JP2019031161A - Vessel loaded with storage cell for propulsion - Google Patents

Abstract

To provide a vessel loaded with storage cells for supplying electric power to a propulsion electric motor for propulsion of a hull, capable of securing residual space for loading, etc., even when loaded with a great amount of storage cells as well as being capable of suitably carrying out stable adjustment of the hull.SOLUTION: A vessel of this invention has a double bottom ballast tank on bottom of the vessel, the double bottom ballast tank is divided into a central tank, and a port side tank and a starboard side tank formed respectively on both sides thereof in a width direction of the vessel and composed to have heel adjustment of the vessel carried out by the port side tank and the starboard side tank, and the storage cells are loaded above each of the port side tank and the starboard side tank of the double bottom ballast tank. Furthermore, the port side tank and the starboard side tank of the double bottom ballast tank are divided into three or more over the longitudinal direction of the vessel and composed to carry out trim adjustment of the vessel by a bow side tank and a stern side tank.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a ship equipped with a propulsion motor for propelling a hull and a storage battery for supplying electric power thereto, with an optimized mounting position of the storage battery occupying a large weight volume.

  Ships have higher energy savings and lower carbon dioxide emission performance than other transportation modes, and although a modal shift to domestic shipping for domestic freight transportation is recommended on a national scale, there is still little movement. . In order to promote a modal shift, there is a wide demand for highly economical ships that can reduce environmental burdens and transportation costs.

  In addition, the influence of the recent declining birthrate and aging population has greatly influenced the shortage of coastal seafarers, and as one of the solutions, innovative technologies and new technologies are used to provide highly energy-saving operation capabilities. Ship is expected to appear in the coastal ship field.

  As a method for improving the energy efficiency of a ship, a ship provided with a propulsion motor as an auxiliary engine has been proposed in addition to a main engine such as a diesel engine.

  For example, Patent Document 1 proposes a ship propulsion device that enables low-speed propulsion without a main engine by interposing a shaft-driven generator capable of generating and driving between the main engine and a propeller shaft. ing.

  However, the shaft drive generator of the device of Patent Document 1 is such that it can propel the ship in an emergency evacuation when the main engine is inoperable, and the electric capacity obtained from the power supply device used is also There is no need to make it too large. Therefore, in patent document 1, in order to store the electric power generated with the shaft drive generator, it is not necessary to mount a lot of storage batteries in a ship, and the problem which arises is not considered.

  Patent Document 2 further includes a main engine, auxiliary drive means, power generation means, power storage means, and energy balance plan planning means, and further, charging from the power generation means to the power storage means based on the energy balance plan, and auxiliary drive from the power storage means. There has been proposed a marine hybrid operation system provided with power storage control means for controlling discharge to auxiliary drive means so as to leave electric power necessary for discharge to means and cargo handling after berthing.

  However, the system of Patent Document 2 is intended to optimize the energy supply and demand balance including the energy supply and demand after the ship reaches the destination so that the power necessary for cargo handling after berthing remains. However, it is not designed with a capacity capable of supplying power corresponding to various operational situations including short-distance low-speed voyages such as in a port or in a bay. Therefore, in patent document 2, it is not necessary to mount a lot of storage batteries in a ship, and the problem which arises by that is not considered.

JP 2004-359112 A Japanese Patent No. 6044492

  The present invention was created in view of the current state of the prior art, and its purpose is to provide a large number of storage batteries in a ship having a propulsion motor for propelling the hull and a storage battery for supplying power to the motor. An object of the present invention is to provide a device capable of securing a surplus space necessary for loading or the like even when mounted, and capable of appropriately adjusting the hull.

  As a result of diligent studies to achieve the above object, the present inventor has divided the double bottom ballast tank provided on the ship bottom into a central tank, a port side tank and a starboard side tank on both sides in the width direction, and the port side By installing a storage battery above each of the tank and starboard side tank (that is, at the position of the conventional side tank), the heel adjustment of the ship is performed by the starboard side tank and the starboard side tank while securing a space for cargo etc. Further, it has been found that by dividing the port side tank and starboard side tank into three or more along the longitudinal direction of the ship, the trim of the ship can be adjusted by the bow side tank and the stern side tank. The invention has been completed.

That is, this invention is completed based on said knowledge, and has the following structures (1)-(6).
(1) A ship having a propulsion motor for propelling the hull and a storage battery for supplying electric power to the propulsion motor,
The ship has a double bottom ballast tank at the bottom of the ship, and the double bottom ballast tank is divided into a center tank and a port side tank and a starboard side tank formed respectively on both sides of the ship in the width direction. The tank and starboard tank are configured to adjust the heel of the ship, and the storage battery is mounted above the port side tank and starboard side tank of the double bottom ballast tank, respectively. To ship.
(2) The port side tank and starboard side tank of the double bottom ballast tank are divided into three or more along the longitudinal direction of the ship, and are configured to adjust the trim of the ship by the bow side tank and the stern side tank. The ship as described in (1) characterized by the above-mentioned.
(3) The ship according to (1) or (2), wherein the storage battery has a capacity of 1000 kW or more.
(4) The ship according to any one of (1) to (3), wherein the propulsion motor is used as an auxiliary engine of the main engine.
(5) The ship according to (4), wherein the main engine is an internal combustion engine.
(6) The ship according to any one of (1) to (5), wherein the ship is a domestic cargo ship.

  The ship of the present invention can secure a surplus space for loading and the like while mounting a large amount of storage battery to supply sufficient power to the propulsion motor for propelling the hull, and also adjust the heel of the ship Furthermore, trim adjustment can be performed appropriately.

FIG. 1 is a schematic diagram of a basic configuration of a hybrid propulsion ship that can be employed as the ship of the present invention. FIG. 2 shows an arrangement example of a ballast tank in a conventional ship, where (a) shows an arrangement seen from the side, and (b) shows an arrangement seen from above. FIG. 3 is a central sectional view showing an example of arrangement of ballast tanks in a conventional ship. FIG. 4 shows a seawater insertion point of a ballast tank in an unloaded state of a conventional ship, (a) a seawater injection point viewed from the side, and (b) a seawater insertion point viewed from above. Show. FIG. 5 is a central cross-sectional view showing a seawater-filled portion of a ballast tank in an unloaded state of a conventional ship. 6A and 6B show seawater-filled locations of a conventional ballast tank in a fully loaded state of a ship, where FIG. 6A shows seawater-filled locations seen from the side, and FIG. 6B shows seawater-filled locations seen from above. Show. FIG. 7 is a central cross-sectional view of a seawater-filled portion of a ballast tank in a full load state of a conventional ship. FIG. 8 shows an arrangement example of the ballast tank in the ship of the present invention, where (a) shows an arrangement seen from the side, and (b) shows an arrangement seen from above. FIG. 9 is a central sectional view showing an example of arrangement of ballast tanks in the ship of the present invention. FIG. 10 is a central cross-sectional view showing a seawater-filled portion of the ballast tank in the empty state of the ship of the present invention. FIG. 11 is a central cross-sectional view showing a seawater-filled portion of the ballast tank in a fully loaded state of the ship of the present invention.

  Hereinafter, although the ship carrying the propulsion storage battery of the present invention will be described with reference to the drawings, the present invention is not limited to these.

  The ship of the present invention can be applied to various ships regardless of the size and type of the ship, but from the viewpoint of realistic feasibility, the total tonnage is 100 T or more, especially the total tonnage is 100 T or more and less than 5000 T (especially domestic shipping). It is preferable to target cargo ships).

  The ship of the present invention is intended for a ship having a propulsion motor for propelling the hull and a storage battery for supplying electric power to the propulsion motor. In particular, the propulsion motor functions as an auxiliary engine, and the ship is separate from the propulsion motor. Those having a main engine (for example, an internal combustion engine) for propelling the engine are preferable.

  First, FIG. 1 shows a basic configuration of an example of a hybrid propulsion ship that can be used as the ship of the present invention. In FIG. 1, in order to mainly explain the flow of energy between the components, a schematic diagram is shown with the main components gathered at the stern.

  In FIG. 1, reference numeral 10 denotes a main engine, and generally an internal combustion engine having a high driving force, for example, a diesel engine or an LNG engine is employed. The main engine 10 can give a propulsive force to the propulsion means 30 (for example, propeller) of the ship through the clutch 20. Further, the main engine 10 can provide rotational energy to the auxiliary engine 40 via the clutch 20 in addition to providing a propulsive force to the propulsion means 30 to generate power as a shaft generator.

  The clutch 20 and the propulsion means 30 are not particularly limited, and those conventionally used in ships can be appropriately employed. For example, a propeller is used as the propulsion means 30 and, in particular, a variable pitch propeller that can easily obtain the speed necessary for slow speed, stop, and reverse from full speed by controlling the wing angle (propeller pitch) of the propeller is used. Is preferred.

  As described above, the auxiliary engine 40 can also function as a propulsion motor for providing a propulsive force to the propulsion means 30 of the ship, in addition to functioning as a shaft generator. When the auxiliary engine 40 functions as a shaft generator by the energy obtained from the main engine 10, is the generated electricity rectified via the inverter 50 and sent to the storage battery 70 via the main distribution board 60 to be stored? Or as onboard power. When the auxiliary engine 40 functions as a propulsion motor with the energy obtained from the storage battery 70, the auxiliary engine 40 can give propulsive force to the propulsion means 30 instead of the main engine 10.

  The storage battery 70 can repeatedly store electricity by being charged, not only once, and can be used by repeatedly taking out electricity, such as a lead storage battery, a lithium ion secondary battery, or a lithium ion polymer. Conventionally known storage batteries such as lithium ion storage batteries such as secondary batteries, nickel metal hydride storage batteries, and nickel cadmium storage batteries can be used. In the present invention, it is preferable to use a lithium ion storage battery as the storage battery 70 because of the amount of stored electricity per weight. The storage battery 70 can store electricity generated as a shaft generator of the auxiliary engine 40, and the propulsion motor of the auxiliary engine 40 can function effectively as the propulsion power of the ship, or has a capacity capable of supplying electricity as ship power. The capacity is preferably 1000 kW to 100,000 kW.

  Next, the structure of the ballast tank in consideration of the mounting position of the storage battery in the ship of the present invention will be described in comparison with the structure of a conventional ballast tank of an inland cargo ship.

(Construction and role of conventional ship ballast tank)
Conventionally, since ships, especially cargo ships, have been designed with the first condition of loading heavy objects such as loaded cargo, various problems occur when they are in an empty state. Risk of distress: The ship's center of gravity rises, its resilience deteriorates (it tends to overturn), it becomes unstable against drafts, cross waves and cross winds. Moreover, the stress intensity with respect to external force falls. As a danger of a collision, if the draft falls, the view of the bridge will be obstructed, the blind spot area around the ship will be enlarged, and the small ship will not be visible. As a reduction in propulsion efficiency, the propeller is close to the water surface, so the efficiency at which shaft power is converted into propulsion is reduced. In severe cases, the propeller is exposed in the air. For the same reason, the rudder becomes difficult to work. In order to prevent these problems, conventionally, measures have been taken to stabilize the hull by placing seawater or the like in a ballast tank provided in the ship to replace the weight.

  FIG. 2 is an example of the arrangement of ballast tanks in a conventional general coastal cargo ship. (A) is an arrangement viewed from the side, and (b) is an arrangement viewed from above. FIG. 3 is a central sectional view showing an example of arrangement of ballast tanks in the ship of FIG. In the figure, the portion indicated by a dotted line x is a double bottom water ballast tank (double bottom WBT) 1, and the portion indicated by a solid line x is a side water ballast tank (side WBT) 2. As can be seen from the figure, the double bottom WBT1 is widely provided at the bottom of the ship, and the side WBT2 is provided both on the outer wall side of the ship above the double bottom WBT1.

  The role of the double bottom WBT is mainly to adjust the draft of the ship in order to lower the center of gravity of the ship. Adjust the ballast water so that the draft of the ship is raised so as not to cause a problem due to the rise in the center of gravity when the ship is empty.

  The role of the side WBT is mainly to adjust the horizontal inclination of the ship. Vessels are healed (tilted) to starboard and port by various factors such as cargo, fittings and consumption of fuel and fresh water. Navigating with the heel as it is is not preferable in view of stable navigation and the effect on the loaded luggage, so the heel adjustment is performed by inserting ballast water into the side WBT.

  The main reason for filling water into the ballast tank is as described above, mainly to use the ballast tank to prevent various external influences that can occur when the cargo is not loaded (empty load). Become. For the main purposes such as lowering the center of gravity, improving resilience, and increasing propulsion efficiency, it is desirable to fill water into the tank at the bottom of the hull as much as possible, so the above-described double bottom WBT is often used. In addition, it is also possible to benefit from a favorable influence such as a further drop in the center of gravity by filling water into the side WBT simultaneously with the double bottom WBT. However, considering the ship in terms of means of transportation, injecting ballast water with no economic value increases the weight of the ship and increases the energy required for propulsion. Therefore, when considering the fuel efficiency of a ship, the minimum required amount of ballast water should be used, and unnecessary ballast water is a negative factor and should be avoided. For general coastal ships, except for abnormal weather conditions such as typhoons and abnormal low pressures, it is often possible to navigate by filling the double bottom WBT with water. A large number of cases are filled with water only in WBT.

  FIG. 4 shows an example of a seawater insertion place of a ballast tank in an empty state of a conventional general coastal cargo ship, (a) is a seawater insertion place seen from the side, (b) is It is the seawater insertion place seen from the top. FIG. 5 is a central sectional view showing an example of a seawater-filled portion of a ballast tank in an empty state of a conventional general coastal cargo ship. In the figure, the colored part is the seawater-filled part. As can be seen, in the unloaded state, for the above-mentioned purpose, the double bottom WBT1 is all covered with ballast water so as to deepen the draft of the ship, and the side WBT2 is mainly on both sides of the ship. A certain amount of ballast water is applied in consideration of the lateral inclination.

  FIG. 6 shows an example of a seawater insertion place of a ballast tank in a full load state of a conventional general coastal cargo ship, (a) is a seawater insertion place seen from the side, (b) is It is the seawater insertion place seen from the top. FIG. 7 is a central sectional view showing an example of a seawater-filled portion of a ballast tank in an empty state of a conventional general coastal cargo ship. In the figure, the colored part is the seawater-filled part. As can be seen from the figure, in the full load state, the double bottom WBT1 does not need to be filled with ballast water for the above-mentioned purpose, and the side WBT2 mainly adjusts the lateral inclination of the ship on both sides. A small amount of ballast water is put in just to do it.

(Structure of ship ballast tank and mounting position of storage battery of the present invention)
The ship of the present invention is characterized in that a storage battery is mounted in the space of the side WBT in the ballast tank of the conventional ship described above. Specifically, as shown in FIGS. 8 and 9, the ship of the present invention has a double bottom WBT on the bottom of the ship, and the double bottom WBT extends to the central tank 4 and both sides thereof in the width direction of the ship. A storage battery 3 that is divided into a port-side tank 5 and a starboard-side tank 6 to be formed, is configured to adjust the heel of the ship by the port-side tank 5 and the starboard-side tank 6, and supplies power to the propulsion motor. It is characterized in that it is mounted above the port side tank 5 and starboard side tank 6 of the double bottom WBT, particularly at the upper side. In the ship of the present invention, since the side WBT is used as a storage battery mounting space, the heel adjustment of the hull, which is the main role of the side WBT, cannot be performed by the side WBT. Instead, the double bottom WBT is conventionally used in the width direction of the ship. It is possible to adjust the heel by providing three or more tanks having a structure of two tanks.

  FIG. 8 shows an example of the arrangement of ballast tanks in the ship of the present invention, where (a) is a seawater-filled spot viewed from the side, and (b) is a seawater-filled spot seen from above. FIG. 9 is a central sectional view showing an example of the arrangement of the ballast tank in the ship of FIG. In the figure, the portion indicated by a dotted line x is a double bottom WBT, and the portion indicated by a solid vertical line is a portion where the storage battery 3 is mounted. As can be seen from the figure, the double bottom WBT at the bottom of the ship is divided into a center tank 4 and a port side tank 5 and a starboard side tank 6 formed on both sides of the center tank 4 over the width direction of the ship. The heel of the ship can be adjusted by adjusting the amount of ballast water in the starboard side tank 6.

  FIG. 10 is a central sectional view showing an example of a seawater-filled portion of a ballast tank in an unloaded state of the ship of the present invention. In the figure, the colored part is the seawater-filled part. In the empty state, for the above-mentioned purpose, it is necessary to apply a large amount of ballast water to the ballast tank as shown in FIG. 5, but as can be seen from FIG. Since both are mounted at the position of the side WBT, the draft of the ship becomes shallower, and the amount of necessary ballast water can be reduced. Accordingly, the ballast water is completely filled only in the central tank 4, but it is sufficient if the ballast water is filled in a necessary amount for the port side tank 5 and the starboard side tank 6, and these tanks 5, 6 In addition, the heel adjustment of the ship is performed by adjusting the ballast water insertion amount.

  FIG. 11 shows a central cross-sectional view of an example of a seawater-filled portion of a ballast tank in a fully loaded state of a ship according to the present invention. In the figure, the colored part is the seawater-filled part. In the full load state, for the above-mentioned purpose, the ballast water is hardly applied to the ballast tank as shown in FIG. 7, but only the necessary amount for adjusting the heel is applied, but as can be seen from FIG. , The central tank 4 is not filled with ballast water at all, and the port side tank 5 and starboard side tank 6 are filled with a necessary amount of ballast water. It is configured to adjust the heel adjustment of the ship by adjusting the ballast water filling amount.

  Furthermore, in the ship of the present invention, the port side tank 5 and the starboard side tank 6 of the double bottom ballast tank are divided into three or more (three in the figure) over the longitudinal direction of the ship as shown in FIG. Can do. Of the port side tanks 5 divided into three or more of these, the bow side tank 5 'and the stern side tank 5 ", and among the starboard side tanks 6 divided in the same manner, the bow side tank 6' and the stern side tank 6 '. ′ Can adjust the trim of the ship (horizontal adjustment in the longitudinal direction of the ship) by appropriately adjusting the amount of seawater in each other.

  The ship of the present invention can secure a surplus space necessary for loading, etc. even when a large amount of storage batteries for supplying electric power to the electric propulsion device are mounted, and can appropriately and stably adjust the hull. This can greatly contribute to the realization of hybrid propulsion vessels.

1 Double bottom WBT
2 Side WBT
3 Battery 4 Central tank 5 Port side tank 5 'Port side tank bow side 5' Port side tank stern side tank 6 Starboard side tank 6 'Star side tank bow side tank 6''Starboard side stern side Tank 10 Main engine 20 Clutch 30 Propulsion means 40 Auxiliary engine 50 Inverter 60 Main switchboard 70 Storage battery

Claims (6)

A ship having a propulsion motor for propelling a hull and a storage battery for supplying electric power to the propulsion motor,
The ship has a double bottom ballast tank at the bottom of the ship, and the double bottom ballast tank is divided into a center tank and a port side tank and a starboard side tank formed respectively on both sides of the ship in the width direction. The tank and starboard tank are configured to adjust the heel of the ship, and the storage battery is mounted above the port side tank and starboard side tank of the double bottom ballast tank, respectively. To ship.   The port side tank and starboard side tank of the double bottom ballast tank are divided into three or more in the longitudinal direction of the ship, and the trim of the ship is adjusted by the bow side tank and the stern side tank. The ship according to claim 1.   The capacity | capacitance of a storage battery is 1000 kW or more, The ship of Claim 1 or 2 characterized by the above-mentioned.   The ship according to any one of claims 1 to 3, wherein the propulsion motor is used as an auxiliary engine of the main engine.   The ship according to claim 4, wherein the main engine is an internal combustion engine.   The ship according to claim 1, wherein the ship is a domestic cargo ship.