSB contacts the actuating piece, the contact closes, the solenoid SB is energized, the oil circulation circuit is cut off, and the cylinder 2
3 stops. Further, since the second limit valve 31 is removed from the fourth actuating piece 34, the second limit valve 31 is brought into communication. Therefore, in FIG. 7, pressure oil is supplied from the emergency pump P to the rising port 54 of the first cylinder 21 via the fourth pilot switching valve 56, the first limit valve 28, and the second limit valve 31. , the outboard arm 5 rotates clockwise in FIG. 15 about its base end.

Next, as shown in FIG. 16, when the outboard arm 5 reaches a downward position of 75 degrees from the horizontal position, the first limit valve 28 is separated from the actuating piece and the first cylinder 21 from the emergency pump is connected to the lifting port. The supply of pressure oil to 54 is stopped. Also,
Since the first limit switch LSA is in contact with the first actuating piece 29, in FIG. 8, current flows to the relay R _A via the a contact r11, the first limit switch LSA, and the b contact ra21, and the relay R _A is energized. As a result, relay R _A 's a contacts ra1, ra3
is closed, and the b contact ra2 is opened, so the solenoid SA is energized and the first solenoid valve 40 is opened in FIG. 7. Therefore, the first cylinder 2
1. An oil circulation circuit is constituted by the first solenoid valve 40, the throttle valve 53, and the second pilot switching valve 44,
Since the piston rod 21a of the first cylinder 21 is in a free state, the outboard arm 5 is
6, until the sub-counterweight 18 reaches the horizontal position.
rotates clockwise. As shown in FIGS. 10 to 13, after the outboard arm 5 has rotated to the horizontal position, the movement of the fluid container 12 is caused by strong winds or waves as described above.
Since this is the same as when deviates from the safe zone, the explanation will be omitted.

Furthermore, when the electric circuit section (see FIG. 8) does not operate, the fluid cargo handling device is operated only by the hydraulic circuit shown in FIG. 7, but this case will be briefly explained.

First, as shown in FIG. 17, the fluid container 12
If the movement of the valve deviates from the safety range, the disconnecting device 9 disconnects the cargo handling pipe 13 and the connecting pipe 7, as described above, and as shown in FIG. is shut off, and the fourth pilot switching valve 56 is brought into communication. At this time,
As shown in FIG. 17, the outboard arm 5 is in a substantially horizontal position, and the inboard arm 2 is in a substantially horizontal position.
Since it is tilted forward by more than 30 degrees, the first and third limit valves 28 and 32 are disengaged from the second and fifth actuating pieces 30 and 35, respectively, and the second limit valve 31 is in contact with the fourth actuating piece 34. are doing. Therefore, the first and second limit valves 28 and 31 are closed, and the third limit valve 32 is in communication. Also, since the solenoids SA, SH, SJ, SB, SF, and SG of each solenoid valve 40, 42, 58, and 60 are not energized, the first, second, and fourth solenoid valves 40, 42, and 60 are shut off. and the third solenoid valve 5
8 are connected. For this reason, the third cylinder 2
3, third limit valve 32, third solenoid valve 58,
Since the oil circulation circuit is constituted by the throttle valve 71 and the sixth pilot switching valve 62, the third cylinder 2
No. 3 piston rod 23a is in a free state. Therefore, the inboard arm 2 is rotated clockwise in FIG. 17 by the main counterweight 15.

Then, when the inboard arm 2 rotates to a forward tilt of 30 degrees, the second limit valve 31 separates from the fourth actuating piece 34, so the second limit valve 31 communicates, but since the first limit valve 28 is blocked, In this state, the inboard arm 2 rotates clockwise and stands upright as shown in FIG. At this time, the third limit valve 32
Since it contacts the actuating piece 35, the third limit valve 32 is shut off. Therefore, inboard arm 2
stops in an upright position.

In addition, as shown in FIG. 19, if it is necessary to urgently disconnect the fluid container 12 due to an unexpected situation such as a fire, the disconnection device 9 is activated with a manual switch, and the cargo handling pipe 13 is activated. At the same time, as shown in FIG.
3, 51, 61, and 69, and the fourth pilot switching valve 56 is brought into communication. At this time, in FIG. 19, since the outboard arm 5 is tilted toward the retraction side and the inboard arm 2 is tilted forward by more than 30 degrees, the first and second limit valves 2
8 and 31 are the second and fourth actuating pieces 30 and 34, respectively.
and is in contact with the third limit valve 32
has come off from the fifth operating piece 35. Therefore, the first and third limit valves 28 and 32 are in communication, and the second limit valve 31 is closed. Furthermore, each solenoid valve 40, 42, 58, 60
Solenoids SA, SH, SJ, SB, SF, SG are
Since none of them are excited, the first, second, and fourth
Solenoid valves 40, 42, and 60 are shut off, and third solenoid valve 58 is in communication. Therefore, the third cylinder 23, the third limit valve 32, the third solenoid valve 5
8 are connected. For this reason, the third cylinder 2
3, third limit valve 32, third solenoid valve 58,
Since the oil circulation circuit is constituted by the throttle valve 71 and the sixth pilot switching valve 62, the third cylinder 2
The piston rod 23a of No. 3 is in a free state, and the inboard arm 2 is
Rotates clockwise in the figure.

Then, when the inboard arm 2 rotates to a forward tilt of 30 degrees, the second limit valve 31 separates from the fourth actuating piece 34, so that the second limit valve 31 communicates. Therefore, pressure oil is supplied from the emergency pump P to the ascending port 54 of the first cylinder 21 via the fourth pilot switching valve 56 and the first and second limit valves 28, 31. The piston rod 21a moves, and the outboard arm 5 rotates clockwise in FIG. 20 about its base end.

Next, the outboard arm 5 is moved from the horizontal position.
When it is turned downward by 75 degrees, the first limit valve 28 separates from the second actuating piece 30, so the first limit valve 28 is shut off and the supply of pressure oil from the emergency pump P to the first cylinder 21 is stopped. Therefore, the piston rod 21a of the first cylinder 21
The movement of the outboard arm 5 stops, and the outboard arm 5 stops rotating.

On the other hand, in FIG. 7, the third cylinder 23, the third limit valve 32, the third solenoid valve 5
8. Due to the oil circulation circuit constituted by the throttle valve 71 and the sixth pilot switching valve 62, the inboard arm 5 continues to rotate clockwise beyond a forward tilt of 30 degrees, as shown in FIG. rotate to an upright position. At this time, since the third limit valve 32 contacts the fifth actuating piece 35, the third limit valve 32
is shut off, and the piston rod 2 of the third cylinder 23
3a stops moving. As a result, the inboard arm 2 stops rotating, and as shown in FIG.
Keep outboard arm 5 at 75 degrees below the sailor,
The inboard arm 2 also stops in a vertically erect state.

In this way, by combining limit switches, limit valves, solenoid valves, etc., after emergency disconnection, the inboard arm 2 and outboard arm 5 can be quickly returned to the retracted position without interfering with the fluid container 12. Can be done.

At the time of disconnection, the ball valve 11 is left behind on the fluid container 12 side and the equilibrium state of each arm 2, 5 is released, so that these arms 2, 5 are affected by the action of the balance weights 15, 18 as described above. Since it is rotated at the same time as the separation, rapid separation and separation operations are possible.

In addition, even if the electric circuit is malfunctioning or the power supply is lost due to a power outage, the hydraulic circuit can be backed up by an accumulator, etc., so that only the hydraulic circuit can be used. The arm 2 and the outboard arm 5 can be safely rotated toward the land side, and the reliability is extremely high.

The movements of the inboard arm 2 and outboard arm 5 described in the above embodiment are merely examples, and may vary depending on the positional relationship between the land side (sea berth side) and the fluid container 12 such as a tanker, surrounding facilities, etc. Depending on the difference in environmental conditions, the setting angle of the operating piece for operating each limit switch or limit valve, or the hydraulic and electrical circuits shown in FIGS. 7 and 8 may be changed as appropriate. For example, in the rotational movement of the inboard arm 2 and the outboard arm 5 from FIG. 9 to FIG. 10, both rotate at the same time.
After rotating and stopping at the sailor position, the inboard arm 2 may be rotated clockwise.

As explained above, the present invention includes an inboard arm rotatably provided on a riser, an outboard arm rotatably provided on the inboard arm, and a rotatably provided outboard arm provided at the tip of the outboard arm. A cargo handling pipe connected to a fluid storage body such as a tanker, which is attached to each of the arms, and the cargo handling pipe is attached to the outboard arm,
A balance weight that maintains each of the arms in equilibrium, a disconnection device that disconnects the cargo handling pipe from the outboard arm in an emergency, and a sensor that detects the inclination angle of the inboard arm and the inclination angle of the outboard arm. , when the separating device is activated, it is activated based on the detection result from the sensor, thereby rotating the inboard arm and the outboard arm toward a predetermined storage posture in cooperation with the counterweight. The actuator is characterized by being equipped with an actuator, which, in the event of an emergency disconnection, releases the balance in the rotation direction of the arm and immediately rotates the arm in the storage direction by the weight of the balance weight. be able to. Therefore, even if there is a delay in the retracting operation of the drive device in the initial stage of disconnection, the arm can be quickly rotated in the retracting direction, thereby ensuring that there is no interference with the fluid container or surrounding work equipment. It has excellent effects such as being able to prevent

[Brief explanation of drawings]

Figures 1 to 8 show one embodiment of the present invention, with Figure 1 being a front view, Figure 2 being a side view, and Figure 3 being a side view.
The figure is a schematic side view, and Figure 4 is the first limit switch.
LSA, an explanatory diagram showing the positional relationship between the first limit valve 28 and the first and second actuating pieces 29, 30, FIG.
Limit valves 31, 32, third and fourth limit switches LSF, LSG, and third to seventh operating pieces 33 to 3
7 is an explanatory diagram showing the positional relationship between the fifth limit switch LSJ and the eighth actuating piece 38, FIG. 7 is a hydraulic circuit diagram, FIG. 8 is an electric circuit diagram, and FIG. 9 to 13 explain the action when the fluid container 12 is out of the safety range, and FIG. 9 shows the rotation of the inboard arm 2 and the outboard arm 5 by each balance weight 15 and 18. FIG. 10 is an explanatory diagram showing the movement of the third cylinder 23.
An explanatory diagram showing the rotation of the inboard arm 2 by
FIG. 11 is an explanatory diagram showing the rotation of the outboard arm 5 by the first cylinder 21, and FIG. 12 is an explanatory diagram showing the rotation of the outboard arm 5 by the first cylinder 21.
An explanatory diagram showing the rotation of the outboard arm 5 and the inboard arm 2 by the third cylinders 21 and 23,
FIG. 13 is an explanatory diagram showing the retracted posture, FIGS. 14 to 16 are explanatory diagrams in case of a fire outbreak, etc., and FIG. 14 is an explanatory diagram showing the rotation of the inboard arm 2 by the main counterweight 15. 15 is an explanatory diagram showing the rotation of the outboard arm 5 by the first cylinder 21, and FIG. 16 is an explanatory diagram showing the rotation of the outboard arm 5 by the sub-balance weight 18.
7 and 18 explain the case where the fluid container 12 is out of the safety range when the electric circuit section is not used, and FIG. 17 shows the rotation of the inboard arm 2 by the main balance weight 15. Figure 18 is an explanatory diagram showing the posture when stopped, Figures 19 to 21 are for explaining the case when the electric circuit section is not in use and a fire breaks out, etc. Figure 19 is an explanatory diagram showing the posture when the main balance weight 15 is stopped. Explanatory diagram showing rotation of inboard arm 2, No. 20
FIG. 21 is an explanatory diagram showing the rotation of the outboard arm 5 by the first cylinder 21, FIG. 21 is an explanatory diagram showing the posture when stopped, and FIGS. 22 and 23 are each limit switch, limit valve, and their corresponding operations. Fig. 22 is an enlarged side view, and Fig. 23 is an enlarged front view, showing the positional relationship with the pieces. 1... riser pipe (base riser), 2... inboard arm (inner hollow arm), 5... outboard arm (outer hollow arm), 9... disconnection device,
12...Fluid container, 15...Main balance weight, 18...
... Sub-balance weight, 21 ... First cylinder (drive device),
23...Third cylinder (drive device), 28...First limit valve, 31...Second limit valve, 32...Third limit valve, LSA...First limit switch, LSB...Second limit switch, LSF...Third limit valve 3 limit switch, LSG
...4th limit switch, LSJ...5th limit switch.

Claims (1)

[Claims] 1. An inboard arm rotatably provided on the riser, an outboard arm rotatably provided on the inboard arm, and a fluid container such as a tanker provided at the tip of the outboard arm. a cargo handling pipe that connects the cargo handling pipes, a counterweight that is attached to each of the arms and holds each of the arms in equilibrium when the cargo handling pipe is attached to the outboard arm, and a counterweight that connects the cargo handling pipes in an emergency. a disconnection device for disconnecting from the outboard arm;
A sensor detects the inclination angle of the inboard arm and the inclination angle of the outboard arm, and when the disconnection device is activated, it is activated based on the detection results from the sensor, thereby cooperating with the balance weight. An emergency disconnection device for a fluid cargo handling device, comprising an actuator that rotates the inboard arm and the outboard arm toward a predetermined storage position.