JP2022088949A - Fuel cell ship - Google Patents

Abstract

To provide a fuel cell ship that can suppress the accumulation of combustible gas in a fuel cell housing that houses a fuel cell.SOLUTION: A fuel cell ship 100 includes a propulsion device 9, a fuel cell 51, a fuel cell housing 19, and a first ventilation unit 21. The propulsion device 9 generates propulsion force on a hull 1 of the fuel cell ship 100. The fuel cell 51 supplies electric power to the propulsion device 9. The fuel cell housing 19 accommodates the fuel cell 51. The first ventilation unit 21 ventilates the inside of the fuel cell housing 19.SELECTED DRAWING: Figure 2

Description

The present invention relates to a fuel cell ship.

The traffic route forming structure of the liquefied gas fuel ship described in Patent Document 1 includes a vehicle loading area and a refueling station. The refueling station houses a bunker manifold connected to a fuel tank that stores liquefied gas fuel. The valve of the bunker manifold is a gas source where the fuel gas evaporated from the liquefied gas fuel can leak into the atmosphere. Therefore, the refueling station is a gas generation chamber in which the gas generation source is housed.

An airlock space and a small section will be provided between the refueling station and the vehicle loading area. The airlock space is adjacent to the refueling station. The parcel is adjacent to the airlock space. That is, the airlock space is located between the parcel and the refueling station.

And the pressure in the airlock space is always maintained higher than the refueling station and the compartment. Therefore, it is possible to prevent the fuel gas from diffusing from the refueling station, which is the gas generation source, to the vehicle loading area.

Japanese Unexamined Patent Publication No. 2018-131174

By the way, a fuel cell ship driven by a fuel cell is known. Fuel cells consume fuel gas to generate electricity. The fuel gas is a combustible gas. Therefore, in a fuel cell ship, it may be required to house the fuel cell in the housing. When the fuel cell is housed in the housing, the fuel gas leaked or invaded due to unavoidable force is more likely to stay in the housing as compared with the case where the fuel cell is placed in the open space inside the ship.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a fuel cell ship capable of suppressing the retention of combustible gas in a fuel cell accommodating body accommodating a fuel cell.

According to one aspect of the invention, the fuel cell vessel comprises a propulsion device, a fuel cell, a fuel cell housing, and a first ventilator. The propulsion device generates propulsive force on the hull. The fuel cell supplies electric power to the propulsion device. The fuel cell accommodating body accommodates the fuel cell. The first ventilation unit ventilates the inside of the fuel cell housing.

According to the present invention, it is possible to provide a fuel cell ship capable of suppressing fuel gas from staying in a fuel cell accommodating body accommodating a fuel cell.

It is a figure which shows the schematic structure of the fuel cell ship which concerns on Embodiment 1 of this invention. It is a block diagram which shows the fuel cell system and the 1st ventilation part which concerns on Embodiment 1. FIG. It is a flowchart which shows the fuel gas shut-off method which concerns on Embodiment 1. It is a block diagram which shows the fuel cell system which concerns on Embodiment 2 of this invention, the 1st ventilation part, and 1st external gas detection part. It is a flowchart which shows the fuel gas shut-off method which concerns on Embodiment 2. It is a block diagram which shows the fuel cell system, the 1st ventilation part, the 1st external gas detection part, and the 2nd external gas detection part which concerns on Embodiment 3 of this invention. It is a flowchart which shows the fuel gas shut-off method which concerns on Embodiment 3. It is a figure which shows a part of the internal structure of the fuel cell ship which concerns on Embodiment 4 of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the figure, the same or corresponding parts are designated by the same reference numerals and the description is not repeated.

(Embodiment 1)
The fuel cell ship 100 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 3. First, the fuel cell ship 100 according to the first embodiment will be described with reference to FIG. FIG. 1 is a diagram showing a schematic configuration of a fuel cell ship 100.

As shown in FIG. 1, the fuel cell ship 100 includes a hull 1, a cabin 3, a fuel cell system 5, a fuel gas storage unit 6, a storage battery system 7, a propulsion device 9, and a plurality of auxiliary devices 11. , The exhaust fan 13, the duct 15, and the control device 17. A cabin 3 is arranged on the upper surface of the hull 1.

The control device 17 controls the fuel cell system 5, the fuel gas storage unit 6, the storage battery system 7, the propulsion device 9, the plurality of auxiliary machines 11, and the exhaust fan 13. The control device 17 is composed of, for example, one or more computers. The computer is, for example, an ECU (Electronic Control Unit). Power is supplied to the control device 17 from the battery.

Specifically, the control device 17 has a control unit 171 and a storage unit 173. The control unit 171 includes a processor such as a CPU (Central Processing Unit). The storage unit 173 includes a storage device and stores data and computer programs. Specifically, the storage unit 173 includes a main storage device such as a semiconductor memory and an auxiliary storage device such as a semiconductor memory, a solid state drive, and / or a hard disk drive. The storage unit 173 may include removable media. The storage unit 173 corresponds to an example of a non-temporary computer-readable storage medium.

The processor of the control unit 171 executes a computer program stored in the storage device of the storage unit 173, thereby executing the fuel cell system 5, the fuel gas storage unit 6, the storage battery system 7, the propulsion device 9, and the plurality of auxiliary machines 11. And, the exhaust fan 13 is controlled.

The fuel cell system 5 functions as a main power source. The fuel cell system 5 consumes fuel gas to generate electric power (specifically, DC electric power). Then, the fuel cell system 5 supplies electric power to the propulsion device 9, the auxiliary device 11, and the exhaust fan 13. Further, the fuel cell system 5 supplies electric power for charging the storage battery system 7 to the storage battery system 7.

The fuel gas storage unit 6 stores the fuel gas. Then, the fuel gas storage unit 6 supplies the fuel gas to the fuel cell system 5. The fuel gas is flammable. The fuel gas is an example of the "combustible gas" of the present invention. Typically, the fuel gas is hydrogen gas.

The storage battery system 7 functions as an auxiliary power source. The storage battery system 7 supplies the stored electric power (specifically, DC electric power) to the propulsion device 9, the auxiliary machine 11, and the exhaust fan 13 in order to make up for the shortage of the electric power supplied by the fuel cell system 5. .. The storage battery system 7 may supply electric power to the control device 17. The storage battery system 7 has a storage battery. The storage battery is, for example, a lithium secondary battery, a nickel-cadmium storage battery, or a nickel-hydrogen storage battery.

The propulsion device 9 is driven by electric power to generate propulsive force in the hull 1. The propulsion device 9 includes a power conversion device 91, a propulsion motor 93, and a propeller 95. The power conversion device 91 converts the power supplied from the fuel cell system 5 into power according to the standard of the propulsion motor 93. For example, the power conversion device 91 converts DC power into AC power. In this case, for example, the power conversion device 91 has an inverter. The propulsion motor 93 is driven by electric power (for example, AC power) supplied from the power conversion device 91. When the propulsion motor 93 is driven, the rotational force of the propulsion motor 93 is transmitted to the propeller 95. As a result, the propeller 95 rotates, and a propulsive force is generated in the hull 1.

The exhaust fan 13 is driven by electric power and exhausts air from the inside to the outside of the hull 1 through the duct 15.

The auxiliary machine 11 is a device driven by electric power and is different from the propulsion device 9 and the control device 17. The auxiliary machine 11 is, for example, a compressor, a solenoid valve, a pump, a lighting device, or an air conditioning device. However, the type of auxiliary machine 11 is not particularly limited. The exhaust fan 13 is also an example of the auxiliary machine 11.

Next, the details of the fuel cell system 5 will be described with reference to FIG. FIG. 2 is a block diagram showing the fuel cell system 5. As shown in FIG. 2, the fuel cell system 5 includes a fuel cell 51, an oxidant gas flow rate adjusting unit 53, a shutoff unit 57, an off-gas circulation unit 59, a gas-liquid separation unit 60, and a discharge unit 61. It has a cooling medium circulation unit 67, a cooling medium storage unit 69, and a heat exchange unit 71. Further, the fuel cell system 5 includes an oxidant gas pipe 55, a first discharge pipe 56, a fuel gas pipe 63, an off-gas circulation pipe 65, a second discharge pipe 66, a third discharge pipe 68, and a first. It further has a cooling medium pipe 73 and a second cooling medium pipe 75. Further, inside the fuel cell 51, a manifold for circulating the fuel gas, the oxidant gas, and the first cooling medium is formed. The oxidant gas flow rate adjusting unit 53, the shutoff unit 57, the off-gas circulation unit 59, and the discharge unit 61 are examples of the auxiliary machine 11. Further, the control unit 171 controls the oxidant gas flow rate adjusting unit 53, the shutoff unit 57, the off-gas circulation unit 59, and the discharge unit 61.

The fuel cell 51 generates electric power (specifically, DC power) by an electrochemical reaction between the fuel gas and the oxidizing agent gas. Typically, the oxidant gas is air and the oxidant is oxygen.

The fuel cell 51 supplies electric power to the propulsion device 9, the exhaust fan 13, and the auxiliary device 11. The fuel cell 51 may indirectly supply electric power to the propulsion device 9, the exhaust fan 13, and the auxiliary device 11 via a circuit such as a DC / DC converter.

Specifically, the fuel cell 51 is a fuel cell stack composed of a plurality of stacked cells. For example, each cell of the fuel cell 51 has a solid polymer electrolyte membrane, an anode electrode, a cathode electrode, and a pair of separators. A solid polymer electrolyte membrane is sandwiched between the anode electrode and the cathode electrode. The anode electrode is the negative electrode (fuel electrode). The anode electrode includes an anode catalyst layer and a gas diffusion layer. The cathode electrode is a positive electrode (air electrode). The cathode electrode includes a cathode catalyst layer and a gas diffusion layer. The anode electrode, the solid polymer electrolyte membrane, and the cathode electrode form a membrane-electrode assembly (MEA). The pair of separators sandwich the membrane-electrode assembly. Each separator has a plurality of grooves. Each groove of one separator forms a flow path for fuel gas. Each groove of the other separator forms a flow path for the oxidant gas.

The oxidant gas flow rate adjusting unit 53 supplies the oxidant gas to the cathode electrode of the fuel cell 51. Specifically, the oxidant gas flow rate adjusting unit 53 adjusts the flow rate of the oxidant gas supplied to the fuel cell 51. Typically, the oxidant gas flow rate adjusting unit 53 is an air compressor, compresses the oxidant gas, and supplies the compressed oxidant gas to the fuel cell 51.

The oxidant gas pipe 55 connects the oxidant gas flow rate adjusting unit 53 and the fuel cell 51, and guides the compressed oxidant gas supplied from the oxidant gas flow rate adjusting unit 53 to the cathode electrode of the fuel cell 51. do. That is, the oxidant passes through the oxidant gas pipe 55. The first discharge pipe 56 is connected to a discharge manifold on the cathode side provided inside the fuel cell 51, and guides the oxidant off gas and water discharged from the fuel cell 51 to the atmosphere. Oxidizing agent off gas indicates exhaust from the cathode. That is, the oxidant off gas is a cathode off gas. The cathode indicates the cathode electrode of the fuel cell 51.

The fuel cell system 5 may further include an oxidant gas diversion section (not shown) and a bypass pipe (not shown). The oxidant gas diversion section is arranged in the oxidant gas pipe 55 downstream of the oxidant gas flow rate adjusting section 53 and upstream of the fuel cell 51. One end of the bypass pipe is connected to the oxidant gas diversion portion, and the other end of the bypass pipe is connected to the first discharge pipe 56.

The oxidant gas diversion section adjusts the amount of the oxidant gas supplied from the oxidant gas flow rate adjusting section 53 to the oxidant gas pipe 55 and the amount to be supplied to the bypass pipe. Typically, the oxidant gas diversion section is a diversion valve. Then, the bypass pipe guides the oxidant gas supplied from the oxidant gas flow rate adjusting unit 53 via the oxidant gas diversion unit to the first discharge pipe 56 without supplying the fuel cell 51.

The cutoff portion 57 is arranged in the fuel gas pipe 63, and opens or closes the flow path of the fuel gas pipe 63. Specifically, the cutoff unit 57 switches between supply and suspension of fuel gas to the fuel cell 51. Therefore, the shutoff unit 57 can shut off the fuel gas supplied to the fuel cell 51. Typically, the shutoff portion 57 is a shutoff valve. The fuel gas pipe 63 is connected to the fuel gas storage unit 6 (FIG. 1).

The fuel gas pipe 63 supplies the fuel gas from the fuel gas storage unit 6 to the anode electrode of the fuel cell 51. That is, the fuel gas passes through the fuel gas pipe 63.

The gas-liquid separation unit 60 separates the water contained in the fuel off gas discharged from the fuel cell 51, and discharges the water to the second discharge pipe 66. In addition, the gas-liquid separation unit 60 discharges the surplus fuel gas, which is the fuel off gas after the water is separated, to the off gas circulation pipe 65. Typically, the gas-liquid separator 60 is a gas-liquid separator. Fuel off gas indicates exhaust from the anode. That is, the fuel off gas is the anode off gas. The anode indicates the anode pole of the fuel cell 51.

The off-gas circulation unit 59 is arranged in the off-gas circulation pipe 65. The off-gas circulation unit 59 discharges the surplus fuel gas discharged from the gas-liquid separation unit 60 to the fuel gas pipe 63. Then, the fuel gas pipe 63 supplies the surplus fuel gas to the fuel cell 51. Typically, the off-gas circulation section 59 is a pump. For example, the off-gas circulation unit 59 may be an ejector.

The discharge unit 61 is arranged at the boundary between the second discharge pipe 66 and the third discharge pipe 68. The discharge unit 61 discharges the water separated by the gas-liquid separation unit 60 to the third discharge pipe 68. In addition, the discharge unit 61 discharges a part of the fuel off gas discharged from the fuel cell 51, that is, the remaining gas and water that were not supplied to the off gas circulation pipe 65 to the third discharge pipe 68. Typically, the discharge unit 61 is a purge valve.

The third discharge pipe 68 connects the discharge unit 61 and the first discharge pipe 56, and guides the water and fuel off gas discharged from the discharge unit 61 to the first discharge pipe 56. Then, the first discharge pipe 56 guides water and fuel off gas to the atmosphere.

The cooling medium circulation unit 67 circulates the first cooling medium in the first cooling medium pipe 73. Typically, the cooling medium circulation unit 67 is a pump. The first cooling medium is, for example, water. For example, the first cooling medium may be an antifreeze solution. The antifreeze liquid is, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio. In the first cooling medium pipe 73, the first cooling medium circulates. The first cooling medium pipe 73 is connected to the fuel cell 51 and supplies the first cooling medium to the fuel cell 51. Therefore, the fuel cell 51 is cooled by the first cooling medium. The first cooling medium pipe 73 corresponds to an example of the “cooling medium pipe” of the present invention. The first cooling medium corresponds to an example of the "cooling medium" of the present invention.

The cooling medium storage unit 69 stores the first cooling medium. The cooling medium storage unit 69 is, for example, a tank. When the temperature of the first cooling medium changes, the first cooling medium expands or contracts. Therefore, the cooling medium storage unit 69 suppresses the change in the internal pressure of the first cooling medium pipe 73 due to the expansion or contraction of the first cooling medium. As a result, the first cooling medium can be smoothly supplied to the fuel cell 51 by the first cooling medium pipe 73. The upper part of the cooling medium storage unit 69 may be open or may be closed.

The first cooling medium pipe 73 is connected to the cooling medium storage unit 69. The first cooling medium pipe 73 supplies the first cooling medium from the cooling medium storage unit 69 toward the fuel cell 51. Then, the first cooling medium pipe 73 discharges the first cooling medium that has cooled the fuel cell 51 toward the cooling medium storage unit 69.

Specifically, the first cooling medium pipe 73 has a cooling medium supply pipe 731 and a cooling medium discharge pipe 732. The cooling medium supply pipe 731 extends from the cooling medium storage unit 69 to the fuel cell 51. That is, one end of the cooling medium supply pipe 731 is connected to the cooling medium storage unit 69, and the other end of the cooling medium supply pipe 731 is connected to the fuel cell 51. The cooling medium circulation unit 67 is arranged in the cooling medium supply pipe 731. The cooling medium supply pipe 731 supplies the first cooling medium stored in the cooling medium storage unit 69 to the fuel cell 51 by the cooling medium circulation unit 67. Then, the first cooling medium absorbs the heat of the fuel cell 51 by passing through the fuel cell 51. That is, the first cooling medium cools the fuel cell 51.

Then, the first cooling medium that has absorbed heat is discharged to the cooling medium discharge pipe 732. The cooling medium discharge pipe 732 extends from the fuel cell 51 to the cooling medium storage unit 69. That is, one end of the cooling medium discharge pipe 732 is connected to the fuel cell 51, and the other end of the cooling medium discharge pipe 732 is connected to the cooling medium storage unit 69. The cooling medium discharge pipe 732 guides the first cooling medium to the cooling medium storage unit 69 by the cooling medium circulation unit 67.

A second cooling medium flows through the second cooling medium pipe 75. The second cooling medium is, for example, water (eg, seawater, river water, or lake water).

The heat exchange unit 71 is arranged in the first cooling medium pipe 73 and the second cooling medium pipe 75. Specifically, the heat exchange unit 71 is arranged in the cooling medium discharge pipe 732. Then, the heat exchange unit 71 cools the first cooling medium that has absorbed the heat of the fuel cell 51 by exchanging heat between the first cooling medium and the second cooling medium. The heat exchanger 71 is typically a heat exchanger.

Further, as shown in FIG. 2, the fuel cell ship 100 further includes a fuel cell accommodating body 19, a first ventilation unit 21, a first internal gas detection unit 23, and a first fire detection unit 25.

The fuel cell accommodating body 19 accommodates the fuel cell 51. That is, the fuel cell accommodating body 19 has a space for accommodating the fuel cell 51. In the example of FIG. 2, in addition to the fuel cell 51, the fuel cell housing 19 includes a first internal gas detection unit 23, a first fire detection unit 25, a shutoff unit 57, an off-gas circulation unit 59, and a gas-liquid separation unit 60. Discharge section 61, part of oxidant gas pipe 55, part of first discharge pipe 56, part of fuel gas pipe 63, off-gas circulation pipe 65, second discharge pipe 66, third discharge pipe 68, and first 1 Accommodates a part of the cooling medium pipe 73.

On the other hand, the oxidant gas flow rate adjusting unit 53, the cooling medium storage unit 69, and the heat exchange unit 71 are arranged outside the fuel cell housing 19. At least one of the oxidant gas flow rate adjusting unit 53, the cooling medium storage unit 69, and the heat exchange unit 71 may be housed in the fuel cell housing body 19.

The material of the fuel cell housing 19 is, for example, fiber reinforced plastic (FRP). Fiber reinforced plastics include, for example, glass fiber reinforced plastics, glass fiber mat reinforced thermoplastics, carbon fiber reinforced plastics, boron fiber reinforced plastics, aramid fiber reinforced plastics, Kevlar fiber reinforced plastics, Dyneema fiber reinforced plastics, or Zylon reinforced plastics. Is. The material of the fuel cell housing 19 is not particularly limited as long as the airtightness of the fuel cell housing 19 can be ensured, and for example, an iron plate may be used.

The fuel cell housing 19 has a hollow shape. For example, the fuel cell housing 19 has a hollow substantially rectangular parallelepiped shape. In this case, the fuel cell housing 19 has, for example, a top wall 19a, a bottom wall 19b, a front wall (not shown), a back wall (not shown), a side wall 19c, and a side wall 19d. However, the top surface, bottom surface, front surface, back surface, and side surface of the fuel cell housing 19 can be arbitrarily determined. Further, the shape of the fuel cell accommodating body 19 is not particularly limited as long as it has a space capable of accommodating the fuel cell 51. The fuel cell accommodating body 19 can also be regarded as a container, a chamber, or a box accommodating the fuel cell 51. The fuel cell housing 19 is arranged, for example, below the deck 1a (FIG. 1) of the hull 1. For example, the fuel cell housing 19 may be arranged on the deck 1a.

The first ventilation unit 21 ventilates the inside of the fuel cell housing 19. Therefore, according to the first embodiment, even if the fuel gas (combustible gas) leaks in the fuel cell housing 19 due to unavoidable force, the fuel gas can be discharged to the outside of the fuel cell housing 19. Further, even if a combustible gas (fuel gas or other combustible gas) invades into the fuel cell housing 19 due to unavoidable force, the combustible gas can be discharged to the outside of the fuel cell housing 19.

Therefore, according to the first embodiment, it is possible to prevent the combustible gas from staying in the fuel cell accommodating body 19 accommodating the fuel cell 51. As used herein, flammable gas refers to fuel gas or other flammable gas. The "fuel gas" is typically hydrogen gas and the "other combustible gas" is, for example, methane, ethane, propane, or carbon monoxide.

Specifically, the first ventilation unit 21 has a first ventilation port 211 and a second ventilation port 213.

The first ventilation port 211 is arranged in the fuel cell accommodating body 19 and communicates the inside and the outside of the fuel cell accommodating body 19. In the first embodiment, the first ventilation port 211 is arranged at the lower part of the fuel cell accommodating body 19. In the example of FIG. 2, the first ventilation port 211 is arranged below the side wall 19d. For example, the first ventilation port 211 may be arranged on the bottom wall 19b on the side of the side wall 19d. However, as long as ventilation is possible, the arrangement of the first ventilation port 211 is not particularly limited. The first ventilation port 211 is, for example, a ventilation port for supplying air. However, exhaust may be performed through the first ventilation port 211.

The second ventilation port 213 is arranged in the fuel cell accommodating body 19 and communicates the inside and the outside of the fuel cell accommodating body 19. In the first embodiment, the second ventilation port 213 is arranged on the upper part of the fuel cell housing 19. In the example of FIG. 2, the second ventilation port 213 is arranged on the top wall 19a on the side of the side wall 19c. In addition, for example, the second ventilation port 213 may be arranged in the upper part of the side wall 19c. However, as long as ventilation is possible, the arrangement of the second ventilation port 213 is not particularly limited. The second ventilation port 213 is, for example, a ventilation port for exhaust gas. However, air may be supplied through the second ventilation port 213. The second ventilation port 213 corresponds to an example of the "ventilation port".

One or more filters (not shown) may be arranged in one or both of the first ventilation port 211 and the second ventilation port 213. The filter removes, for example, dust or sea salt particles.

The first internal gas detection unit 23 is arranged inside the fuel cell accommodating body 19. For example, the first internal gas detection unit 23 is arranged on the upper inner surface of the fuel cell accommodating body 19. This is because fuel gas is lighter than air and rises. The first internal gas detection unit 23 corresponds to an example of the "internal gas detection unit" of the present invention.

The first internal gas detection unit 23 detects the fuel gas. Since the fuel gas is typically hydrogen gas, the first internal gas detection unit 23 is, for example, a hydrogen gas sensor. The first internal gas detection unit 23 outputs, for example, a signal indicating the fuel gas concentration (hydrogen gas concentration) to the control unit 171.

When the first internal gas detection unit 23 detects the fuel gas, the control unit 171 controls the cutoff unit 57 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 57 shuts off the fuel gas in the fuel gas pipe 63. As a result, the supply of fuel gas to the fuel cell 51 is stopped. For example, when the first internal gas detection unit 23 detects the fuel gas, there is a possibility that the fuel gas leaks inside the fuel cell housing 19 due to an unavoidable force. Therefore, by shutting off the fuel gas in the fuel gas pipe 63, further leakage of the fuel gas can be prevented.

Specifically, when the first internal gas detection unit 23 detects a fuel gas having a predetermined concentration TH1 or higher, the control unit 171 controls the cutoff unit 57 so as to shut off the fuel gas. The predetermined concentration TH1 is experimentally and / or empirically predetermined.

The first fire detection unit 25 is arranged inside the fuel cell housing body 19. Specifically, the first fire detection unit 25 is arranged on the upper inner surface of the fuel cell accommodating body 19. In the example of FIG. 2, the first fire detection unit 25 is arranged on the top wall 19a of the fuel cell housing body 19.

The first fire detection unit 25 detects a fire that has occurred inside the fuel cell housing 19 and outputs a signal indicating that a fire has occurred to the control unit 171. The first fire detection unit 25 includes, for example, one or more sensors of a smoke sensor for detecting smoke, a heat sensor for detecting heat, and a flame sensor for detecting flame.

When the first fire detection unit 25 detects a fire, the control unit 171 controls the shutoff unit 57 so as to shut off the fuel gas supplied to the fuel cell 51. As a result, the shutoff unit 57 shuts off the fuel gas in the fuel gas pipe 63.

Next, the fuel gas shutoff method according to the first embodiment will be described with reference to FIGS. 2 and 3. FIG. 3 is a flowchart showing a fuel gas shutoff method. As shown in FIG. 3, the fuel gas shutoff method includes steps S1 to S3.

As shown in FIGS. 2 and 3, first, in step S1, the control unit 171 determines whether or not the first internal gas detection unit 23 has detected the fuel gas.

If it is determined in step S1 that the fuel gas is not detected (No), the process proceeds to step S2. For example, when the first internal gas detection unit 23 detects a fuel gas having a predetermined concentration less than TH1 (including the case where the first internal gas detection unit 23 does not detect the fuel gas), the process proceeds to step S2.

On the other hand, if it is determined in step S1 that the fuel gas is detected (Yes), the process proceeds to step S3. For example, when the first internal gas detection unit 23 detects a fuel gas having a predetermined concentration TH1 or higher, the process proceeds to step S3.

Next, in step S2, the control unit 171 determines whether or not the first fire detection unit 25 has detected a fire.

If it is determined in step S2 that no fire has been detected (No), the process proceeds to step S1.

On the other hand, if it is determined that a fire has been detected in step S2 (Yes), the process proceeds to step S3.

Next, in step S3, the control unit 171 controls the cutoff unit 57 so as to cut off the fuel gas flowing through the fuel gas pipe 63. As a result, the shutoff unit 57 shuts off the fuel gas supplied to the fuel cell 51. Then, the process ends.

The order of steps S1 and S2 is not particularly limited, and may be any order or may be executed in parallel.

Further, for example, the control unit 171 may execute the following processing. For example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "20% LEL", the control unit 171 issues a warning signal. Further, for example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "40% LEL", the control unit 171 issues an alarm signal and controls the cutoff unit 57. The fuel gas supplied to the fuel cell 51 is shut off.

(Embodiment 2)
The fuel cell ship 100 according to the second embodiment of the present invention will be described with reference to FIGS. 4 and 5. In the second embodiment, the second embodiment is mainly different from the first embodiment in that ventilation by supplying air is performed. The configuration of the fuel cell ship 100 according to the second embodiment is the same as the configuration of the fuel cell ship 100 shown in FIG. Hereinafter, the points that the second embodiment is different from the first embodiment will be mainly described.

First, the first ventilation unit 21A according to the second embodiment will be described with reference to FIG. FIG. 4 is a block diagram showing a fuel cell system 5, a first ventilation unit 21A, and a first external gas detection unit 24. As shown in FIG. 4, the fuel cell ship 100 includes a first ventilation unit 21A. The first ventilation unit 21A ventilates the inside of the fuel cell housing 19.

The first ventilation unit 21A has a first ventilation port 211, a second ventilation port 213, a duct 214, and a first air supply unit 215. The duct 214 is connected to the first ventilation port 211.

The first air supply unit 215 is, for example, an air supply fan. The control unit 171 controls the first air supply unit 215. The first air supply unit 215 corresponds to an example of the "air supply unit" of the present invention.

The first air supply unit 215 supplies air outside the fuel cell housing 19 to the inside of the fuel cell housing 19 through the first ventilation port 211. Therefore, the inside of the fuel cell housing 19 is ventilated by the air supply. As a result, it is possible to effectively suppress the accumulation of flammable gas (fuel gas and other combustible gas) in the fuel cell accommodating body 19 accommodating the fuel cell 51. The first air supply unit 215 is preferably a non-explosion-proof type air supply fan. Because it is cheap. The first air supply unit 215 may be an explosion-proof air supply fan.

Specifically, since the first air supply unit 215 supplies air, the air outside the fuel cell accommodating body 19 is supplied to the inside of the fuel cell accommodating body 19 through the first ventilation port 211. Then, exhaust is performed through the second ventilation port 213. As a result, the inside of the fuel cell housing 19 is ventilated.

In this case, the second ventilation port 213 functions as an exhaust port. Therefore, it is preferable that the first internal gas detection unit 23 is arranged in the second ventilation port 213. Alternatively, it is preferable that the first internal gas detection unit 23 is arranged upstream of the exhaust (air) flow with respect to the second ventilation port 213 and in the vicinity of the second ventilation port 213. According to these preferred examples, the fuel gas can be effectively detected. This is because the fuel gas leaked or invaded by the unavoidable force concentrates on the second ventilation port 213 which functions as the exhaust port.

In the example of FIG. 4, the first air supply unit 215 is arranged in the duct 214. Then, the first air supply unit 215 supplies the air outside the fuel cell accommodating body 19 to the inside of the fuel cell accommodating body 19 through the duct 214 and the first ventilation port 211. The arrangement of the first air supply unit 215 is not particularly limited as long as air can be supplied to the fuel cell accommodating body 19 through the first ventilation port 211. For example, the first air supply unit 215 may be arranged at the first ventilation port 211.

In particular, in the second embodiment, it is preferable that the fuel cell ship 100 further includes a first external gas detection unit 24. The first external gas detection unit 24 is arranged outside the fuel cell accommodating body 19. Then, the first external gas detection unit 24 detects the combustible gas (fuel gas or other combustible gas) flowing into the inside from the outside of the fuel cell housing 19. The first external gas detection unit 24 is, for example, a combustible gas sensor. In the present specification, the combustible gas sensor may be, for example, a hydrogen gas sensor. The first external gas detection unit 24 outputs, for example, a signal indicating the combustible gas concentration to the control unit 171.

Specifically, the first external gas detection unit 24 is arranged outside the fuel cell housing 19 corresponding to the first air supply unit 215. More specifically, the first external gas detection unit 24 is arranged upstream of the air flow with respect to the first air supply unit 215. In the example of FIG. 4, the first external gas detection unit 24 is arranged outside the first air supply unit 215 in the vicinity of the air supply port 215a of the first air supply unit 215. The first external gas detection unit 24 detects the combustible gas flowing into the first ventilation port 211 from the outside of the fuel cell housing 19. That is, the first external gas detection unit 24 detects combustible gas from the outside of the fuel cell housing 19 toward the first air supply unit 215.

The control unit 171 stops the first air supply unit 215 when the first external gas detection unit 24 detects combustible gas. Therefore, according to the second embodiment, it is possible to prevent the combustible gas from entering the fuel cell housing 19 through the first ventilation port 211. As a result, it is possible to prevent an originally unintended interaction between the fuel cell system 5 and the combustible gas. In addition, even when the first air supply unit 215 does not have an explosion-proof structure, it is possible to prevent an originally unintended interaction between the combustible gas and the first air supply unit 215.

Specifically, when the first external gas detection unit 24 detects a combustible gas having a predetermined concentration TH2 or higher, the control unit 171 stops the first air supply unit 215. The predetermined concentration TH2 is experimentally and / or empirically predetermined.

In addition, when the first external gas detection unit 24 detects combustible gas, the control unit 171 controls the cutoff unit 57 so as to shut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 57 shuts off the fuel gas in the fuel gas pipe 63. As a result, the supply of fuel gas to the fuel cell 51 is stopped, and the power generation of the fuel cell 51 is stopped. For example, when the first external gas detecting unit 24 detects the combustible gas, the combustible gas may have flowed into the fuel cell housing 19 through the first ventilation port 211. Therefore, by shutting off the fuel gas in the fuel gas pipe 63 and stopping the fuel cell 51, it is possible to prevent an originally unintended interaction between the fuel cell system 5 and the combustible gas.

Specifically, when the first external gas detection unit 24 detects a combustible gas having a predetermined concentration TH2 or higher, the control unit 171 controls the cutoff unit 57 so as to shut off the fuel gas.

In addition, one or more filters (not shown) may be arranged in the first air supply unit 215. The filter removes, for example, dust or sea salt particles.

Next, the fuel gas shutoff method according to the second embodiment will be described with reference to FIGS. 4 and 5. FIG. 5 is a flowchart showing a fuel gas shutoff method. As shown in FIG. 5, the fuel gas shutoff method includes steps S11 to S15.

As shown in FIGS. 4 and 5, first, in step S11, the control unit 171 determines whether or not the first internal gas detection unit 23 has detected the fuel gas. This point is the same as step S1 in FIG.

If it is determined in step S11 that the fuel gas has been detected (Yes), the process proceeds to step S15.

On the other hand, if it is determined in step S11 that the fuel gas is not detected (No), the process proceeds to step S12.

Next, in step S12, the control unit 171 determines whether or not the first external gas detection unit 24 has detected the combustible gas.

If it is determined in step S12 that the combustible gas is detected (Yes), the process proceeds to step S14. For example, when the first external gas detection unit 24 detects a combustible gas having a predetermined concentration TH2 or higher, the process proceeds to step S14.

On the other hand, if it is determined in step S12 that the combustible gas is not detected (No), the process proceeds to step S13. For example, when the first external gas detecting unit 24 detects a combustible gas having a predetermined concentration less than TH2 (including the case where the first external gas detecting unit 24 does not detect the combustible gas), the process proceeds to step S13.

Next, in step S13, the control unit 171 determines whether or not the first fire detection unit 25 has detected a fire.

If it is determined in step S13 that a fire has not been detected (No), the process proceeds to step S11.

On the other hand, if it is determined in step S13 that a fire has been detected (Yes), the process proceeds to step S14.

Next, in step S14, the control unit 171 controls the first air supply unit 215 so as to stop the first air supply unit 215. As a result, the first air supply unit 215 stops supplying air to the fuel cell accommodating body 19. That is, when it is determined that the combustible gas is detected in step S12, or when it is determined that the fire is detected in step S13, the first air supply unit 215 is stopped.

Next, in step S15, the control unit 171 controls the cutoff unit 57 so as to cut off the fuel gas flowing through the fuel gas pipe 63. As a result, the shutoff unit 57 shuts off the fuel gas supplied to the fuel cell 51. That is, when it is determined that the fuel gas is detected in step S11, when it is determined that the combustible gas is detected in step S12, or when it is determined that the fire is detected in step S13, the blocking unit 57 Shuts off the fuel gas supplied to the fuel cell 51. Then, the process ends.

The order of steps S11, S12, and S13 is not particularly limited, and may be any order or may be executed in parallel. In this case, for example, if an affirmative determination (Yes) is made in any one of steps S11 to S13, the process proceeds to step S14 and step S15. Further, the order of steps S14 and S15 is not particularly limited, and may be any order, or may be executed in parallel. Therefore, for example, when an affirmative determination (Yes) is made in any of steps S11 to S13, the process of step S14 and the process of step S15 may be executed at the same time, or any of them may be executed at an instantaneous difference. The process may be executed earlier.

Further, for example, the control unit 171 may execute the following processing. For example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "20% LEL", or the concentration of the combustible gas detected by the first external gas detection unit 24 reaches "20% LEL". When it arrives, the control unit 171 issues a warning signal. Then, for example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "40% LEL", or the concentration of the combustible gas detected by the first external gas detection unit 24 reaches "40% LEL". When it reaches, the control unit 171 issues an alarm signal, controls the cutoff unit 57 to shut off the fuel gas supplied to the fuel cell 51, and stops the first air supply unit 215. ..

(Embodiment 3)
The fuel cell ship 100 according to the third embodiment of the present invention will be described with reference to FIGS. 6 and 7. In the third embodiment, the third embodiment is mainly different from the second embodiment in that the fuel gas that may be released from the cooling medium storage unit 69 is detected. The configuration of the fuel cell ship 100 according to the third embodiment is the same as the configuration of the fuel cell ship 100 shown in FIG. Hereinafter, the points that the third embodiment is different from the second embodiment will be mainly described.

First, the second external gas detection unit 27 according to the third embodiment will be described with reference to FIG. FIG. 6 is a block diagram showing a fuel cell system 5, a first ventilation unit 21A, a first external gas detection unit 24, and a second external gas detection unit 27. As shown in FIG. 6, the fuel cell ship 100 includes a second external gas detection unit 27.

The second external gas detection unit 27 is arranged outside the fuel cell accommodating body 19. Then, the second external gas detection unit 27 detects the fuel gas flowing out from the inside of the fuel cell housing 19. Since the fuel gas is typically hydrogen gas, the second external gas detection unit 27 is, for example, a hydrogen gas sensor. The second external gas detection unit 27 outputs, for example, a signal indicating the fuel gas concentration (hydrogen gas concentration) to the control unit 171. The fuel gas corresponds to an example of the "combustible gas" of the present invention.

In particular, in the third embodiment, the second external gas detection unit 27 is arranged outside the fuel cell housing 19 corresponding to the cooling medium storage unit 69. Further, in the third embodiment, the upper portion of the cooling medium storage unit 69 is open. That is, the cooling medium storage unit 69 has an upper opening 69a. The second external gas detection unit 27 is arranged above the second external gas detection unit 27. That is, the second external gas detection unit 27 faces the upper opening 69a of the cooling medium storage unit 69 while being separated from the cooling medium storage unit 69. In the example of FIG. 6, the second external gas detection unit 27 is arranged in the vicinity of the upper opening 69a of the cooling medium storage unit 69.

For example, if the fuel gas leaks from the fuel cell 51 due to unavoidable force, the fuel gas may invade the first cooling medium pipe 73 (specifically, the cooling medium discharge pipe 732). In this case, the fuel gas moves to the cooling medium storage unit 69 through the first cooling medium pipe 73 (specifically, the cooling medium discharge pipe 732), and the first cooling medium WA stored in the cooling medium storage unit 69. May be released from. As a result, the second external gas detection unit 27 detects the fuel gas released from the first cooling medium WA.

When the second external gas detection unit 27 detects the fuel gas, the control unit 171 controls the cutoff unit 57 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 57 shuts off the fuel gas in the fuel gas pipe 63. As a result, the supply of fuel gas to the fuel cell 51 is stopped. For example, when the second external gas detection unit 27 detects the fuel gas, there is a possibility that the fuel gas is leaking from the fuel cell 51 due to unavoidable force. Therefore, by shutting off the fuel gas in the fuel gas pipe 63, further leakage of the fuel gas can be prevented.

Specifically, when the second external gas detection unit 27 detects a fuel gas having a predetermined concentration TH3 or higher, the control unit 171 controls the cutoff unit 57 so as to shut off the fuel gas. The predetermined concentration TH3 is experimentally and / or empirically predetermined.

When the second external gas detection unit 27 detects the fuel gas, the first air supply unit 215 continues to supply air to the fuel cell accommodating body 19. Therefore, the inside of the fuel cell housing 19 is ventilated by the air supply. As a result, the fuel gas leaked due to the unavoidable force is exhausted from the second ventilation port 213. Therefore, it is possible to effectively suppress the fuel gas from staying in the fuel cell accommodating body 19 accommodating the fuel cell 51.

Next, the fuel gas shutoff method according to the third embodiment will be described with reference to FIGS. 6 and 7. FIG. 7 is a flowchart showing a fuel gas shutoff method. As shown in FIG. 7, the fuel gas shutoff method includes steps S21 to S26.

As shown in FIGS. 6 and 7, first, in step S21, the control unit 171 determines whether or not the first internal gas detection unit 23 has detected the fuel gas. This point is the same as step S1 shown in FIG.

If it is determined in step S21 that the fuel gas has been detected (Yes), the process proceeds to step S26.

On the other hand, if it is determined in step S21 that the fuel gas is not detected (No), the process proceeds to step S22.

Next, in step S22, the control unit 171 determines whether or not the second external gas detection unit 27 has detected the fuel gas.

If it is determined in step S22 that the fuel gas has been detected (Yes), the process proceeds to step S26. For example, when the second external gas detection unit 27 detects a fuel gas having a predetermined concentration TH3 or higher, the process proceeds to step S26.

On the other hand, if it is determined in step S22 that the fuel gas has not been detected (No), the process proceeds to step S23. For example, when the second external gas detection unit 27 detects a fuel gas having a predetermined concentration less than TH3 (including the case where the second external gas detection unit 27 does not detect the fuel gas), the process proceeds to step S23.

Next, in step S23, the control unit 171 determines whether or not the first external gas detection unit 24 has detected the combustible gas. This point is the same as in step S12 of FIG.

If it is determined in step S23 that the combustible gas is detected (Yes), the process proceeds to step S25.

On the other hand, if it is determined in step S23 that the combustible gas is not detected (No), the process proceeds to step S24.

Next, in step S24, the control unit 171 determines whether or not the first fire detection unit 25 has detected a fire.

If it is determined in step S24 that a fire has not been detected (No), the process proceeds to step S21.

On the other hand, if it is determined in step S24 that a fire has been detected (Yes), the process proceeds to step S25.

Next, in step S25, the control unit 171 controls the first air supply unit 215 so as to stop the first air supply unit 215. As a result, the first air supply unit 215 stops supplying air to the fuel cell accommodating body 19. That is, when it is determined that the combustible gas is detected in step S23, or when it is determined that a fire is detected in step S24, the first air supply unit 215 is stopped.

Next, in step S26, the control unit 171 controls the cutoff unit 57 so as to cut off the fuel gas flowing through the fuel gas pipe 63. As a result, the shutoff unit 57 shuts off the fuel gas supplied to the fuel cell 51. That is, when it is determined that the fuel gas is detected in step S21, when it is determined that the fuel gas is detected in step S22, when it is determined that the combustible gas is detected in step S23, or when the fire is detected in step S24. When it is determined that is detected, the cutoff unit 57 shuts off the fuel gas supplied to the fuel cell 51. Then, the process ends.

The order of steps S21, step S22, step S23, and step S24 is not particularly limited, and may be any order or may be executed in parallel. In this case, for example, if an affirmative determination (Yes) is made in any one of steps S21 to S24, the process proceeds to step S25 and step S26. Further, the order of steps S25 and S26 is not particularly limited, and may be any order, or may be executed in parallel. Therefore, for example, when an affirmative determination (Yes) is made in any one of steps S21 to S24, the process of step S25 and the process of step S26 may be executed at the same time, or any of them may be executed at an instantaneous difference. The process may be executed earlier.

Further, for example, the control unit 171 may execute the following processing. For example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "20% LEL", the concentration of the fuel gas detected by the second external gas detection unit 27 reaches "20% LEL". In this case, or when the concentration of the combustible gas detected by the first external gas detection unit 24 reaches "20% LEL", the control unit 171 issues a warning signal. Then, for example, when the concentration of the fuel gas detected by the first internal gas detection unit 23 reaches "40% LEL", the concentration of the fuel gas detected by the second external gas detection unit 27 becomes "40% LEL". When it reaches, or when the concentration of the combustible gas detected by the first external gas detection unit 24 reaches "40% LEL", the control unit 171 issues an alarm signal and controls the cutoff unit 57. The fuel gas supplied to the fuel cell 51 is shut off, and the first air supply unit 215 is stopped.

(Embodiment 4)
The fuel cell ship 100 according to the fourth embodiment of the present invention will be described with reference to FIG. In the fourth embodiment, the fuel cell ship 100 is mainly different from the third embodiment in that the fuel cell ship 100 includes the fuel accommodating body 40 and the pipe accommodating bodies 70 and 80. The configuration of the fuel cell ship 100 according to the fourth embodiment is the same as the configuration of the fuel cell ship 100 shown in FIG. Hereinafter, the points that the embodiment 4 is different from the embodiment 3 will be mainly described.

FIG. 8 is a diagram showing a part of the internal structure of the fuel cell ship 100 according to the fourth embodiment. In FIG. 8, the air flow is indicated by a dashed arrow.

As shown in FIG. 8, the fuel cell ship 100 further includes an engine room 18 and partition walls W1 and W2. The engine room 18 is arranged at the lower part of the deck 1a. The fuel cell housing 19 is arranged in the engine room 18. The engine room 18 is separated from other spaces by partition walls W1 and W2. The material of the partition walls W1 and W2 is, for example, fiber reinforced plastic or an iron plate.

The duct 214 connected to the fuel cell housing 19 extends from the first ventilation port 211 to the deck 1a and is exposed from the upper surface of the deck 1a. The first air supply unit 215 is arranged at the end of the duct 214 on the deck 1a side. The first air supply unit 215 and the first external gas detection unit 24 are located on the upper part of the deck 1a. The first air supply unit 215 and the first external gas detection unit 24 may be arranged in the engine room 18. Further, the first discharge pipe 56 connected to the fuel cell 51 extends outboard. The first discharge pipe 56 may extend to an open space above the deck 1a, for example.

As shown in FIG. 8, the fuel cell ship 100 includes a fuel accommodating body 40, a second ventilation unit 41, a third external gas detection unit 42, a gas pipe 45, a fuel gas pipe 46, and a cutoff unit 47. , A second internal gas detection unit 48 and a second fire detection unit 49 are further provided.

The fuel accommodating body 40 accommodates the fuel gas storage unit 6. That is, the fuel accommodating body 40 has a space for accommodating the fuel gas storage unit 6. In the example of FIG. 8, in addition to the fuel gas storage unit 6, the fuel housing 40 includes a shutoff unit 47, a second internal gas detection unit 48, a second fire detection unit 49, a part of the gas pipe 45, and fuel. A part of the gas pipe 46 is accommodated.

The material of the fuel container 40 is, for example, fiber reinforced plastic or an iron plate. The fuel container 40 has a hollow shape. For example, the fuel container 40 has a hollow substantially rectangular parallelepiped shape. In this case, the fuel housing 40 has, for example, a top wall 40a, a bottom wall 40b, a front wall (not shown), a back wall (not shown), a side wall 40c, and a side wall 40d. However, the top surface, bottom surface, front surface, back surface, and side surface of the fuel container 40 can be arbitrarily determined. The shape of the fuel container 40 is not particularly limited as long as it has a space that can accommodate the fuel gas storage unit 6. The fuel container 40 can also be regarded as a container, a chamber, or a box that houses the fuel gas storage unit 6. The fuel accommodating body 40 is arranged below the deck 1a of the hull 1.

One end of the fuel gas pipe 46 is connected to the fuel gas storage unit 6. Further, the other end of the fuel gas pipe 46 is connected to one end of the fuel gas pipe 63. The other end of the fuel gas pipe 63 is connected to the fuel cell 51. Therefore, the fuel gas is supplied from the fuel gas storage unit 6 to the fuel cell 51 through the fuel gas pipe 46 and the fuel gas pipe 63. That is, the fuel gas pipe 46 and the fuel gas pipe 63 are pipes for supplying fuel gas to the fuel cell 51.

The cutoff portion 47 is arranged in the fuel gas pipe 46, and opens or closes the flow path of the fuel gas pipe 46. Specifically, the cutoff unit 47 switches between supply and suspension of fuel gas to the fuel cell 51. Therefore, the cutoff unit 47 can cut off the fuel gas supplied to the fuel cell 51. Typically, the shutoff portion 47 is a shutoff valve.

The second ventilation unit 41 ventilates the inside of the fuel container 40. Therefore, according to the fourth embodiment, even if the fuel gas (combustible gas) leaks in the fuel container 40 due to an unavoidable force, the fuel gas can be discharged to the outside of the fuel container 40. Further, even if a combustible gas (fuel gas or other combustible gas) invades into the fuel container 40 due to unavoidable force, the combustible gas can be discharged to the outside of the fuel container 40.

Therefore, according to the fourth embodiment, it is possible to prevent the flammable gas (fuel gas or other combustible gas) from staying in the fuel accommodating body 40.

Specifically, the second ventilation unit 41 has a third ventilation port 411, a fourth ventilation port 412, and a second air supply unit 413. The second ventilation unit 41 may further have a duct 414 and a duct 415.

The third ventilation port 411 is arranged in the fuel accommodating body 40 and communicates the inside and the outside of the fuel accommodating body 40. In the fourth embodiment, the third ventilation port 411 is arranged at the lower part of the fuel container 40. In the example of FIG. 8, the third ventilation port 411 is arranged at the lower part of the side wall 40c. For example, the third ventilation port 411 may be arranged on the bottom wall 40b on the side of the side wall 40c. However, as long as ventilation is possible, the arrangement of the third ventilation port 411 is not particularly limited. The third ventilation port 411 is a ventilation port for supplying air.

The duct 414 is connected to the fuel housing 40. The duct 414 extends from the third ventilation port 411 of the fuel container 40 to the deck 1a and is exposed from the deck 1a. The second air supply unit 413 is arranged at the end of the duct 414 on the deck 1a side. The second air supply unit 413 and the third external gas detection unit 42 are located on the upper part of the deck 1a. The second air supply unit 413 and the third external gas detection unit 42 may be arranged in the fuel chamber 22.

The second air supply unit 413 is, for example, an air supply fan. One or more filters (not shown) may be arranged in the second air supply unit 413. The second air supply unit 413 is preferably a non-explosion-proof type air supply fan. Because it is cheap. The second air supply unit 413 may be an explosion-proof air supply fan. The filter removes, for example, dust or sea salt particles. The control unit 171 shown in FIG. 1 controls the second air supply unit 413.

The second air supply unit 413 supplies air outside the fuel container 40 to the inside of the fuel container 40 through the duct 414 and the third ventilation port 411. Therefore, the air supply ventilates the inside of the fuel container 40. As a result, the retention of flammable gas (fuel gas or other flammable gas) in the fuel container 40 can be effectively suppressed. The arrangement of the second air supply unit 413 is not particularly limited as long as air can be supplied to the fuel accommodating body 40 through the third ventilation port 411. For example, the second air supply unit 413 may be arranged at the third ventilation port 411.

Specifically, since the second air supply unit 413 supplies air, the air outside the fuel container 40 is supplied to the inside of the fuel container 40 through the third ventilation port 411. Then, exhaust is performed through the fourth ventilation port 412. As a result, the inside of the fuel container 40 is ventilated.

The fourth ventilation port 412 is arranged in the fuel accommodating body 40 and communicates the inside and the outside of the fuel accommodating body 40. In the fourth embodiment, the fourth ventilation port 412 is arranged on the upper part of the fuel container 40. In the example of FIG. 8, the fourth ventilation port 412 is arranged on the top wall 40a on the side of the side wall 40d. In addition, for example, the fourth ventilation port 412 may be arranged above the side wall 40d. However, as long as ventilation is possible, the arrangement of the fourth ventilation port 412 is not particularly limited. The fourth ventilation port 412 is a ventilation port for exhaust gas.

The duct 415 is connected to the fuel housing 40. The duct 415 extends from the fourth ventilation port 412 to the outside of the deck 1a. Therefore, exhaust is performed through the fourth ventilation port 412 and the duct 415.

Specifically, air is supplied to the inside of the fuel container 40 by the second air supply unit 413 through the duct 414 and the third ventilation port 411. Then, the air is exhausted through the fourth ventilation port 412 and the duct 415.

The third external gas detection unit 42 is arranged outside the fuel accommodating body 40. Then, the third external gas detection unit 42 detects the combustible gas (fuel gas or other combustible gas) flowing into the inside from the outside of the fuel accommodating body 40. The third external gas detection unit 42 is, for example, a combustible gas sensor. The third external gas detection unit 42 outputs, for example, a signal indicating the combustible gas concentration to the control unit 171.

Specifically, the third external gas detection unit 42 is arranged outside the fuel accommodating body 40 corresponding to the second air supply unit 413. More specifically, the third external gas detection unit 42 is arranged upstream of the air flow with respect to the second air supply unit 413. In the example of FIG. 8, the third external gas detection unit 42 is arranged outside the second air supply unit 413 in the vicinity of the air supply port 413a of the second air supply unit 413. The third external gas detection unit 42 detects the combustible gas flowing into the third ventilation port 411 from the outside of the fuel accommodating body 40. That is, the third external gas detection unit 42 detects combustible gas from the outside of the fuel accommodating body 40 toward the second air supply unit 413.

The control unit 171 (FIG. 1) stops the second air supply unit 413 when the third external gas detection unit 42 detects combustible gas. Therefore, according to the fourth embodiment, it is possible to prevent the combustible gas from entering the fuel container 40 through the third ventilation port 411. In addition, even when the second air supply unit 413 does not have an explosion-proof structure, it is possible to prevent an originally unintended interaction between the combustible gas and the second air supply unit 413.

Specifically, when the third external gas detection unit 42 detects a combustible gas having a predetermined concentration TH4 or higher, the control unit 171 stops the second air supply unit 413. The predetermined concentration TH4 is experimentally and / or empirically predetermined.

In addition, when the third external gas detection unit 42 detects the combustible gas, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. As a result, the supply of fuel gas to the fuel cell 51 is stopped, and the power generation of the fuel cell 51 is stopped.

Specifically, when the third external gas detection unit 42 detects a combustible gas having a predetermined concentration TH4 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas.

The second internal gas detection unit 48 is arranged inside the fuel accommodating body 40. For example, the second internal gas detection unit 48 is arranged on the upper inner surface of the fuel container 40.

The second internal gas detection unit 48 detects the fuel gas. Since the fuel gas is typically hydrogen gas, the second internal gas detection unit 48 is, for example, a hydrogen gas sensor. The second internal gas detection unit 48 outputs, for example, a signal indicating the fuel gas concentration (hydrogen gas concentration) to the control unit 171.

When the second internal gas detection unit 48 detects the fuel gas, the control unit 171 controls the cutoff unit 47 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. For example, when the second internal gas detection unit 48 detects the fuel gas, there is a possibility that the fuel gas leaks inside the fuel container 40 due to an unavoidable force. Therefore, by shutting off the fuel gas in the fuel gas pipe 46, further leakage of the fuel gas can be prevented.

Specifically, when the second internal gas detection unit 48 detects a fuel gas having a predetermined concentration TH5 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas. The predetermined concentration TH5 is experimentally and / or empirically predetermined.

The second internal gas detection unit 48 may be arranged in, for example, the fourth ventilation port 412. Alternatively, the second internal gas detection unit 48 may be arranged, for example, upstream of the exhaust (air) flow with respect to the fourth ventilation port 412 and in the vicinity of the fourth ventilation port 412.

The second fire detection unit 49 is arranged inside the fuel housing 40. Specifically, the second fire detection unit 49 is arranged on the upper inner surface of the fuel container 40. In the example of FIG. 8, the second fire detection unit 49 is arranged on the top wall 40a of the fuel container 40.

The second fire detection unit 49 detects a fire that has occurred inside the fuel container 40, and outputs a signal indicating that a fire has occurred to the control unit 171. The configuration of the second fire detection unit 49 is the same as the configuration of the first fire detection unit 25.

When the second fire detection unit 49 detects a fire, the control unit 171 controls the shutoff unit 47 so as to shut off the fuel gas supplied to the fuel cell 51. As a result, the shutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46.

Here, the control unit 171 is the same as the process shown by the flowchart of FIG. 5 based on the detection results of the third external gas detection unit 42, the second internal gas detection unit 48, and the second fire detection unit 49. The process may be executed.

The control unit is when the second internal gas detection unit 48 detects fuel gas, the third external gas detection unit 42 detects combustible gas, or the second fire detection unit 49 detects a fire. 171 may control the shutoff unit 57 so as to shut off the fuel gas.

Further, when the first internal gas detection unit 23 detects the fuel gas, when the first external gas detection unit 24 detects the combustible gas, when the second external gas detection unit 27 detects the fuel gas, or when the second external gas detection unit 27 detects the fuel gas. 1 When the fire detection unit 25 detects a fire, the control unit 171 may control the shutoff unit 47 so as to shut off the fuel gas.

Further, when the second internal gas detection unit 48 detects fuel gas, when the third external gas detection unit 42 detects combustible gas, when the second fire detection unit 49 detects a fire, the first internal gas detection unit When the unit 23 detects the fuel gas, when the first external gas detection unit 24 detects the combustible gas, when the second external gas detection unit 27 detects the fuel gas, or when the first fire detection unit 25 fires. When the above is detected, the control unit 171 may simultaneously control the cutoff unit 57 and the cutoff unit 47 so as to shut off the fuel gas. As a result, the cutoff unit 57 and the cutoff unit 47 shut off the fuel gas substantially at the same time.

Further, when the second internal gas detection unit 48 detects fuel gas, the third external gas detection unit 42 detects combustible gas, the second fire detection unit 49 detects a fire, the first internal gas detection unit When the unit 23 detects the fuel gas, when the first external gas detection unit 24 detects the combustible gas, when the second external gas detection unit 27 detects the fuel gas, or when the first fire detection unit 25 fires. When the control unit 171 detects the above, the control unit 171 simultaneously controls the cutoff unit 57 and the cutoff unit 47 so as to shut off the fuel gas, and at the same time, opens the opening / closing unit 86 so as to open the flow path of the gas pipe 85. You may control it. As a result, substantially at the same time, the cutoff portion 57 and the cutoff portion 47 shut off the fuel gas, and the opening / closing portion 86 opens the flow path of the gas pipe 85. Therefore, the fuel gas remaining in the fuel gas pipes 46 and 63 between the cutoff portion 47 and the cutoff portion 57 can be discharged to the outside of the ship through the gas pipe 85, so that the supply of the fuel gas to the fuel cell 51 is more effective. Can be stopped at.

As shown in FIG. 8, the fuel cell ship 100 further includes a fuel chamber 22 and a partition wall W3. The fuel chamber 22 is arranged at the bottom of the deck 1a. The fuel housing 40 is arranged in the fuel chamber 22. The fuel chamber 22 is separated from other spaces by partition walls W2 and W3. The material of the partition walls W2 and W3 is, for example, fiber reinforced plastic or an iron plate. In the example of FIG. 8, the fuel chamber 22 and the engine room 18 are adjacent to each other. Then, the partition wall W2 is arranged between the fuel chamber 22 and the engine room 18.

Further, the fuel cell ship 100 further includes a pipe accommodating body 80, a third ventilation unit 81, a fourth external gas detection unit 82, a gas pipe 85, an opening / closing unit 86, and a third internal gas detection unit 87. Be prepared.

The pipe accommodating body 80 is arranged in the engine room 18. The pipe accommodating body 80 includes a part of the fuel gas pipe 46, a part of the fuel gas pipe 63, a part of the gas pipe 45, a part of the gas pipe 85, and an opening / closing portion 86 (hereinafter, “fuel gas pipe 46”. "Partial etc.") is accommodated.

The material of the pipe accommodating body 80 is, for example, fiber reinforced plastic or an iron plate. The pipe accommodating body 80 has a hollow shape. For example, the pipe accommodating body 80 has a hollow substantially rectangular parallelepiped shape. In this case, the pipe accommodating body 80 has, for example, a top wall 80a, a bottom wall 80b, a front wall (not shown), a back wall (not shown), a side wall 80c, and a side wall 80d. However, the top surface, bottom surface, front surface, back surface, and side surface of the pipe accommodating body 80 can be arbitrarily determined. The shape of the pipe accommodating body 80 is not particularly limited as long as it has a space that can accommodate a part of the fuel gas pipe 46 and the like. The pipe accommodating body 80 can also be regarded as a container, a chamber, or a box that accommodates a part of the fuel gas pipe 46 and the like. The pipe accommodating body 80 is arranged, for example, below the deck 1a of the hull 1.

One end of the gas pipe 85 is connected to the fuel gas pipe 46 and the fuel gas pipe 63. The other end of the gas pipe 85 is located inside the duct 415.

The opening / closing portion 86 is arranged in the gas pipe 85. The opening / closing portion 86 opens or closes the flow path of the gas pipe 85. The on-off portion 86 is, for example, an on-off valve.

The third ventilation unit 81 ventilates the inside of the pipe accommodating body 80. Therefore, according to the fourth embodiment, even if the fuel gas (combustible gas) leaks in the pipe accommodating body 80 due to unavoidable force, the fuel gas can be discharged to the outside of the pipe accommodating body 80. Further, even if a flammable gas (fuel gas or other flammable gas) invades into the pipe accommodating body 80 due to unavoidable force, the combustible gas can be discharged to the outside of the pipe accommodating body 80.

Therefore, according to the fourth embodiment, it is possible to prevent the flammable gas (fuel gas and other combustible gas) from staying in the pipe accommodating body 80 that accommodates a part of the fuel gas pipe 46 and the like.

Specifically, the third ventilation unit 81 has a fifth ventilation port 811, a sixth ventilation port 812, and a third air supply unit 813. The third ventilation unit 81 may further have a duct 814.

The fifth ventilation port 811 is arranged in the pipe accommodating body 80, and communicates the inside and the outside of the pipe accommodating body 80. In the fourth embodiment, the fifth ventilation port 811 is arranged at the lower part of the pipe accommodating body 80. In the example of FIG. 8, the fifth ventilation port 811 is arranged below the side wall 80d. For example, the fifth ventilation port 811 may be arranged on the bottom wall 80b on the side of the side wall 80d. However, as long as ventilation is possible, the arrangement of the fifth ventilation port 811 is not particularly limited. The fifth ventilation port 811 is a ventilation port for supplying air.

The duct 814 is connected to the pipe accommodating body 80. The duct 814 extends from the fifth ventilation port 811 of the pipe accommodating body 80 to the deck 1a and is exposed from the deck 1a. The third air supply unit 813 is arranged at the end of the duct 814 on the deck 1a side. The third air supply unit 813 and the fourth external gas detection unit 82 are located on the upper part of the deck 1a. The third air supply unit 813 and the fourth external gas detection unit 82 may be arranged in the fuel chamber 22.

The third air supply unit 813 is, for example, an air supply fan. The third air supply unit 813 is preferably a non-explosion-proof type air supply fan. Because it is cheap. The third air supply unit 813 may be an explosion-proof air supply fan. One or more filters (not shown) may be arranged in the third air supply unit 813. The filter removes, for example, dust or sea salt particles. The control unit 171 controls the third air supply unit 813.

The third air supply unit 813 supplies the air outside the pipe accommodating body 80 to the inside of the pipe accommodating body 80 through the duct 814 and the fifth ventilation port 811. Therefore, the inside of the pipe accommodating body 80 is ventilated by the air supply. As a result, it is possible to effectively suppress the accumulation of flammable gas (fuel gas or other combustible gas) in the pipe accommodating body 80 that accommodates a part of the fuel gas pipe 46 or the like. The arrangement of the third air supply unit 813 is not particularly limited as long as air can be supplied to the pipe accommodating body 80 through the fifth ventilation port 811. For example, the third air supply unit 813 may be arranged at the fifth ventilation port 811.

Specifically, since the third air supply unit 813 supplies air, the air outside the pipe accommodating body 80 is supplied to the inside of the pipe accommodating body 80 through the fifth ventilation port 811. Then, exhaust is performed through the sixth ventilation port 812. As a result, the inside of the pipe accommodating body 80 is ventilated.

The sixth ventilation port 812 is arranged in the pipe accommodating body 80 and communicates the inside and the outside of the pipe accommodating body 80. In the fourth embodiment, the sixth ventilation port 812 is arranged on the upper part of the pipe accommodating body 80. In the example of FIG. 8, the sixth ventilation port 812 is arranged on the top wall 80a. In addition, for example, the sixth ventilation port 812 may be arranged in the upper part of the side wall 80c. However, as long as ventilation is possible, the arrangement of the sixth ventilation port 812 is not particularly limited. The sixth ventilation port 812 is a ventilation port for exhaust gas.

The fourth external gas detection unit 82 is arranged outside the pipe accommodating body 80. Then, the fourth external gas detection unit 82 detects the combustible gas (fuel gas or other combustible gas) flowing into the inside from the outside of the pipe accommodating body 80. The fourth external gas detection unit 82 is, for example, a combustible gas sensor. The fourth external gas detection unit 82 outputs, for example, a signal indicating the combustible gas concentration to the control unit 171.

Specifically, the fourth external gas detection unit 82 is arranged outside the pipe accommodating body 80 corresponding to the third air supply unit 813. More specifically, the fourth external gas detection unit 82 is arranged upstream of the air flow with respect to the third air supply unit 813. In the example of FIG. 8, the fourth external gas detection unit 82 is arranged outside the third air supply unit 813 in the vicinity of the air supply port 813a of the third air supply unit 813. The fourth external gas detection unit 82 detects the combustible gas flowing into the fifth ventilation port 811 from the outside of the pipe accommodating body 80. That is, the fourth external gas detection unit 82 detects combustible gas from the outside of the pipe accommodating body 80 toward the third air supply unit 813.

The control unit 171 (FIG. 1) stops the third air supply unit 813 when the fourth external gas detection unit 82 detects combustible gas. Therefore, according to the fourth embodiment, it is possible to prevent the combustible gas from entering the pipe accommodating body 80 through the fifth ventilation port 811. In addition, even when the third air supply unit 813 does not have an explosion-proof structure, it is possible to prevent an originally unintended interaction between the combustible gas and the third air supply unit 813.

Specifically, when the fourth external gas detection unit 82 detects a combustible gas having a predetermined concentration TH6 or higher, the control unit 171 stops the third air supply unit 813. The predetermined concentration TH6 is experimentally and / or empirically predetermined.

In addition, when the fourth external gas detection unit 82 detects combustible gas, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. As a result, the supply of fuel gas to the fuel cell 51 is stopped, and the power generation of the fuel cell 51 is stopped.

Specifically, when the fourth external gas detection unit 82 detects a combustible gas having a predetermined concentration TH6 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas.

The third internal gas detection unit 87 is arranged inside the pipe accommodating body 80. For example, the third internal gas detection unit 87 is arranged on the upper inner surface of the pipe accommodating body 80.

The third internal gas detection unit 87 detects the fuel gas. Since the fuel gas is typically hydrogen gas, the third internal gas detection unit 87 is, for example, a hydrogen gas sensor. The third internal gas detection unit 87 outputs, for example, a signal indicating the fuel gas concentration (hydrogen gas concentration) to the control unit 171.

When the third internal gas detection unit 87 detects the fuel gas, the control unit 171 controls the cutoff unit 47 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. For example, when the third internal gas detection unit 87 detects the fuel gas, there is a possibility that the fuel gas leaks inside the pipe accommodating body 80 due to an unavoidable force. Therefore, by shutting off the fuel gas in the fuel gas pipe 46, further leakage of the fuel gas can be prevented.

Specifically, when the third internal gas detection unit 87 detects a fuel gas having a predetermined concentration TH7 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas. The predetermined concentration TH7 is experimentally and / or empirically predetermined.

The third internal gas detection unit 87 may be arranged in, for example, the sixth ventilation port 812. Alternatively, the third internal gas detection unit 87 may be arranged, for example, upstream of the exhaust (air) flow with respect to the sixth ventilation port 812 and in the vicinity of the sixth ventilation port 812. The fuel cell ship 100 does not have to include the third internal gas detection unit 87. This is because even if the fuel gas leaks in the pipe accommodating body 80, the fuel gas flows out to the pipe accommodating body 70, so that the fuel gas can be detected by the fourth internal gas detecting unit 94.

Here, the control unit 171 executes the same processing as the processing shown by the flowchart of FIG. 5 (excluding step S13) based on the detection results of the fourth external gas detection unit 82 and the third internal gas detection unit 87. You may.

When the third internal gas detection unit 87 detects the fuel gas, or when the fourth external gas detection unit 82 detects the combustible gas, the control unit 171 cuts off the fuel gas 57. May be controlled.

As shown in FIG. 8, the fuel cell ship 100 opens and closes the pipe accommodating body 70, the fourth ventilation unit 72, the fuel gas introduction port 74, the first check valve 76, and the inert gas introduction port 77. A unit 78, a second check valve 79, an inert gas pipe 92, and a fourth internal gas detection unit 94 are further provided.

The pipe accommodating body 70 is arranged on the upper part of the deck 1a. The pipe accommodating body 70 includes a part of the gas pipe 45, a part of the gas pipe 85, an inert gas pipe 92, a first check valve 76, an opening / closing portion 78, and a second check valve 79 (hereinafter, “gas”). It is described as "a part of the pipe 45, etc.").

The material of the pipe accommodating body 70 is, for example, fiber reinforced plastic. The pipe accommodating body 70 has a hollow shape. For example, the pipe accommodating body 70 has a hollow substantially rectangular parallelepiped shape. In this case, the pipe accommodating body 70 has, for example, a top wall 70a, a bottom wall 70b, a front wall (not shown), a back wall (not shown), a side wall 70c, and a side wall 70d. However, the top surface, bottom surface, front surface, back surface, and side surface of the pipe accommodating body 70 can be arbitrarily determined. Further, the shape of the pipe accommodating body 70 is not particularly limited as long as it has a space capable of accommodating a part of the gas pipe 45 or the like. The pipe accommodating body 70 can also be regarded as a container, a chamber, or a box that accommodates a part of the gas pipe 45 and the like. The pipe accommodating body 70 and the pipe accommodating body 80 may be formed as the same housing and communicate with each other.

One end of the gas pipe 45 is connected to the fuel gas storage unit 6, and the other end of the gas pipe 45 is connected to the fuel gas introduction port 74. The first check valve 76 is arranged upstream of the gas pipe 45. Fuel gas is supplied to the fuel gas introduction port 74. Then, the fuel gas is introduced into the fuel gas storage unit 6 through the first check valve 76 and the gas pipe 45. As a result, the fuel gas is stored in the fuel gas storage unit 6. Since the fuel gas passes through the gas pipe 45, the gas pipe 45 can be regarded as a “fuel gas pipe”. The first check valve 76 prevents the backflow of fuel gas.

When supplying fuel gas to the fuel gas introduction port 74, the opening / closing portion 78 closes the flow path of the inert gas pipe 92.

One end of the inert gas pipe 92 is connected to the upstream of the gas pipe 45, and the other end of the inert gas pipe 92 is connected to the inert gas introduction port 77. An opening / closing portion 78 and a second check valve 79 are arranged in the inert gas pipe 92. The second check valve 79 is arranged downstream of the opening / closing portion 78. The opening / closing portion 78 opens or closes the flow path of the inert gas pipe 92. The on-off portion 78 is, for example, an on-off valve. The fuel cell ship 100 does not have to include the opening / closing portion 78. This is because the fuel cell ship 100 includes a second check valve 79.

In the state where the fuel gas is not supplied to the fuel gas introduction port 74, the inert gas is supplied to the inert gas introduction port 77. The inert gas is typically nitrogen gas. Then, when the opening / closing unit 78 opens the flow path of the inert gas pipe 92, the inert gas is introduced into the fuel gas storage unit 6 through the second check valve 79 and the gas pipe 45. Further, when the cutoff portion 47 opens the flow path of the fuel gas pipe 46, the opening / closing section 86 opens the flow path of the gas pipe 85, and the cutoff portion 57 closes the flow path of the fuel gas pipe 63, the inert gas is released. , The fuel gas storage unit 6 is discharged to the duct 415 through the fuel gas pipe 46, the gas pipe 85, the eighth ventilation port 721, and the duct 724. That is, the fuel gas is purged by the inert gas. At the time of purging, the gas pipe 85 can be regarded as a "fuel gas pipe" at the point where the fuel gas passes through the gas pipe 85.

The fourth ventilation unit 72 ventilates the inside of the pipe accommodating body 70. Therefore, according to the fourth embodiment, even if the fuel gas (combustible gas) leaks in the pipe accommodating body 70 due to unavoidable force, the fuel gas can be discharged to the outside of the pipe accommodating body 70. Further, even if a flammable gas (fuel gas or other flammable gas) invades into the pipe accommodating body 70 due to unavoidable force, the combustible gas can be discharged to the outside of the pipe accommodating body 70.

Therefore, according to the fourth embodiment, it is possible to prevent the flammable gas (fuel gas and other combustible gas) from staying in the pipe accommodating body 70 that accommodates a part of the gas pipe 45 and the like.

Specifically, the fourth ventilation unit 72 has an eighth ventilation port 721 and a ninth ventilation port 722. The fourth ventilation unit 72 may further have a duct 724.

The eighth ventilation port 721 is arranged in the pipe accommodating body 70 and communicates the inside and the outside of the pipe accommodating body 70. In the fourth embodiment, the eighth ventilation port 721 is arranged in the lower part of the pipe accommodating body 70. In the example of FIG. 8, the eighth ventilation port 721 is arranged on the bottom wall 70b. However, as long as ventilation is possible, the arrangement of the eighth ventilation port 721 is not particularly limited. The eighth ventilation port 721 is a ventilation port for supplying air.

The ninth ventilation port 722 is arranged in the pipe accommodating body 70 and communicates the inside and the outside of the pipe accommodating body 70. In the fourth embodiment, the ninth ventilation port 722 is arranged on the inner upper side of the pipe accommodating body 70. However, as long as ventilation is possible, the arrangement of the ninth ventilation port 722 is not particularly limited. The ninth ventilation port 722 is a ventilation port for exhaust gas.

The base end of the duct 724 is connected to the ninth ventilation port 722. The tip of the duct 724 is located inside the duct 415. Therefore, the air flows into the pipe accommodating body 70 from the eighth ventilation port 721, and is exhausted to the duct 415 through the ninth ventilation port 722 and the duct 724. The exhaust of the pipe accommodating body 70 may be independently directed to the outboard without merging with the duct 415.

The fourth internal gas detection unit 94 is arranged inside the pipe accommodating body 70. For example, the fourth internal gas detection unit 94 is arranged on the upper inner surface of the pipe accommodating body 70.

The fourth internal gas detection unit 94 detects the fuel gas. Since the fuel gas is typically hydrogen gas, the fourth internal gas detection unit 94 is, for example, a hydrogen gas sensor. The fourth internal gas detection unit 94 outputs, for example, a signal indicating the fuel gas concentration (hydrogen gas concentration) to the control unit 171.

When the fourth internal gas detection unit 94 detects the fuel gas, the control unit 171 controls the cutoff unit 47 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. For example, when the fourth internal gas detection unit 94 detects the fuel gas, there is a possibility that the fuel gas leaks inside the pipe accommodating body 70 due to an unavoidable force. Therefore, by shutting off the fuel gas in the fuel gas pipe 46, further leakage of the fuel gas can be prevented.

Specifically, when the fourth internal gas detection unit 94 detects a fuel gas having a predetermined concentration TH8 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas. The predetermined concentration TH8 is experimentally and / or empirically predetermined.

The fourth internal gas detection unit 94 may be arranged in, for example, the ninth ventilation port 722. Alternatively, the fourth internal gas detection unit 94 may be arranged, for example, upstream of the exhaust (air) flow with respect to the ninth ventilation port 722 and in the vicinity of the ninth ventilation port 722.

Here, the control unit 171 may execute the same process as the process shown by the flowchart of FIG. 3 (excluding step S2) based on the detection result of the fourth internal gas detection unit 94.

When the fourth internal gas detection unit 94 detects the fuel gas, the control unit 171 may control the cutoff unit 57 so as to shut off the fuel gas.

As shown in FIG. 8, the fuel cell ship 100 further includes a communication unit 98 and a communication unit 99. The communication portion 98 communicates the pipe accommodating body 70 and the pipe accommodating body 80. Specifically, the eighth ventilation port 721 of the pipe accommodating body 70 and the sixth ventilation port 812 of the pipe accommodating body 80 communicate with each other. The communication portion 98 is, for example, a pipe. That is, the communication portion 98 is a hollow member that connects the pipe accommodating body 70 and the pipe accommodating body 80.

According to the fourth embodiment, by providing the communication portion 98, the exhaust from the pipe accommodating body 80 can be performed via the communication portion 98 and the pipe accommodating body 70.

Specifically, air is supplied to the inside of the pipe accommodating body 80 by the third air supply unit 813 through the duct 814 and the fifth ventilation port 811. Then, the air is exhausted to the duct 415 through the sixth ventilation port 812, the communication portion 98, the eighth ventilation port 721, the ninth ventilation port 722, and the duct 724. Then, the air is exhausted through the duct 415.

The gas pipe 45 extends from the fuel gas storage unit 6 to the pipe accommodating body 80, and further extends to the pipe accommodating body 70 through the sixth ventilation port 812, the communication portion 98, and the eighth ventilation port 721. Further, the gas pipe 85 extends from the pipe accommodating body 70 to the pipe accommodating body 70 through the sixth ventilation port 812, the communication portion 98, and the eighth ventilation port 721. The fuel gas pipe 46 extends from the fuel gas storage unit 6 to the pipe accommodating body 80, and is connected to the gas pipe 85 and the fuel gas pipe 63 inside the pipe accommodating body 80.

The communication unit 99 communicates the pipe accommodating body 80 and the fuel cell accommodating body 19. Specifically, the second ventilation port 213 of the fuel cell accommodating body 19 communicates with the pipe accommodating body 70. More specifically, the communication portion 99 communicates the opening 80x of the pipe accommodating body 70 with the second ventilation port 213 of the fuel cell accommodating body 19. The opening 80x is arranged, for example, on the side wall 80d of the pipe accommodating body 80. The communication portion 98 is, for example, a pipe. That is, the communication portion 99 is a hollow member that connects the pipe accommodating body 80 and the fuel cell accommodating body 19.

According to the fourth embodiment, by providing the communication portion 99, the exhaust from the fuel cell accommodating body 19 can be performed via the communication portion 99 and the pipe accommodating body 80.

Specifically, air is supplied to the inside of the fuel cell housing 19 by the first air supply unit 215 through the duct 214 and the first ventilation port 211. Then, the air passes through the second ventilation port 213, the communication portion 99, and the opening 80x, and enters the pipe accommodating body 80. Further, the air is exhausted to the duct 415 through the sixth ventilation port 812, the communication portion 98, the eighth ventilation port 721, the ninth ventilation port 722, and the duct 724. Then, the air is exhausted through the duct 415.

The fuel gas pipe 63 extends from the fuel cell 51 to the pipe accommodating body 80 through the second ventilation port 213, the communication portion 99, and the opening 80x. Then, the fuel gas pipe 63 is connected to the fuel gas pipe 46 and the gas pipe 85 inside the pipe accommodating body 80.

As shown in FIG. 8, the fuel cell ship 100 further includes a gas detection unit 50. The gas detection unit 50 is arranged inside the duct 415. The duct 415 extends from the fourth ventilation port 412 of the fuel accommodating body 40 through the deck 1a and the pipe accommodating body 70 to the outside of the pipe accommodating body 70. The gas detection unit 50 is arranged inside the duct 415 above the duct 724.

The gas detection unit 50 detects the fuel gas. Since the fuel gas is typically hydrogen gas, the gas detection unit 50 is, for example, a hydrogen gas sensor. The gas detection unit 50 outputs, for example, a signal indicating the fuel gas concentration to the control unit 171.

When the gas detection unit 50 detects the fuel gas, the control unit 171 controls the cutoff unit 47 so as to cut off the fuel gas supplied to the fuel cell 51. Therefore, the cutoff unit 47 shuts off the fuel gas in the fuel gas pipe 46. As a result, the supply of fuel gas to the fuel cell 51 is stopped.

Specifically, when the gas detection unit 50 detects a fuel gas having a predetermined concentration TH9 or higher, the control unit 171 controls the cutoff unit 47 so as to shut off the fuel gas. The predetermined concentration TH9 is experimentally and / or empirically predetermined.

The control unit 171 may control the cutoff unit 57 so that the control unit 171 shuts off the fuel gas when the gas detection unit 50 detects the fuel gas. The fuel cell ship 100 does not have to include the gas detection unit 50.

The embodiments and examples of the present invention have been described above with reference to the drawings. However, the present invention is not limited to the above embodiment, and can be carried out in various embodiments without departing from the gist thereof (for example, (1) to (4) below). In addition, the plurality of components disclosed in the above-described embodiment can be appropriately modified. For example, one component of all the components shown in one embodiment may be added to another component of another embodiment, or some of the components of all the components shown in one embodiment. The element may be removed from the embodiment.

In addition, the drawings are schematically shown mainly for each component in order to facilitate the understanding of the invention, and the thickness, length, number, spacing, etc. of each of the illustrated components are shown in the drawings. It may be different from the actual one for the convenience of. Further, the configuration of each component shown in the above embodiment is an example and is not particularly limited, and it goes without saying that various changes can be made without substantially deviating from the effect of the present invention. ..

(1) In FIG. 6, the fuel cell ship 100 does not have to include the first air supply unit 215 and the first external gas detection unit 24. Further, in FIG. 6, the fuel cell ship 100 does not have to include the first external gas detection unit 24.

(2) In FIG. 8, the fuel cell ship 100 has a set of a first air supply unit 215 and a first external gas detection unit 24, a set of a second air supply unit 413 and a third external gas detection unit 42, and a second. 3. Of the sets of the air supply unit 813 and the fourth external gas detection unit 82, a part of the set may be provided or the entire set may not be provided. Further, the fuel cell ship 100 includes an exhaust fan corresponding to at least one of the second ventilation port 213, the fourth ventilation port 412, the sixth ventilation port 812, and the ninth ventilation port 722. May be. The exhaust fan is preferably an explosion-proof type. The exhaust fan may be a non-explosion-proof type.

Further, in FIG. 8, the fuel cell ship 100 includes a first internal gas detection unit 23, a first external gas detection unit 24, a first fire detection unit 25, a second external gas detection unit 27, and a third external gas detection unit 42. , 2nd internal gas detection unit 48, 2nd fire detection unit 49, 4th external gas detection unit 82, 3rd internal gas detection unit 87, 4th internal gas detection unit 94, and gas detection unit 50. It may or may not have all the detectors.

(3) In FIG. 8, the fuel cell ship 100 includes a part of the first air supply unit 215, the second air supply unit 413, and the third air supply unit 813, or all the air supply units. May have one or more filters (not shown). The filter removes, for example, dust or sea salt particles.

(4) In the present invention, the fuel cell ship 100 has the second ventilation port 213 of the fuel cell housing 19 as one of the piping housing 80 (FIG. 8) and the fuel housing 40 (FIG. 8). A communication unit (hereinafter, referred to as “communication unit P”) may be provided.

For example, in the fourth embodiment described with reference to FIG. 8, the communication unit P is the communication unit 99. Then, the communication unit 99 communicates the second ventilation port 213 of the fuel cell accommodating body 19 with the pipe accommodating body 80.

For example, the communication portion P (not shown) may communicate the second ventilation port 213 of the fuel cell accommodating body 19 shown in FIG. 8 with the fuel accommodating body 40 shown in FIG. That is, the communication unit P may communicate the fuel cell accommodating body 19 and the fuel accommodating body 40 shown in FIG. In this case, for example, the fuel housing 40 is arranged next to the fuel cell housing 19. Further, for example, the communication portion P communicates between the opening of the fuel accommodating body 40 (not shown) and the second ventilation port 213 of the fuel cell accommodating body 19. The opening of the fuel container 40 is arranged, for example, on the side wall 40d of the fuel container 40. The communication portion P is, for example, a pipe. That is, the communication portion P is a hollow member that connects the fuel accommodating body 40 and the fuel cell accommodating body 19.

(5) The fuel cell ship 100 may include a power source other than the fuel cell system 5 and the storage battery system 7 in addition to the fuel cell system 5 and the storage battery system 7. The power source is, for example, an engine-type generator equipped with a power conversion device.

The present invention relates to a fuel cell ship and has industrial applicability.

1 Ship body 6 Fuel gas storage unit 9 Propulsion device 51 Fuel cell 19 Fuel cell housing 21, 21A 1st ventilation unit 24 1st external gas detection unit (external gas detection unit)
27 Second external gas detection unit (external gas detection unit)
40 Fuel container 45 Gas piping (fuel gas piping)
46 Fuel gas piping 41 Second ventilation section 47, 57 Blocking section 63 Fuel gas piping 69 Cooling medium storage section 80 Piping housing 73 First cooling medium piping (cooling medium piping)
81 Third ventilation section 85 Gas piping (fuel gas piping)
100 Fuel cell ship 171 Control unit 211 1st ventilation port 213 2nd ventilation port 215 1st air supply unit (air supply unit)

Claims (10)

A propulsion device that generates propulsive force on the hull,
A fuel cell that supplies electric power to the propulsion device,
A fuel cell accommodating body accommodating the fuel cell and
A fuel cell ship including a first ventilation unit that ventilates the inside of the fuel cell housing. An external gas detection unit that is arranged outside the fuel cell housing and detects combustible gas that flows from the outside of the fuel cell housing to the inside or that flows out from the inside of the fuel cell housing to the outside. ,
A shut-off unit capable of shutting off the fuel gas supplied to the fuel cell,
Further provided with a control unit for controlling the cutoff unit,
The fuel cell ship according to claim 1, wherein when the external gas detection unit detects the combustible gas, the control unit controls the shutoff unit so as to shut off the fuel gas. The first ventilation unit is
A first ventilation port that communicates the inside and the outside of the fuel cell housing,
An air supply unit that supplies air outside the fuel cell housing to the inside of the fuel cell housing through the first ventilation port, and
The fuel cell ship according to claim 1, which has a second ventilation port that communicates the inside and the outside of the fuel cell housing. The fuel cell ship according to claim 3, further comprising a first external gas detecting unit that is arranged outside the fuel cell housing in response to the air supply unit and detects combustible gas. Further provided with a control unit for controlling the air supply unit,
The fuel cell ship according to claim 4, wherein when the first external gas detecting unit detects the combustible gas, the air supply unit is stopped. A shut-off unit capable of shutting off the fuel gas supplied to the fuel cell,
Further provided with a control unit for controlling the cutoff unit,
The fuel cell ship according to claim 4, wherein when the first external gas detection unit detects the combustible gas, the control unit controls the shutoff unit so as to shut off the fuel gas. A cooling medium storage unit, which is arranged outside the fuel cell housing and stores a cooling medium for cooling the fuel cell,
A cooling medium pipe that supplies the cooling medium from the cooling medium storage unit toward the fuel cell, and
The fuel cell ship according to claim 1, further comprising a second external gas detecting unit that is arranged outside the fuel cell housing so as to correspond to the cooling medium storage unit and detects fuel gas. A shut-off unit capable of shutting off the fuel gas supplied to the fuel cell,
Further provided with a control unit for controlling the cutoff unit,
The fuel cell ship according to claim 7, wherein when the second external gas detection unit detects the fuel gas, the control unit controls the shutoff unit so as to shut off the fuel gas. A fuel gas storage unit that stores the fuel gas supplied to the fuel cell,
A fuel container accommodating the fuel gas storage unit and
A second ventilator that ventilates the inside of the fuel container,
The fuel gas pipe through which the fuel gas passes and
A pipe accommodating body that accommodates a part of the fuel gas pipe,
The fuel cell ship according to any one of claims 1 to 8, further comprising a third ventilation unit that ventilates the inside of the pipe accommodating body. The first ventilation unit has a ventilation port that communicates the inside and the outside of the fuel cell housing.
The fuel cell ship according to claim 9, further comprising a communication portion in which the ventilation port communicates with one of the pipe accommodating body and the fuel accommodating body.

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