CN117203121A

CN117203121A - Cargo transport ship

Info

Publication number: CN117203121A
Application number: CN202280029203.6A
Authority: CN
Inventors: 宫武巧; 川崎修治; 津田健太郎
Original assignee: Kawasaki Jukogyo KK
Current assignee: Kawasaki Motors Ltd
Priority date: 2021-06-17
Filing date: 2022-06-10
Publication date: 2023-12-08
Also published as: WO2022264942A1; JP2023000349A; NO20240011A1; KR20240021251A

Abstract

A cargo ship is provided with: a hull; a hydrogen fuel tank that stores hydrogen fuel; a fuel cell power generation unit having a sealable case and a fuel cell disposed therein; and an electric power conversion device that supplies electric power generated by the fuel cell power generation unit to at least one of the propulsion motor and the in-ship electric load. When an area of a first height or less defined from a portion of an upper deck of a hull located above a cargo compartment is defined as a dangerous place on the deck from cargo, a hydrogen fuel tank is disposed in the hull between the front and rear of the cargo compartment from the front end to the rear end, and a fuel cell power generation unit is disposed between the front and rear of the cargo compartment from the front end to the rear end and above the upper deck in a state where the area where a fuel cell is disposed is avoided from the dangerous place on the deck.

Description

Cargo transport ship

Technical Field

The present invention relates to a cargo-carrying vessel equipped with a fuel cell.

Background

Conventionally, it has been proposed to mount a fuel cell on a ship, and use all or part of the electric power generated by the fuel cell as propulsion power or as in-ship electric power. For example, patent document 1 discloses a liquefied gas carrier equipped with a power generation device using a fuel cell. In this liquefied gas carrier, the evaporated gas generated in the cargo tank is reformed into a fuel gas and then supplied to the anode of the fuel cell, and the oxidizing gas is supplied to the cathode of the fuel cell, whereby power is generated in the fuel cell and the generated power is supplied to the propulsion motor and the living space via the power distribution device.

In the liquefied gas carrier of patent document 1, a power generation device using a fuel cell is disposed on an exposed deck, and a part of the power generation device is located above a cargo tank.

Prior art literature:

patent literature:

patent document 1: japanese patent laid-open No. 2-109792.

Disclosure of Invention

Problems to be solved by the invention:

the interior of a cargo tank storing liquefied gas, heavy oil, or the like is a region in which a dangerous atmosphere continuously exists in a normal state, and is designated as a dangerous field, and various restrictions are imposed on the installation of electrical equipment, or the like, to improve safety. The area where the fuel cell is disposed is an area where the dangerous place is not determined but explosive mixture gas may be generated, and therefore, it is suitable as a dangerous place. In the area to be a dangerous place, there is a restriction on the facilities to be installed, and therefore, it is desirable to keep the dangerous place as small as possible in the ship.

The present disclosure has been made in view of the above circumstances, and an object thereof is to provide a structure in which a fuel cell is mounted while suppressing expansion of a dangerous place in a cargo transporting ship for transporting cargo such as liquefied gas or heavy oil, the cargo being located at the dangerous place where the cargo is located.

Means for solving the problems:

a cargo ship according to an aspect of the present disclosure includes:

a hull having a cargo tank as a dangerous place where at least one cargo tank is provided and a machine room disposed behind the cargo tank;

a propulsion motor disposed in the machine room;

a hydrogen fuel tank that stores hydrogen fuel;

a fuel cell power generation unit having a sealable case and a fuel cell disposed in the case and generating power using hydrogen gas supplied from the hydrogen fuel tank and oxygen in the air; and

and a power conversion device that supplies power generated by the fuel cell power generation unit to at least one of the propulsion motor and an in-ship power load, wherein the hydrogen fuel tank is disposed in the hull between front and rear sides from the front end to the rear end of the cargo compartment when an area equal to or less than a predetermined first height from a portion of the upper deck of the hull located above the cargo compartment is defined as an on-deck dangerous place due to cargo, and the fuel cell power generation unit is disposed between front and rear sides from the front end to the rear end of the cargo compartment and above the upper deck in a state in which the fuel cell is avoided from the on-deck dangerous place.

The invention has the following effects:

according to the present disclosure, a structure can be proposed in which a fuel cell is mounted while suppressing expansion of a dangerous place in a cargo ship in which a cargo compartment is located at the dangerous place.

Drawings

FIG. 1 is a side view schematic diagram showing the overall structure of a cargo conveyance of one embodiment of the present disclosure;

fig. 2 is a block diagram showing a schematic structure of the hydrogen power generation system;

FIG. 3 is a diagram illustrating a hazardous location and cargo area on a deck defined in a cargo-carrying vessel;

fig. 4 is a side view schematically showing the overall structure of the cargo-carrying vessel of modification 1;

fig. 5 is a side view schematically showing the overall structure of the cargo-moving vessel of modification 2;

fig. 6 is a schematic side view showing the overall structure of the cargo ship of modification 3.

Detailed Description

Embodiments of the present disclosure will be described below with reference to the accompanying drawings.

[ schematic structure of cargo-carrying vessel 1 ]

Fig. 1 is a side view schematically showing the overall structure of a cargo conveyance of an embodiment of the present disclosure. The cargo ship 1 shown in fig. 1 includes a hull 11, an upper structure 20 provided on the hull 11, and a propeller 14 and a rudder 15 provided at the stern end of the hull 11. A machine room 13 is provided at the stern of the hull 11, and a cargo tank 12 is provided closer to the bow 17 than the machine room 13 of the hull 11.

A propulsion motor 25 is disposed in the machine room 13. The propulsion motor 25 drives the propeller 14 to rotate. The cargo-carrying vessel 1 of the present embodiment is an electric propulsion vessel, and the cargo-carrying vessel 1 may be a hybrid propulsion vessel equipped with a hybrid propulsion system including a combination of a diesel engine, an electric motor, and a battery.

An upper structure 20 protruding upward from the hull 11 is provided above the machine room 13. The upper structure 20 is provided with a living area 2 and a bridge 3.

A cargo tank 16 is disposed in the cargo tank 12. The cargo ship 1 of the present embodiment is a liquefied gas carrier, and liquefied gas is stored in the cargo tanks 16. As the liquefied gas, liquefied hydrogen, LNG, and the like are exemplified. However, the cargo is not limited to liquefied gas. For example, the cargo ship 1 is a tanker, and heavy oil can be stored in the cargo tanks 16. While a square cargo tank 16 is shown in fig. 1, the shape of the cargo tank 16 is not limited to square, and may be spherical, elliptical, cylindrical (i.e., capsule) with both ends closed by hemispheres, or the like.

The cargo ship 1 is equipped with a hydrogen power generation system 6. The electric power generated by the hydrogen power generation system 6 is supplied to at least one of the propulsion motor 25 and the inboard electric load 26. The hydrogen power generation system 6 is composed of a fuel cell power generation unit 61, at least one hydrogen storage module 62, a power conversion device 63, and a battery 65.

Fig. 2 is a block diagram showing a schematic structure of the hydrogen power generation system 6. As shown in fig. 2, the hydrogen storage module 62 includes a hydrogen fuel tank 621 containing hydrogen fuel and a tank valve 622 provided at an inlet and outlet of the hydrogen fuel tank 621. The hydrogen fuel is stored in the hydrogen fuel tank 621 as a gas or a liquid. The hydrogen tank 621 is connected to the fuel cell power generation unit 61 via a pipe, and hydrogen stored in the hydrogen tank 621 is supplied to the fuel cell power generation unit 61 via a pipe. By opening and closing the tank valve 622, the supply/stop of the hydrogen gas from the hydrogen fuel tank 621 to the fuel cell power generation unit 61 is switched. The hydrogen storage module 62 may be configured to be capable of supplying hydrogen to a hydrogen utilization device other than the hydrogen power generation system 6 mounted on the cargo-carrying vessel 1. As such a hydrogen utilization device, a hydrogen boiler disposed in the machine room 13 is exemplified.

The fuel cell power generation unit 61 includes a fuel cell 611, a radiator 612, a high-pressure hydrogen device 613, and a system control device 614, and is housed in a sealable case 610. A closed region in which the fuel cell 611 is arranged is formed by the case 610.

The fuel cell 611 has a plurality of fuel cells, and receives a supply of hydrogen gas to electrochemically react the hydrogen gas with oxygen in the air to generate direct current power. The radiator 612 adjusts the temperature of the fuel cell 611 to a temperature suitable for power generation. For example, a cooling medium circulates in the radiator 612 and the fuel cell 611. The high-pressure hydrogen device 613 adjusts the pressure of the hydrogen gas sent from the hydrogen storage module 62 and supplies the hydrogen gas to the fuel cell 611. The system control device 614 is a device that controls the power generation of the fuel cell 611. The system control device 614 controls the high-pressure hydrogen plant 613 and the tank valve 622 to supply hydrogen and oxygen to the fuel cell 611, which perform power generation according to the load. Further, the system control 614 operates the radiator 612 to maintain the proper temperature of the fuel cell 611. Further, the system control device 614 issues an instruction to the power conversion device 63 to take out power from the fuel cell 611.

The power conversion device 63 has a plurality of input systems and output systems, and converts and outputs the voltage, current, and frequency of the input power. For example, the system control device 614 calculates an instruction to the power conversion device 63 based on the load state of the main switchboard 27 or the charge state of the battery 65. The power conversion device 63 extracts dc power from the fuel cell 611 in accordance with an instruction from the system control device 614, converts (or adjusts) the voltage of the dc power, and the like, and transmits the dc power to the main switchboard 27. The propulsion motor 25 is supplied with electric power from the main switchboard 27 via wiring. Further, electric power is supplied from the main switchboard 27 to the in-ship electric load 26 via wiring. The conversion of the voltage and the like may include at least one of conversion from direct current to direct current, conversion from alternating current to direct current, conversion from direct current to alternating current, conversion from alternating current to alternating current, voltage conversion, and power regulation. The power conversion device 63 stores the remaining part of the generated electric power in the battery 65. The electric power stored in the battery 65 can be taken out and transmitted to the main switchboard 27 by the electric power conversion device 63 as appropriate.

[ arrangement of Hydrogen Power Generation System 6 ]

Here, the arrangement of the hydrogen power generation system 6 on the cargo-carrying vessel 1 will be described in detail. First, a dangerous place 100 and a cargo area 101 on a deck defined on the cargo ship 1 will be described. Fig. 3 is a diagram illustrating a dangerous area 100 and a cargo area 101 on a deck defined in the cargo ship 1.

As shown in fig. 3, the upper deck 18 is an exposed deck covering the upper surface of the hull 11. The area below the first height X m defined from the portion of the upper deck 18 above the cargo tanks 12 is defined as "on-deck hazard site 100" from the cargo. More specifically, an area surrounded by a surface S1 parallel to the ship width direction in the front direction Y [ m ] from the front end of the cargo tank 12 and a surface S2 parallel to the ship width direction in the rear direction Y [ m ] from the rear end of the cargo tank 12 and having a first height X [ m ] or less from the upper deck 18 is defined as an on-deck dangerous place 100. However, when a part of the outer surface of the cargo tank 16 protrudes above the upper deck 18, the on-deck dangerous place 100 of the protruding part of the cargo tank 16 is set to a region below the first height X [ m ] from the outer surface of the cargo tank 16. The on-deck hazardous location 100 is the area shown in phantom in fig. 3. X and Y are values determined by a rule or the like, but may be set to x=2.4, y=3, for example.

A region surrounded by the surface S3 parallel to the ship width direction at the front end of the cargo tank 12 and the surface S4 parallel to the ship width direction at the rear end of the cargo tank 12 is defined as a "cargo area region 101". The cargo area 101 is shown by the double stippled bold line in fig. 3. The cargo area 101 includes, in addition to the cargo tanks 12 of the ship hull 11, a portion of the upper deck 18 above the cargo tanks 12 and a portion of the space above the upper deck 18 above the cargo tanks 12.

Returning to fig. 1, the fuel cell power generation unit 61 is disposed above the upper deck 18 in the cargo area 101 in a state where the fuel cell 611 is substantially away from the on-deck hazardous location 100. In the example shown in fig. 1, in order to avoid the entire fuel cell power generation unit 61 including the fuel cell 611 from the above-deck dangerous place 100, the fuel cell power generation unit 61 is supported from below by at least one support column 71 erected on the upper deck 18. In other words, the fuel cell power generation unit 61 is mounted on at least one support column 71 provided upright on the upper deck 18. The support column 71 has a second height H greater than the first height X m. Thus, the fuel cell power generation unit 61 mounted on the support column 71 is disposed at a position higher than the first height X from the upper deck 18. In addition, since the fuel cell power generation unit 61 is disposed in front of the bridge 3, the second height H is desirably equal to or greater than the first height X [ m ] and as small as possible so that the field of view from the bridge 3 is not blocked by the fuel cell power generation unit 61.

In order to make the space between the fuel cell power generation unit 61 and the upper deck 18 clear, in the case where the support columns 71 are plural, the plural support columns 71 are opened to each other. In other words, the plurality of support columns 71 are separated from each other in the horizontal direction to the extent that the crew can pass. On this basis, the upper deck 18 separated by the support column 71 and the fuel cell power generation unit 61 are located at a height between the upper and lower sides at which a crew wearing safety boots and a helmet can pass through sufficiently. Thus, visibility and traffic performance on the upper deck 18 are ensured below the fuel cell power generation unit 61, and a crew member can pass below the fuel cell power generation unit 61 and perform work below the fuel cell power generation unit 61. The structure of the support column 71 is not limited to the above, and may be a block shape in which a passage is provided, or a frame shape in which no wall is provided.

The hydrogen storage module 62 is disposed in the cargo area 101. In the example shown in fig. 1, the hydrogen storage module 62 is disposed on the bow 17 side of the fuel cell power generation unit 61. In the hydrogen storage module 62, a lower portion of the hydrogen fuel tank 621 is located below the upper deck 18, and an upper portion protrudes upward from the upper deck 18. By embedding a part of the hydrogen fuel tank 621 in the upper deck 18 in this way, it is possible to secure a volume of the hydrogen fuel tank 621 that can accommodate the amount of hydrogen necessary for navigation, and to suppress the height of the hydrogen fuel tank 621 protruding from the upper deck 18 to secure a forward view from the bridge 3.

The power conversion device 63 and the battery 65 are disposed in the machine room 13. However, the power conversion device 63 may be disposed in the living area 2. Alternatively, the power conversion device 63 may be disposed in the housing 610 of the fuel cell power generation unit 61. When the power conversion device 63 is disposed in the case 610, two independent spaces are formed in the case 610, and the power conversion device 63 may be housed in one of the two spaces and the fuel cell power generation unit 61 may be housed in the other.

As described above, the cargo ship 1 of the present disclosure is characterized by comprising:

a hull 11 having a cargo tank 12 as a dangerous place where at least one cargo tank 16 is provided and a machine room 13 disposed behind the cargo tank 12;

a propulsion motor 25 disposed in the machine room 13;

a hydrogen fuel tank 621 that stores hydrogen fuel;

a fuel cell power generation unit 61 including a sealable case 610 and a fuel cell 611 disposed in the case 610 and configured to generate power using hydrogen gas supplied from a hydrogen fuel tank 621 and oxygen in the air; and

a power conversion device 63 for supplying power generated by the fuel cell power generation unit 61 to at least one of the propulsion motor 25 and the in-ship power load 26, wherein when a region of a predetermined first height X or less from a portion of the upper deck 18 of the hull 11 located above the cargo compartment 12 is defined as a dangerous place 100 on the deck from the cargo,

the hydrogen fuel tank 621 is disposed on the hull 11 between the front and rear of the cargo tank 12,

the fuel cell power generation unit 61 is disposed between the front and rear ends of the cargo tanks 12 and above the upper deck 18 in a state where the area where the fuel cell 611 is disposed is avoided from the on-deck dangerous place 100.

In the cargo-moving vessel 1 having the above-described structure, the region where the fuel cell 611 is disposed, that is, the internal space of the case 610 is avoided from the on-deck dangerous place 100. This means that the region where explosive mixture is likely to be generated in the fuel cell power generation unit 61 does not coincide with the on-deck dangerous place 100 derived from the cargo, ensuring safety. In the cargo-moving vessel 1 having the above-described structure, the fuel cell power generation unit 61 is disposed between the front and rear ends of the cargo tanks 12 (i.e., the cargo area 101), so that the dangerous place derived from the fuel cell power generation unit 61 is converged between the front and rear ends of the on-deck dangerous place 100 derived from the cargo tanks 12. Thus, the fuel cell power generation unit 61 can be disposed without expanding the dangerous area including the on-deck dangerous area 100 rearward, that is, toward the stern side. Since the dangerous place does not expand toward the stern side where the upper structure 20 is located, it is not necessary to provide a bulkhead for expanding the dangerous place or to rearrange peripheral equipment in an existing area other than the dangerous place.

In the cargo ship 1 of the present embodiment, the fuel cell power generation unit 61 is supported from below by at least one support column 71 provided upright on the upper deck 18, and the support column 71 has a second height H higher than the first height X.

In this way, the entire fuel cell power generation unit 61 is kept away from the on-deck dangerous place 100, and therefore, even if hydrogen leaks from the fuel cell power generation unit 61, hydrogen lighter than air does not float on the upper deck 18 but rises, and thus, the possibility of the hydrogen igniting in the vicinity of a crew member passing on the upper deck 18 is reduced.

In the cargo ship 1 described above, in the case where the support columns 71 are plural, it is desirable that the plural support columns 71 are open to each other so as to be able to pass between the upper deck 18 and the upper and lower sides of the fuel cell power generation unit 61. Thus, by leaving the plurality of support columns 71 open to one another, traffic, vision is ensured even if support columns 71 are provided on upper deck 18.

In the cargo ship 1 according to the present embodiment, the lower portion of the hydrogen fuel tank 621 is located below the upper deck 18, and the upper portion of the hydrogen fuel tank 621 protrudes upward from the upper deck 18.

By providing the hydrogen fuel tank 621 such that the lower portion is buried in the upper deck 18, a sufficient tank capacity can be ensured, and the amount of upward projection from the upper deck 18 can be suppressed, thereby ensuring a forward view from the bridge 3.

While the preferred embodiments have been disclosed above, the present disclosure also includes modifications in details of the specific structure and/or function of the above embodiments within the scope not departing from the gist of the present disclosure. The structure of the cargo ship 1 can be modified as in the modification described below. In addition, although a plurality of modifications are described below, a combination of features shown in one or more modifications may be applied to the above-described embodiments.

< modification 1>

Fig. 4 is a schematic side view showing the overall structure of the cargo ship 1 of modification 1. As shown in fig. 4, the hydrogen power generation system 6A mounted on the cargo ship 1 of modification 1 is different from the hydrogen power generation system 6 of the foregoing embodiment in that the fuel cell power generation unit 61 is disposed in the cargo area 101 in a range of the first height X or less from the upper deck 18.

In the hydrogen power generation system 6A, the housing 610a of the fuel cell power generation unit 61 is placed on the upper deck 18 upright or by a jig in such a manner that at least a part thereof coincides with the dangerous place 100 on the deck. In the hydrogen power generation system 6A, the housing 610a of the fuel cell power generation unit 61 is provided with an airlock. Specifically, the housing 610a includes multiple containers including an inner container and an outer container, and airtight doors provided in the multiple containers, respectively. Here, the plurality of airtight doors are not opened at the same time. Thus, in the case 610a provided with the airlock, the gas does not directly enter from outside the case 610a to inside, and does not directly exit from inside the case 610a to outside. Therefore, the case 610a is disposed in the on-deck hazardous location 100, but the region in which the fuel cell 611 is disposed formed in the case 610a becomes a space of an atmosphere independent of the on-deck hazardous location 100. That is, in the hydrogen power generation system 6A, the area where the fuel cell 611 is arranged can be considered to be substantially avoided from the on-deck hazardous location 100.

< modification example 2>

Fig. 5 is a schematic side view showing the overall structure of the cargo ship 1 of modification 2. As shown in fig. 5, the hydrogen power generation system 6B mounted on the cargo-moving vessel 1 of modification example 2 is different from the hydrogen power generation system 6 of the foregoing embodiment in that the hydrogen storage module 62 is disposed above the upper deck 18 in the cargo area 101. In more detail, in the hydrogen power generation system 6B, the hydrogen fuel tank 621 of the hydrogen storage module 62 is supported on the upper deck 18 via the support 72.

In the cargo ship 1 of modification 2, the capacity of the hydrogen fuel tank 621 is restricted so that the front view from the bridge 3 is not blocked by the hydrogen fuel tank 621. In this case, in order to eliminate the shortage of the hydrogen fuel, the hydrogen fuel tank 621 may be supplemented with the boil-off gas of the cargo tank 16 as the fuel as described in modification 3 below.

< modification example 3>

Fig. 6 is a schematic side view showing the overall structure of the cargo ship 1 of modification 6. As shown in fig. 6, the hydrogen power generation system 6C mounted on the cargo-carrying vessel 1 of modification 3 is different from the hydrogen power generation system 6 of the foregoing embodiment in that the cargo tank 16 and the hydrogen fuel tank 621 are connected by a pipe that conveys the boil-off gas in the cargo tank 16 to the hydrogen fuel tank 621.

In the hydrogen power generation system 6C, the branch pipe 42 of the boil-off gas pipe 41 connected to the cargo tank 16 is connected to the hydrogen fuel tank 621 of the hydrogen storage module 62. The branch pipe 42 is provided with an on-off valve 43 and a compressor 44. With this configuration, the vapor gas in the cargo tank 16 is compressed by the compressor 44, and then sent to the hydrogen fuel tank 621, and is filled in the hydrogen fuel tank 621. In the case where the liquefied gas stored in the cargo tank 16 is liquefied hydrogen, hydrogen gas as a boil-off gas is sent to the hydrogen fuel tank 621, and in the case where the liquefied gas stored in the cargo tank 16 is LNG, a reformer is provided in the branch pipe 42, and the boil-off gas is converted into hydrogen gas by the reformer and then sent to the hydrogen fuel tank 621. In the hydrogen power generation system 6C, it is possible to switch between refueling the hydrogen fuel tank 621 from a land or marine refueling facility and refueling the hydrogen fuel tank 621 from the cargo tank 16.

Claims

1. A cargo ship, comprising:

a propulsion motor disposed in the machine room;

a hydrogen fuel tank that stores hydrogen fuel;

a power conversion device for supplying power generated by the fuel cell power generation unit to at least one of the propulsion motor and an in-ship power load,

when an area of the upper deck of the hull below a predetermined first height from a portion of the upper deck above the cargo tanks is defined as a dangerous location on the deck from cargo,

the hydrogen fuel tank is arranged in the ship body between the front and the rear of the cargo tank from the front end to the rear end,

the fuel cell power generation unit is disposed between the front and rear ends of the cargo compartment and above the upper deck in a state where the area where the fuel cell is disposed is avoided from the dangerous place on the deck.

2. Cargo ship according to claim 1, characterized in that,

the housing is supported from below by at least one support column vertically disposed on the upper deck, the support column having a second height greater than the first height.

3. Cargo ship according to claim 2, characterized in that,

a plurality of support columns are provided, which are open to each other.

4. The cargo ship according to claim 1, wherein,

the shell is provided with an airlock chamber which is composed of multiple containers and airtight doors respectively arranged on the multiple containers,

the housing is configured to at least partially coincide with a hazardous location on the deck.

5. Cargo ship according to any of claims 1-4, characterized in that,

the lower portion of the hydrogen fuel tank is located below the upper deck, and the upper portion of the hydrogen fuel tank protrudes upward from the upper deck.

6. Cargo ship according to any of claims 1-5, characterized in that,

the cargo tank and the hydrogen fuel tank are connected by a pipe for transporting the vapor gas in the cargo tank to the hydrogen fuel tank.