KR20240021251A - cargo carrier - Google Patents

Abstract

A cargo carrier includes a hull, a hydrogen fuel tank that stores hydrogen fuel, a fuel cell power generation unit including a sealable casing and a fuel cell disposed therein, and the power generated by the fuel cell power generation unit is used to power a propulsion electric motor and the ship. It is equipped with a power conversion device that supplies power to at least one of the power loads. When an area below a predetermined first height from the part of the upper deck of the hull located above the cargo hold is defined as a hazardous area on the deck originating from cargo, the hydrogen fuel tank is located between the front and rear ends of the cargo hold in the hull. The fuel cell power generation unit is arranged between the front and rear ends of the cargo hold and above the upper deck, with the compartment in which the fuel cells are placed evacuated from the hazardous area on the deck.

Description

cargo carrier

This disclosure relates to a cargo carrier equipped with a fuel cell.

Conventionally, it has been proposed to mount a fuel cell on a ship and use all or part of the power generated by the fuel cell for propulsion power or as power within the ship. For example, Patent Document 1 discloses a liquefied gas carrier equipped with a power generation device using a fuel cell. In such a liquefied gas carrier, the boil-off gas generated in the cargo tank is reformed into fuel gas and then supplied to the anode of the fuel cell, and the oxidizing gas is supplied to the cathode of the fuel cell to generate power through the fuel cell. This is performed, and the generated power is supplied to the propulsion motor and living quarters through the power supply and distribution system.

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

Japanese Patent Laid-open Publication No. 2-109792

The interior of a cargo tank where liquefied gas, heavy oil, etc. is stored is a section in which a hazardous atmosphere exists continuously under normal conditions, and is designated as a hazardous location, where various restrictions are imposed on the installation of electrical equipment, etc. to increase safety. The compartment where the fuel cell is placed is not designated as a hazardous location, but it is a compartment where an explosive mixture may be generated, so it is appropriate to treat it as a hazardous location. Because there are restrictions on the equipment installed in hazardous areas, it is desirable to keep hazardous areas on ships as small as possible.

This disclosure has been made in consideration of the above circumstances, and its purpose is to mount a fuel cell while suppressing the expansion of the hazardous location in a cargo carrier that transports cargo such as liquefied gas or heavy oil and whose cargo hold becomes a hazardous location from the cargo. It proposes a structure that does this.

A cargo carrier according to one aspect of the present disclosure is a hull having a cargo hold in which at least one cargo tank is installed and is a hazardous location originating from cargo, and an engine room disposed rearward of the cargo hold, and a propulsion device disposed in the engine room. A fuel cell power generation unit comprising an electric motor, a hydrogen fuel tank storing hydrogen fuel, a sealable casing, and a fuel cell disposed in the casing and generating power using hydrogen supplied from the hydrogen fuel tank and oxygen in the air. and a power conversion device that supplies power generated by the fuel cell power generation unit to at least one of the propulsion electric motor and the ship power load, and a predetermined first power converter is provided from a portion of the upper deck of the hull located above the cargo hold. When the area below the height is defined as a hazardous area on the deck originating from cargo, the hydrogen fuel tank is disposed in the hull between the front and rear ends of the cargo hold, and the fuel cell power generation unit is It is characterized in that it is in a state evacuated from a dangerous place on the deck, and is located between the front and rear ends of the cargo hold and above the upper deck.

According to the present disclosure, it is possible to propose a structure in which a fuel cell is mounted while suppressing the expansion of the hazardous location in a cargo carrier whose cargo hold is a hazardous location resulting from cargo.

[Figure 1] Figure 1 is a schematic side view showing the overall configuration of a cargo carrier according to an embodiment of the present disclosure.
[Figure 2] Figure 2 is a block diagram showing the schematic configuration of a hydrogen power generation system.
[Figure 3] Figure 3 is a diagram illustrating the hazardous area and cargo area on the deck defined for a cargo carrier.
[Figure 4] Figure 4 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 1.
[Figure 5] Figure 5 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 2.
[Figure 6] Figure 6 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 3.

Next, embodiments of the present disclosure will be described with reference to the drawings.

[Schematic configuration of cargo carrier (1)]

1 is a schematic side view showing the overall configuration of a cargo carrier 1 according to an embodiment of the present disclosure. The cargo carrier 1 shown in FIG. 1 includes a hull 11, an upper structure 20 installed on the hull 11, a propeller 14 installed at the stern end of the hull 11, and a rudder ( 15) is provided. An engine room 13 is installed at the stern of the hull 11, and a cargo hold 12 is installed on the bow 17 side of the engine room 13 of the hull 11.

A propulsion electric motor 25 is disposed in the engine room 13. The propulsion electric motor 25 rotates the propeller 14. Here, the cargo carrier 1 according to this embodiment is an electric propulsion ship, but the cargo carrier 1 may be a hybrid propulsion ship equipped with a hybrid propulsion system combining a diesel engine, an electric motor, and a storage battery.

Above the engine room 13, an upper structure 20 is installed that protrudes upward from the ship body 11. The upper structure 20 is equipped with a residence (2) and a bridge (3).

A cargo tank 16 is installed in the cargo hold 12. The cargo carrier 1 according to this embodiment is a liquefied gas carrier, and liquefied gas is stored in the cargo tank 16. Examples of liquefied gas include liquefied hydrogen and LNG. However, cargo is not limited to liquefied gas. For example, the cargo carrier 1 may be an oil tanker, and heavy oil may be stored in the cargo tank 16. Although a rectangular cargo tank 16 is shown in FIG. 1, the shape of the cargo tank 16 is not limited to a square, and may be a sphere, an ellipse, a cylindrical shape with both ends closed by hemispheres (i.e., a capsule shape), etc.

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

FIG. 2 is a block diagram showing the schematic configuration of the hydrogen power generation system 6. As shown in FIG. 2, the hydrogen storage module 62 includes a hydrogen fuel tank 621 containing hydrogen fuel, and a tank valve 622 installed at the entrance and exit of the hydrogen fuel tank 621. Hydrogen fuel is stored in the hydrogen fuel tank 621 as a gas or liquid. The hydrogen fuel tank 621 is connected to the fuel cell power generation unit 61 through a pipe, and the hydrogen stored in the hydrogen fuel tank 621 is supplied to the fuel cell power generation unit 61 through the pipe. By opening and closing the tank valve 622, the supply/stop supply of hydrogen from the hydrogen fuel tank 621 to the fuel cell power generation unit 61 is switched. The hydrogen storage module 62 may be configured to supply hydrogen to hydrogen-using devices other than the hydrogen power generation system 6 mounted on the cargo carrier 1. As such hydrogen-using equipment, a hydrogen boiler disposed in the engine room 13 is exemplified.

The fuel cell power generation unit 61 includes a fuel cell 611, a radiator 612, a high-pressure hydrogen facility 613, and a system control device 614, and is housed in a sealable casing 610. The casing 610 forms a closed compartment in which the fuel cell 611 is placed.

The fuel cell 611 includes a plurality of fuel cells, receives a supply of hydrogen, and generates direct current power by causing an electrochemical reaction between the hydrogen and oxygen in the air. The radiator 612 regulates the temperature of the fuel cell 611 to a temperature suitable for power generation. For example, a cooling medium circulates through the radiator 612 and the fuel cell 611. The high-pressure hydrogen facility 613 adjusts the pressure of hydrogen sent from the hydrogen storage module 62 and supplies it to the fuel cell 611. The system control device 614 is a device that controls power generation of the fuel cell 611. The system control device 614 controls the high-pressure hydrogen facility 613 and the tank valve 622 so that hydrogen and oxygen, which generate power according to the load, are supplied to the fuel cell 611. Additionally, the system control device 614 operates the radiator 612 to maintain an appropriate temperature of the fuel cell 611. Additionally, the system control device 614 instructs the power conversion device 63 to take out power from the fuel cell 611.

The power conversion device 63 includes a plurality of input systems and output systems, and converts and outputs the voltage, current, and frequency of the input power. For example, the system control device 614 calculates a command to the power conversion device 63 from the load state of the main switchboard 27 or the charging state of the storage battery 65. The power conversion device 63 extracts direct current power from the fuel cell 611 in accordance with the command from the system control device 614, converts (or adjusts) the voltage, etc. of the direct current power, and sends it to the main distribution board 27. . Power is supplied to the propulsion motor 25 through wiring from the main switchboard 27. Additionally, power is supplied from the main switchboard 27 to the onboard power load 26 through wiring. Here, the conversion of voltage, etc. may include at least one of conversion from direct current to direct current, conversion from alternating current to direct current, conversion from direct current to alternating current, conversion from alternating current to alternating current, voltage conversion, and power adjustment. Additionally, the power conversion device 63 stores surplus of the generated power in the storage battery 65 . The power stored in the storage battery 65 may be appropriately extracted by the power conversion device 63 and sent to the main distribution board 27.

[Arrangement of hydrogen power generation system (6)]

Here, the arrangement of the hydrogen power generation system 6 in the cargo carrier 1 will be described in detail. First, the hazardous area 100 on the deck and the cargo area 101 defined in the cargo carrier 1 will be described. FIG. 3 is a diagram illustrating the hazardous area 100 and cargo area 101 on the deck defined in the cargo carrier 1.

As shown in FIG. 3, the upper deck 18 is an exposed deck that covers the upper surface of the hull 11. The area below a predetermined first height ( More specifically, a surface (S1) parallel to the ship width direction Y [m] forward from the front end of the cargo hold 12 and a surface (S2) parallel to the ship width direction Y [m] rear from the rear end of the cargo hold 12. , and the area below the first height (X) [m] from the upper deck 18 is defined as the hazardous area 100 on the deck. However, when a portion of the outer surface of the cargo tank 16 protrudes above the upper deck 18, the hazardous area 100 on the deck where the cargo tank 16 protrudes is the cargo tank 16. It shall be an area of less than or equal to the first height (X) [m] from the outer surface of. The hazardous area 100 on deck is the area indicated by hatching in FIG. 3 . X and Y are values determined by rules, etc., but for example, X = 2.4 and Y = 3.

The area surrounded by a surface S3 parallel to the shipwidth direction at the front end of the cargo hold 12 and a surface S4 parallel to the shipwidth direction at the rear end of the cargo hold 12 is defined as the “cargo area 101.” The cargo area 101 is shown in FIG. 3 as a thick double-dashed thick line. In the cargo area 101, in addition to the cargo hold 12 of the hull 11, the part of the upper deck 18 corresponding to the upper part of the cargo hold 12, and the cargo hold 12 in the space above the upper deck 18. The part corresponding to the upper part is included.

Returning to FIG. 1, the fuel cell power generation unit 61 is installed above the upper deck 18 of the cargo area 101 with the fuel cell 611 substantially evacuated from the hazardous area 100 on the deck. It is placed. In the example shown in FIG. 1, in order to evacuate the entire fuel cell power generation unit 61 including the fuel cell 611 upward from the hazardous area 100 on the deck, the fuel cell power generation unit 61 is placed on the upper deck 18. ) is supported from below by at least one support pillar 71 erected on the In other words, the fuel cell power generation unit 61 is mounted on at least one support pillar 71 erected on the upper deck 18. The support pillar 71 has a second height (H) greater than or equal to the first height (X) [m]. Accordingly, the fuel cell power generation unit 61 mounted on the support pillar 71 is disposed at a position higher than the first height X from the upper deck 18. Here, since the fuel cell power generation unit 61 is disposed in front of the bridge 3, the second height H is set at the first height H so that the view from the bridge 3 is not blocked by the fuel cell power generation unit 61. It is preferable that the value is as small as possible, being equal to or greater than height (X) [m].

In order to open the space between the fuel cell power generation unit 61 and the upper deck 18, when there are a plurality of support pillars 71, the space between the plurality of support pillars 71 is open. In other words, the plurality of support pillars 71 are spaced apart in the horizontal direction to an extent that the crew can pass through them. Furthermore, the height between the upper deck 18 separated by the support pillar 71 and the top and bottom of the fuel cell power generation unit 61 is high enough for a crew member wearing safety shoes and a helmet to pass through. Accordingly, visibility and trafficability on the upper deck 18 are secured below the fuel cell power generation unit 61, and crew members pass below the fuel cell power generation unit 61 or below the fuel cell power generation unit 61. A task can be performed or done. Here, the configuration of the support pillar 71 is not limited to the above, and may be a block shape with a passage tunnel installed, or a frame shape without a wall.

The hydrogen storage module 62 is disposed in the cargo area 101. In the example shown in FIG. 1 , the hydrogen storage module 62 is disposed closer to the bow 17 than the fuel cell power generation unit 61 . The lower part of the hydrogen fuel tank 621 of the hydrogen storage module 62 is located below the upper deck 18, and the upper part protrudes upward from the upper deck 18. In this way, a part of the hydrogen fuel tank 621 is buried in the upper deck 18, thereby securing the capacity of the hydrogen fuel tank 621 to accommodate the amount of hydrogen required for navigation, and the hydrogen fuel tank 621 ) can secure forward visibility from the bridge (3) by suppressing the protrusion height from the upper deck (18).

The power conversion device 63 and the storage battery 65 are arranged in the engine room 13. However, the power conversion device 63 may be placed in the residence 2. Alternatively, the power conversion device 63 may be disposed within the casing 610 of the fuel cell power generation unit 61. When the power conversion device 63 is disposed within the casing 610, two independent spaces are formed within the casing 610, the power conversion device 63 is accommodated in one of the two spaces, and the fuel cell is in the other. The power generation unit 61 may be accommodated.

As described above, the cargo carrier 1 according to the present disclosure has a cargo hold 12 in which at least one cargo tank 16 is installed and is a hazardous area originating from cargo, and an engine room disposed rearward of the cargo hold 12. A hull 11 having (13), a propulsion electric motor 25 disposed in the engine room 13, a hydrogen fuel tank 621 for storing hydrogen fuel, a sealable casing 610, and a casing 610 ) and a fuel cell power generation unit 61 including a fuel cell 611 that generates power using hydrogen supplied from the hydrogen fuel tank 621 and oxygen in the air, and a fuel cell power generation unit 61 that generates power from the fuel cell power generation unit 61. Equipped with a power conversion device 63 that supplies power to at least one of the propulsion electric motor 25 and the onboard power load 26, and located above the cargo hold 12 on the upper deck 18 of the hull 11. When defining an area below a predetermined first height It is disposed between the front and rear ends to the rear end, and the fuel cell power generation unit 61 extends from the front end to the rear end of the cargo hold 12 in a state in which the compartment in which the fuel cells 611 are arranged is evacuated from the hazardous area 100 on the deck. It is located between the front and back of the and is characterized by being placed above the upper deck (18).

In the cargo carrier 1 of the above configuration, the compartment where the fuel cell 611 is placed, that is, the internal space of the casing 610, is evacuated from the hazardous area 100 on the deck. This means that the compartment where an explosive mixture may be generated in the fuel cell power generation unit 61 and the hazardous area 100 on the deck resulting from cargo do not overlap, and safety is ensured. Furthermore, in the cargo carrier 1 of the above configuration, the fuel cell power generation unit 61 is disposed between the front and rear ends of the cargo hold 12 (i.e., the cargo area 101), so that the fuel cell power generation unit ( The hazardous area originating from 61) enters between the front and rear of the hazardous area 100 on the deck originating from the cargo hold 12. Accordingly, the fuel cell power generation unit 61 can be placed without the hazardous location including the hazardous location 100 on the deck expanding rearward, that is, toward the stern. Since the hazardous area does not extend to the stern side where the superstructure 20 is located, safety measures such as installation of a bulkhead or review of peripheral equipment to expand the hazardous area to an existing compartment that is not a hazardous area become unnecessary.

In the cargo carrier 1 according to this embodiment, the fuel cell power generation unit 61 is supported from below by at least one support pillar 71 erected on the upper deck 18, and the support pillar 71 is at a first height. It has a second height (H) that is higher than (X).

In this way, since the entire fuel cell power generation unit 61 is evacuated upward from the hazardous area 100 on the deck, even if hydrogen leaks from the fuel cell power generation unit 61, the hydrogen, which is lighter than air, will remain on the upper deck 18. Because it rises rather than floating, the possibility of hydrogen igniting in the vicinity of crew members passing through the upper deck 18 can be suppressed to a low level.

In the cargo carrier 1, when there are a plurality of support pillars 71 so as to enable passage between the upper deck 18 and the upper and lower sides of the fuel cell power generation unit 61, between the plurality of support pillars 71. is preferably open. Since the space between the plurality of support pillars 71 is open in this way, traffic and visibility are secured even if the support pillars 71 are installed on the upper deck 18.

Additionally, in the cargo carrier 1 according to this embodiment, the lower part of the hydrogen fuel tank 621 is below the upper deck 18, and the upper part of the hydrogen fuel tank 621 protrudes upward from the upper deck 18. there is.

In this way, the hydrogen fuel tank 621 is installed in the upper deck 18 with its lower part buried, thereby ensuring sufficient tank capacity and suppressing the amount of protrusion upward from the upper deck 18, so that it can be viewed from the front of the bridge 3. You can secure the field of view.

Although preferred embodiments have been disclosed above, changes to the specific structure and/or functional details of the above-described embodiments may also be included in the present disclosure without departing from the spirit of the present disclosure. The configuration of the cargo carrier 1 can be changed, for example, as a modified example described below. Here, a plurality of modification examples will be described below, but a combination of features shown in one or more modification examples may be applied to the above embodiment.

[Variation 1]

Figure 4 is a schematic side view showing the overall configuration of the cargo carrier 1 according to Modification 1. As shown in FIG. 4, the hydrogen power generation system 6A mounted on the cargo carrier 1 according to Modification 1 is such that the fuel cell power generation unit 61 is installed from the upper deck 18 in the cargo area 101. It differs from the hydrogen power generation system 6 according to the above embodiment in that it is arranged in a range of 1 height (X) or less.

In the hydrogen power generation system 6A, the casing 610a of the fuel cell power generation unit 61 is installed directly on the upper deck 18 so that at least a portion overlaps the hazardous area 100 on the deck, or is installed through a jig. It is done. In the hydrogen power generation system 6A, the casing 610a of the fuel cell power generation unit 61 is provided with an airlock. Specifically, the casing 610a includes multiple containers including an inner container and an outer container, and airtight doors installed in each of the multiple containers. Here, the plurality of airtight doors are not opened at the same time. In the casing 610a equipped with an airlock in this way, gas cannot directly enter from the outside to the inside of the casing 610a, or gas cannot directly exit from the inside of the casing 610a to the outside. Accordingly, the casing 610a is placed in the hazardous location 100 on the deck, but the compartment in which the fuel cell 611 formed in the casing 610a is disposed becomes a space with an atmosphere independent of the hazardous location 100 on the deck. In other words, it can be said that in the hydrogen power generation system 6A, the compartment where the fuel cell 611 is placed is substantially evacuated from the hazardous area 100 on the deck.

[Variation 2]

Figure 5 is a schematic side view showing the overall configuration of the cargo carrier 1 according to Modification 2. As shown in FIG. 5, the hydrogen power generation system 6B mounted on the cargo carrier 1 according to Modification 2 has a hydrogen storage module 62 installed above the upper deck 18 in the cargo area 101. In that it is arranged, it differs from the hydrogen power generation system 6 according to the above-described embodiment. More specifically, in the hydrogen power generation system 6B, the hydrogen fuel tank 621 of the hydrogen storage module 62 is supported on the upper deck 18 through the support member 72.

In the cargo carrier 1 according to Modification 2, the capacity of the hydrogen fuel tank 621 is limited so that the forward view from the bridge 3 is not blocked by the hydrogen fuel tank 621. In this case, as explained in Modification Example 3 below, in order to eliminate the shortage of hydrogen fuel, the boil-off gas in the cargo tank 16 may be replenished as fuel into the hydrogen fuel tank 621.

[Variation Example 3]

Figure 6 is a schematic side view showing the overall configuration of the cargo carrier 1 according to Modification 6. As shown in FIG. 6, the hydrogen power generation system 6C mounted on the cargo carrier 1 according to Modification 3 has a cargo tank 16 and a hydrogen fuel tank 621 as boilers in the cargo tank 16. It is different from the hydrogen power generation system 6 according to the above-described embodiment in that it is connected to a pipe that supplies off gas to the hydrogen fuel tank 621.

In the hydrogen power generation system 6C, the branch pipe 42 of the boil-off gas pipe 41 connected to the cargo tank 16 is connected to the hydrogen fuel tank 621 of the hydrogen storage module 62. An on-off valve 43 and a compressor 44 are installed in the branch pipe 42. With this configuration, the boil-off gas in the cargo tank 16 is compressed by the compressor 44 and then supplied to the hydrogen fuel tank 621 to fill the hydrogen fuel tank 621. Here, when the liquefied gas stored in the cargo tank 16 is liquefied hydrogen, hydrogen gas as boil-off gas is sent to the hydrogen fuel tank 621, and when the liquefied gas stored in the cargo tank 16 is LNG, A reformer is installed in the branch pipe 42, and the boil-off gas is converted into hydrogen gas in the reformer and then sent to the hydrogen fuel tank 621. In the hydrogen power generation system 6C, it is possible to switch between replenishment of fuel to the hydrogen fuel tank 621 from onshore or offshore refueling facilities and replenishment of fuel to the hydrogen fuel tank 621 from the cargo tank 16.

Claims (6)

A hull including a cargo hold in which at least one cargo tank is installed, which is a hazardous area originating from cargo, and an engine room located rearward of the cargo hold;
A propulsion electric motor disposed in the engine room,
A hydrogen fuel tank storing hydrogen fuel,
a fuel cell power generation unit including a sealable casing and a fuel cell disposed within the casing and generating power using hydrogen supplied from the hydrogen fuel tank and oxygen in the air;
and a power conversion device that supplies power generated by the fuel cell power generation unit to at least one of the propulsion electric motor and the power load within the ship,
When the area below the first predetermined height from the part of the upper deck of the hull located above the cargo hold is designated as a hazardous area on the deck originating from cargo,
The hydrogen fuel tank is disposed in the hull between the front and rear ends of the cargo hold,
The fuel cell power generation unit is located between the front and rear ends of the cargo hold and above the upper deck, in a state where the compartment in which the fuel cells are arranged is evacuated from a dangerous place on the deck. cargo carrier. According to paragraph 1,
The casing is supported from below on at least one support pillar erected on the upper deck, and the support pillar has a second height higher than the first height. According to paragraph 2,
A cargo carrier, wherein a plurality of the support pillars are provided, and the space between the support pillars is open. According to paragraph 1,
The casing has multiple containers and an airlock consisting of an airtight door installed in each of the multiple containers,
A cargo carrier, wherein at least a portion of the casing overlaps a hazardous area on the deck. According to any one of claims 1 to 4,
A cargo carrier, characterized in that the lower part of the hydrogen fuel tank is below the upper deck, and the upper part of the hydrogen fuel tank protrudes upward from the upper deck. According to any one of claims 1 to 5,
A cargo carrier, wherein the cargo tank and the hydrogen fuel tank are connected by a pipe that supplies boil-off gas in the cargo tank to the hydrogen fuel tank.

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