A forced drive hydraulic control system for marine loading and unloading arms

Abstract

The present invention discloses a forced-drive hydraulic control system for a marine loading and unloading arm, wherein the oil inlet and return lines are sequentially connected to a parallel-arranged reversing valve, a one-way throttle valve, a bridge-type balancing valve group, a reversing valve 13, a reversing valve 12, and a double relief valve. Reversing valve 12 is connected to the bridge-type balancing valve; the two ends of the three double relief valve groups are connected to the inner arm, outer arm, and horizontal drive cylinder respectively through hydraulically controlled reversing valves; the oil inlet PP1 line is connected to an emergency release device; and the oil outlet T1 line serves as the system's main oil return line. By adding a hydraulically controlled reversing valve, the present invention enables, when the ERC is disengaged, high-pressure oil controls the reversing valve 12 through the X control port, forcing the hydraulic system to switch to a drive mode. Simultaneously, the solenoid valve of reversing valve 13 is energized, also switching the system to a drive mode. Therefore, the two modes are mutually redundant, allowing the unloading arm to hover stably after disengagement.

Description

Technical Field

[0001] The invention belongs to the technical field of electrical automation and fluid control equipment, and in particular relates to a forced drive hydraulic control system for a ship loading and unloading arm. Background Art

[0002] Special equipment for fluid loading and unloading, such as ship loading and unloading arms for LNG, oil products, chemical media, etc., when an emergency occurs on site or a fire occurs, the ERC separates the arm from the ship, forcing the hydraulic system to switch to the drive state, causing the loading and unloading arm to hover.

[0003] When the emergency stop button of the ship loading arm is pressed during the loading process or the working range exceeds the maximum loading and unloading working range, the emergency release device ERC is executed to separate the loading arm from the hull. Since the loading arm is in a floating balance state during the loading process, the balance state will be invalid after the emergency release device ERC is separated. If the system cannot switch to the driving state at this time, it will cause equipment imbalance, resulting in equipment damage or casualties.

[0004] In addition, regarding the existing hydraulic system, the existing emergency release device only has an electrically controlled solenoid valve. If the solenoid valve fails, it is easy to cause equipment imbalance and lead to major accidents. Summary of the Invention

[0005] Based on the problems existing in the existing hydraulic system, through multiple studies and tests, a forced drive hydraulic system circuit was designed to comprehensively solve this problem.

[0006] The technical solution of the present invention is: a forced drive hydraulic control system for a marine loading and unloading arm, comprising: an oil inlet P1 pipeline and an oil return port T1 pipeline are sequentially connected to a reversing valve 8.1, a reversing valve 8.2, and a reversing valve 8.3 arranged in parallel, a one-way throttle valve 10.2, a one-way throttle valve 10.3, and a one-way throttle valve 10.4 arranged in parallel, and a bridge-type balancing valve group 11.1, a bridge-type balancing valve group 11.2, and a bridge-type balancing valve group 11.3 arranged in parallel; then the bridge-type balancing valve group 11.1, the bridge-type balancing valve group 11.2, and the bridge-type balancing valve group 11.3 arranged in parallel are connected to the reversing valve 12, and the reversing valve 12 is connected to the reversing valve 12. Connect to reversing valve 13, which is connected to the parallel-connected dual relief valves 16.1, 16.2, and 16.3. The dual relief valve 16.1 is connected to the two chambers of the inner arm cylinder via hydraulically controlled reversing valves 17.1 and 17.2, respectively. The dual relief valve 16.2 is connected to the two chambers of the outer arm cylinder via hydraulically controlled reversing valves 17.3 and 17.4, respectively. The dual relief valve 16.3 is connected to the two chambers of the horizontal rotary cylinder. The oil inlet PP1 is connected to the emergency release device. The oil return line T1 is the main oil return line of the system.

[0007] The first branch of the pipeline connecting the oil inlet PP1 and the oil return port T1: pressure reducing valve 4.1 is connected to the directional control valve 5, the directional control valve 5 is connected to the hydraulic lock 9, the hydraulic lock 9 is connected to the one-way throttle valve 10.1, and the one-way throttle valve 10.1 is connected to the flange separation device between the oil transfer arm and the hull manifold through a pipeline;

[0008] The second branch of the oil inlet PP1 and oil return port T1 pipeline connection: the pressure reducing valve 4.2 is connected to the directional control valve 6, and the directional control valve 6 is connected to the oil transfer arm and the hull manifold flange separation device through a pipeline.

[0009] Furthermore, the hydraulic lock 9 is connected to the one-way throttle valve 10.1 to form a control valve group, which is used to realize the opening and closing of the double ball valve in the separation device of the oil delivery arm and the hull manifold flange.

[0010] Furthermore, the pressure reducing valve 4.2 is connected to the directional control valve 6 to control the clamp cylinder to achieve the disengagement action.

[0011] Furthermore, the reversing valve 13 is a two-position four-way reversing valve, which realizes the switching of the driving and floating functions of the inner arm cylinder, outer arm cylinder, and horizontal rotating cylinder. The reversing valve 12 is a two-position four-way reversing valve. When the disengagement device completes the separation action, the inner arm cylinder, outer arm cylinder, and horizontal rotating cylinder can only work in the driving state, and the floating state is not allowed to occur.

[0012] Furthermore, the reversing valve 8.1 is used to control the left and right movement of the inner arm cylinder, the reversing valve 8.2 is used to control the left and right movement of the outer arm cylinder, and the reversing valve 8.3 is used to control the left and right movement of the horizontal rotation cylinder.

[0013] Furthermore, the double relief valve 16.1, the double relief valve 16.2, and the double relief valve 16.3 are used to adjust the system pipeline pressure to not exceed 24 MPa.

[0014] Furthermore, the hydraulically controlled reversing valves 17.1, 17.2, 17.3 and 17.4 have a cylinder holding function. When the corresponding oil pipelines are suddenly broken due to aging or other factors, the high-pressure oil inside the cylinder causes the reversing valves to switch and cut off the oil circuit, preventing the loading and unloading arm from falling rapidly downward due to its own weight.

[0015] The present invention has the following technical effects: By adding a hydraulically controlled reversing valve, when the ERC is disengaged, high-pressure oil flows through the X control port to reverse the direction of reversing valve 12, forcibly switching the hydraulic system to drive mode. Simultaneously, the solenoid valve of reversing valve 13 is energized, also switching the system to drive mode. Because reversing valves are all slide valve structures that are subject to leakage, the two methods are mutually redundant. This system is reliable, highly safe, and easy to maintain, avoiding major accidents caused by failure to switch to drive mode after disengagement. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a hydraulic principle diagram of the present invention with a forced drive function;

[0017] Figure 2 It is a device for separating the existing oil transfer arm and the hull manifold flange. DETAILED DESCRIPTION

[0018] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0019] like Figure 1 As shown, a forced drive hydraulic control system for a marine loading and unloading arm comprises:

[0020] The oil inlet P1 pipeline and the oil return port T1 pipeline are sequentially connected to the parallel-arranged reversing valves 8.1, 8.2, and 8.3, the parallel-arranged one-way throttle valves 10.2, 10.3, and 10.4, and the parallel-arranged bridge balancing valve groups 11.1, 11.2, and 11.3.

[0021] Then, bridge balancing valve groups 11.1, 11.2, and 11.3, which are arranged in parallel, are connected to reversing valve 12, which is connected to reversing valve 13, which is connected to dual relief valves 16.1, 16.2, and 16.3, which are arranged in parallel. Dual relief valve 16.1 has two ends connected to the two chambers of the inner arm cylinder via hydraulically controlled reversing valves 17.1 and 17.2, respectively. Dual relief valve 16.2 has two ends connected to the two chambers of the outer arm cylinder via hydraulically controlled reversing valves 17.3 and 17.4, respectively. Dual relief valve 16.3 has two ends connected to the two chambers of the horizontal rotary cylinder.

[0022] The oil inlet PP1 pipeline is connected to the emergency separation device; the oil outlet T1 pipeline is the main oil return line of the system.

[0023] First branch: Pressure reducing valve 4.1 is connected to directional control valve 5, which is connected to hydraulic lock 9, which is connected to one-way throttle valve 10.1, which is connected to the flange separation device between the oil transfer arm and the hull manifold via a pipeline.

[0024] The second branch: the pressure reducing valve 4.2 is connected to the directional control valve 6, which is connected to the oil transfer arm and the hull manifold flange separation device through a pipeline.

[0025] The hydraulic lock 9 is connected to the one-way throttle valve 10.1 to form a control valve group, which is used to realize the opening and closing of the double ball valve in the separation device of the oil delivery arm and the hull manifold flange.

[0026] The pressure reducing valve 4.2 is connected to the directional control valve 6 to control the clamp cylinder to realize the disengagement action.

[0027] The reversing valve 13 is a two-position four-way reversing valve, which realizes the switching between the driving and floating functions of the inner arm cylinder, the outer arm cylinder and the horizontal rotating cylinder. The reversing valve 12 is a two-position four-way reversing valve. When the separation device completes the separation action, the inner arm cylinder, the outer arm cylinder and the horizontal rotating cylinder can only work in the driving state, and the floating state is not allowed to appear.

[0028] The reversing valve 8.1 is used to control the left and right movement of the inner arm oil cylinder, the reversing valve 8.2 is used to control the left and right movement of the outer arm oil cylinder, and the reversing valve 8.3 is used to control the left and right movement of the horizontal rotation oil cylinder.

[0029] The double relief valves 16.1, 16.2 and 16.3 are used to adjust the system pipeline pressure to not exceed 24 MPa.

[0030] The hydraulically controlled reversing valves 17.1, 17.2, 17.3 and 17.4 have a cylinder holding function. When the corresponding oil pipelines suddenly break due to aging or other factors, the high-pressure oil inside the cylinder causes the reversing valves to switch and cut off the oil circuit, preventing the loading and unloading arm from falling rapidly downward due to its own weight.

[0031] Figure 2 As shown in the figure, the existing and publicly known device for separating the oil transfer arm from the hull manifold flange is shown. The push rod inside the device actuates the travel valve 19.1, and the four-bar linkage connects the upper and lower ball valves. A clamp 26.5 is provided between the two ball valves. The clamp 26.5 is connected to the oil cylinder (model D50 / d28-S137). The manual control box 26.1 is connected to the control oil cylinder (model D50 / d28-S137), the oil cylinder (model D32 / d20-S 25) and travel valve 19.1, pipeline A1 is connected to the left end chamber of the cylinder (model D63 / d235-S288), and pipeline B1 is connected to the right end chamber of the cylinder (model D63 / d235-S288) through travel valve 19.2; pipeline A2 is connected to the left end chamber of the cylinder (model D50 / d28-S137) and the lower chamber of the cylinder (model D32 / d20-S25), respectively, and pipeline B2 is connected to the upper side of the travel valve 19.1.

[0032] The working process of the present invention is:

[0033] The oil flows through the oil inlet P1 pipeline and enters the parallel-arranged reversing valves 8.1, 8.2, and 8.3, the parallel-arranged one-way throttle valves 10.2, 10.3, and 10.4, and the parallel-arranged bridge balancing valve groups 11.1, 11.2, and 11.3. It then flows through the reversing valve 12, the reversing valve 13, the parallel-arranged bridge balancing valve groups 11.1, 11.2, and 11.3, and then flows through the parallel-arranged branches A5, A6, and A4 to reach the parallel-arranged double relief valves 16.1, 16.2, and 16.3. Among them, the branch A5 flows through After passing through double relief valve 16.1, the oil flows through hydraulically controlled reversing valve 17.1, inner arm cylinder, hydraulically controlled reversing valve 17.2, double relief valve 16.1, one-way throttle valve 10.2, and reversing valve 8.1, before returning to oil return port T1. The branch line A6 flows through double relief valve 16.2, hydraulically controlled reversing valve 17.3, outer arm cylinder, hydraulically controlled reversing valve 17.4, double relief valve 16.2, one-way throttle valve 10.3, and reversing valve 8.2, before returning to oil return port T1. The branch line A4 flows through double relief valve 16.3, horizontal rotary cylinder, double relief valve 16.3, one-way throttle valve 10.4, and reversing valve 8.3, before returning to oil return port T1.

[0034] The oil is divided into two branches through the oil inlet PP1 pipeline:

[0035] First branch: The oil enters pressure reducing valve 4.1, directional control valve 5, hydraulic lock 9, one-way throttle valve 10.1, and branch A1 in sequence, then enters the cylinder (D63 / d35-S288) of the device that separates the oil transfer arm and the hull manifold flange. It then flows back to the oil return port T1 through stroke valve 19.2, branch B1, one-way throttle valve 10.1, hydraulic lock 9, directional control valve 5, and pressure reducing valve 4.1.

[0036] The second branch: The oil enters the pressure reducing valve 4.2, directional control valve 6, and the branch where A2 is located, and then enters the cylinder of the oil transfer arm and hull manifold flange separation device (model D50 / d28-S137). Then, it flows back to the oil return port T1 pipeline through the manual control box MRSD, stroke valve 19.1, directional control valve 6, and pressure reducing valve 4.2.

[0037] The present invention has the following technical effects: By adding a hydraulically controlled reversing valve, when the ERC is disengaged, high-pressure oil flows through the X control port to reverse the direction of reversing valve 12, forcibly switching the hydraulic system to drive mode. Simultaneously, the solenoid valve of reversing valve 13 is energized, also switching the system to drive mode. Because reversing valves are all slide valve structures that are subject to leakage, the two methods are mutually redundant. This system is reliable, highly safe, and easy to maintain, avoiding major accidents caused by failure to switch to drive mode after disengagement.

[0038] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0039] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A forced drive hydraulic control system for a marine loading and unloading arm, characterized in that: include: The first oil inlet pipeline and the oil return pipeline are sequentially connected to the reversing valve 1, reversing valve 2, and reversing valve 3 arranged in parallel, the one-way throttle valve 2, one-way throttle valve 3, and one-way throttle valve 4 arranged in parallel, and the bridge-type balancing valve group 1, bridge-type balancing valve group 2, and bridge-type balancing valve group 3 arranged in parallel; Then, the bridge-type balancing valve group 1, bridge-type balancing valve group 2, and bridge-type balancing valve group 3 arranged in parallel are connected to the reversing valve A, the reversing valve A is connected to the reversing valve B, and the reversing valve B is connected to the double relief valve 1, double relief valve 2, and double relief valve 3 arranged in parallel; wherein, the two ends of the double relief valve 1 are respectively connected to the two chambers of the inner arm cylinder through the hydraulically controlled reversing valve 1 and the hydraulically controlled reversing valve 2, the two ends of the double relief valve 2 are respectively connected to the two chambers of the outer arm cylinder through the hydraulically controlled reversing valve 3 and the hydraulically controlled reversing valve 4, and the two ends of the double relief valve 3 are respectively connected to the two chambers of the horizontal rotating cylinder; The second oil inlet pipeline is connected to the emergency separation device; the oil return pipeline is the main oil return line of the system. The first branch of the second oil inlet and oil return pipe connection: pressure reducing valve 1 is connected to directional control valve 1, directional control valve 1 is connected to hydraulic lock, hydraulic lock is connected to one-way throttle valve 1, and one-way throttle valve 1 is connected to the separation device between the oil transfer arm and the hull manifold flange through a pipe; The second branch of the second oil inlet and return pipes: the second pressure reducing valve is connected to the second directional control valve, and the second directional control valve is connected to the separation device between the oil transfer arm and the hull manifold flange through a pipe; The reversing valve B is a two-position four-way reversing valve, which realizes the switching between the driving and floating functions of the inner arm cylinder, outer arm cylinder, and horizontal rotating cylinder. The reversing valve A is a two-position four-way reversing valve. When the disengagement device completes the separation action, the inner arm cylinder, outer arm cylinder, and horizontal rotating cylinder can only work in the driving state, and the floating state is not allowed to appear; Double relief valve 1, double relief valve 2 and double relief valve 3 are used to adjust the system pipeline pressure to not exceed 24MPa.

2. A forced drive hydraulic control system for a marine loading and unloading arm according to claim 1, characterized in that: The hydraulic lock is connected to the one-way throttle valve to form a control valve group, which is used to realize the opening and closing of the double ball valve in the separation device of the oil transfer arm and the hull manifold flange.

3. A forced drive hydraulic control system for a marine loading and unloading arm according to claim 1, characterized in that: The second pressure reducing valve is connected to the second directional control valve to control the clamp cylinder to realize the disengagement action.

4. A forced drive hydraulic control system for a marine loading and unloading arm according to claim 1, characterized in that: Reversing valve 1 is used to control the left and right movement of the inner arm cylinder, reversing valve 2 is used to control the left and right movement of the outer arm cylinder, and reversing valve 3 is used to control the left and right movement of the horizontal rotating cylinder.

5. The forced drive hydraulic control system for a ship loading and unloading arm according to claim 1, characterized in that: Hydraulic control reversing valve 1, hydraulic control reversing valve 2, hydraulic control reversing valve 3 and hydraulic control reversing valve 4 have the function of holding the oil cylinder. When the corresponding oil pipeline suddenly breaks due to aging, the high-pressure oil inside the oil cylinder causes the reversing valve to switch and cut off the oil circuit, preventing the loading and unloading arm from falling rapidly downward due to its own weight.

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