JPS606074Y2 - Trolley transfer control device for offshore replenishment - Google Patents

Description

[Detailed description of the invention] This invention relates to a trolley transfer control device for reciprocating a cargo loading trolley between two ships at sea.
In particular, this eliminates the conventional inconvenience in which the trolley moves from the predetermined position due to hull movements such as rolling or pitching during the period when it arrives at a predetermined position on the receiving ship and stops there.

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 to provide a buffering effect to the tension wire.

In this case, it would be good if the amount of wire that protrudes and retracts from both buffer winches is always maintained at the same level, but in reality, there is a considerable difference between the two.

This results in a situation where the trolley moves from the specified position during the period when it should be stopped at a specified position on the receiving ship.
The unloading of supplies on board the receiving vessel was disrupted.

This invention has been made with the above-mentioned points in mind, and the trolley transfer control device of this invention will be explained 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.

Pulley 5.6.7 is rope 10 and pulley 11 of elevator 9
It is suspended by the elevator, 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 lashed to the trolley body 16 of the trolley 15, and
The second wire portion 19 pulled out from the winch drum 18 of No. 7 via the pulley 6 is connected to the pulley 2 of the trolley main body 16.
0, 21 to the receiving ship 2 side, and pulley 8
After making a turn, it is secured to the trolley body 16.

Note that the first and second wire portions 14, 19 form a trolley transfer wire for suspending and transferring the trolley 15.

Further, the trolley 15 consists of a trolley main body 16 and a luggage loading device 22 hanging from the trolley body 16, and the luggage loading device 22 suspends a luggage rack.

On the other hand, the extender 2 is pulled out from the winch drum 23 which is directly connected to the rotating shaft of the winch drum 13, and
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 cargo loading device 22 descends from the trolley main body 16 together with the cargo.

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

The first and second winches 12 and 17 are driven to let out the first wire portion 14 from the winch drum 13 and the cargo lifting wire 26 from the winch drum 23, and the winch drum 18 lets out the second 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 then applied to the first cable length detector 30 from the pulley 29 that rotates while sliding on the first wire portion 14, and the pulley 31 that rotates while sliding on the second wire portion 19
Rotational power is given to the cable length detector 32 from the cable length detector 32 .

Both rope length detectors 30 and 32 generate m pulse signals each time the pulleys 29 and 31 rotate once in either the positive or negative direction, and the number of these pulse signals is calculated reversibly with respect to the rotation direction. , the total length of the first and second wire portions can be grasped.

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 of 0 corresponds to the wire payout length from the pulley 5 to the trolley 15, and the second
The number nB of output pulse signals of the cable length detector 32 corresponds to the length of the wire drawn out from the pulley 6 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' corresponds to the deceleration point preset on the supply ship side, and na corresponds to the deceleration point preset on the receiving ship side.

Then, the indefinite signals nA, nB and the constant signal na
', na are set in an arithmetic unit (not shown) together with a reference signal.

When the "'GO" pushbutton switch on the operation panel installed on the supply ship 1 is turned on, the elevator 9 operates and the pulleys 5, 6.7
rises.

When a limit switch (not shown) is turned on during this upward movement, signals are applied to the first winch 12 for feeding out the wire and to the second winch 17 for winding the wire.

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 converted into wire speed, for example -I
QQm/min.

Note that the negative sign here means the wire is fed out,
A positive sign means winding of the wire.

Under such conditions, the flushing valve 34 of the first winch 12 is switched to the high-pressure pilot, so that 25 ko/min of the hydraulic fluid in the hydraulic closed circuit between the variable pump 33 and the hydraulic motor 38 is drained from the low-pressure oil path. c7I! For example, 4Ql)/min of hydraulic oil returns to the tank through the relief valve 35, and the same amount of low-pressure oil returns to 30ko/cI.
The low-pressure side oil passage is supplied from the K line, and the hydraulic oil in the closed passage is converted into cooling hydraulic oil in the oil tank, thereby preventing a rise in oil temperature.

Since the oil discharge amount of the variable motor 36 is maintained at O, the hydraulic pressure A flowing from the accumulator 37 to the hydraulic motor 38 via the variable motor 36 is not generated, and the hydraulic motor 38
is rotated only by oil pressure Q1.

Note that since the rotation axis of the variable motor 36 is directly connected to the rotation shaft of the hydraulic motor 39, both motors 36 and 39 can only rotate in the same direction and at the same speed.

When the swash plate of the variable motor 36 is subjected to tilting control by a servo amplifier and a servo valve (not shown), its discharge amount is switched between maximum and zero.

The maximum discharge amount of the variable motor 36 is approximately equal to the discharge amount of the hydraulic motor 39, so when the switching is selected to 1 maximum, two equal oil pressures A and B are generated, and both motors 3B and 42 It will perform synchronous buffering operation.

Because of the direct connection, the discharge amount of the variable motor 36 can be made zero.

Now, when the discharge amount of the variable motor 36 is 0,
If we consider the case where the first winch 12 is paying out the first wire portion 14 with a discharge amount of −Q117, a tension a acts on the fed-out wire portion 14.

In addition, tension acts on the cargo lifting wire 26 pulled out from the winch drum 23 through the expander 24,
The combination of tensions a and b (a+b) is the second winch 17
always balances the tension C acting on the second wire section 19 starting from the winch drum 18 of.

Since the flushing valve 40 of the second winch 17 is also switched to the high-pressure pilot, an oil path is established from the low-pressure side oil path that returns into the tank through the 25 kg/C1 ft relief valve 41.

Therefore, the second winch 17 winds up the second wire portion 19 at a rate of +100 m/min under normal conditions, and the discharge amount on the winding side is +Q2.

(Q2=Q1). However, when the hydraulic pressure B from the accumulator 37 via the hydraulic motor 39 flows into the hydraulic motor 42 of the second winch 17, it rotates with the hydraulic pressure Q2 +A.

That is, in the process in which the first wire portion 14 and the cargo lifting wire 26 are paid out at a constant speed, and the second wire portion 19 is wound up, even if there is an excess or deficiency in the wire due to the movement of the ship. , accumulator 37
The second winch 17 is provided with a damping effect by
However, this will be absorbed.

In addition, 43 indicates a variable pump, and 44.45 indicates a relief valve of 2]Okg/self.

h When IJ-15 reached the center between the two ships,
Signals are sent to a servo amplifier and a servo valve (not shown) from the trolley transfer transmitter 46, which operates using signals nA, nB, na, na', etc. as input signals.

As a result, the swash plate of the variable motor 36 is subjected to tilting control, and the variable motor 36 discharges the maximum amount of oil.

The tilting control is continued while the trolley 15 remains on the receiving ship 2, and is canceled near the middle of the return journey back to the supplying ship 1 side.

Two equal oil pressures A and B are generated by the oil discharge of the variable motor 36, and the two hydraulic motors 38 and 42 perform a synchronous buffering operation.

That is, half of the flow rate of the accumulator 37 flows into the hydraulic motor 38 of the first winch 12, and the other half flows into the hydraulic motor 42 of the second winch 17 as high pressure oil. Winch 12.1
7 will operate synchronously as buffer winches.

When the first and second winches 12 and 17 enter the synchronous operation state, the excess and deficiency of the wire due to the movement of the ship will be adjusted by the first and second winches.
Winches 12 and 17 share an equal amount.

The trolley 15 that reaches the receiving ship 2 after oil leaks from the hydraulic motors, valves, etc. has been sufficiently replenished will move on top of the receiving ship 2 regardless of the presence or absence of hull movement. It will remain stable at the specified position.

Immediately before Toro IJ-15 reaches recipient ship 2, that is,
When reaching the deceleration point (na) 2r'r1 to 3m before, a signal is generated from the trolley transfer transmitter 46, and the input signal to the variable pump 33, 43 is switched.

As a result, the oil discharge amount of the variable pump 33.43 becomes Off.
/min and 130//min, respectively.
After 0.5 seconds to 1 second, the wire payout speed by the first winch 12 becomes 0, and the wire payout speed by the second winch 17 decreases.
The wire winding speed is approximately 20rT1/min.

The trolley 15 subjected to such deceleration control eventually comes into contact with the pulley 8 on the receiving ship and comes to a stop.

When the supply ship receives notification of the arrival of the trolley from the receiving ship 2, it energizes the solenoid valve 47.

This causes the hydraulic cylinder 48 of the telescoping device 24 and the wire spool 25 connected thereto to contract, causing the spool 25 to contract.
The elevating wire 26 that has been wound multiple times around the trolley 15 is let out, and the load loading device 22 and the luggage rack of the trolley 15 are lowered from the trolley main body 16.

Then, when it descends to a predetermined position, the bias is released.

Further, when the unloading work is completed, the solenoid valve 49 is energized for a certain period of time.

By energizing the electromagnetic valve 49, the extender 24 extends and the waist luggage loading device 22 rises to the trolley body 16.

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

As a result, a signal having an opposite phase to °Cσ' is applied to the signal input portions of the first and second winches 12.17.

That is, a signal corresponding to +100 m/min is applied to the variable pump 33, a signal corresponding to -100 m/min is applied to the variable pump 43, and the trolley 15 returns home.

When the trolley 15 comes to the vicinity of the center between the two ships, a signal for tilting control is applied from the calculation section of the trolley transfer transmitter 46 to the variable motor 36 through the servo amplifier and servo valve, and the discharge amount of the variable motor 36 is changed. It becomes 0.

As a result, the oil pressure A becomes O, and the accumulator 37
The flow rate of is only B.

That is, the first and second winches 12, 17 are differential winches, the former hydraulic motor 38 being rotated by the oil pressure Q1, and the latter hydraulic motor 42 being rotated by the oil pressures Q1 and B.

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 m' on the supply ship side, the first winch 12 is decelerated to +20 m/min, the second winch 17 is decelerated to 0rr1/min, and eventually the trolley 15 returns to the starting point. return.

At this time, since the first winch 12 does not perform a buffering operation, the trolley 15 can remain stably on the supply ship 1 regardless of the movement of the ship.

In addition, when the trolley 15 approaches the supply ship 1, the elevator 9 can be operated to gradually lower the trolley 15.

The variable pump 50 serves to increase the pressure within the accumulator 37.

The gas filling pressure of the accumulator 37 itself is approximately 85 to 9/c
ft, but is always maintained within a pressure range of about 190±5 to 9/c1 by the oil pressure sent from the variable pump 50.

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

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

On the other hand, the positional relationship between the trolley 15 and the receiving ship 2 is such that the trolley 15 and the receiving ship 2 approach and move away due to the relative movement of the 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 the 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 12.17 are synchronized, trolley 1
5 is transferred to the receiving ship 2 while its position is controlled in the horizontal direction.

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

On the other hand, the positional relationship between the trolley 15 and the supply ship 1 is such that the trolley 15 approaches and moves away from the supply ship 1 due to the relative movement of the 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, the switching between synchronous and asynchronous is performed at the center of the trolley 15 and the supply ship 1, where the distance between the trolley 15 and the supply ship 1 is sufficiently long.

In addition, according to the embodiment, the trolley 15 is suspended by the trolley transfer wire, but a high line exclusively for hanging the trolley may be constructed separately.

As described above, the trolley transfer control device of this invention has a U-shaped trolley transfer wire installed between the supply ship and the receiving ship, and the wire is fed out and wound around one end of the wire. and a second winch for winding and unwinding the same wire at the other end thereof, the eleventh second winch is selectively brought into synchronous buffering operation. It has additional control means for this purpose.

A servo-driven variable motor is provided in the hydraulic circuit between the hydraulic motor of the first winch and the accumulator, while a hydraulic circuit between the hydraulic motor of the second winch and the accumulator includes: A hydraulic motor directly connected to the variable motor is provided, and these constitute the control means.

Therefore, by switching the discharge amount of the variable motor through throttling control of the servo valve, etc., the first and second winches selectively operate asynchronously or synchronously as buffer winches, and the trolley on the receiving ship and the trolley on the supplying ship selectively operate as buffer winches. The trolley can always remain stably at a predetermined position on the ship.

In addition, the control means for synchronous operation can be configured compactly.

Since it does not have a vertical dead center like a cylinder, a smooth switching operation can be obtained.

Furthermore, the discharge amount of the variable motor during asynchronous operation becomes almost zero, and the idling characteristics are improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of an embodiment of the trolley transfer control device for offshore replenishment of this 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, 36...
Variable motor, 37...Accumulator, 39.
...Hydraulic motor, 46...Trolley transfer transmitter.

Claims (1)

[Scope of utility model registration request] A first winch for winding and winding one end of the trolley transfer wire installed in a U-shape between the supply ship and the receiving ship, and a first winch for winding and winding the other end of the wire. 2 winches, and control means for selectively synchronous buffering operation of the first and second winches, the control means includes a cable length detector that transmits a pulse signal according to the length of the wire to be fed out, and a trolley transfer transmitter that calculates a wire payout length based on an output pulse signal of a cable length detector and transmits a servo valve switching signal; a hydraulic motor of the first winch; and a hydraulic motor of the second winch; an accumulator, a variable motor provided in a hydraulic circuit between the hydraulic motor of the first winch and the accumulator and controlled by the servo valve, and a hydraulic circuit between the hydraulic motor of the second winch and the accumulator; and a hydraulic motor directly connected to the variable motor.