CN103732488A - Anchor casting and weighing device - Google Patents

Abstract

The anchor throwing device (1) of the present invention comprises: a chain wheel (21) wound with a chain chain (3); a brake mechanism (30) for braking the rotation of the chain wheel; measuring the actual rotational speed of the chain wheel The rotational speed measurement unit (22); the setting unit (100) for setting the target anchoring speed of the anchor chain; the hydraulic actuator that drives the brake mechanism is included, and the brake is adjusted according to the pressure of the pressure oil supplied to the hydraulic actuator The braking force regulating mechanism (30) of the braking force of the mechanism; and in order to control the pressure of the pressure oil supplied to the hydraulic actuator so that the actual rotational speed of the chain wheel measured by the rotational speed measuring unit can follow the value set by the setting unit A control unit (100) that outputs a command voltage to a braking force regulating mechanism based on a target breakdown speed.

Description

Anchor throwing device

technical field

The present invention relates to an anchor throwing device for a ship, and more particularly to an anchor throwing device capable of dropping anchor at an anchor speed that follows a target anchor speed until the conveyance length of a chain (anchor length) reaches a target anchor length.

Background technique

Ships are generally provided with an anchor throwing and lifting device for anchoring and anchoring. The anchor throwing device is designed to be able to moor even under external environmental forces such as wind, waves and tides when the ship is moored in the open sea or when the ship is berthed at docking facilities such as piers and wharves ( mooring) as a purpose. The anchor throwing device includes an anchor, an anchor chain, a windlass, a hawse pipe for protruding the anchor chain outboard, and a hawse stop for restraining the sending out of the anchor chain ( chain compressor), a chain locker for accommodating the anchor chain, and a chain pipe for guiding the anchor chain from the sprocket of the windlass to the chain locker, etc. In addition, as a windlass, anchoring by hand brakes has been mainly performed in the past. However, if the crew is not skilled in operating the brakes, the anchoring cannot be smoothly carried out. Therefore, it is required to automate the anchoring work by an anchor throwing device.

For example, Patent Document 1 discloses that a brake is provided on a hydraulic motor that drives a chain wheel around which an anchor chain is wound, and that a control valve is provided on the hydraulic motor, and based on the number of revolutions of the chain wheel, (That is, the conveying length of the anchor chain) The result of the counting brakes the brake, or the anchoring machine that performs automatic anchoring speed control on the control valve. In addition, as the specific content of this automatic anchoring speed control, it is exemplified that the shaft rotation speed of the chain pulley is measured by a rotary encoder, and a comparative operation is performed until the measured rotation speed reaches a predetermined set value.

Prior art literature:

Patent documents:

Patent Document 1: Japanese Patent Application Laid-Open No. 9-249391.

Contents of the invention

Problems to be solved by the invention:

The windlass disclosed in Patent Document 1 performs automatic anchor speed control on the braking of the sprocket by the brake based on the conveyance length of the anchor chain obtained by counting the number of revolutions of the sprocket. That is, the windlass of Patent Document 1 judges the progress of the anchor dropping (anchoring) to the bottom of the sea only by the parameter of the conveying length of the anchor chain. By judging the time when the anchor chain has finished anchoring or the time when the anchoring has ended, only a single control of applying the brake to stop the rotation of the hydraulic motor can be performed.

In view of the mechanical shocks received by the windlass, it is preferable to drop the anchor and the anchor chain at a predetermined target anchoring speed, but in the windlass disclosed in Patent Document 1, there is a problem that it is difficult to drop at the target anchoring speed in this way. In addition, since the conveyance length of the anchor chain tends to vary due to the influence of the responsiveness (time delay) of mechanical systems such as brakes, there is also a problem that the braking of the sprockets by the brakes tends to become unstable.

The present invention was made to solve the above problems, and therefore an object of the present invention is to provide an anchor throwing device capable of performing anchoring at an anchoring speed following a target anchoring speed until the conveyance length (anchor length) of the anchor chain at the time of anchoring reaches the target anchoring length.

Means to solve the problem:

In order to solve the above problems, an anchor throwing device according to an aspect of the present invention includes: a cable pulley around which the cable is wound; a brake mechanism for braking the rotation of the cable pulley; and measuring the anchor pulley. The rotational speed measurement unit of the actual rotational speed of the sprocket; the setting unit for setting the target anchoring speed of the anchor chain; including the hydraulic actuator for driving the brake mechanism, according to the pressure oil supplied to the hydraulic actuator a braking force regulating mechanism for pressure regulating the braking force of the braking mechanism; and for controlling the pressure of the pressure oil supplied to the hydraulic actuator so that the actual speed of the anchor chain wheel measured by the rotational speed measuring unit A control unit that outputs a command voltage to the braking force adjusting mechanism by following the target breakdown speed set by the setting unit in accordance with the rotational speed.

According to the above structure, the rotation of the chain wheel is braked based on the rotation speed of the chain wheel so that the actual speed of the chain wheel follows the target anchoring speed, not based on the number of revolutions of the chain wheel (ie, the conveying length of the chain), by In this way, the anchor chain can be lowered at the desired anchoring speed.

In the anchor throwing device, a voltage value of the command voltage that is gradually increased up to the The anchor chain's anchor speed reaches a predetermined initial speed, and the voltage value of the command voltage when the anchor chain's anchor speed exceeds the initial speed is determined as the command voltage offset value of the command voltage offset value. set the decision unit.

According to the above structure, the bias value of the command voltage supplied to the braking force adjustment mechanism is determined based on the command value of the anchor chain starting to move at a predetermined anchor speed, so external factors such as the anchor length and the wear of the brake lining can be reduced. The influence of the brake mechanism can be stabilized by the brake force adjustment mechanism.

In the anchor throwing device, the command voltage may include a PWM signal component; the amplitude of the PWM signal is greater than a hysteresis existing in the relationship between the braking force of the braking mechanism and the command voltage. The hysteresis amplitude of the phenomenon; the center voltage of the PWM signal is set such that the amplitude completely spans the hysteresis amplitude.

According to the above configuration, since the command voltage whose amplitude exceeds the hysteresis width existing in the relationship between the braking force of the braking mechanism and the command voltage is input to the braking force adjusting mechanism, it is possible to control the braking force. Eliminates this hysteresis.

In the anchor throwing device, the setting unit may further set a target anchor length; and may further include: an anchor time measuring unit for measuring the elapsed time from the start of anchoring; an anchor length calculation unit that calculates an actual anchor length of the anchor chain sent out from the chain wheel based on the measured anchor time and the target anchor speed; and based on the target anchor speed and the target anchor length and preset the deceleration start anchoring length calculation unit of the deceleration start anchoring length of the anchor chain sent from the anchor chain wheel; the control unit is in order to control when the actual anchoring length reaches the deceleration start anchoring length The pressure of the hydraulic oil supplied to the hydraulic actuator is such that the actual rotational speed can be decelerated according to the deceleration, and a command voltage is output to the braking force adjusting mechanism.

According to the above structure, the actual anchor length (transportation length) of the anchor chain can be sequentially grasped during the speed control based on the anchor time and the target anchor speed. Also, before the actual anchoring length of the anchor chain reaches the target anchoring length (after the actual anchoring length reaches the deceleration start anchoring length), the rotation of the anchor chain wheel can be braked so that the actual rotational speed of the anchor chain wheel is decelerated according to the deceleration. Hereby, the mechanical shock applied to the ship when the anchor reaches the bottom can be suppressed.

In the above-mentioned anchor throwing device, the setting unit may be capable of setting the target anchor-casting speed by time.

According to the above-mentioned structure, anchoring can be performed more finely.

Invention effect:

According to the present invention, it is possible to provide an anchor throwing device capable of performing anchoring at an anchoring speed following a target anchoring speed until the transport length of the anchor chain (anchor length) at the time of anchoring reaches the target anchoring length.

Description of drawings

FIG. 1 is a diagram showing an example of the overall structure of an anchor throwing device according to an embodiment of the present invention;

2 is a diagram showing an example of a braking force adjusting mechanism of a drive device with a brake according to an embodiment of the present invention;

3 is a diagram showing an example of a hydraulic system of a braking force adjusting mechanism according to an embodiment of the present invention;

4 is a diagram showing a modified example of the hydraulic system of the braking force adjusting mechanism according to the embodiment of the present invention;

5 is a flow chart showing an example of the operation of the automatic anchor-dropping speed control of the anchor throwing device according to the embodiment of the present invention;

Fig. 6 is a flow chart showing an example of an automatic jog control operation for obtaining a bias value of a command voltage of a braking force regulating mechanism before a breakdown starts according to an embodiment of the present invention;

Fig. 7a is a graph showing hysteresis existing in the relationship between the braking force of the braking mechanism and the command voltage to the braking force adjusting mechanism according to the embodiment of the present invention;

Fig. 7b is a diagram showing a PWM (pulse width modulation; pulse width modulation) signal in the embodiment of the present invention.

Detailed ways

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In addition, in the following, the same reference numerals are assigned to the same or corresponding elements in all the drawings, and the repeated description thereof will be omitted unless otherwise specified.

[Example of the overall structure of the anchor throwing device]

Fig. 1 is a diagram showing an example of the overall configuration of an anchor throwing device according to an embodiment of the present invention. The anchor throwing device 1 shown in FIG. 1 includes an anchor 7, an anchor chain 3 connected to the anchor 7 at one end, and a windlass 2 installed on the deck 5 of a ship 10, and is used to send the anchor chain 3 outboard when anchoring the anchor chain 3. The anchor chain hole 12, the anchor chain catch 14 that is arranged between the windlass 2 and the anchor chain hole 12 and prevents the anchor chain 3 from being sent out during the anchoring of the ship 10, and the anchor chain 3 that accommodates the anchor chain 3 using the space under the deck 5 The chain cabin 16 and the hawse pipe 18 for guiding the chain 3 from the sprocket 21 of the windlass 2 to the chain cabin 16 . In addition, the anchor throwing device 1 is equipped with a braking force adjusting mechanism 30 that drives the sprocket 21 of the windlass 2 and can adjust the braking force relative to the rotation of the sprocket 21, and measures the rotational speed of the sprocket 21 of the windlass 2 (per unit time). number of revolutions), and the control device 100 for controlling the braking force adjusting mechanism 30 based on the rotational speed of the sprocket 21 measured by the rotational speed detector 22 .

The rotational speed measuring device 22 is not limited to an instrument capable of directly measuring the rotational speed like a tachometer, but may be an instrument capable of obtaining the rotational speed indirectly from measurement results obtained by a rotational speed sensor, a rotor position sensor, and the like. The unit measured by the rotational speed measuring device 22 is, for example, rotation per minute (rpm; rotation per minute), rotation per second (rps; rotation per second), and radian per second (rad/sec; radian per second). The rotation speed measuring device 22 is provided on the end of the rotation shaft of the sprocket 21, but the position is not limited, for example, as long as the rotation speed of the sprocket 21 can be measured (for example, on the rotation shaft 51 of the brake drum 50 described below). ) can be anywhere.

The control device 100 is equipped with a controller 101 (CPU, DSP, microcontroller, PLC (programmable logic controller; programmable logic controller), logic circuit, etc.), a memory 102 (ROM, RAM, etc.), an input device (keyboard, mouse, touch panel, etc.) 103, and an information processing device of an output device (display, etc.) 104. In addition, the control device 100 can also be realized by including only the controller 101 and the memory 102, connecting the control device 100 to a terminal device such as a personal computer in a communicable manner, and using an input device included in the terminal device. and output devices. In addition, the control device 100 may be configured by including a plurality of controllers 101 that cooperate with each other and perform distributed control.

In addition, the control device 100 further includes components such as a signal input interface and a signal converter in order to obtain the rotational speed of the sprocket 21 of the windlass 2 measured by the rotational speed measuring device 22 . In addition, the control device 100 transmits its opening degree command value as an electric signal (for example, a command voltage) to the electromagnetic pressure relief valve 36 or the electromagnetic pressure reducing valve 38 included in the hydraulic system of the brake force adjustment mechanism 30 . It also has components such as a signal converter and a signal output interface.

In addition, the control device 100 may use software timers and hardware timers included in the controller 101 for the purpose of measuring the break down time described below, or may provide these timers independently from the controller 101 .

In addition, the control device 100 may use an integrator, a multiplier, etc. included in the controller 101 for the purpose of calculating the break-down length described below, or may provide these calculators independently from the controller 101 .

[Structure Example of Braking Force Adjusting Mechanism]

Fig. 2 is a diagram showing an example of a braking force adjusting mechanism in an embodiment of the present invention. In addition, the concept of the direction used in the description of FIG. 2 is that the longitudinal direction of a ship is a front-back direction, the width direction of the ship 10 is a left-right direction, and the height direction of the ship 10 is an up-down direction. FIG. 2 therefore shows a left side view of the brake force adjusting mechanism 30 .

As shown in FIG. 2 , the braking force adjustment mechanism 30 includes: a base 41 provided on the deck 5 of the ship 10 ; and brackets 41 a respectively extending upward from the base 41 at predetermined intervals in the front-rear direction (horizontal direction). and the bracket 41b; the actuator support member 42 supported parallel to the front-rear direction (horizontal direction) by the bracket 41a and the bracket 41b; Band (band) supporting member 43; the longitudinal direction is parallel to the vertical direction, and the cylinder bottom 40a located on the lower side (the pressure oil supply side of the hydraulic actuator 40) is combined with the central part of the actuator supporting member 42. Hydraulic actuator device 40; it is formed to cooperate with the vertical expansion and contraction of the cylinder head part 40b located on the upper side (piston rod 401 side) of the hydraulic actuator 40, and can be connected with the following strut-shaped member with the following connection point 45b as a fulcrum 48 and the following bracket 47 to rotate together; the brake drum 50 whose rotation shaft 51 is connected to the rotation shaft 21a of the sprocket 21; surrounds the outer periphery of the brake drum 50 and has a The brake band 52 in the gap; the bracket 46 provided on one end side of the brake band 52 and combined with one end of the belt support member 43; the bracket provided on the other end side of the brake band 52 and opposed to the bracket 46 through the aforementioned gap 47 ; a pole-shaped member 48 in which one end is connected to the rod member 45 , and the fixing portion 48 a provided on the other end side is connected to the bracket 47 .

The hydraulic actuator 40 includes a piston 400 and a piston rod 401 slidable in the vertical direction inside the housing, and a helical spring 402 that biases the piston 400 and the piston rod 401 to the pressure oil supply side of the hydraulic actuator 40 . . That is, the hydraulic actuator 40 is formed to move the piston 400 and the piston rod 401 in the vertical direction based on the relationship between the pressure in the upward direction from the hydraulic oil supplied into the housing and the biasing force in the downward direction from the spring 402 . Flexible structure. In addition, the inside of the casing of the hydraulic actuator 40 is divided into a rod-side oil chamber 401 a that accommodates the piston rod 401 and a piston-side oil chamber 400 a that does not accommodate the piston rod 401 .

The brake drum 50 is coaxial with the sprocket 21 of the windlass 2 and thus rotates synchronously with the sprocket 21 . In addition, as the motor for rotating the brake drum 50 and the sprocket 21 , either a hydraulic motor or an electric motor (both not shown) may be used. The surface of the brake band 52 surrounding the outer periphery of the brake drum 50 is pasted with a belt-shaped friction material to brake the rotation of the brake drum 50 . In addition, the brake band 52 may be provided so as to surround the outer peripheries of the rotors of the hydraulic motor and the electric motor that drive the sprocket 21 of the windlass 2 .

According to the above configuration, the braking force adjusting mechanism 30 operates as follows. First, when the pressure oil is not supplied to the casing of the hydraulic actuator 40 (normal case), the piston 400 and the piston rod 401 are subjected to pressure to the pressure oil supply side of the hydraulic actuator 40 due to the elastic force of the spring 402 . Apply force. In addition, the brake band 52 is in a state of being completely fastened to the brake drum 50 , and the rotation of the brake drum 50 and the sprocket 21 is stopped.

On the other hand, when pressurized oil is supplied into the housing (piston side oil chamber 400a) of the hydraulic actuator 40 (when pressurized), the piston 400 and the piston rod 401 are gradually extended upward due to the pressure of the pressurized oil. With this, the lever member 45 rotates clockwise around the connection point 45b of the belt support member 43, the lever member 45, and the bracket 46 as a fulcrum. Along with this, the strut-shaped member 48 operates in the direction of releasing the fastening of the brake drum 50 from the brake band 52 (obliquely downward to the right in the example of FIG. 2 ). At this time, the rotational speeds of the brake drum 50 and the sprocket 21 start to increase. Also, the rotation speed of the brake drum 50 and the sprocket 21 is adjusted by changing the fastening force from the brake band 52 corresponding to the extension length of the piston 400 and the piston rod 401 .

[Example of hydraulic system for brake force adjustment mechanism]

Fig. 3 is a diagram showing an example of a hydraulic system of a braking force adjusting mechanism according to an embodiment of the present invention.

In the hydraulic system shown in Figure 3, the inflow of pressure oil from the hydraulic pump to the hydraulic actuator is established as an overflow state to adjust the remaining flow rate, thereby indirectly determining the flow rate to the hydraulic actuator. The so-called bleed-off circuit (bleed-off circuit). In addition, in order to realize the release circuit, the pressure oil supply side to the hydraulic actuator 40 is provided with an electrical signal indicating the measurement result of the rotation speed of the sprocket 21 of the windlass 2 (the output of the rotation speed detector 22). The electromagnetic pressure relief valve 36 that opens and closes proportionally adjusts the pressure of the pressure oil supplied to the hydraulic actuator 40 according to the degree of opening and closing of the electromagnetic pressure relief valve 36 . In addition, as mentioned above, the expansion and contraction of the piston rod 401 of the oil pressure actuator 40 is related to the tightness of the brake band 52 surrounding the outer periphery of the brake drum 50 , so the direction to the oil pressure is arbitrarily adjusted by the electromagnetic pressure relief valve 36 . The pressure of the pressure oil supplied by the device 40 can be adjusted arbitrarily by the braking force generated by the brake band 52 .

The configuration of the hydraulic system shown in FIG. 3 will be specifically described. The hydraulic system shown in FIG. 3 includes an oil tank 31 for storing working oil, a hydraulic actuator 40 for extending and contracting a piston rod 401 connected to a brake band 52 , and a piston-side oil chamber 400 a from the oil tank 31 to the hydraulic actuator 40 . An oil supply line 301 for supplying working oil from the pressure oil supply port of the hydraulic actuator 40 and an oil discharge line 302 for discharging the working oil from the pressure oil discharge port of the rod side oil chamber 401 a of the hydraulic actuator 40 to the oil tank 31 .

In addition, the piping system of the oil supply line 301 is equipped with: a hydraulic pump 32 that converts the working oil into pressurized oil and discharges it after sucking working oil from the oil tank 31; A flow regulating valve (34, 35) for constant adjustment; a one-way valve (check valve) 33 arranged between the hydraulic pump 32 and the flow regulating valve (34, 35) and restricting the flow of pressure oil in one direction ; In the oil supply pipeline 301, the pipeline that connects the flow regulating valve (34, 35) and the piston side oil chamber 400a of the hydraulic actuator 40 is branched and then reaches the distribution pipeline 303 of the oil tank 31; On the piping system of the discharge pipeline 303, all or part of the pressure oil supplied from the flow regulating valve (34, 35) to the hydraulic actuator 40 is returned to the electromagnetic pressure relief valve 36 of the oil tank 31; The pressure relief pipeline 304 that reaches the oil tank 31 after branching from the piping connecting the hydraulic pump 32 and the check valve 33; A part of the hydraulic oil is returned to the relief valve 37 of the oil tank 31 . In addition, the flow control valves ( 34 , 35 ) are configured by connecting a check valve 34 and a variable throttle valve 35 in parallel.

In addition, in the above structure, the one-way valve 33, the flow regulating valve (34, 35) and the pressure relief valve 37 are provided to improve the reliability of the hydraulic system, but these may not be provided according to the application of the hydraulic system. At least any one of the valves (33, 34, 35, 37).

The operation of the hydraulic system shown in FIG. 3 and the operation of a breakdown associated therewith will be described. First, the hydraulic pump 32 stops running, and the electromagnetic pressure relief valve 36 is in an open state (the state between the input port and the output port is cut off). At this time, upward pressure is hardly applied to the piston 400 and the piston rod 401 of the hydraulic actuator 40, so the fastened state of the brake band 52 to the brake drum 50 is maintained, and as a result, it is wound around the anchor. The anchor chain 3 on the sprocket wheel 21 of the machine 2 and the anchor 7 combined with one end thereof are in a static state.

When the oil pressure pump 32 starts to work due to breakdown, the discharge path to the oil tank 31 is cut off by the electromagnetic pressure relief valve 36, so the flow from the oil pressure pump 32 through the check valve 33 and the flow regulating valve (34, 35) to the All of the pressure oil supplied to the piston side oil chamber 400 a of the hydraulic actuator 40 is supplied to the piston side oil chamber 400 a of the hydraulic actuator 40 . Then, the pressure of the piston side oil chamber 400 a of the hydraulic actuator 40 gradually rises, and accordingly, the piston 400 and the piston rod 401 of the hydraulic actuator 40 expand upward against the elastic biasing force of the spring 402 . As a result, the fastening force of the brake band 52 to the brake drum 50 is attenuated, and the anchor chain 3 wound on the sprocket 21 of the windlass 2 and the anchor 7 coupled to one end thereof start to be sent out. Also, when the set pressure of the electromagnetic relief valve 36 is reached, a part of the pressure oil supplied to the piston side oil chamber 400 a of the hydraulic actuator 40 is released (pressure released) to the oil tank 31 . Thereby, upward expansion and contraction of the piston 40 and the piston rod 401 are gradually stopped, and the pressure of the piston-side oil chamber 400 a of the hydraulic actuator 40 is maintained below the set pressure of the electromagnetic relief valve 36 .

In addition, when starting to drop anchor, the rotation speed of the sprocket 21 of the windlass 2 is measured by the rotation speed measuring device 22 provided on the rotation shaft of the sprocket 21 . The degree of opening and closing of the electromagnetic relief valve 36 (the cross-sectional area of the path between the input port and the output port) changes in proportion to the level of the electrical signal corresponding to the rotational speed measured by the rotational speed detector 22 . At this time, the pressure of the pressure oil supplied from the flow regulating valve (34, 35) to the piston-side oil chamber 400a of the hydraulic actuator 40 rises or falls, so that the piston 400 and the piston rod 401 of the hydraulic actuator 40 move upward and downward. Stretch up. By means of this, the fastening force of the brake band 52 to the brake drum 50 is adjusted, as a result of which speed control of the anchor chain 3 wound on the sprocket 21 of the windlass 2 and the anchor 7 coupled to one end thereof is performed.

Fig. 4 is a diagram showing a modified example of the hydraulic system of the braking force adjusting mechanism according to the embodiment of the present invention. Specifically, compared with the structure of the hydraulic system shown in FIG. An electromagnetic pressure reducing valve 38 is installed on the piping instead of the electromagnetic pressure relief valve 36 . The electromagnetic pressure reducing valve 38 is a control valve that changes its opening and closing degree according to an electrical signal corresponding to the rotational speed measured by the rotational speed detector 22, and adjusts the discharge pressure accordingly. Also according to the hydraulic system shown in FIG. 4 , the fastening force of the brake band 52 can be adjusted similarly to the hydraulic system shown in FIG. 3 .

[Example of automatic anchor throwing speed control of anchor throwing device]

5 is a flowchart showing an example of the operation of the automatic anchor-raising speed control of the anchor-raising device according to the embodiment of the present invention.

First, the operation of the hydraulic pump 32 is stopped, and no hydraulic pressure is applied to the piston 400 and the piston rod 401 of the hydraulic actuator 40 . That is, the brake drum 50 is completely tightened by the brake band 52, and the anchor chain 3 wound around the sprocket 21 of the windlass 2 and the anchor 7 coupled to one end thereof are in a stationary state.

For example, when the ship 10 is moored in an open sea area, or when the ship is berthed at a docking facility such as a pier or a wharf, the crew operates the input device of the control device 100, etc., and starts executing the memory stored in the control device 100. 102 is a control program for the automatic anchor throwing speed control of the anchor throwing device 1 . Then, an initial setting message urging the input of the target anchor speed V1 and the target anchor length L1 is displayed on the output device of the control device 100, and the occupant operates the input device of the control device 100 to input the target anchor speed V1 and the target anchor length L1 (step S500 ). In addition, the target anchor velocity V1 is set to be lower than the free fall velocity. With this, the input target break-down speed V1 and target break-down length L1 are stored (set) in the memory 102 of the control device 100 as parameters of the control program.

In addition, the target breaking down speed V1 may be set to maintain a constant acceleration (for example, 0.1 (m/s ² )) until a predetermined time elapses from the breaking down, or may be set to maintain a constant speed after a predetermined time elapses. (e.g. 2.0 (m/s)). That is, the target break down speed V1 can be set in time.

Next, by executing a predetermined start operation displayed on the output device of the control device 100, a breakdown start flag F1 indicating that the execution of the breakdown is started by the control program is generated, and the breakdown start flag F1 is stored in the memory 102 as a parameter of the control program. (step S501). Then, the actual rotational speed RV of the sprocket 21 is measured by the rotational speed detector 22 mounted on the rotating shaft of the sprocket 21 of the windlass 2, and the controller 101 of the control device 100 starts to obtain (detect) the chain speed RV from the rotational speed detector 22. Information on the measurement result of the actual rotational speed RV of the wheel 21 (step S502 ). In addition, the controller 101 starts accumulation calculation of the breakdown time when the breakdown start flag F1 is generated.

Next, the controller 101 calculates the length of the anchor chain 3 sent outboard from the anchor chain hole 12 from the generation of the anchor start flag F1 based on the actual rotational speed RV of the sprocket 21 acquired from the rotational speed measuring device 22 (hereinafter referred to as Actual anchor length RL) (step S503). Specifically, the controller 101 accumulates the elapsed time (breakdown time) T from the break down as described above, and multiplies the break down time T obtained by the accumulated calculation by the target break down speed V1 to calculate the actual Anchor length RL.

Next, based on the target anchor speed V1 and the target anchor length L1 input in step S500, and the preset deceleration (for example, 0.1m/s ² ), the deceleration start anchor length of the anchor chain 3 sent from the chain pulley 21 is calculated. L2 (step 504). Specifically, in the case of the above-mentioned deceleration, the deceleration start breakdown length L2 is determined after considering when the vehicle has to start deceleration before the breakdown stop. In addition, the deceleration is a preset fixed value stored in the memory 102 of the controller 101 .

Next, the controller 101 calculates the opening degree command value (electrical signal) of the electromagnetic pressure relief valve 36 shown in FIG. 3 or the electromagnetic pressure reducing valve 38 shown in FIG. Velocity V1 (step S505). Then, the controller 101 outputs the calculated opening degree command value to the electromagnetic relief valve 36 or the electromagnetic pressure reducing valve 38 (step S506 ).

Next, the controller 101 determines whether or not the actual anchor length RL calculated in step S503 has reached the deceleration start anchor length L2 (RL≧L2) calculated in step S504 (step S507 ). When it is determined that the actual anchor length RL has not reached the deceleration start anchor length L2 (step S507: NO), the process returns to step S502. When it is determined that the actual anchor length RL has reached the deceleration start anchor length L2 (step S507: Yes), the controller 101 then determines whether the actual anchor length RL has reached the target anchor length L1 (RL=L1) (step S508). When it is determined that the actual anchor length RL has not reached the target anchor length L1 (step S508: No), the controller 101 sets the deceleration target anchor speed V2 so that the actual rotational speed RV of the anchor sprocket is decelerated according to the preset deceleration. (step S509). In this way, after the target breakdown speed V1 is switched to the deceleration target breakdown speed V2, the controller 101 calculates the opening degree command value of the electromagnetic relief valve 36 shown in FIG. 3 or the electromagnetic pressure reducing valve 38 shown in FIG. The actual rotational speed RV acquired from the rotational speed measuring device 22 is made to follow the deceleration target breakdown speed V2 (step S505 ). Then, the controller 101 outputs the calculated opening degree command value to the electromagnetic relief valve 36 or the electromagnetic pressure reducing valve 38 (step S506 ).

Then, when it is determined that the actual anchor length RL has reached the target anchor length L1 (step S508: YES), the controller 101 generates an anchor end flag F2 indicating that the anchor is completed by the control program, and this anchor end flag F2 is used as the control Parameters of the program are stored in the memory 102 (step S510). With this, the loop control (loop control) of repeating steps S502 to S509 ends.

According to the automatic anchoring speed control described above, the rotation of the anchoring wheel 21 can be braked based on the rotational speed of the anchoring wheel 21 so that the actual rotational speed RV of the anchoring wheel 21 follows the target anchoring speed V1 instead of based on the number of revolutions of the anchoring wheel 21 (ie the transport length of the anchor chain 3 ), by means of which the anchor chain 3 can be dropped at the desired anchoring speed. Also, the actual anchor length (transportation length) RL of the anchor chain 3 can be sequentially grasped during the speed control based on the anchor time T from the anchor start and the target anchor speed V1. In addition, before the actual anchoring length RL of the anchor chain 3 reaches the target anchoring length L1 (after the actual anchoring length RL reaches the deceleration start anchoring length L2), the rotation of the anchor chain wheel 21 can be braked so that the actual rotational speed RV of the anchor chain wheel Deceleration is performed according to a preset deceleration, that is, the actual rotational speed RV of the anchor chain wheel 21 follows the target anchoring speed V2 for deceleration set according to the deceleration, by which the mechanical force applied to the ship 10 at the time of anchoring can be suppressed. shock.

[Example of automatic jog control]

6 is a flow chart showing an example of the operation of the automatic jog control to obtain the offset value of the command voltage to the braking force adjusting mechanism before the start of breakdown according to the embodiment of the present invention.

First, the controller 101 compares the variable t representing discrete time with the voltage value E(t) of the command voltage supplied to the solenoid valve (the solenoid pressure relief valve 36 or the solenoid pressure reducing valve 38 , etc.) of the braking force adjustment mechanism 30 . Initial setting (step S600). Then, the controller 101 gradually increases the voltage value of the command voltage (step S601, step S602: No, step S603) until the anchoring speed V of the anchor chain 3 reaches the specified initial speed Vt (step S602: Yes).

Then, when the controller 101 judges that the anchor chain 3's break-down speed V has reached the initial speed Vt or more (step S602: Yes), it decides to use the voltage value E(t) of the command voltage at this time as the bias value Eb of the command voltage (step S604).

The operation example described above with reference to FIG. 6 is executed as an inching operation of the anchor chain 3 in order to obtain the bias value Eb of the command voltage supplied to the braking force adjusting mechanism 30 before the actual anchoring operation is started. .

From the above, the bias value Eb of the command voltage provided to the braking force regulating mechanism 30 is determined based on the command value that the anchor chain 3 starts to move at a prescribed break-down speed, so the break-down length and the brake shoe can be reduced. The adjustment of the brake mechanism by the brake force adjustment mechanism 30 can be stabilized by the influence of external factors such as wear of the friction lining.

[PWM control example]

Fig. 7a is a diagram showing hysteresis in the relationship between the braking force of the braking mechanism and the command voltage to the braking force adjusting mechanism 30 according to the embodiment of the present invention, and Fig. 7b is a diagram showing the embodiment of the present invention A diagram of the PWM (pulse width modulation; pulse width modulation) signal in .

As shown in FIG. 7 a , there is hysteresis in the relationship between the braking force of the braking mechanism and the command voltage to the braking force regulating mechanism 30 . In addition, the friction coefficient is different between the stop and the rotation of the drum, causing a larger hysteresis in the braking force. That is, although the command voltage is the same, there is a difference in the braking force of the braking mechanism when the command voltage is rising and when the command voltage is falling. Due to this, fine control of the braking force becomes difficult.

Therefore, as this countermeasure, as shown in FIG. 7b, the command voltage supplied to the electromagnetic valve (the electromagnetic pressure relief valve 36 or the electromagnetic pressure reducing valve 38, etc.) of the braking force adjustment mechanism 30 includes a PWM signal component, and the PWM signal The amplitude value is a value exceeding the hysteresis width, and is set such that the amplitude value of the center voltage of the PWM signal completely crosses the hysteresis width. With this, according to the PWM signal, the braking force is controlled through the ON time and the OFF time, so that the average braking force can be finely controlled, the hysteresis can be eliminated, and the duty cycle of the PWM signal can be adjusted to This enables fine control of the braking force. Also, stability can be improved by keeping the amplitude and duty cycle limited.

By setting the aforementioned command voltage as a PWM signal, the brake drum 50, the sprocket 21, etc. are microscopically repeated acceleration and deceleration, and the cycle of the PWM signal is about 100 (ms) unit and longer than a general PWM control system, But shorter than the responsiveness of the system, so macroscopically it appears to be rotating smoothly.

From the above description, many improvements and other embodiments of the present invention will be apparent to those skilled in the art. Therefore, the above description should be interpreted as an example only, and is provided for the purpose of teaching the most preferable mode for carrying out the present invention to those skilled in the art. Details of structure and/or function may be substantially changed without departing from the spirit of the invention.

Industrial applicability:

The present invention is beneficial in anchor throwing arrangements for ships.

Symbol Description:

1 Anchor throwing device;

2 windlass;

21 sprocket;

22 Speed detector;

3 anchor chain;

5 decks;

7 anchor;

10 ships;

12 hawse holes;

14 anchor chain catch;

16 chain lockers;

18 hawse pipe;

30 Brake force adjustment mechanism;

301 oil supply pipeline;

302 Oil discharge pipeline;

303 distribution line;

304 pressure relief pipeline;

31 fuel tank;

32 hydraulic pump;

33 check valve;

34 check valve;

35 variable throttle valve;

36 Electromagnetic pressure relief valve;

37 pressure relief valve;

38 Electromagnetic pressure reducing valve;

40 hydraulic actuator;

400 pistons;

401 piston rod;

402 spring;

41 abutment;

41a bracket;

41b support member;

42 Actuator support components;

43 with support members;

45 rod member;

46 bracket;

47 bracket;

48 Piston member;

50 brake drums;

51 axis of rotation;

52 brake band;

100 control device;

101 controller;

102 memory;

103 input device;

104 output device;

V1 target anchor speed;

L1 target anchor length;

V2 target anchor speed for deceleration;

L2 deceleration starts to break down length.

Claims (5)

1. an anchoring gear, possesses:

Be wound with the cable wheel of anchor chain;

Make the stop mechanism of the rotation brake of described cable wheel;

Measure the tachometry unit of the actual speed of described cable wheel;

The target of the setting described anchor chain setup unit of speed that casts anchor;

Comprise the oil pressure actr that drives described stop mechanism, according to the pressure of pressure oil that is supplied to this oil pressure actr, regulate the brake-force control mechanism of the braking force of described stop mechanism; With

For the pressure of controlling the pressure oil of supplying with to described oil pressure actr is can make the actual speed of the described cable wheel of measuring by described tachometry unit follow the described target of setting by the described setup unit speed of casting anchor, and to the control unit of described brake-force control mechanism output command voltage.

2. anchoring gear according to claim 1, it is characterized in that, also possess in order to determine the bias of the described command voltage to described brake-force control mechanism before starting casting anchor, and increase gradually the magnitude of voltage of described command voltage until the speed of casting anchor of described anchor chain reaches the rate of onset of regulation, and the magnitude of voltage that reaches the described command voltage of described rate of onset when above in the speed of casting anchor of described anchor chain is determined to the command voltage biasing determining means for the bias of described command voltage.

3. anchoring gear according to claim 1 and 2, is characterized in that,

Described command voltage comprises pwm signal composition;

The amplitude of described pwm signal is greater than the hysteresis amplitude of the hysteresis phenomenon existing in the relation between the braking force of described stop mechanism and described command voltage;

The center voltage of described pwm signal is set as described amplitude and crosses over described hysteresis amplitude completely.

4. according to the anchoring gear described in any one in claims 1 to 3, it is characterized in that,

Described setup unit is the target setting length of casting anchor further;

Also possess: the timing unit that casts anchor of measuring the elapsed time from starting to cast anchor;

The length of casting anchor that the time of casting anchor based on measuring by the described timing unit that casts anchor and the described target speed of casting anchor calculate the actual length of casting anchor of the described anchor chain of sending from described cable wheel calculates unit; With

Based on described target speed and described target deceleration that length and predefined deceleration/decel calculate the described anchor chain of sending from the described cable wheel deceleration of the length length that starts to cast anchor that starts to cast anchor of casting anchor of casting anchor, calculate unit;

Described control unit is when the described actual length of casting anchor reaches described deceleration and starts to cast anchor length, for the pressure of controlling the pressure oil of supplying with to described oil pressure actr is can make described actual speed slow down according to described deceleration/decel, and to described brake-force control mechanism output command voltage.

5. according to the anchoring gear described in any one in claim 1 to 4, it is characterized in that, described setup unit can be set the described target speed of casting anchor by the time.

Images