JPWO2017158769A1 - Ship - Google Patents

Abstract

A ship is disclosed in which an inverter for a crane is arranged in a predetermined space with a smaller amount of dust than the space in the crane post. The predetermined space is, for example, a space that exists in a predetermined area other than the cargo area or a space that exists in a closed superstructure. The predetermined area is, for example, a residential area, a business area, or an institutional area.

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 A

  By the way, in the conventional ship, the motor which drives a crane, and the inverter electrically connected to this motor are arrange | positioned in a crane post. This is because noise problems occur when the wiring distance between the inverter and the motor becomes relatively long.

  However, since the space in the crane post is not sealed with respect to the outside, it is further close to a place where cargo is handled, so that dust generated along with cargo handling is very likely to enter. For this reason, when an inverter is disposed 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 and become a major problem.

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

  According to one aspect of the present disclosure, there is provided a ship in which an inverter for a crane is arranged in a predetermined space having a smaller amount of dust than the space in the crane post.

  According to the present disclosure, it is possible to improve the durability of the crane inverter.

It is a side view which shows roughly the internal structure of the ship 100 by one Example, and the structure on a deck. It is a side view which shows roughly the inside etc. of the crane post. 2 is a diagram schematically showing an example of an electric circuit related to motors M1 to M4 of a first motor group 31. FIG. It is explanatory drawing of the conventional inverter arrangement | positioning method. 3 is a diagram schematically showing an example of a circuit configuration related to first, second, and third inverter groups 21, 22, and 23. FIG. 2 is a diagram schematically showing an example of an electric circuit related to electrical connection between first and second inverter groups 21 and 22 and first and second motor groups 31 and 32. FIG. 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. FIG. 5 is a diagram schematically showing another example of a circuit configuration related to the first, second, and third inverter groups 21, 22, and 23.

  Hereinafter, embodiments 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 ship). This is because, in the case of a chip ship, the amount of dust in the space in crane posts 11, 12, and 13 described later tends to be relatively large due to chip dust, and the inverter arrangement method described below is useful. . Hereinafter, as an example, it is assumed that the ship 100 is a chip 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 machine 70, and a generator 72. Including. In the example shown in FIG. 1, the ship 100 includes three deck cranes 1, 2, and 3. However, 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, two, or four or more 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 connected through the opening / closing operation of the grab 50, the raising / lowering operation (lifting operation) of the jib 52, the hoisting / lowering operation of the hoist 54, and the turning operation of the deck crane body Realize cargo handling. For example, each of the deck cranes 1, 2, and 3 grabs the cargo (wood chips) loaded in the hold 40 with the grab 50 and drops the grabbed wood chips onto the hopper 42. The wood chip dropped on the hopper 42 is conveyed to the outside of the ship via various conveyors (not shown).

  The main machine 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 other types 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 system, steam engine, internal combustion engine, generator, main electrical equipment, oil supply device, refrigeration machine, vibration reduction device, ventilation machine and air conditioning machine , Other similar places, and trunks leading to these places. A class A engine area refers to an area that falls under any of the following (1) to (3), and includes trunks that reach these areas.
(1) Area where the internal combustion engine used as the main engine is installed (2) Area used for applications other than the main engine and where the total output is 375KW or more (3) Oil-fired boiler, inert gas generator, fuel oil Section where the apparatus or incineration facility 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 some of the first, second, and third inverter groups 21, 22, and 23 have a significantly smaller amount of dust (for example, the amount of dust per unit volume) than the space in the crane posts 11, 12, and 13. Arranged in a predetermined space. In the present embodiment, as an example, all of the first, second, and third inverter groups 21, 22, and 23 are arranged in a predetermined space.

  The predetermined space is a space that exists in a predetermined area other than the cargo area, or a space that exists in an enclosed superstructure. The predetermined area is, for example, a residential area, a business area, or an institutional area. The space existing in the enclosed superstructure is, for example, a Boatswain's store 92 (see FIG. 1). The predetermined space may be, for example, a space where natural ventilation is possible, such as the boson store 92, a space where forced ventilation by a fan is possible, or air conditioning equipment provided with air conditioning. It may be a space where possible.

  Here, the definition of each 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, cafeterias, lounges and similar permanently enclosed places), passageways, washrooms, cabins, offices, hospital rooms, entertainment rooms, barbers Refers to a distribution room without cooking utensils and similar places. A work area is a cooking room, a distribution room with cooking utensils, a locker room, a mail room, a safe room, a storage room, a work room other than those constituting a part of the engine area, and similar places. Including the trunk leading to the location.

  In the example illustrated in FIG. 1, as an example, the first, second, and third inverter groups 21, 22, and 23 are disposed in the inverter room 26 in the engine area 90, as with 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 zone 90 in other modes. For example, the first, second, and third inverter groups 21, 22, and 23 may be provided in the engine area 90 in a manner that the surroundings are not substantially blocked.

  The first, second, and third inverter groups 21, 22, and 23 are each air-cooled, but may be water-cooled. Each of the first, second, and third inverter groups 21, 22, and 23 includes 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. . In FIG. 1, only four inverters are schematically shown as squares in the inverter room 26. The further structure of the 1st, 2nd, 3rd inverter group 21,22,23 is mentioned later.

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

  Hereinafter, a motor group provided for the deck crane 1 is referred to as a “first motor group 31”, a 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 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.

  As shown in FIG. 2, the motors M <b> 1 to M <b> 4 of the first motor group 31 are arranged in a space 11 a in the crane post 11 of the deck crane 1. 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. Electrically connected. In FIG. 2, the wiring 80, the slip ring 82, and the wiring 84 are very schematically illustrated. For example, each line of the wiring 80 and 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 wire 84 represents a bundle of 12 electric wires. The wiring 80 and / or the wiring 84 may be provided with a noise removal filter or the like. Thereby, even if the wiring distance between the 1st inverter group 21 and the 1st 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 for realizing the opening / closing operation R1 of the grab 50. The motor M2 generates a driving force that realizes the jib 52 raising / lowering operation (elevating operation) R2. The motor M3 generates a driving force for realizing the hoisting / lowering operation R3 of the hoist 54. The motor M4 generates a driving force that realizes the turning operation R4 of the deck crane body.

  FIG. 3 is a diagram schematically illustrating an example of an electric circuit related to the motors M <b> 1 to M <b> 4 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 each a three-phase motor. Inverters INV <b> 1 to INV <b> 4 each include a converter 62 and an inverter circuit unit 64 electrically connected to AC power supply 60 via converter 62. The converter 62 is formed by, for example, a bridge circuit of a diode or a thyristor, and converts a three-phase alternating current from the alternating current power supply 60 into a direct current. The AC power supply 60 may be generated by a generator 72, for example.

  The inverter circuit units 64 of the inverters INV1 to INV4 are each provided with a switching element (not shown) in the upper and lower arms of each phase. Each switching element of the inverter circuit unit 64 of the inverters INV1 to INV4 is turned on / off, and generates a three-phase alternating current (power conversion) based on the direct current from the converter 62. When the three-phase alternating current is energized to each of the motors M1 to M4, the driving force (rotational 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 operation.

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

  Here, the effect of the present embodiment will be described in comparison with the conventional inverter arrangement method shown in FIG. In the conventional inverter arrangement method shown in FIG. 4, an inverter is arranged in a crane post.

  When the ship 100 is a chip ship, the amount of dust in the space (for example, the space 11a) in the crane posts 11, 12, and 13 tends to be relatively large due to chip dust during cargo handling. 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 loaded, so the dust generated with the loading is very It is because it is easy to enter.

  In this regard, in the conventional inverter arrangement 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 arrangement 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 and become a major problem.

  In this regard, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, and 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 inconveniences that occur in the above-described conventional inverter arrangement method. That is, the space in the engine area 90 has a significantly smaller amount of dust than the space in the crane posts 11, 12, and 13, so the air-cooled first, second, and third inverter groups 21, 22, and 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, the possibility of failure of each inverter of the first, second, and third inverter groups 21, 22, and 23 due to dust contained in the air can be reduced. The durability of each inverter of the third inverter group 21, 22, 23 can be enhanced. Thereby, the possibility that the inverters of the first, second, and third inverter groups 21, 22, and 23 may break down during unloading and loading can be reduced.

  Further, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, and 23 are arranged in the space existing in the engine area 90. Compared to the method, the crane posts 11, 12, and 13 can be downsized (for example, slimmed). Such miniaturization may be realized as necessary. Such downsizing is advantageous from the viewpoint of reducing the air resistance received by the ship 100 during travel.

  Further, according to the present embodiment, as described above, the first, second, and third inverter groups 21, 22, and 23 are arranged in the space existing in the engine area 90. Compared to the method, maintenance and management of the first, second, and third inverter groups 21, 22, and 23 are facilitated. This is because the working environment is generally better in the engine area 90 than in the crane posts 11, 12, 13.

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

  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, This is advantageous because centralized management is possible, compared with the case where 23 are arranged in predetermined spaces having different attributes.

  By the way, when an inverter breaks down, there are ways to deal with: (1) recovering the failed one, (2) carrying and using a spare inverter, and (3) carrying and using another crane's inverter. It is done. However, the handling method (1) takes time for recovery, and the handling methods (2) and (3) take time to transport and connect the inverter. However, there may be a situation where the work is not completed within a limited predetermined cargo handling time. In that case, significant additional costs are 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 any of the total of 12 inverters of the first, second, and third inverter groups 21, 22, and 23 fails than when arranged in a predetermined space with different attributes It becomes easy. The inverter switching process is a process, operation, or work for using a normal inverter in the first, second, and third inverter groups 21, 22, and 23 instead of the failed inverter. If the inverter switching process becomes easy, the possibility that the inverter switching process is not completed within a limited predetermined cargo handling time can be reduced.

  Next, a preferable configuration for facilitating the inverter switching process as described above 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, the first and second inverter groups 21 and 22 are electrically connected to the first motor group 31 via the first switching circuit unit 601, and the first switching circuit unit. It is electrically connected to the second motor group 32 via 601.

  Similarly, the second and third inverter groups 22 and 23 are electrically connected to the second motor group 32 via the second switching circuit section 602 as shown in FIG. 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 part 603.

  Hereinafter, a configuration (first switching circuit unit 601) that facilitates inverter switching processing between the first and second inverter groups 21 and 22 will be described as a representative with reference to FIGS. The same may be applied between the inverter groups (that is, 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 applies 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. Is the same. For example, the same applies to the electrical connections between the inverters INV2 of the first and second inverter groups 21 and 22 and the motors M2 of the first and second motor groups 31 and 32. In addition, in FIG. 6 (the same applies to FIGS. 7 and 8 described later), the slip ring 82 is not shown.

  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 first switching means and second switching means). The switches SW1 to SW6 may be in the form of a circuit breaker (breaker), for example. The on / off switching of the switches SW1 to SW6 may be realized manually or may be realized 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).

  Switching means R1-R3 are provided corresponding to each phase. The switching means R1 to R3 each include 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 respectively switch between a first state where the input terminal T10 is electrically connected to the output terminal T11 and a second state where 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.

  Switching means R4 to R6 are provided corresponding to each phase. The switching means R4 to R6 each include 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 respectively switch between a first state where the input terminal T20 is electrically connected to the output terminal T21 and a second state where 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 not broken and are normal), as shown in FIG. SW6 is turned on, and the switching means R1 to R6 are in the first state. Thereby, 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 motor M1 of the first motor group 31 can be driven using the inverter INV1 of the first inverter group 21, and the motor M1 of the second motor group 32 can be driven using the inverter INV1 of the second inverter group 22.

  FIG. 7 is a diagram illustrating 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 breaks down, when carrying out the cargo handling by the deck crane 1, the process of changing from the state shown in FIG. 6 to the state shown in FIG. 7, that is, the switches SW1 to SW3 are turned off and the 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 in 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 the first state or the second state (in the example shown in FIG. 7, the first state).

  In the state shown in FIG. 7, the inverter INV <b> 1 of the second inverter group 22 is electrically connected to the motor M <b> 1 of the first motor group 31. Therefore, the motor M1 of the first motor group 31 can be driven 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 handled using the second inverter group 22 only by performing a simple inverter switching process.

  Here, as an example, the case where the inverter INV1 of the first inverter group 21 has failed has been described, but 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 illustrating 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 breaks down, when carrying out the cargo handling by the deck crane 2, the process of changing from the state shown in FIG. 6 to the state shown in FIG. 8, that is, the switches SW4 to SW6 are turned off. And the process (inverter switching process) which changes switching means R1-R3 from a 1st state to a 2nd state is performed. As a result, as shown in FIG. 8, the switches SW4 to SW6 are turned off, and the switching means R1 to R3 are in 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 the first state or the second state (in the example shown in FIG. 8, the first state).

  In the state shown in FIG. 8, the inverter INV <b> 1 of the first inverter group 21 is electrically connected to the motor M <b> 1 of the second motor group 32. Therefore, the motor M1 of the second motor group 32 can be driven 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 use the first inverter group 21 to perform cargo handling only by performing simple inverter switching processing.

  Here, as an example, the case where the inverter INV1 of the second inverter group 22 has failed has been described, but 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 examples shown in FIGS. 6 to 8, as described above, since the switching means R <b> 1 to R <b> 6 are provided, 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 of 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 convert the inverter group including the failed inverter. It becomes possible to carry out cargo handling by driving the deck crane. 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 and 23 are provided. Between the first and third motor groups 31 and 33, and between the first and third inverter groups 21 and 23 and between the first and third motor groups 31 and 33. The electrical connection mode can be selectively switched. Therefore, even if any inverter in the first, second, and third inverter groups 21, 22, and 23 fails, an inverter including the failed inverter can be obtained by performing a simple inverter switching process and using a normal inverter. It becomes possible to carry out the cargo handling by driving the deck cranes related to the group.

  In the examples shown in FIGS. 6 to 8, when the operations of the switches SW1 to SW6 and / or the switching means R4 to R6 described above are realized through user operations, the switches SW1 to SW6 and / or the switching means R4. The operation part of R6 may be provided in the switchboard arrange | positioned in the inverter room 26 of the engine area 90, for example. In this case, since the inverter switching process can be performed in the engine area 90, the workability of the inverter switching process at the time of failure as described above is improved.

  In the examples 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 present 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, 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.

  In the example shown in FIGS. 6 to 8, when any 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 are failed. And the other inverters INV2 to INV4 of the second inverter group 22 may or may not be switched similarly. 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 the same applies when any of the inverters INV2 to INV4 of the second inverter group 22 fails.

  In the examples 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 are changed to the first motor group. 31 may be electrically connected to each of the motors M1 to M4, or only inverters corresponding to two or more failed inverters in the first inverter group 21 among the inverters INV1 to INV4 of the second inverter group 22 However, it may be electrically connected to motors related to 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) have an output terminal T13 added to the switching means R1 to R3 shown in FIG. The point is different. The output terminal T13 is an output terminal for the motor M1 of the third motor group 33. The switching means R11 to R13 include 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 the input terminal T10. Can be switched between three states including a third state electrically connected to the output terminal T13.

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

  Since the example shown in FIG. 9 also includes the switching means R14 to R16, the first, second, and third inverter groups 21, 22, and 23 and the first, second, and third, 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, the various inverter switching processes described above with reference to FIGS. 5 to 8 can also be realized by the example shown in FIG. Thus, as in the example shown in FIG. 5, even if one of the inverters of the first, second, and third inverter groups 21, 22, and 23 breaks down, it is normal to perform simple inverter switching processing. Using the inverter, it becomes possible to carry out the cargo handling by driving the deck crane related to the inverter group including the failed inverter.

  For example, when the inverter INV1 of the second inverter group 22 fails, when carrying out the cargo handling by the deck crane 2, 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. . Thereby, the motor M1 of the 2nd motor group 32 is driven using the inverter INV1 of the 1st inverter group 21 or the 3rd inverter group 23, and the cargo handling by the deck crane 2 is realizable.

  Although each embodiment has been described in detail above, it is not limited to a specific embodiment, and various modifications and changes can be made within the scope described in the claims. It is also possible to combine all or a plurality of the components of the above-described embodiments.

  For example, in the above-described embodiment, each of the inverters INV1 to INV4 includes the converter 62 in each of the first, second, and third inverter groups 21, 22, and 23, but is not limited thereto. For example, one converter common to the first, second, and third inverter groups 21, 22, and 23 is connected between the first, second, and third inverter groups 21, 22, and 23 and the AC power supply 60. It may be provided. Alternatively, the converter 62 may be omitted. In this case, in each of the first, second, and third inverter groups 21, 22, and 23, the inverter circuit unit 64 of each of the inverters INV 1 to INV 4 is supplied from the AC power source 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 supply 62 Converter 70 Main engine 72 Generator 80 Wiring 82 Slip ring 84 Wiring 90 Engine area 100 Ship 101 Hull 200 Electric circuit

Claims (5)

  A ship in which an inverter for a crane is placed in a predetermined space where the amount of dust is less than the space inside the crane post.   The ship according to claim 1, wherein the predetermined space is a space that exists in a predetermined area other than a cargo area or a space that exists in a closed superstructure.   The ship according to claim 2, wherein the predetermined area is a residential area, a work area, or an engine area. The inverter includes a first inverter for a first crane and a second inverter for a second crane,
First switching means for switching between a first state in which the first inverter is electrically connected to the first crane and a second state in which the first inverter is electrically connected to the second crane; The ship according to any one of claims 1 to 3. Second switching means for switching between a third state in which the second inverter is electrically connected to the second crane and a fourth state in which the second inverter is electrically connected to the first crane; The ship according to claim 4, further comprising:

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