JP2010143481A - Inboard alarming system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inboard alarming system simply applicable to an existing ship and easily system-reconfigurable while eliminating the need for special wiring. <P>SOLUTION: The inboard alarming system 10 includes a control circuit 3 arranged in a pilothouse 11, and an alarming device A1 and a resetting button 5 connected to the control circuit 3. The inboard alarming system 10 also includes an alarming part A2 arranged in a manager's room 12. In the inboard alarming system 10, only by connecting a plug P1 linked to the control circuit 3 in the pilothouse 11 to a socket C1 and connecting a plug P2 linked to the alarming part A2 in the manager's room 12 to a socket C2, the control circuit 3 in the pilothouse 11 is electrically connected to the alarming part A2 in the manager's room 12 via an inboard power line R. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an inboard warning system, and more particularly to an inboard warning system that notifies an abnormality in a ship with an alarm.

As a conventional inboard warning system, for example, a system described in Non-Patent Document 1 is known. In such an inboard warning system, a panel including a first alarm and a reset button is provided in the wheelhouse (first section), and a second alarm is provided in the manager's room or public room (second section). Is provided. If, for example, the reset button is not pressed for a certain period of time due to, for example, deterioration of the health condition of the crew in the steering chamber, it is considered that an abnormality has occurred in the steering chamber, and an alarm is output from the first and second alarms.
KONGSBERG catalog “BWMSBridge Watch Montioring System”, AD-0440-B

  Here, in general, the above-mentioned in-board warning system is a fixed facility fixed in the ship, and a dedicated wiring for connecting the equipment in the first section and the equipment in the second section is required separately. It is said. Therefore, it is difficult to apply the above inboard warning system to an existing ship, and it is not easy to change the system configuration.

  Therefore, an object of the present invention is to provide an in-board warning system that does not require dedicated wiring, can be easily applied to existing ships, and can easily change the system configuration.

  In order to solve the above problems, an inboard alarm system according to the present invention is arranged in a first section of a hull, and is arranged in a second section of the hull and outputs a warning, and is arranged in a second section of the hull. A second alarm unit, a reset unit arranged in the first section and detecting a reset operation, and a first and second alarm unit arranged in the first section and when the reset operation is not detected for a certain time by the reset unit A control unit that outputs an alarm from at least one of the control unit, the control unit is connected to the first alarm unit and the reset unit, and is connected to the second alarm unit via the inboard power line. And

  According to this inboard alarm system, the control unit connected to the first alarm unit and the reset unit in the first section is connected to the second alarm section in the second section via the inboard power line. That is, for example, a plug connected to the control unit in the first partition is plugged into an outlet, and a plug connected to the second alarm unit is plugged into the outlet in the second partition. The electrical connection between the devices will be realized. Therefore, a separate dedicated wiring can be made unnecessary and can be easily applied to existing ships. Furthermore, since the arrangement of each device can be changed by, for example, plugging / unplugging, the system configuration can be easily changed.

  Moreover, the 2nd division may be specifically comprised including the manager's room.

  Here, it is preferable to include a setting unit that is disposed in the manager's room and is connected to the control unit via the inboard power line and sets a predetermined time. Thereby, the administrator can set the predetermined time for demarcating whether or not the reset operation is detected while in the administrator's room.

  In addition, the monitoring unit is disposed in the manager's room and is connected to the second alarm unit and the inboard power line, and includes a monitoring unit that monitors the system abnormality via the inboard power line. It is preferable to output an alarm from the alarm unit. Thereby, the administrator can grasp | ascertain the system abnormality of a ship's warning system as a warning output from a 2nd warning part, being in a manager's room.

  At this time, it is preferable that the monitoring unit at least detects the unconnected state between the control unit or the second alarm unit and the inboard power line as a system abnormality. In this case, for example, a system abnormality due to plug disconnection can be grasped.

  In addition, the battery unit is disposed in each of the first and second sections and connected to each of the first and second alarm units, and the first and second alarm units are separated from the battery unit when a power failure occurs for a predetermined time. It is preferable to output an alarm according to the supplied power. Thereby, when a power failure occurs in the ship, the occurrence of the power failure can be quickly detected as an alarm output from the first and second alarm units.

  Moreover, it is preferable to provide the calling part which is arrange | positioned in a 1st division, is connected to a control part, and outputs a warning from a 2nd warning part, and calls the sailor in a 2nd division to a 1st division. In this case, a sailor in the first section can output an alarm from the second alarm unit and call the sailor in the second section to the first section.

  Moreover, it is preferable that the first alarm unit and the reset unit are unitized and connected to the control unit via an inboard power line. In this case, the first alarm unit and the reset unit can be arranged near the sailors. Therefore, for example, when the reset unit is a button type, it is possible to suppress the annoyance that a sailor working at a remote place returns to the position of the reset unit and presses the button.

  Moreover, it is preferable that the 1st division is comprised including at least one of a steering chamber and an engine room. In this case, an abnormality in at least one of the steering chamber and the engine chamber can be notified by an alarm.

  According to the present invention, dedicated wiring is not required, and can be easily applied to an existing ship, and the system configuration can be easily changed.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  First, a first embodiment of the present invention will be described. FIG. 1 is a schematic configuration diagram showing an inboard warning system according to the first embodiment of the present invention. As shown in FIG. 1, the inboard warning system 10 is applied to a ship such as a tanker or a bulk ship, for example, and monitors the inside of the ship to notify an abnormality in the ship with an alarm. Specifically, the inboard warning system 10 monitors sailors working in the wheelhouse 11 (hereinafter referred to as “shift sailors”), and considers that the response of the shift sailor is not abnormal within a certain period of time. 11 alarm devices A1, alarm unit A2 in the manager's room 12, alarm devices A3 and A3 in the rooms 13 and 14, such an abnormality is notified to the ship by an alarm (details will be described later).

  The in-board warning system 10 includes the alarm device A1, the operation panel 2, and the control circuit 3, which are arranged in a wheelhouse 1. The alarm device A1 is electrically connected to the control circuit 3, and outputs an alarm based on an alarm signal from the control circuit 3. Further, the battery 4 is electrically connected to the alarm device A1.

  The operation panel 2 is electrically connected to the control circuit 3 and includes a reset button 5, an ON / OFF switch 6, and a calling unit 7. The reset button 5 detects a reset operation when pressed by a sailor, and outputs the detection of the reset operation to the control circuit 3 as a reset signal. The ON / OFF switch 6 starts and stops the inboard warning system 10.

  The calling unit 7 selectively activates the alarm unit A2 and the alarm devices A3 and A3. As a result, a sailor (backup officer) as a shift supervisor is transferred from the manager room 12, the room 13,14. Call to the wheelhouse 11. The operation panel 2 may be configured such that the operation is locked by a password or a switch with a key.

  The control circuit 3 has a plug P1 connected to an outlet C1 in the wheelhouse 11 and is electrically connected to the inboard power line R. The control circuit 3 is for controlling the operation of the inboard warning system 10. When the reset button 5 is not pressed for a predetermined time (for example, 3 to 12 minutes), that is, when the reset signal is not input for a predetermined time, the control circuit 3 outputs an alarm from the alarm devices A1 and A3 and the alarm unit A2 ( Details will be described later).

  The inboard warning system 10 includes the alarm unit A2, the monitoring time setting unit 8, and the system abnormality monitoring unit 9, which are arranged in a manager's room (Cap's day room) 12, which is a manager's room. The management panel 15 comprised by these is provided. This management panel 15 has its plug P2 connected to the outlet C2 in the manager's room 12, and each part A2, 8, and 9 is electrically connected to the control circuit 3 via the inboard power line R.

  The alarm unit A2 outputs a warning based on a warning signal from the control circuit 3. Further, the battery 4 is electrically connected to the alarm part A2. The monitoring time setting unit 8 sets the predetermined time, which is a monitoring time for demarcating whether or not the reset operation is detected by the control circuit 3.

  The system abnormality monitoring unit 9 is for monitoring the system abnormality of the inboard warning system 10, and outputs an alarm from the alarm unit A2 when a system abnormality is detected. As a system abnormality here, an unconnected state between the inboard power line R and the control circuit 3 and the alarm devices A1 and A3 is detected.

  The alarm devices A3 and A3 arranged in the offices (13, 14) are respectively connected to the outlets (C3, C4) in the rooms (13, 14) of the alarm devices (A3, A3). It is electrically connected to the control circuit 3. A battery 4 is electrically connected to each of the alarm devices A3 and A3.

  When the ship warning system 10 configured as described above is mounted on a ship, the plug P1 of the control circuit 3 is inserted into the outlet C1 in the steering room 11, and the management panel plug P2 is connected to the outlet C2 in the manager's room 12. The plugs P3 and P4 of the alarm devices A3 and A3 are inserted into the outlets C3 and C4 in the living rooms 13 and 14, respectively. As a result, power is supplied to the devices M (that is, the control circuit 3, the panels 2, 15 and the alarm devices A1, A3) in the steering room 11, the manager's room 12, and the rooms 13, 14, and these devices. M is electrically connected.

  Next, the operation of the inboard warning system 10 will be described. First, the system is activated by operating the ON / OFF switch 6 of the operation panel 2. In a normal time, the reset button 5 is periodically pushed by a crew member in the wheelhouse 11 before a predetermined time elapses, so that the alarm devices A1, A3 and the alarm unit A2 are deactivated and a warning is issued. Is not output.

  On the other hand, in the case where the health condition of the shift crew member is deteriorated or dozing, when the reset button 5 is not pressed for a certain period of time by the shift crew member, the alarm device A1 in the wheelhouse 11 performs a reset operation on the watch crew member. A reset alarm (1st Alarm) for prompting is output.

  For example, when the reset button 5 is pressed by a person on duty, the output of the reset alarm by the alarm device A1 is stopped. On the other hand, if the reset button 5 is not yet pressed even after the predetermined time has elapsed, the alarm unit A2 in the manager's room 12 and the alarm device A3 in the room 13 or 14 will notify the occurrence of an abnormality in the wheelhouse 11. An abnormal alarm (2nd Alarm) is further output.

  After that, for example, when the reset button 5 is pressed by an administrator or a backup officer who has rushed to the wheelhouse 11, the output of the reset alarm by the alarm device A1 and the output of the abnormality alarm by the alarm unit A2 are stopped. On the other hand, if the reset button 5 is not yet pressed even after a predetermined time has passed, an alarm (3nd Alarm) is further output from the alarm devices A3 and A3 in the rooms 13 and 14, thereby causing an abnormality in the wheelhouse 11. Will be informed on board.

  As described above, according to the inboard warning system 10 of the present embodiment, the electrical connection among the devices M in the steering room 11, the manager's room 12, and the rooms 13 and 14 is realized by using the inboard power line R as the power source LAN. can do. That is, only by inserting the plugs P1 to P4 into the outlets C1 to C4, in the control circuit 3 in the steering room 11, the alarm unit A2 in the manager room 12 and the alarm devices A3 in the rooms 13 and 14 are provided. It is electrically connected to A3 via the inboard power line R. Therefore, it is possible to eliminate the need for a separate dedicated wiring or hull structure that has been conventionally required to realize such an electrical connection, and the inboard warning system 10 can be easily applied to an existing ship.

  Further, as described above, since the arrangement of the devices M can be freely changed by inserting and removing the plugs P1 to P4, the system configuration can be easily changed to an optimum one for the ship.

  Further, in the shipboard alarm system 10, the manager can set the predetermined time while in the manager's room 12 by operating the monitoring time setting unit 8 of the management panel 15 in the manager's room 12. .

  Further, in the in-board warning system 10, when the plugs P1, P3, P4 are disconnected from the outlets C1, C3, C4 in the steering chamber 11 and the living rooms 13, 14, this plug disconnection is detected by the system abnormality monitoring unit 9. Is detected as a system abnormality, and an abnormality alarm is output from the alarm unit A2. Therefore, the administrator can grasp the plug omission while in the administrator's room 12. As a result, even if the plugs P1, P3, and P4 are intentionally pulled out by the sailors due to the troublesomeness and mischief of the alarm, the manager can quickly respond to avoid the adverse effects.

  Note that if the system abnormality monitoring unit 9 has a display unit that displays whether or not any plug P1, P3, or P4 has a plug disconnection, the plug disconnection can be more appropriately grasped. .

  In the inboard warning system 10, when a power failure occurs in the ship for a predetermined time (for example, 2 to 3 minutes), electric power is supplied from the battery 4 to the alarm devices A <b> 1, A <b> 3 and the alarm unit A <b> 2, and an alarm is generated by the supplied electric power. Is output. Therefore, when a power failure occurs on the ship, it is possible to quickly detect the occurrence of such a power failure.

  In the inboard warning system 10, when calling the backup officer to the wheelhouse 11, the calling unit 7 of the operation panel 2 can be operated to output a calling warning for calling the crew from the alarm unit A 2 and the alarm device A 3. .

  In the above, the steering room 11 comprises a 1st division, and the manager's room 12 and the living rooms 13 and 14 comprise a 2nd division. The second section is not limited to these, and examples include public rooms such as a dining room (Mess Room), a recreation room, and a lounge. The inboard warning system 10 is also referred to as a deadman alarm or a dozing prevention device.

  Although it is conceivable to electrically connect the devices M using radio waves such as radio waves, it is usually formed of a very thick metal (iron) hull (door, floor, bulkhead, etc.). Therefore, it is difficult to realize electrical connection between the devices M using radio.

  Next, a second embodiment of the present invention will be described. FIG. 2 is a schematic configuration diagram showing an inboard warning system according to the second embodiment of the present invention. The inboard warning system 20 of the present embodiment is different from the first embodiment in that a movable panel 21 disposed in the steering chamber 11 is further provided.

  The movable panel 21 is configured by unitizing an alarm unit A21 similar to the alarm device A1 and a reset button 25 similar to the reset button 5. The movable panel 21 has a plug P21 connected to an outlet C21 in the wheelhouse 11, and an alarm unit A21 and a reset button 25 are electrically connected to the control circuit 3 via the inboard power line R. Here, preferably, the outlet C21 to which the plug P21 is connected is set in the vicinity of the place where the shift crew member works in the wheelhouse 11.

  Also in the ship warning system 20 of the present embodiment, the same effect as the above effect, that is, the effect that the dedicated wiring is not required and can be easily applied to an existing ship and the system configuration can be easily changed is achieved.

  Further, in the present embodiment, as described above, since the plug P21 of the movable panel 21 is connected to the outlet C21 in the vicinity of the shift crew, the movable panel 21 can be arranged in the vicinity of the shift crew. The troublesomeness of returning to the operation panel 2 and pressing the reset button 5 when the person on duty is working at a location away from the operation panel 2 can be suppressed.

  In some cases, the in-board warning system 20 of the present embodiment may not include the alarm device A1 and the reset button 5 of the operation panel 2. Even in this case, the above-described effects can be achieved.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the steering chamber 11 is configured as the first section. However, instead of or in addition to this, the engine room may be configured as the first section. When the engine room is the first section, the chief engineer room corresponds to the manager section.

  Moreover, in the said embodiment, although the system abnormality monitoring part 9 detected the plug omission as a system abnormality, of course, you may detect the malfunction etc. of each apparatus M as a system abnormality, for example. In addition, although the reset buttons 5 and 25 are employed as the reset unit, the present invention is not limited to this, and a sensor that detects the behavior (movement) of the duty crew member in the wheelhouse 11 is employed and reset based on the detection result. The operation may be detected, or a radar or electronic chart may be adopted, and the reset operation may be detected by the operation.

  In the above embodiment, since the inboard power line R is used as a power source LAN, an interphone (electrically connected to the inboard power line R in each of the steering room 11, the manager room 12, and the rooms 13 and 14 ( By further arranging the communication unit), it is possible to make a call between the steering room 11, the manager room 12, and the rooms 13 and 14.

It is a schematic structure figure showing an inboard warning system concerning a 1st embodiment of the present invention. It is a schematic block diagram which shows the inboard warning system which concerns on 2nd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 3 ... Control circuit (control part), 4 ... Battery (battery part), 5,25 ... Reset button (reset part), 7 ... Calling part, 8 ... Monitoring time setting part (setting part), 9 ... System abnormality monitoring part (Monitoring section) 10, 20 ... Inboard alarm system, 11 ... Operation room (first section), 12 ... Manager's room (in the second section), 13, 14 ... Room (in the second section), A1 ... Alarm Device (first alarm unit), A2 ... Alarm unit (second alarm unit), A3 ... Alarm device (second alarm unit), A21 ... Alarm unit (first alarm unit), R ... Inboard power line.

Claims (9)

A first alarm unit arranged in the first section of the hull and outputting an alarm;
A second alarm unit arranged in the second section of the hull and outputting an alarm;
A reset unit disposed in the first section and detecting a reset operation;
A control unit that is arranged in the first section and that outputs an alarm from at least one of the first and second alarm units when the reset operation is not detected for a certain period of time by the reset unit, and
The control unit is connected to the first alarm unit and the reset unit, and is connected to the second alarm unit via the inboard power line.   The inboard warning system according to claim 1, wherein the second section includes an administrator room.   The inboard alarm system according to claim 2, further comprising a setting unit that is disposed in the manager's room and is connected to the control unit via the inboard power line and sets the predetermined time. A monitoring unit disposed in the manager's room and connected to the second alarm unit and the inboard power line, and monitoring a system abnormality via the inboard power line;
The shipboard alarm system according to claim 2 or 3, wherein the monitoring unit outputs an alarm from the second alarm unit when the system abnormality is detected.   The inboard alarm system according to claim 4, wherein the monitoring unit detects at least an unconnected state between the control unit or the second alarm unit and the inboard power line as the system abnormality. A battery unit disposed in each of the first and second sections and connected to each of the first and second alarm units;
The inboard warning system according to any one of claims 1 to 5, wherein the first and second warning units output a warning by electric power supplied from the battery unit when a power failure occurs for a predetermined time.   A calling unit disposed in the first section and connected to the control unit, for outputting a warning from the second warning unit and calling a sailor in the second section to the first section; The shipboard alarm system according to any one of claims 1 to 6.   The inboard alarm according to claim 1, wherein the first alarm unit and the reset unit are unitized and connected to the control unit through the inboard power line. system.   The inboard warning system according to any one of claims 1 to 8, wherein the first section includes at least one of a wheelhouse and an engine room.

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