KR102426977B1 - Hybrid ship - Google Patents

Abstract

A hybrid vessel is provided that uses an inert gas to prevent an arc hazard. The hybrid vessel includes: a fuel cell that produces first electric power used to operate the vessel; a battery for storing secondary power used to operate the vessel; a propulsion unit for propelling the vessel according to the operation plan of the vessel by using at least one of the first electric power and the second electric power; and a power cut-off device that blocks the supply of at least one power to the propulsion unit, and sprays an inert gas to the contact point when the at least one power is cut off to prevent an arc.

Description

Hybrid ship

The present invention relates to a ship. More particularly, it relates to a ship equipped with a hybrid power generation system.

A fuel cell refers to a cell that converts chemical energy generated by oxidation of fuel (eg, hydrogen, natural gas, etc.) into electrical energy. Since these fuel cells hardly emit air pollutants, they are in the spotlight as eco-friendly energy.

When a fuel cell system is used as a power source for a ship, it is possible to reduce pollutants even in the ocean, and energy saving effect due to high thermal efficiency can also be obtained. So, today, countries around the world are spurring the development of ships using fuel cell systems as eco-friendly ships.

Korea Patent Publication No. 10-2017-0049845 (published on: 2017.05.11.)

In the case of a ship using a fuel cell system as a power source, a battery system that can be charged with electricity produced by the fuel cell system may be provided in order to be used as a power source in an emergency, and may be constructed as a hybrid ship.

However, when a fuel cell system and a battery system are used in combination in a hybrid ship, since a DC power breaker is used as a means for cutting off power, an arc is highly likely to occur.

An object to be solved by the present invention is to provide a hybrid vessel that prevents danger due to arcs by using an inert gas.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

One aspect of the hybrid ship of the present invention for achieving the above object is a fuel cell for generating first electric power used to operate the ship; a battery for storing secondary power used to operate the vessel; a propulsion unit for propelling the vessel according to the operation plan of the vessel by using at least one of the first electric power and the second electric power; and a power cut-off device that blocks the supply of the at least one power to the propulsion unit, and sprays an inert gas to the contact point when the at least one power is cut off to prevent an arc.

The power interrupting device may use a low-concentration oxygen gas having an oxygen concentration equal to or less than a reference value as the inert gas.

The power cut-off device may use a cathode off gas discharged from the fuel cell as the low concentration oxygen gas.

The power cut-off device may be provided on a power line connecting the fuel cell and the propulsion unit, or may be provided to be connected to a switch located on the power line.

The power blocking device may include: a power blocking unit for blocking the supply of the at least one power to the propulsion unit; a dehumidifier for removing moisture from off gas discharged from the fuel cell; and a gas injector which injects the off-gas to a contact point as the inert gas when the at least one power is cut off, and fills the inside of the power cut-off unit with the off gas when the at least one power is not cut off. may include.

The power cut-off device may further include an oxygen separator for separating oxygen from the off-gas, and the dehumidifier may remove moisture from the off-gas from which oxygen is separated.

The gas injector may fill the inside of the battery room with the off-gas when a fire occurs in a battery room in which the battery is built.

The details of other embodiments are included in the detailed description and drawings.

1 is a conceptual diagram schematically illustrating a hybrid ship according to an embodiment of the present invention.
2 is a detailed view specifically showing the internal configuration of a hybrid ship according to an embodiment of the present invention.
3 and 4 are exemplary views showing the operation state of the power unit and the power distribution unit in normal times.
5 is a conceptual diagram schematically illustrating a hybrid vessel according to another embodiment of the present invention.
6 is a block diagram schematically illustrating an internal configuration of a power cut-off device provided in a hybrid ship according to the first embodiment.
7 is a first exemplary view for explaining a position where the power cutoff unit provided in the power cutoff device is formed in the power distribution unit.
8 is a second exemplary view for explaining a position in which the power cutoff unit provided in the power cutoff device is formed in the power distribution unit.
9 is a block diagram schematically illustrating an internal configuration of a power cut-off device provided in a hybrid ship according to a second embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Advantages and features of the present invention and methods of achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments published below, but may be implemented in various different forms, and only these embodiments make the publication of the present invention complete, and common knowledge in the art to which the present invention pertains It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

Reference to an element or layer “on” or “on” another element or layer includes not only directly on the other element or layer, but also with intervening other layers or elements. include all On the other hand, reference to an element "directly on" or "directly on" indicates that no intervening element or layer is interposed.

Spatially relative terms "below", "beneath", "lower", "above", "upper", etc. It can be used to easily describe the correlation between an element or components and other elements or components. The spatially relative terms should be understood as terms including different orientations of the device during use or operation in addition to the orientation shown in the drawings. For example, when an element shown in the figures is turned over, an element described as "beneath" or "beneath" another element may be placed "above" the other element. Accordingly, the exemplary term “below” may include both directions below and above. The device may also be oriented in other orientations, and thus spatially relative terms may be interpreted according to orientation.

Although first, second, etc. are used to describe various elements, components, and/or sections, it should be understood that these elements, components, and/or sections are not limited by these terms. These terms are only used to distinguish one element, component, or sections from another. Accordingly, it goes without saying that the first element, the first element, or the first section mentioned below may be the second element, the second element, or the second section within the spirit of the present invention.

The terminology used herein is for the purpose of describing the embodiments and is not intended to limit the present invention. In this specification, the singular also includes the plural, unless specifically stated otherwise in the phrase. As used herein, “comprises” and/or “comprising” refers to the presence of one or more other components, steps, operations and/or elements mentioned. or addition is not excluded.

Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used with the meaning commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in a commonly used dictionary are not to be interpreted ideally or excessively unless clearly defined in particular.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. A description will be omitted.

1 is a conceptual diagram schematically illustrating a hybrid ship according to an embodiment of the present invention.

In this embodiment, the hybrid ship ( 10 ) refers to a ship using a plurality of power generation systems as a power source. For example, the hybrid vessel 10 may use a fuel cell system and a battery system as power sources. However, the present embodiment is not limited thereto. The hybrid vessel 10 may further use a solar system as a power source in addition to a fuel cell system and a battery system.

According to FIG. 1 , a hybrid ship 10 includes a hull 100 , a fuel tank 200 , a power unit 300 , a power distribution unit 400 , a propulsion unit 500 , a load equipment 600 and a control unit 800 . It may be composed of

The fuel tank 200 is provided inside the hull 100 and serves to store fuel used to supply propulsion to the hull 100 . The fuel stored in the fuel tank 200 may be a liquid fuel (eg, liquefied natural gas (LNG)), but the present embodiment is not limited thereto. The fuel stored in the fuel tank 200 may be gaseous fuel (eg, hydrogen).

A plurality of fuel tanks 200 may be provided in the hybrid vessel 10 . When a plurality of fuel tanks 200 are provided in the hybrid vessel 10, some may store liquid fuel (eg, liquefied natural gas), and some may store gaseous fuel (eg, hydrogen). . However, the present embodiment is not limited thereto.

The power unit 300 serves to supply power to the propulsion unit 500 , the load equipment 600 , the control unit 800 , and the like. The power unit 300 may generate or store power for this purpose, and may supply the generated or stored power to the propulsion unit 500 , the load equipment 600 , the control unit 800 , and the like.

The power unit 300 may include a fuel cell system and a battery system in this embodiment. The fuel cell system may generate first electric power by using Boil Off Gas (BOG) generated in the fuel tank 200 , and the first electric power is applied to the propulsion unit 500 , the load equipment 600 , and the control unit. (800), etc. can be supplied. However, the present embodiment is not limited thereto. The fuel cell system may also generate the first power using hydrogen stored in a separate tank (or the fuel tank 200 ).

The battery system stores the second power, and may supply the second power to the propulsion unit 500 , the load equipment 600 , the control unit 800 , and the like. The battery system may store electric power generated by the fuel cell system as the second electric power, but the present embodiment is not limited thereto.

The power distribution unit 400 serves to transmit the power supplied by the power unit 300 to the propulsion unit 500 , the load equipment 600 , the control unit 800 , and the like. The power distribution unit 400 may include wiring, a switch, a converter, and the like for this purpose.

The propulsion unit 500 serves to generate propulsion with power supplied by the power unit 300 . The hull 100 becomes possible to navigate in the sea with the propulsion force of the propulsion unit 500 .

The load equipment 600 is provided so that it can be connected with various equipment for maintenance on board the ship. The load equipment 600 may be implemented as a device including an outlet type. In the above, various equipment for in-board maintenance are equipment necessary for ship operation, and include a pump for drainage equipment, a pump for fuel supply, a blower, an air conditioner, a light, a GPS receiver, a radar device, a ship automatic identification device, a magnetic compass, A wireless facility, a ship location transmitting device, etc. may correspond to this.

The load equipment 600 may supply DC power, AC power, and the like to the equipment to maintain the ship. In this case, the load equipment 600 may supply 12V DC, 24V DC, etc. to the equipment as a DC power source, and may supply 220V AC or the like to the equipment as an AC power source.

The load device 600 may include a control device (not shown) for controlling the power unit 300 . The load device 600 is a control device and may include a battery management system, an energy management system, a power management system, and the like.

The control unit 800 detects a power transmission obstruction factor, and serves to control switches provided in the power unit 300 and the power distribution unit 400 .

The control unit 800 may be included in the load device 600 , and may be provided separately from the load device 600 . When the control unit 800 is provided separately from the load equipment 600 , power may be supplied through the power unit 300 or may be supplied with separate power.

Hereinafter, detailed configurations of the power unit 300 , the power distribution unit 400 , the propulsion unit 500 , and the load equipment 600 will be described with reference to FIG. 2 .

2 is a detailed view specifically showing the internal configuration of a hybrid ship according to an embodiment of the present invention.

Referring to FIG. 2 , the power unit 300 includes a first battery 311 , a second battery 312 , a first fuel cell 321 , a second fuel cell 322 , and a first DC/DC converter 331 . , the second DC/DC converter 332 , the third DC/DC converter 333 and the fourth DC/DC converter 334 may be included.

In the example of FIG. 2 , two battery systems such as the first battery 311 and the second battery 312 are illustrated as being built in the hybrid ship 10 , but the number of battery systems in this embodiment is not limited thereto. .

Similarly, although two fuel cell systems such as the first fuel cell 321 and the second fuel cell 322 are illustrated as being built in the hybrid ship 10, the number of fuel cell systems in this embodiment is not limited thereto. does not

The first battery 311 and the second battery 312 serve to store second power and transmit the stored second power to the power distribution unit 400 . The second power of the first battery 311 and the second battery 312 is transferred to the power distribution unit 400 after voltage conversion by the first DC/DC converter 331 and the third DC/DC converter 333 , respectively. can be

The first battery 311 and the second battery 312 may be charged using first power supplied from the first fuel cell 321 and the second fuel cell 322 . However, the present embodiment is not limited thereto. The first battery 311 and the second battery 312 may be charged using power supplied through a separate path.

The first fuel cell 321 and the second fuel cell 322 may generate first electric power from the vaporized gas generated in the fuel tank 200 , and serve to transmit the produced first electric power to the power distribution unit 400 . can do. As described above, the first fuel cell 321 and the second fuel cell 322 may also generate first power using hydrogen stored in separate tanks.

The first power of the first fuel cell 321 and the second fuel cell 322 is converted to a voltage by the second DC/DC converter 332 and the fourth DC/DC converter 334 and then to the power distribution unit 400 . can be transmitted.

The distribution unit 400 may include a distribution board (DC main SWBD) 410 and a first DC/AC converter 421 .

The switchboard 410 serves to supply power from the power unit 300 to the propulsion unit 500 and the load equipment 600 when the power is introduced. A plurality of switchboards 410 may be provided in the hybrid vessel 10 and may be configured to be interconnected through a switch.

The first DC/AC converter 421 serves to convert DC power supplied from the power unit 300 into AC power. The first DC/AC converter 421 may convert DC power normally supplied from the power unit 300 into AC power. The load equipment 600 may use the AC power supplied from the first DC/AC converter 421 by converting it to suit itself.

The propulsion unit 500 may include two propulsion motors (AC motors; 510 and 520 ) and two DC/AC converters ( 511 , 521 ). The number of the propulsion motor and the DC/AC converter provided in the propulsion unit 500 may be one or three or more.

The second DC/AC converter 511 and the third DC/AC converter 521 serve to convert DC power supplied through the switchboard 410 into AC power. In addition, the propulsion motors 510 and 520 serve to generate propulsion by using AC power supplied from the second DC/AC converter 511 and the third DC/AC converter 521 .

The load equipment 600 may perform an operation for maintaining the ship. A variety of equipment using different electric power may be provided in the ship. For example, the first load equipment 610, the second load equipment 620, and the third load equipment 630 are DC 12V (12V DC), DC 24V (24V DC) and AC 220V (220V AC), respectively. It may be the equipment you use. In order to convert AC power supplied from the power distribution unit 400 into DC power, AC/DC converters 611 and 621 may be connected to the first load device 610 , the second load device 620 , and the like.

3 and 4 are exemplary views showing the operation state of the power unit and the power distribution unit in normal times.

3 and 4 , the power of the power unit 300 may be supplied to the propulsion unit 500 and the load equipment 600 through the power distribution unit 400 .

The distribution unit 400 may be provided with a fourth switch SW4 and a fifth switch SW5 on both sides around the distribution switch 411 of the distribution board 410 , as shown in FIG. 3 , the fourth switch Power may be supplied to the load equipment 600 through SW4 , and power may be supplied to the load equipment 600 through the fifth switch SW5 as shown in FIG. 4 .

The fourth switch SW4 and the fifth switch SW5 form an interlock relationship. Accordingly, when the fourth switch SW4 is in the closed state, the fifth switch SW5 is in the open state. Conversely, when the fourth switch SW4 is in the open state, the fifth switch SW5 is in the closed state.

For efficient operation and maintenance, only the power of the first battery 311 and the first fuel cell 321 according to the operation of the power distribution switch 411, the fourth switch SW4, and the fifth switch SW5 is the load equipment. 600 , or only the power of the second battery 312 and the second fuel cell 322 may be supplied to the load equipment 600 . However, the present embodiment is not limited thereto. It is also possible to supply power from the first battery 311 , the second battery 312 , the first fuel cell 321 , and the second fuel cell 322 to the load equipment 600 .

The hybrid ship 10 using a fuel cell system and a battery system as a power generation system has been described above with reference to FIGS. 1 to 4 .

When the hybrid ship 10 uses a fuel cell system and a battery system as a power generation system, a DC power breaker is used as a means for cutting off power. However, unlike the AC power breaker, the DC power breaker has a high possibility of generating an arc.

Hereinafter, a DC power circuit breaker that uses an inert gas to prevent a danger caused by an arc will be described.

5 is a conceptual diagram schematically illustrating a hybrid vessel according to another embodiment of the present invention.

According to FIG. 5 , the hybrid vessel 10 may further include a power cut-off device 900 .

The power cut-off device 900 includes a fuel cell system (eg, the first fuel cell 321 , the second fuel cell 322 , etc.) and a battery system (eg, the first battery 311 , the second battery). (312, etc.) performs a function of blocking the supply of DC power to various equipment (eg, the propulsion unit 500, the load device 600, etc.) provided in the hybrid vessel 10. This power cut-off device 900 is characterized in that when the supply of DC power is cut off, an arc-caused danger is prevented by using an inert gas.

The power cut-off device 900 may use off gas (eg, cathode off gas) discharged from the fuel cell system as an inert gas. However, the present embodiment is not limited thereto. The power cut-off device 900 may use helium gas, argon gas, or the like separately generated from the outside as an inert gas.

The power blocking device 900 may be provided in the power distribution unit 400 . In this case, the power cut-off device 900 may be provided on a wiring connecting the power unit 300 and the propulsion unit 500 , the power unit 300 and the load equipment 600 , and the like in the power distribution unit 400 . However, the present embodiment is not limited thereto. The power cut-off device 900 may be provided connected to a switch (the fourth switch SW4 to the eleventh switch SW11) located in the power distribution unit 400 .

The power blocking device 900 may be provided in the power unit 300 . This will be described later.

The power blocking device 900 may include a dehumidifier 910 , a gas injector 920 , a controller 930 , and a power blocking unit 940 as shown in FIG. 6 .

6 is a block diagram schematically illustrating an internal configuration of a power cut-off device provided in a hybrid ship according to the first embodiment. The following description refers to FIG. 6 .

The fuel cell 1010 generates electric power using hydrogen gas. Here, the fuel cell 1010 may be the first fuel cell 321 of FIG. 2 or the second fuel cell 322 .

The fuel cell 1010 may discharge off gas to the outside when generating electric power using hydrogen gas. In this case, the fuel cell 1010 may discharge a cathode off gas (A) and an anode off gas (B) to the outside.

The fuel cell 1010 may transfer the cathode off-gas A to the power cut-off device 900 . In the above, the cathode off-gas A refers to a low-concentration oxygen gas having an oxygen concentration equal to or less than a reference value. For example, in the present embodiment, a gas having an oxygen concentration of 10% or less may be determined as the cathode off gas (A).

The dehumidifier 910 functions to remove moisture from the cathode off-gas discharged from the fuel cell 1010 .

The gas injector 920 serves to supply the cathode off-gas from which moisture has been removed by the dehumidifier 910 to the power blocking unit 940 . In this case, the gas injector 920 may supply the cathode off gas to the power blocking unit 940 according to a command signal from the controller 930 .

The controller 930 performs a function of controlling the operation of the gas injector 920 . The controller 930 may control the operation of the gas injector 920 by generating a command signal and transmitting the command signal to the gas injector 920 when the operation of the power blocking unit 940 is required. When a command signal is received from the controller 930 , the gas injector 920 supplies the cathode-off gas to the power blocking unit 940 according to the command signal.

When the gas injector 920 supplies the cathode off-gas to the power cut-off unit 940 according to a command signal from the controller 930 , the cathode-off gas is directly supplied to the power contact unit (not shown) in the power cut-off unit 940 . can be sprayed However, the present embodiment is not limited thereto. The gas injector 920 may introduce the cathode off gas into the power cutoff unit 940 so that the inside of the power cutoff unit 940 is filled with the cathode off gas.

The gas injector 920 may not supply the cathode off-gas to the power blocking unit 940 when a command signal is not received from the controller 930 . However, the present embodiment is not limited thereto. The gas injector 920 may supply the cathode off-gas to the power blocking unit 940 even if a command signal is not received from the controller 930 . In this case, the gas injector 920 may introduce the cathode-off gas into the power blocking unit 940 so that the inside of the power blocking unit 940 is filled with the cathode-off gas.

The power cutoff unit 940 is propelled from the power unit 300 (eg, the first battery 311 , the second battery 312 , the first fuel cell 321 , the second fuel cell 322 , etc.). It performs a function of blocking the supply of DC power to the unit 500 , the load equipment 600 , and the like. The power cut-off unit 940 may perform the above functions under the control of the controller 930 and may be implemented in the form of a cut-off switch.

Power cut-off unit 940 in order to block the supply of DC power from the power unit 300 to the propulsion unit 500, the load equipment 600, etc., the power unit 300 and the propulsion unit within the power distribution unit 400 It may be provided on a wire connecting the unit 500 , the power unit 300 , and the load equipment 600 . In addition, the power cutoff unit 940 may be connected to a switch (the fourth switch SW4 to the eleventh switch SW11 ) located in the power distribution unit 400 . Hereinafter, this will be described.

7 is a first exemplary view for explaining a position in which the power cutoff unit provided in the power cutoff device is formed in the power distribution unit. And FIG. 8 is a second exemplary view for explaining a position in which the power blocking unit provided in the power blocking device is formed in the power distribution unit. The following description refers to FIGS. 7 and 8 .

Referring to FIG. 7 , the power cutoff unit 940 may be formed on a wire connecting the third DC/AC converter 511 of the switchboard 410 and the propulsion unit 500 within the distribution unit 400 . . The power cut-off unit 940 may turn on the cut-off switch to block DC power of the power unit 300 from being supplied to the first propulsion motor 510 of the propulsion unit 500 .

7 is an example of a case in which the power blocking unit 940 is provided on the wiring connecting the power unit 300 and the propulsion unit 500 in the power distribution unit 400 . One power cutoff unit 940 may be provided on a wire connecting the power unit 300 and the propulsion unit 500 as shown in FIG. 7 , but the present embodiment is not limited thereto. A plurality of power cutoff units 940 may be provided on a wire connecting the power unit 300 and the propulsion unit 500 . For example, the power cut-off unit 940 connects the third DC/AC converter 511 of the sixth switch SW6 and the propulsion unit 500 to the wiring connecting the switchboard 410 and the sixth switch SW6. Two of them may be provided on the wiring.

Meanwhile, as described above, the power blocking unit 940 may also be provided on a wire connecting the power unit 300 and the load equipment 600 in the power distribution unit 400 . Even in this case, one power blocking unit 940 may be provided on the wiring, or a plurality of power blocking units 940 may be provided on the wiring.

Referring to FIG. 8 , the power cutoff unit 940 is connected to a sixth switch SW6 located on a wire connecting the switchboard 410 and the third DC/AC converter 511 of the propulsion unit 500 . can be formed. The power cut-off unit 940 may control the sixth switch SW6 to be opened to block the DC power of the power unit 300 from being supplied to the first propulsion motor 510 of the propulsion unit 500 . have.

8 is an example in which the power cutoff unit 940 is connected to the sixth switch SW6 located in the power distribution unit 400 and is provided. As described above, the power cut-off unit 940 also includes the fourth switch SW4 , the fifth switch SW5 , the seventh switch SW7 , the eighth switch SW8 , and the ninth switch located in the power distribution unit 400 . The switch SW9, the tenth switch SW10, the eleventh switch SW11, etc. may be connected and provided.

A plurality of power cutoff units 940 may be provided in the power distribution unit 400 to control each of the switches SW4 to SW11. However, the present embodiment is not limited thereto. One power cut-off unit 940 is provided in the power distribution unit 400 to control all switches in the power distribution unit 400, and a plurality of power cutoff units 940 may be provided in the power distribution unit 400 to control a plurality of switches. do.

The power cut-off device 900 may further include an oxygen separation unit 950 for separating oxygen from the gas. Hereinafter, this will be described.

9 is a block diagram schematically illustrating an internal configuration of a power cut-off device provided in a hybrid ship according to a second embodiment. The following description refers to FIG. 9 .

The oxygen separator 950 separates oxygen from the cathode off-gas discharged from the fuel cell 1010 . When it is desired to further lower the oxygen concentration of the cathode off-gas, the oxygen separation unit 950 may perform the above function.

The oxygen separator 950 may be provided between the fuel cell 1010 and the dehumidifier 910 to perform the above function. The oxygen separation unit 950 may separate oxygen from the cathode off-gas and then transfer the cathode off-gas to the dehumidifier 910 .

Meanwhile, the power cut-off device 900 may include a check valve (not shown) on a pipe for transferring the cathode off-gas discharged from the fuel cell 1010 to the dehumidifier 910 . The power cut-off device 900 may prevent the cathode off-gas from flowing back from the dehumidifier 910 to the fuel cell 1010 through the check valve.

Meanwhile, the gas injector 920 may be connected to a battery room (not shown) in the hybrid vessel 10 as well as the power cutoff unit 940 . When a fire occurs in the battery room, the gas injector 920 may supply the cathode off gas to the inside of the battery room as part of suppressing the fire under the control of the controller 930 .

Meanwhile, the power blocking device 900 may be provided inside the power unit 300 . Hereinafter, this will be described.

When the power blocking device 900 is provided inside the power unit 300 , the power blocking unit 940 includes the first battery 311 , the second battery 312 , the first fuel cell 321 , and the second It may be provided on a wire connecting the fuel cell 322 and the like to the power distribution unit 400 . For example, the power blocking unit 940 may be provided on a wire connecting the first fuel cell 321 and the second DC/DC converter 332 , and the second DC/DC converter 332 and the power distribution unit ( It may be provided on a wiring connecting the switchboard 410 of the 400 .

Although embodiments of the present invention have been described with reference to the above and the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can implement the present invention in other specific forms without changing the technical spirit or essential features. You will understand that there is Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive.

10: hybrid vessel 100: hull
200: fuel tank 300: power unit
311, 312: battery 321, 322: fuel cell
331, 332, 333, 334: DC/DC converter 400: power distribution unit
410: switchboard 421: DC/AC converter
500: propulsion unit 510, 520: propulsion motor
600: load equipment 611, 621: AC/DC converter
800: control unit 900: power cut-off device
910: dehumidifier 920: gas injector
930: controller 940: power cutoff unit
950: oxygen separation unit

Claims (7)

a fuel cell for producing first electric power used to operate the vessel;
a battery for storing secondary power used to operate the vessel;
a propulsion unit for propelling the vessel according to the operation plan of the vessel by using at least one of the first electric power and the second electric power; and
It blocks the supply of the at least one power to the propulsion unit, and includes a power cut-off device for preventing an arc by spraying an inert gas to a contact point when the at least one power is cut off,
The power cut-off device,
a power cut-off unit for blocking the supply of the at least one power to the propulsion unit;
a dehumidifier for removing moisture from off gas discharged from the fuel cell;
a gas injector that directly injects the off-gas as the inert gas to a contact in the power cut-off unit or fills the inside of the power cut-off unit with the off-gas; and
A controller for controlling the power cutoff unit and the gas injector,
When a command signal is input from the controller, the gas injector directly injects the off-gas to a contact inside the power cutoff unit, and when a command signal is not input from the controller, the gas injector fills the inside of the power cutoff unit with the psy-off gas. The method of claim 1,
The power cut-off device is a hybrid vessel using a low-concentration oxygen gas having an oxygen concentration equal to or less than a reference value as the inert gas. 3. The method of claim 2,
The power cut-off device is a hybrid vessel using a cathode off gas discharged from the fuel cell as the low-concentration oxygen gas. The method of claim 1,
The power cut-off device is provided on a power line connecting the fuel cell and the propulsion unit, or a hybrid vessel provided to be connected to a switch located on the power line. delete The method of claim 1,
The power cut-off device,
Further comprising an oxygen separation unit for separating oxygen from the off-gas,
The dehumidifier is a hybrid vessel for removing moisture from the off-gas from which oxygen is separated. The method of claim 1,
The gas injector is a hybrid vessel that fills the interior of the battery room with the off-gas when a fire occurs in a battery room in which the battery is built.

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