JP6706667B2 - Ship - Google Patents

Description

The present disclosure relates to ships.

A ship in which an inverter is electrically connected to a motor that drives a crane is known (see, for example, Patent Document 1).

JP 2008-72867 JP

By the way, in a conventional ship, a motor for driving a crane and an inverter electrically connected to the motor are arranged in a crane post. This is because the problem of noise occurs when the wiring distance between the inverter and the motor becomes relatively long.

However, since the space inside the crane post is not closed to the outside and is closer to the place where cargo is handled, dust generated during cargo handling easily enters. Therefore, if the inverter is arranged in the crane post, the durability of the inverter may be deteriorated. If the inverter breaks down during unloading or loading, it will take a long time to recover, which will be a big problem.

Then, this indication aims at provision of the ship which can raise the durability of the inverter for cranes.

According to one aspect of the present disclosure,
Multiple cranes on the deck of the hull ,
A plurality of motor groups provided in each of the plurality of cranes,
Wherein the plurality of provided for each group of motors, and a plurality of inverters group arranged in a space dust amount than the crane post least for that and present in the machinery space of said hull,
It said at least two groups of the plurality of inverter group, the are inverter switching process can be arranged in a space, a first inverter group for the first crane pivots, second inverter group for the second crane to swivel Including and
A first state in which a plurality of inverters of the first inverter group are electrically connected to a plurality of motors of a first motor group provided in the first crane via slip rings of the first crane; Switching between a second state in which any one inverter of the first inverter group is electrically connected to any motor of the second motor group provided in the second crane via the slip ring of the second crane. A ship is provided that includes a first switching means .

According to the present disclosure, durability of an inverter for a crane can be improved.

1 is a side view schematically showing an internal structure and a deck configuration of a boat 100 according to an embodiment. It is a side view which shows the inside etc. of the crane post 11 roughly. It is a figure which shows roughly an example of the electric circuit regarding the motors M1-M4 of the 1st motor group 31. It is explanatory drawing of the conventional inverter arrangement method. It is a figure which shows roughly an example of a circuit structure relevant to the 1st, 2nd, and 3rd inverter groups 21, 22, and 23. It is a figure which shows schematically an example of the electric circuit relevant to the electrical connection between the 1st, 2nd inverter group 21, 22 and the 1st, 2nd motor group 31, 32. It is a figure which shows the state of the electric circuit 200 when the inverter INV1 of the 1st inverter group 21 fails. It is a figure which shows the state of the electric circuit 200 when the inverter INV1 of the 2nd inverter group 22 fails. It is a figure which shows schematically another example of the circuit structure relevant to the 1st, 2nd, and 3rd inverter groups 21, 22, and 23.

Hereinafter, each embodiment will be described in detail with reference to the accompanying drawings.

FIG. 1 is a side view schematically showing an internal structure of a ship 100 and a configuration on a deck according to an embodiment. FIG. 2 is a side view schematically showing the inside of the crane post 11 and the like.

The ship 100 is optional, but is preferably a chip ship (wood chip carrier). This is because, in the case of a chip ship, the amount of dust in the spaces inside the crane posts 11, 12, 13 described later tends to be relatively large due to the chip dust, and the inverter arrangement method described below is useful. .. Below, as an example, the ship 100 is assumed to be a tip ship.

As shown in FIG. 1, the ship 100 includes deck cranes (unloader cranes) 1, 2, 3, first, second, and third inverter groups 21, 22, 23, a main engine 70, and a generator 72. Including. In addition, in the example shown in FIG. 1, the ship 100 includes three deck cranes 1, 2, and 3, but the number of deck cranes is arbitrary. In the following, a ship having three deck cranes is taken as an example, but it is not always necessary to have three, and one ship, two ships, or four or more ships may be provided.

The deck cranes 1, 2, and 3 are provided on the deck of the hull 101, respectively. The deck cranes 1, 2 and 3 are respectively opened/closed by the grab 50, lifted/lowered by the jib 52 (raised/lowered), hoisted/lowered by the hoist 54, and swiveled by the deck crane main body. Realize cargo handling. For example, the deck cranes 1, 2, and 3 each grab the cargo (wood chips) stacked in the hold 40 with the grab 50 and drop the gripped wood chips into the hopper 42. The wood chips dropped on the hopper 42 are conveyed to the outside of the ship via various conveyors (not shown).

The main engine 70 and the generator 72 are arranged in the engine area 90. In the present embodiment, as an example, the generator 72 is a generator that generates a three-phase alternating current. However, the generator 72 may be of another type such as a single phase.

Here, the definition of the engine area is as follows. Engine area refers to Class A engine area and main engine, propulsion shaft system, boiler, fuel oil device, steam engine, internal combustion engine, generator, main electrical equipment, oil supply device, refrigeration machine, anti-swing device, ventilation machine and air conditioning machine. A place for accommodating a vehicle, a place similar to these, and a trunk leading to these places. Class A engine area means an area corresponding to any of the following (1) to (3), and includes a trunk leading to these areas.
(1) Area where an internal combustion engine used as a main engine is installed (2) Area where an internal combustion engine used for purposes other than the main engine and having a total output of 375 KW or more is installed (3) Oil-fired boiler, inert gas generator, fuel oil Area where equipment or incineration equipment is installed The first, second, and third inverter groups 21, 22, and 23 are provided for motors M1 to M4 (described later) in the deck cranes 1, 2, and 3, respectively. ..

At least a part of the first, second, and third inverter groups 21, 22, and 23 has a significantly smaller dust amount (for example, dust amount per unit volume) than the space inside the crane posts 11, 12, and 13. It is placed in a predetermined space. In the present embodiment, as an example, all of the first, second, and third inverter groups 21, 22, 23 are arranged in a predetermined space.

The predetermined space is a space existing in a predetermined area other than the cargo area or a space existing in a closed superstructure. The predetermined area is, for example, a living area, a business area, or an engine area. The space existing in the enclosed superstructure is, for example, Boatswain's store 92 (see FIG. 1). The predetermined space may be, for example, a space at which natural ventilation is possible, such as a boston store 92, a space in which forced ventilation with a fan is possible, or an air conditioning facility is provided. It may be a space where

Here, the definition of each above-mentioned area is as follows. The cargo area refers to an area used for loading cargo and an area including a cargo tank, and includes a trunk leading to these areas. Living areas are public rooms (parts of living areas used as halls, dining rooms, lounges and similar permanently enclosed spaces), aisles, washrooms, cabins, offices, hospital rooms, recreation rooms, barber rooms. , A storage room without cooking utensils and similar places. The business area means a cooking room, a storage room with cooking utensils, a rocker room, a mail room, a safe room, a storage room, a work room other than a part of the engine room, and similar places. Including a trunk to the place.

In the example shown in FIG. 1, as an example, the first, second, and third inverter groups 21, 22, 23 are arranged in the inverter room 26 in the engine area 90, like the main engine 70 and the generator 72. The inverter room 26 forms a closed space in the engine area 90. However, the first, second, and third inverter groups 21, 22, and 23 may be provided in the engine area 90 in another manner. For example, the first, second, and third inverter groups 21, 22, 23 may be provided in the engine area 90 in a manner that the surroundings are not substantially closed.

The first, second, and third inverter groups 21, 22, and 23 are each air-cooled, but may be water-cooled. The first, second and third inverter groups 21, 22, 23 each include a plurality of inverters. In this example, as an example, the first, second, and third inverter groups 21, 22, and 23 include four inverters INV1 to INV4 (see FIG. 3) corresponding to the four motors M1 to M4, respectively. .. Note that, in FIG. 1, only four inverters are schematically shown in a square shape in the inverter room 26. Further configurations of the first, second and third inverter groups 21, 22, 23 will be described later.

As shown in FIG. 2, the boat 100 further includes motors M1 to M4. A set of motors consisting of the motors M1 to M4 is provided for each of the deck cranes 1, 2, and 3. Although the first motor group 31 is shown in FIG. 2, the same applies to the other motor groups (the second motor group 32 and the third motor group 33).

Hereinafter, the motor group provided for the deck crane 1 is referred to as a "first motor group 31", the motor group provided for the deck crane 2 is referred to as a "second motor group 32", and the deck crane 3 The motor group provided for the above is referred to as a "third motor group 33". The first, second and third motor groups 31, 32 and 33 are electrically connected to the first, second and third inverter groups 21, 22 and 23, respectively. Here, the first motor group 31 will be described with reference to FIG. 2, but the same applies to the second motor group 32 and the third motor group 33.

The motors M1 to M4 of the first motor group 31 are arranged in the space 11a in the crane post 11 of the deck crane 1, as shown in FIG. The motors M1 to M4 of the first motor group 31 are connected to the first inverter group 21 (see FIG. 3) via the wiring 80 in the crane post 11, the slip ring 82, and the wiring (power cable) 84 in the hull 101. It is electrically connected. In FIG. 2, the wiring 80, the slip ring 82, and the wiring 84 are shown very schematically. For example, each line of the wiring 80 and the line of the wiring 84 do not represent actual individual electric wires. , Illustrated as a bundle of wires. For example, when each of the motors M1 to M4 is a three-phase motor, each line of the wiring 80 represents a bundle of three electric wires. In this case, the line of the wiring 84 represents a bundle of 12 electric wires. The wiring 80 and/or the wiring 84 may be provided with a noise removing filter or the like. Thereby, even if the wiring distance between the first inverter group 21 and the first motor group 31 becomes long, the problem of noise can be reduced.

The motors M1 to M4 of the first motor group 31 generate driving force that realizes various operations of the deck crane 1 as shown in FIG. Specifically, the motor M1 generates a driving force that realizes the opening/closing operation R1 of the grab 50. The motor M2 generates a driving force that realizes a raising/lowering operation (promotion operation) R2 of the jib 52. The motor M3 generates a driving force that realizes a hoisting/lowering operation R3 of the hoist 54. The motor M4 generates a driving force that realizes the swing operation R4 of the deck crane body.

FIG. 3 is a diagram schematically showing an example of an electric circuit relating to the motors M1 to M4 of the first motor group 31.

The motors M1 to M4 of the first motor group 31 are electrically connected to the inverters INV1 to INV4 of the first inverter group 21, respectively. In the example shown in FIG. 3, as an example, the motors M1 to M4 are three-phase motors, respectively. Each of the inverters INV1 to INV4 includes a converter 62 and an inverter circuit unit 64 electrically connected to the AC power supply 60 via the converter 62. The converter 62 is formed of, for example, a diode or a thyristor bridge circuit, and converts the three-phase AC current from the AC power supply 60 into a DC current. The AC power source 60 may be generated by the generator 72, for example.

The inverter circuit units 64 of the inverters INV1 to INV4 each include a switching element (not shown) in the upper and lower arms of each phase. Each switching element of the inverter circuit unit 64 of each of the inverters INV1 to INV4 is ON/OFF driven and generates a three-phase AC current based on the DC current from the converter 62 (power conversion). When a three-phase alternating current is applied to each of the motors M1 to M4, a driving force (rotation torque) of the motors M1 to M4 is generated. The control device controls each switching element of the inverter circuit unit 64 of the inverters INV1 to INV4 according to an operation input in an operation unit (not shown) in the cockpit 10b (see FIG. 2). For example, when there is an operation input related to the opening/closing operation of the grab 50, the control device drives each switching element of the inverter circuit unit 64 of the inverter INV1 to turn on/off, and the grab 50 according to the operation input. Realize the action.

Note that, in FIG. 3, the internal configuration of the first inverter group 21 has been schematically described as a representative, but the internal configurations of the second inverter group 22 and the third inverter group 23 are also the same. In the example shown in FIG. 3, the AC power supply 60 may be electrically connected to the second inverter group 22 and the third inverter group 23 in parallel.

Here, the effect of this embodiment will be described in comparison with the conventional inverter arrangement method shown in FIG. In the conventional inverter placement method shown in FIG. 4, the inverter is placed in the crane post.

When the ship 100 is a chip ship, the amount of dust in the spaces (for example, the space 11a) inside the crane posts 11, 12, and 13 is likely to be relatively large due to chip dust during loading and unloading. This is because the space inside the crane posts 11, 12, 13 is not sealed to the outside and is close to the place where the chip dust is handled, so that the dust generated during the cargo handling is very much. This is because it is easy to enter.

In this respect, in the conventional inverter arranging method in which the inverter is arranged in the crane post, chip dust is easily clogged in the air cooling filter of the inverter. As a result, in the conventional inverter arranging method, the cooling effect is deteriorated, and the problem that the inverter fails due to heat frequently occurs. If the inverter breaks down during unloading or loading, it will take a long time to recover, which will be a big problem.

In this regard, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, 23 are arranged in the space existing in the engine area 90. As described above, the engine area 90 has a significantly smaller amount of dust (particularly chip dust) than the space (for example, the space 11a) in the crane posts 11, 12, and 13. Therefore, according to this embodiment, it is possible to reduce the inconvenience caused in the above-described conventional inverter arrangement method. That is, since the amount of dust in the space in the engine area 90 is significantly smaller than that in the spaces in the crane posts 11, 12, 13, the air-cooled first, second, and third inverter groups 21, 22, 23 are used. Even in this case, it is difficult for the air-cooling filter to be clogged with dust such as chip dust (or the amount of dust clogging the air-cooling filter is significantly reduced). Therefore, according to the present embodiment, it is possible to reduce the possibility of failure of each inverter of the first, second and third inverter groups 21, 22, 23 due to the dust contained in the air. , The durability of each inverter of the third inverter group 21, 22, 23 can be improved. As a result, it is possible to reduce the possibility that the inverters of the first, second and third inverter groups 21, 22, 23 will break down during unloading and loading.

Further, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, 23 are arranged in the space existing in the engine section 90, so that the conventional inverter arrangement described above is used. The crane posts 11, 12, 13 can be made smaller (for example, slimmer) than the method. Such miniaturization may be realized as needed. Such miniaturization is advantageous from the viewpoint of reducing the air resistance received by the ship 100 while traveling.

Further, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, 23 are arranged in the space existing in the engine section 90, so that the conventional inverter arrangement described above is used. As compared with the method, the maintenance and management of the first, second and third inverter groups 21, 22, 23 are easier. This is because the engine area 90 generally has a better working environment than the inside of the crane posts 11, 12, 13.

In the present embodiment, the first, second and third inverter groups 21, 22, 23 are arranged in the predetermined space having the same attribute, but even if some are arranged in the predetermined space having different attributes. Good. For example, the first inverter group 21 may be arranged in the space existing in the engine area 90, and the second inverter group 22 and the third inverter group 23 may be arranged in the space existing in the business area.

The first, second, and third inverter groups 21, 22, and 23 include the first, second, and third inverter groups 21, 22, when at least two groups are arranged in a predetermined space having the same attribute. This is advantageous because the centralized management is possible as compared with the case where 23 are arranged in the predetermined spaces of different attributes.

By the way, when the inverter breaks down, there are some ways to deal with it: (1) recover the broken one, (2) carry a spare inverter with you, and (3) carry another crane's inverter with you. Be done. However, the method of dealing with (1) requires time for restoration, and the method of dealing with (2) and (3) requires time for carrying and connecting the inverter. However, the work may not be completed within the limited predetermined cargo handling time. In that case, a large additional cost will be incurred.

In this regard, when the first, second, and third inverter groups 21, 22, and 23 are arranged in a predetermined space having the same attribute, the first, second, and third inverter groups 21, 22, and 23 are respectively Inverter switching processing when an arbitrary inverter out of a total of 12 inverters of the first, second, and third inverter groups 21, 22, and 23 has a failure compared to the case where the inverters are arranged in predetermined spaces having different attributes. It will be easy. The inverter switching process is a process, operation or work for using a normal inverter of the first, second and third inverter groups 21, 22, 23 in place of the faulty inverter. If the inverter switching process becomes easy, it is possible to reduce the possibility that the inverter switching process will not be completed within the limited predetermined cargo handling time.

Next, a preferable configuration for facilitating the above inverter switching process will be described with reference to FIGS.

FIG. 5 is a diagram schematically showing an example of a circuit configuration related to the first, second, and third inverter groups 21, 22, and 23.

As shown in FIG. 5, each of the first and second inverter groups 21 and 22 is electrically connected to the first motor group 31 via a first switching circuit section 601, and at the same time, the first switching circuit section is provided. It is electrically connected to the second motor group 32 via 601.

Similarly, as shown in FIG. 5, the second and third inverter groups 22 and 23 are electrically connected to the second motor group 32 via the second switching circuit unit 602, respectively, and are also electrically connected to the second motor group 32. It is electrically connected to the third motor group 33 via the switching circuit unit 602.

Similarly, as shown in FIG. 5, the first and third inverter groups 21 and 23 are electrically connected to the first motor group 31 via the third switching circuit unit 603 and the third switching circuit It is electrically connected to the third motor group 33 via the portion 603.

Hereinafter, a configuration (first switching circuit unit 601) that facilitates the inverter switching process between the first and second inverter groups 21 and 22 will be described as a representative with reference to FIGS. The same may be said between the inverter groups (i.e., between the second and third inverter groups 22 and 23 and between the first and third inverter groups 21 and 23). That is, the same may be applied to the second switching circuit unit 602 and the third switching circuit unit 603.

FIG. 6 is a diagram schematically showing an example of an electric circuit 200 related to the electrical connection between the first and second inverter groups 21 and 22 and the first and second motor groups 31 and 32. Here, the electrical connection between each inverter INV1 of the first and second inverter groups 21 and 22 and each motor M1 of the first and second motor groups 31 and 32 will be described as a representative, but Is also the same. For example, the same applies to the electrical connection between each inverter INV2 of the first and second inverter groups 21 and 22 and each motor M2 of the first and second motor groups 31 and 32. Further, in FIG. 6 (the same applies to FIGS. 7 and 8 described later), the illustration of the slip ring 82 is omitted.

As shown in FIG. 6, the first switching circuit unit 601 includes switches SW1 to SW6 and switching means R1 to R6 (an example of the first switching means and the second switching means). The switches SW1 to SW6 may be in the form of circuit breakers, for example. On/off switching of the switches SW1 to SW6 may be realized manually or by electronic control. The switching means R1 to R6 may be manual switching means or electronically controlled switching means (for example, a relay).

The switches SW1 to SW3 are provided corresponding to the respective phases, and are arranged between the inverter INV1 of the first inverter group 21 and the switching means R1 to R3. In the ON state of the switches SW1 to SW3, the inverter INV1 of the first inverter group 21 and the switching means R1 to R3 are electrically connected. On the other hand, in the OFF state of the switches SW1 to SW3, the inverter INV1 of the first inverter group 21 and the switching means R1 to R3 are electrically disconnected (that is, electrically insulated).

The switching means R1 to R3 are provided corresponding to each phase. Each of the switching means R1 to R3 includes an input terminal T10, an output terminal T11 for the motor M1 of the first motor group 31, and an output terminal T12 for the motor M1 of the second motor group 32. The switching means R1 to R3 can switch between a first state in which the input terminal T10 is electrically connected to the output terminal T11 and a second state in which the input terminal T10 is electrically connected to the output terminal T12. it can.

The switches SW4 to SW6 are provided corresponding to the respective phases, and are arranged between the inverter INV1 of the second inverter group 22 and the switching means R4 to R6. In the ON state of the switches SW4 to SW6, the inverter INV1 of the second inverter group 22 and the switching means R4 to R6 are electrically connected. On the other hand, in the OFF state of the switches SW4 to SW6, the inverter INV1 of the second inverter group 22 and the switching means R4 to R6 are electrically disconnected.

The switching means R4 to R6 are provided corresponding to each phase. Each of the switching means R4 to R6 includes an input terminal T20, an output terminal T21 for the motor M1 of the second motor group 32, and an output terminal T22 for the motor M1 of the first motor group 31. The switching means R4 to R6 can switch between a first state in which the input terminal T20 is electrically connected to the output terminal T21 and a second state in which the input terminal T20 is electrically connected to the output terminal T22. it can.

At normal times (in this example, when the inverters INV1 to INV4 of the first inverter group 21 and the inverters INV1 to INV4 of the second inverter group 22 are normal without any failure), as shown in FIG. SW6 is turned on, and the switching means R1 to R6 are set to the first state. As a result, the inverter INV1 of the first inverter group 21 is electrically connected to the motor M1 of the first motor group 31, and the inverter INV1 of the second inverter group 22 is electrically connected to the motor M1 of the second motor group 32. Connected. Therefore, the inverter INV1 of the first inverter group 21 can be used to drive the motor M1 of the first motor group 31, and the inverter INV1 of the second inverter group 22 can be used to drive the motor M1 of the second motor group 32.

FIG. 7 is a diagram showing a state of the electric circuit 200 when the inverter INV1 of the first inverter group 21 fails.

When the inverter INV1 of the first inverter group 21 fails, when carrying out cargo handling by the deck crane 1, a process of changing the state shown in FIG. 6 to the state shown in FIG. 7, that is, turning off the switches SW1 to SW3 and switching means. A process of changing R4 to R6 from the first state to the second state (inverter switching process) is executed. As a result, as shown in FIG. 7, the switches SW1 to SW3 are turned off and the switching means R4 to R6 are set to the second state. At this time, the switches SW4 to SW6 are in the ON state, and the switching means R1 to R3 may be in either the first state or the second state (the first state in the example shown in FIG. 7).

In the state shown in FIG. 7, the inverter INV1 of the second inverter group 22 is electrically connected to the motor M1 of the first motor group 31. Therefore, the motor M1 of the first motor group 31 can be driven by using the inverter INV1 of the second inverter group 22. As described above, even when the inverter INV1 of the first inverter group 21 fails, the deck crane 1 can be used for cargo handling only by performing a simple inverter switching process.

Although the case where the inverter INV1 of the first inverter group 21 fails has been described here as an example, the same applies when any of the other inverters INV2 to INV4 of the first inverter group 21 fails. For example, when the inverter INV2 of the first inverter group 21 fails, the inverter INV2 of the second inverter group 22 may be electrically connected to the motor M2 of the first motor group 31.

FIG. 8 is a diagram showing a state of the electric circuit 200 when the inverter INV1 of the second inverter group 22 fails.

Similarly, when the inverter INV1 of the second inverter group 22 is out of order, a process of changing the state shown in FIG. 6 to the state shown in FIG. 8 when carrying out cargo handling by the deck crane 2, that is, turning off the switches SW4 to SW6. In addition, a process (inverter switching process) of changing the switching means R1 to R3 from the first state to the second state is executed. As a result, as shown in FIG. 8, the switches SW4 to SW6 are turned off and the switching means R1 to R3 are turned to the second state. At this time, the switches SW1 to SW3 are in the ON state, and the switching means R4 to R6 may be in either the first state or the second state (the first state in the example shown in FIG. 8).

In the state shown in FIG. 8, the inverter INV1 of the first inverter group 21 is electrically connected to the motor M1 of the second motor group 32. Therefore, the motor M1 of the second motor group 32 can be driven by using the inverter INV1 of the first inverter group 21. As described above, even when the inverter INV1 of the second inverter group 22 fails, the deck crane 2 can be used for loading and unloading using the first inverter group 21 only by performing a simple inverter switching process.

Although the case where the inverter INV1 of the second inverter group 22 fails has been described here as an example, the same applies when any of the other inverters INV2 to INV4 of the second inverter group 22 fails. For example, when the inverter INV3 of the second inverter group 22 fails, the inverter INV3 of the first inverter group 21 may be electrically connected to the motor M3 of the second motor group 32.

According to the example shown in FIG. 6 to FIG. 8, since the switching means R1 to R6 are provided as described above, between the first and second inverter groups 21 and 22 and the first and second motor groups 31 and 32. The electrical connection mode can be selectively switched. As a result, even if one of the inverters in the first inverter group 21 and the second inverter group 22 fails, a simple inverter switching process is performed, and a normal inverter is used to create an inverter group including the failed inverter. It becomes possible to carry out cargo handling by driving the deck crane. Further, according to the example shown in FIG. 5, since the second switching circuit unit 602 and the third switching circuit unit 603 similar to the first switching circuit unit 601 are provided, similarly, the second and third inverter groups 22, 23 are also provided. Between the second and third motor groups 32 and 33, and between the first and third inverter groups 21 and 23 and the first and third motor groups 31 and 33. The electrical connection mode can be selectively switched. Therefore, even if an arbitrary inverter of the first, second, and third inverter groups 21, 22, and 23 fails, a simple inverter switching process is performed and a normal inverter is used to include an inverter including the failed inverter. It becomes possible to carry out cargo handling by driving the deck crane related to the group.

In the examples shown in FIGS. 6 to 8, when the operations of the above-described switches SW1 to SW6 and/or the switching means R4 to R6 are realized through the user's operation, the switches SW1 to SW6 and/or the switching means R4. The operating units from R6 to R6 may be provided on a switchboard arranged in the inverter room 26 in the engine area 90, for example. In this case, since the inverter switching process can be performed in the engine area 90, workability of the inverter switching process at the time of failure as described above becomes good.

In the example shown in FIGS. 6 to 8, the inverter INV1 of the first inverter group 21 and the inverter INV1 of the second inverter group 22 can be switched, but the invention is not limited to this. For example, the inverter INV1 of the first inverter group 21 and at least one of the inverters INV2 to INV4 of the second inverter group 22 may be switchable. In this case, for example, when the inverter INV1 of the first inverter group 21 fails, even if any one of the inverters INV2 to INV4 of the second inverter group 22 is electrically connected to the motor M1 of the first motor group 31. Good.

Further, in the example shown in FIGS. 6 to 8, when one of the inverter INV1 of the first inverter group 21 and the inverter INV1 of the second inverter group 22 fails, the other inverters INV2 to INV4 of the first inverter group 21. And the other inverters INV2 to INV4 of the second inverter group 22 may or may not be similarly switched. For example, when the inverter INV1 of the first inverter group 21 fails, the inverters INV1 to INV4 of the second inverter group 22 may be electrically connected to the motors M1 to M4 of the first motor group 31, respectively. Of the inverters INV1 to INV4 of the inverter group 22, only the inverter INV1 may be electrically connected to the motor M1 of the first motor group 31. This is the same when any of the inverters INV2 to INV4 of the first inverter group 21 fails, and also when any of the inverters INV2 to INV4 of the second inverter group 22 fails.

In addition, in the example shown in FIGS. 6 to 8, when any two or more of the inverters INV1 to INV4 of the first inverter group 21 fail, the inverters INV1 to INV4 of the second inverter group 22 change to the first motor group. 31 may be electrically connected to the motors M1 to M4, respectively, and only the inverters corresponding to two or more failed inverters in the first inverter group 21 of the inverters INV1 to INV4 of the second inverter group 22. May be electrically connected to the motors associated with the two or more failed inverters in the first motor group 31.

FIG. 9 is a diagram schematically showing another example of the circuit configuration related to the first, second, and third inverter groups 21, 22, and 23.

In the example shown in FIG. 9, the switching means R11 to R13 (an example of the first switching means and the second switching means) has an output terminal T13 added to the switching means R1 to R3 shown in FIG. 6, respectively. The points are different. The output terminal T13 is an output terminal for the motor M1 of the third motor group 33. Each of the switching means R11 to R13 has a first state in which the input terminal T10 is electrically connected to the output terminal T11, a second state in which the input terminal T10 is electrically connected to the output terminal T12, and an input terminal T10. Can be switched between three states including a third state in which is electrically connected to the output terminal T13.

Similarly, the switching units R14 to R16 (an example of the first switching unit and the second switching unit) are different from the switching units R4 to R6 shown in FIG. 6 in that an output terminal T23 is added. Similarly to the switching units R11 to R13, the switching units R17 to R19 (an example of the first switching unit and the second switching unit) include the input terminal T30 and the three output terminals T31 to T33, and the input terminal T30 outputs. A first state in which the terminal T31 is electrically connected, a second state in which the input terminal T30 is electrically connected to the output terminal T32, and a third state in which the input terminal T30 is electrically connected to the output terminal T33. It is possible to switch between three states including and.

Since the example shown in FIG. 9 also includes the switching means R14 to R16, the first, second and third inverter groups 21, 22, 23 and the first, second and third inverter groups are provided as in the example shown in FIG. The electrical connection mode between the motor groups 31, 32 and 33 can be selectively switched. That is, also by the example shown in FIG. 9, the various inverter switching processes described with reference to FIGS. 5 to 8 can be realized. As a result, similar to the example shown in FIG. 5, even if any one of the inverters of the first, second, and third inverter groups 21, 22, and 23 fails, a simple inverter switching process is performed to ensure normal operation. By using the inverter, it becomes possible to drive the deck crane related to the inverter group including the defective inverter to carry out cargo handling.

For example, when the inverter INV1 of the second inverter group 22 fails, when the deck crane 2 performs cargo handling, the switching means R11 to R13 are set to the second state, or the switching means R31 to R33 are set to the second state. .. As a result, the motor M1 of the second motor group 32 is driven by using the inverter INV1 of the first inverter group 21 or the third inverter group 23, and the cargo handling by the deck crane 2 can be realized.

Although the respective embodiments have been described above in detail, the invention is not limited to the specific embodiments, and various modifications and changes can be made within the scope of the claims. Further, it is possible to combine all or a plurality of the constituent elements of the above-described embodiments.

For example, in the above-described embodiment, each inverter INV1 to INV4 in each of the first, second, and third inverter groups 21, 22, and 23 has the converter 62 built therein, but the present invention is not limited to this. For example, one converter common to the first, second and third inverter groups 21, 22, 23 is provided between the first, second and third inverter groups 21, 22, 23 and the AC power supply 60. It may be provided. Alternatively, the converter 62 may be omitted, and in this case, in each of the first, second, and third inverter groups 21, 22, 23, the inverter circuit unit 64 of each inverter INV1 to INV4 is supplied from the AC power supply 60. A three-phase alternating current is directly generated from the three-phase alternating current.

1, 2, 3 deck crane 10b cockpit 11, 12, 13 crane post 11a space 21 first inverter group 22 second inverter group 23 third inverter group 31 first motor group 32 second motor group 33 third motor group 40 Hold 42 Hopper 50 Grab 52 Jib 54 Hoist 60 AC power source 62 Converter 70 Main engine 72 Generator 80 Wiring 82 Slip ring 84 Wiring 90 Engine area 100 Vessel 101 Hull 200 Electric circuit

Claims (6)

Multiple cranes on the deck of the hull ,
A plurality of motor groups provided in each of the plurality of cranes,
Wherein the plurality of provided for each group of motors, and a plurality of inverters group arranged in a space dust amount than the crane post least for that and present in the machinery space of said hull,
It said at least two groups of the plurality of inverter group, the are inverter switching process can be arranged in a space, a first inverter group for the first crane pivots, second inverter group for the second crane to swivel Including and
A first state in which a plurality of inverters of the first inverter group are electrically connected to a plurality of motors of a first motor group provided in the first crane via slip rings of the first crane; Switching between a second state in which one of the inverters of the first inverter group is electrically connected to any of the motors of the second motor group provided in the second crane via the slip ring of the second crane. A ship including a first switching means. A third state that is electrically connected through the slip ring of the second crane to the plurality of motors of the second motor group and the second plurality of inverters of the inverter unit is provided in the second crane, the first Switching between a fourth state in which any inverter of the two inverter groups is electrically connected to any motor of the first motor group provided in the first crane via the slip ring of the first crane. further comprising a second switching means, vessel according to claim 1. Multiple cranes on the deck of the hull ,
A plurality of motor groups provided in each of the plurality of cranes,
Wherein the plurality of provided for each group of motors, and a plurality of inverters group arranged in a space dust amount than the crane post least for that and present in the machinery space of said hull,
It said at least two groups of the plurality of inverter group, the are inverter switching process can be arranged in a space, a first inverter group for the first crane pivots, second inverter group for the second crane to swivel Including and
A first state in which a plurality of inverters of the first inverter group are electrically connected to a plurality of motors of a first motor group provided in the first crane via slip rings of the first crane; One of the inverters of the first inverter group is a motor of an inverter corresponding to the one of the inverters of the first inverter group among the plurality of motors of the second motor group provided in the second crane, A marine vessel including first switching means for switching between a second state in which the crane is electrically connected via a slip ring of the crane. A third state that is electrically connected through the slip ring of the second crane to the plurality of motors of the second motor group and the second plurality of inverters of the inverter unit is provided in the second crane, the first a motor or the inverter of the second inverter group, according to the inverter corresponding to the one of the inverter of the second inverter group of the first plurality of motors of the motor group provided on said first crane, the first The watercraft according to claim 3 , further comprising second switching means for switching between a fourth state in which the crane is electrically connected via a slip ring of the crane . The marine vessel according to any one of claims 1 to 4, wherein the inverters included in the plurality of inverter groups are water-cooled. The watercraft according to any one of claims 1 to 4, wherein the inverters included in the plurality of inverter groups are air-cooled.

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