WO2010002126A2

WO2010002126A2 - Towing apparatus for ship

Info

Publication number: WO2010002126A2
Application number: PCT/KR2009/003242
Authority: WO
Inventors: 송유천
Original assignee: 주식회사 디케이산기
Priority date: 2008-07-03
Filing date: 2009-06-17
Publication date: 2010-01-07
Also published as: WO2010002126A3; KR100898743B1

Abstract

A towing apparatus for a ship concerning the present invention uses an air motor mounted on a drum to control rotation speed of the drum and has a speed reduction brake function to reduce rotation speed of the drum as well, so it can safely tow the ship. The towing apparatus for a ship comprises: a drum which winds a mooring rope thereon and is permitted to rotate, an air motor which is connected to the drum and rotates clockwise or anticlockwise and provides torque, an air pump which supplies compressed air to the air motor, and a control valve which is installed in an air line between the air motor and air pump and is capable of switching between primary, secondary and tertiary positions. The control valve rotates the air motor clockwise in the primary position and anticlockwise in the secondary position and rotates the air motor by the torque generated when the mooring rope is released in the tertiary position.

Description

Ship towing equipment

The present invention relates to a ship towing apparatus, and more particularly, the towing of the ship is made safely because the air motor mounted on the drum functions as a deceleration brake function to control the rotation speed of the drum and to reduce the rotation speed of the drum. Relates to a device.

As sea transportation of products such as crude oil increases, regulations on safety measures to avoid marine pollution in the event of an accident increase. In particular, for ship accidents occurring at sea, international regulations strictly require the installation of safe ship towing arrangements.

The vessel towing system (emergency towing system) is a device for towing a stranded or distressed ship at sea, a device that allows the tugboat to control the towing vessel in the emergency situation. In case the ship breaks down during the voyage, the bow (the forward part of a ship) is equipped with an anchor chain, etc., and the stern (the rear part of a ship) A device using a wire rope is installed. In addition, a ship is provided with a fair lead for guiding a mooring line connecting a tugboat and a towed ship.

When actually towing a ship, a messenger rope with a buoy connected to a wire rope provided on the towing ship is first thrown into the sea, followed by a wire rope wound on a drum ( ITO rules are called towing pennants).

In a towed ship, a messenger rope having a buoy is lifted up through a hole of a fairlead installed in the bow, and the wire rope connected to the end of the messenger rope is connected to the anchor chain in a device using an anchor chain installed in the bow. The anchor chain connected to the wire rope is then pulled out of the bow through the hole in the fairlead and the towing vessel is towed.

However, according to such a conventional towing apparatus, there is a problem that the vibration is severely generated due to the elastic force that the rope is restored to a straight line when the rope wound on the drum is released from the drum.

In addition, in the related art, the work of releasing the rope from the drum was entirely dependent on manpower, and because the rope fell freely at high speed due to the heavy weight, vibrations were severely generated, which caused a very dangerous problem. Therefore, when the rope is released from the drum, it is necessary to adjust the rope falling speed. Conventionally, centrifugal breaks or band breaks are used for storage drums to control the speed of rope drop.

When the rope is released to the drum again, a separately prepared air motor is mounted on the drum to rotate the drum using the rotational force of the air motor. However, according to this method, there is a problem in that the work of mounting the air motor is very cumbersome and takes a long time to wind the rope.

An object of the present invention is to provide a ship towing apparatus that can be safely made by towing the vessel by controlling the rotational speed of the drum winding the mooring line.

Another object of the present invention is to provide a ship towing device that is convenient to use because it is not necessary to install a separate driving device on the drum to wind the mooring lines on the drum.

Still another object of the present invention is to provide a towing apparatus capable of performing a deceleration brake function for controlling the rotational speed of the drum to wind the mooring line and at the same time reducing the rotation of the drum.

The present invention provides a vessel towing apparatus having an air motor capable of controlling the rotational speed of the drum and performing a brake function to slow down the rotation of the drum.

The ship towing apparatus according to the present invention includes a drum rotatable with a mooring line wound, an air motor connected to the drum to rotate in a forward or reverse direction to supply rotational force, an air pump to supply compressed air to the air motor, and air The air motor is installed in the air line between the motor and the air pump by the first position for rotating the air motor in the forward direction, the second position for rotating the air motor in the reverse direction, and the rotational force generated when the mooring string is released from the drum. It is provided with a control valve switchable between the 3rd position which makes it rotate.

In the present invention, when the control valve is in the third position, it is possible to impart a resistive force that resists rotation of the air motor.

In the present invention, the air motor may have a first port and a second port through which air is introduced and discharged, and the control valve connects the first port to the air pump and exhausts the second port when in the first position. Connect to the line, connect the second port to the air pump when in the second position, connect the first port to the exhaust line, and connect the first port and the second port to the exhaust line, respectively, in the third position. have.

In the present invention, when the control valve is in the third position, at least one of the first port or the second port can be connected to the exhaust line via a throttle.

In the present invention, the air motor includes a casing in which the first port and the second port and the chamber are formed, a cylindrical rotor rotatably inserted into the chamber, and a groove formed in the circumferential surface of the rotor in the radial direction of the rotor. And a plurality of vanes slidably inserted therein, wherein the chamber is formed of a semicircle corresponding to the circumferential surface of the rotor to support approximately half of the circumferential surface of the rotor, and the outer side of the rotor from the circumferential surface of the rotor. It is formed of an ellipse extending to the guide having a guide for guiding the vanes sliding outward from the circumferential surface of the rotor, the first port is connected to the starting portion of the guide on one side of the rotor, the second port is the other side of the rotor In the guide portion may be connected to the end.

In the present invention, it may be further provided between the air motor and the drum, the speed reducer for transmitting a rotational force to the rotating shaft of the drum.

Ship towing apparatus of the present invention as described above, the towing of the ship can be made safe and convenient because the air motor mounted on the drum can control the rotational speed of the drum. In addition, it is possible to wind a mooring line such as a rope or a wire on the drum by driving the air motor without having to install a separate driving device. In addition, the air motor mounted on the drum of the ship towing apparatus of the present invention functions as a deceleration brake to reduce the rotational speed of the drum, so that the towing of the ship can be made safely.

1 is a pneumatic circuit diagram schematically showing a ship towing apparatus according to an embodiment of the present invention.

2 is a cross-sectional view of a reducer connected to an air motor provided in the ship towing apparatus of FIG. 1.

3 is an axially sectional view of an air motor coupled to the reducer of FIG.

4 is a front view showing the structure of the casing of the air motor.

FIG. 5 is a side view illustrating the structure of a casing of the air motor of FIG. 4. FIG.

6 is an operating state diagram showing the operation of the air motor provided in the ship towing apparatus of FIG.

7 is an operation state diagram showing the operation of the air motor provided in the ship towing apparatus of FIG.

8 is an operational state diagram showing the operation of the air motor provided in the ship towing apparatus of FIG.

9 is an operational state diagram showing the operation of the air motor provided in the ship towing apparatus of FIG.

10 is a circuit diagram of a control valve provided in the ship towing apparatus of FIG. 1.

FIG. 11 is a front sectional view of a control valve provided in the ship towing apparatus of FIG. 1. FIG.

12 is a side cross-sectional view taken along the P-R2 line of the control valve of FIG.

FIG. 13 is a side cross-sectional view taken along line P-R1 of the control valve of FIG. 11.

14 is a side cross-sectional view taken along the P-A line of the control valve of FIG.

15 is a side cross-sectional view taken along the P-B line of the control valve of FIG.

16 is a pneumatic circuit diagram in a state where the ship towing apparatus of FIG. 1 drives an air motor to drop a rope.

FIG. 17 is a pneumatic circuit diagram in a state where the ship towing device of FIG. 1 drives an air motor to lift a rope. FIG.

18 is a circuit diagram of a control valve provided in the ship towing apparatus according to another embodiment of the present invention.

Hereinafter, the configuration and operation of the ship towing apparatus according to the present invention through the embodiments of the accompanying drawings in detail.

Ship towing apparatus according to the embodiment shown in Figure 1 is a device for towing a stranded or distressed ship at sea. The ship towing device is installed at the stern and includes a drum 10, an air motor 30 for rotating the drum 10, an air pump 40, and a control valve 50.

The drum 10 is rotatably installed at the stern of the ship so as to wind and store the mooring lines to be connected to the tug. 1 shows the rope 11 being wound on the drum 10 as an example of a mooring line. As the drum 10 rotates, the rope 11 may be released from the drum 10 toward the sea, or the rope 11 may be wound on the drum 10 again.

In this embodiment, the direction in which the drum 10 rotates so that the rope 11 is released from the drum 10 is referred to as a forward direction, and the direction in which the drum 10 rotates so that the rope 11 is wound around the drum 10. Say it the reverse.

2 is a cross-sectional view of a reducer connected to an air motor provided in the ship towing apparatus of FIG. 1, and FIG.

An air motor 30 is connected to the rotating shaft 12 of the drum 10 via the speed reducer 20. The reducer 20 functions to transmit the rotational force generated in the air motor 30 to the drum 10, and a plurality of the speed reducer 20 converts the rotational speed of the air motor 30 into a rotational speed suitable for driving the drum 10.

Gears

21, 22, 23.

However, the present invention is not limited to such a configuration in which the air motor 30 drives the drum 10 via the speed reducer 20. In other words, when the rotational speed is not required depending on the capacity of the air motor 30 and the weight or size of the drum 10, the air motor 30 may be directly connected to the drum 10.

The air motor 30 is driven by receiving compressed air from the air pump 40, and may rotate in the forward or reverse direction according to the supply direction of the compressed air. Since the air motor 30 has less wear, there is less need to replace parts periodically, so the air motor 30 has good durability, and explosion-proof performance is excellent, so that an accident such as an electric shock due to a short circuit or an explosion due to an electric spark does not occur.

The air motor 30 has a first port 31 and a second port 32 through which air is introduced or discharged. Therefore, when the compressed air of the air pump 40 is supplied to the first port 31, the air motor 30 may rotate the drum 10 in the forward direction. When the compressed air is supplied to the second port 32, the air The motor 30 can rotate the drum 10 in the reverse direction.

Figure 4 is a front view showing the structure of the casing of the air motor, Figure 5 is a side view showing the structure of the casing of the air motor of Figure 4, Figure 6 is an operation showing the operation of the air motor provided in the vessel towing device of Figure 1 State diagram.

The air motor 30 includes a casing 80, a rotor 90, and vanes 91. In the casing 80, a chamber 83, a first port 31, and a second port 32 are formed. Since the first port 31 and the second port 32 are connected to the chamber 83, air may be introduced into or discharged from the outside to the chamber 83.

The rotor 90 has a cylindrical shape and is rotatably inserted into the chamber 83. A plurality of grooves 92 are formed in the circumferential surface of the rotor 90, the grooves 92 extending along the axial direction of the rotor 90. In each groove 92 a vane 91 is slidably inserted in the radial direction of the rotor 90. Therefore, when the rotor 90 rotates in the chamber 83, the vanes 91 inserted into the grooves 92 move in the radial direction toward the outside of the rotor 90 along the grooves 92 due to the action of centrifugal force. Have the movement you want.

The chamber 83 has a support 81 formed in a semicircle corresponding to the circumferential surface of the rotor 90, and is connected to the support 81 and extends outward from the circumferential surface of the rotor 90 and surrounds the rotor 90. It is provided with a guide portion 82 formed in an ellipse so that. The support 81 supports about half of the circumferential surface of the rotor 90. The rotor 90 is installed in the casing 80 in close contact with the support 81, and is supported by the support 81 to rotate.

Since the guide portion 82 extends outward from the circumferential surface of the rotor 90, a space in which the air introduced into the chamber 83 flows and is compressed is formed between the guide portion 82 and the rotor 90. . The guide 82 also guides the vanes 91 to slide outward from the circumferential surface of the rotor 90.

The first port 31 is connected to the portion 82a where the guide portion 82 starts on one side of the rotor 90, and the second port 32 has the guide portion 82 on the other side of the rotor 90. Is connected to the ending portion 82b. By the above configuration, the air supplied through the first port 31 may be introduced into the guide portion 82 and then discharged to the second port 32, and conversely, the air supplied through the second port 32 may be supplied. The air may be introduced into the guide portion 82 and then discharged to the first port 31.

7 is an operation state diagram showing the operation of the air motor provided in the ship towing apparatus of Figure 1, Figure 8 is a state diagram showing the operation of the air motor provided in the ship towing apparatus of Figure 1, Figure 9 is The operation state diagram which shows operation | movement of the air motor provided in ship towing apparatus.

6 to 9 show the action that air is supplied from the first port 31 and discharged to the second port 32. Referring to FIG. 6, air supplied through the first port 31 flows in from the left side of the guide part 82 of the rotor 90. Thereby, the rotor 90 rotates counterclockwise as air pressure acts on the left side of the vane 91. As shown in FIGS. 7 and 8, the compressed air passes through the guide portion 82, whereby the rotor 90 rotates counterclockwise. Through this action, the potential energy of the compressed air is converted into a form of rotational kinetic energy for rotating the rotor 90. Air passing through the guide portion 82 is discharged to the outside of the casing 80 through the second port 32 as shown in FIG.

Referring to FIG. 1, the ship towing apparatus has a pneumatic control air line for supplying compressed air of the air pump 40 to the air motor 30 and discharging the air of the air motor 30 to the outside. A control valve 50 is installed in the pneumatic control air line to control the direction and flow rate of the air supplied from the air pump 40 to the air motor 30.

The pneumatic control air line includes a pump line 71 connecting the air pump 40 and the pump passage P of the control valve 50 and a first supply line for supplying compressed air to the air motor 30 ( 72 and a second supply line 73, and a first exhaust line aR, a second exhaust line bR, and the like for discharging the air of the air motor 30 to the outside.

The first supply line 72 connects the first supply passage A of the control valve 50 to the first port 31 of the air motor 30, and the second supply line 73 connects the control valve 50. ) Is connected to the second port 32 of the air motor 30.

The first exhaust line aR connects the second port 32 of the air motor 30 to the first exhaust passage R1 of the control valve 50 via the first throttle 74 and the second exhaust line. The line bR connects the first port 31 of the air motor 30 to the second exhaust passage R2 of the control valve 50 via the second throttle 75.

10 is a circuit diagram of a control valve provided in the ship towing apparatus of FIG.

The left part of the drawing of the control valve 50 shown in FIG. 10 corresponds to the first position 55a so that the pump passage P is connected with the first supply passage A, and the first exhaust line aR is It is connected to the 1st exhaust path R1. In the drawing, the right part corresponds to the second position 55c of the control valve 50, so that the pump passage P is connected to the second supply passage B, and the second exhaust line bR is connected to the second exhaust passage. Is connected to (R2). In the figure, the central part corresponds to the third position 55b of the control valve 50, so that the connection between the first supply passage A and the second supply passage B of the pump passage P is cut off, The first exhaust line aR is connected to the first exhaust passage R1, and the second exhaust line bR is connected to the second exhaust passage R2.

Since the switching lever 57 is installed on the right side of the control valve 50, the operator operates the switching lever 57 to move the control valve 50 to the first position, the second position, or the third position. Can be switched to

FIG. 11 is a front sectional view of a control valve provided in the ship towing apparatus of FIG. 1, FIG. 12 is a side sectional view taken along the line P-R2 of the control valve of FIG. 11, and FIG. 13 is a P- of the control valve of FIG. 11. FIG. 14 is a side cross-sectional view taken along the line PA of the control valve of FIG. 11, and FIG. 15 is a side cross-sectional view taken along the PB line of the control valve of FIG. 11. 11 to 15 show a seven-port direction switching valve in which a circuit of the control valve 50 as shown in FIG. 10 is actually implemented.

The control valve 50 has a circular shape in which a pump passage P, a first supply passage A, a second supply passage B, a first exhaust passage R1, a second exhaust passage R2, and the like are formed. Cylinder 51 and a spool 52 rotatably disposed on the cylinder 51. The spool 52 may rotate about the center point O shown in FIG. 11.

As the spool 52 rotates in the cylinder 51, the pump passage P is connected to the first supply passage A or the second supply passage B, and the first exhaust line aR or the second The exhaust line bR is connected to the outside air through the first exhaust passage R1 and the second exhaust passage R2. The connection relationship of the passages by the control valve 50 is described in detail below.

The outer circumferential surface of the spool 52 has a pump connection part SP for connecting the pump passage P to the first supply passage A or the second supply passage B, the first exhaust line aR, and the first exhaust line. Exhaust connecting portions SR, SR1, and SR2 are formed to connect the passage R1 and to connect the second exhaust line bR and the second exhaust passage R2.

Since the control valve 50 is in the third position in the position shown in FIG. 11, the pump passages for the first supply passage A and the second supply passage B are due to the position of the pump connection SP. The connection of P) is cut off. Further, the first exhaust line aR and the first exhaust passage R1 are connected by the exhaust connection portion SR1 on the left side, and the second exhaust line bR and the second exhaust passage are connected by the exhaust connection portion SR2 on the right side. (R2) is connected.

The state in which the spool 52 is rotated about 45 degrees counterclockwise in the state shown in FIG. 11 corresponds to the first position of the control valve 50. In this state, the pump connection part SP connects the pump passage P and the first supply passage A, and the exhaust connection part SR connects the first exhaust passage R1 and the first exhaust line aR. .

The state in which the spool 52 is rotated about 45 degrees clockwise in the state shown in FIG. 11 corresponds to the second position of the control valve 50. In this state, the pump connection part SP connects the pump passage P and the second supply passage B, and the exhaust connection part SR connects the second exhaust passage R2 and the second exhaust line bR. .

Referring to the operation of the vessel towing device having the above-described configuration is as follows.

According to the position (third position) of the control valve 50 shown in FIG. 1, the connection of the pump passage P and the first supply passage A and the second supply passage B is cut off, so that the first supply line The supply of compressed air from the air pump 40 through the 72 and the second supply line 73 is cut off. In addition, the first port 31 of the air motor 30 is connected to the outside air through the second exhaust line bR, and the second port 32 is connected to the outside air through the first exhaust line aR.

Therefore, when the control valve 50 is in the third position of FIG. 1, the air motor 30 can freely rotate by the rotational force generated when the rope 11 is released from the drum 10. As the rope 11 free-falls due to gravity, rotational force is generated in the drum 10, and the rotational force is transmitted to the air motor 30 through the reducer 20. Since the air motor 30 rotates in the forward direction, external air flows into the first port 31 of the air motor 30 through the second exhaust line bR. At the same time, the air passing through the air motor 30 is discharged to the outside through the first exhaust line aR via the first port 31.

As such, while the drum 10 rotates due to the lowering of the rope 11, the first throttle 74 disposed in the first exhaust line aR may generate a resistance force that resists rotation of the air motor 30. Can be. That is, the amount of air discharged by the first throttle 74, which rapidly narrows the area of the passage when the flow of air generated while the air motor 30 rotates, passes through the first exhaust line aR, is a predetermined flow rate. Since the resistance is generated properly adjusted, the air motor 30 does not rotate freely. Due to this action, while the rope 11 is released from the drum 10 and freely lowered, the ship towing device interferes with the rotation of the drum 10, thereby decelerating the rope 11 at a safe speed and performing a deceleration brake function. can do.

In the state shown in FIG. 16, the control valve 50 is in the first position, and the drum 10 and the air motor 30 rotate in the forward direction. In this state, the pump passage P of the control valve 50 is connected to the first supply passage A, and the second supply passage B is cut off to the first port 31 of the air motor 30. Compressed air of the air pump 40 is supplied. In addition, the second port 32 of the air motor 30 is connected to the outside air by the first exhaust line aR. As such, the compressed air of the air pump 40 rotates the air motor 30 in the forward direction so that the work of releasing the rope 11 from the drum 10 may be safely performed.

In the state shown in FIG. 17, the control valve 50 is in the second position, and the drum 10 and the air motor 30 rotate in the reverse direction. In this state, the pump passage P of the control valve 50 is connected to the second supply passage B and the first supply passage A is cut off to the second port 32 of the air motor 30. Compressed air of the air pump 40 is supplied. In addition, the first port 31 of the air motor 30 is connected to the outside air by the second exhaust line bR.

In the conventional ship towing apparatus, in order to wind the rope by driving the drum in the reverse direction, a separate power unit must be connected to the drum, which is very inconvenient. However, as described above, the compressed air of the air pump 40 rotates the air motor 30 mounted on the drum 10 in the reverse direction, so that the work of rewinding the rope 11 on the drum 10 is convenient and smooth. Can be performed.

The control valve of the ship towing apparatus according to the embodiment shown in FIG. 5 is a manual valve switched by a lever, but the present invention is not limited thereto. FIG. 18 shows an example in which a solenoid type electronic control valve operated when an electric signal is applied to the control valve 150 is applied. In addition to the control valve, for example, a pilot pneumatically operated control valve or the like operated by pilot air pressure may be used.

In FIG. 18, the left portion of the control valve 150 corresponds to the first position 155a, the right portion to the second position 155c, and the center portion corresponds to the third position 155b.

When the control valve 150 is in the third position 155b, the connection between the first supply passage A and the second supply passage B of the pump passage P is all cut off, and the first exhaust line aR ) Is connected to the first exhaust passage R1, and the second exhaust line bR is connected to the second exhaust passage R2. At this time, a throttle 174 is formed in a flow path connecting the first exhaust line aR and the first exhaust passage R1. The throttle 174 provides resistance to the flow of air discharged from the air motor when the air motor rotates by the rotational force generated when the rope is released from the drum.

In the ship towing apparatus according to the embodiment shown in FIG. 1, in order to implement a brake function by imparting a resistance to the flow of air when the air motor freely rotates due to the free fall of the rope, a port of the air motor is provided via a throttle through a port of the air motor. Connected to the exhaust line. However, in the embodiment of FIG. 18, instead of installing the throttle on the air line, the throttle 174 may be provided inside the control valve 150 to implement a brake function that prevents rotation of the air motor.

Although the present invention has been described with reference to the above-described embodiments, these are merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent other embodiments are possible. Therefore, the true technical protection scope of the present invention will be defined by the appended claims.

Claims

A rotatable drum with mooring lines;

An air motor connected to the drum to rotate in a forward or reverse direction and supply rotational force;

An air pump supplying compressed air to the air motor; And

A first position provided in the air line between the air motor and the air pump to rotate the air motor in the forward direction, a second position to rotate the air motor in the reverse direction, and when the mooring line is released from the drum. And a control valve switchable between the third positions to cause the air motor to rotate by the generated rotational force.

The air motor has a first port and a second port through which air is introduced and discharged, and the control valve connects the first port to the air pump and connects the second port to an exhaust line when in the first position. Connect the second port to the air pump when in the second position, connect the first port to an exhaust line, and connect the first port and the second port respectively when in the third position. Ship towing system, connected to the exhaust line.
The method of claim 1,

And the control valve imparts a resistive force to the rotation of the air motor when in the third position.
The method of claim 1,

When the control valve is in the third position, at least one of the first port or the second port is connected to the exhaust line via a throttle.
The method according to any one of claims 1, 2 or 3,

The air motor,

A casing in which the chamber is formed with the first port and the second port;

A cylindrical rotor rotatably inserted into the chamber; And

And a plurality of vanes slidably inserted in a radial direction of the rotor in a groove formed on a circumferential surface of the rotor,

The chamber is formed of a semicircle corresponding to the circumferential surface of the rotor to support a half of the circumferential surface of the rotor, and an ellipse extending outward from the circumferential surface of the rotor so that the vanes are rotated. It is provided with a guide for guiding to slide outward from the circumferential surface of,

The first port is connected to the portion where the guide is started at one side of the rotor, the second port is connected to the end portion of the guide portion on the other side of the rotor, the towing apparatus.
The method of claim 1,

And a reducer interposed between the air motor and the drum and transmitting a rotational force to a rotating shaft of the drum.