KR20240108844A - Fuel Cell Based Electric Propulsion Unmanned Vehicle - Google Patents

Abstract

The present invention relates to a fuel cell-based electric propulsion unmanned ship, which includes a first hull 10 equipped with a fuel cell 200 and a diesel generator 300; A second hull 20 equipped with an energy storage device 500 and a power conversion device 600; A connection frame 40 connecting the first and second hulls 10 and 20; Electric propulsion main thrusters (80) installed at the sterns of the first and second hulls (10, 20), respectively; True recovery module (100); Electrically propulsion unmanned underwater vehicle (2); Power conversion device (600); and an energy storage device 500, wherein the power conversion device 600 includes the fuel cell 200, a diesel generator 300, a main thruster 80, an energy storage device 500, and an unmanned underwater vehicle. Since it is electrically connected to (2), it can operate stably for a long period of time on the water and on the water.

Description

Fuel Cell Based Electric Propulsion Unmanned Vehicle}

The present invention relates to a fuel cell-based electric propulsion unmanned ship, and more specifically, to a fuel cell-based electric propulsion unmanned ship equipped with a propulsion unit driven using electric energy produced by a hydrogen fuel cell.

Unmanned ships carry out various maritime missions in the ocean, such as seafloor topography survey and digital map creation, marine environment and climate change survey, marine life and mineral resource survey, biological exploration and natural phenomenon identification, underwater surveillance and marine crime monitoring, etc. There may be a variety of unmanned ship technologies being developed.

Recently, interest in environmental problems such as global warming, fine dust, and other environmental pollution, along with the issue of fossil energy depletion in the shipping industry, has increased, and regulations have been gradually strengthened, leading to research on eco-friendly ships such as electric propulsion ships. Progress is being made actively, and technology for installing electric propulsion systems on unmanned ships is also being developed.

The unmanned vessel for surveillance and reconnaissance (hereinafter referred to as ‘prior art’) shown in Publication Patent Publication No. 10-2022-0127056 is an example of an unmanned vessel that operates using electric energy with a solar power generation module.

In the prior art, it is stated that the operating time of a ship can be increased through solar power generation, but due to the limitations of solar power generation and the small capacity of the battery, there is a limit to increasing the operating time, making it difficult to perform long-term missions. .

Public Patent Publication No. 10-2022-0127056 (published on September 19, 2021)

In order to solve the above problems, the present invention seeks to provide a fuel cell-based electric propulsion unmanned ship that produces electric energy using a fuel cell and operates the ship using this.

In addition, the present invention seeks to provide a fuel cell-based electric propulsion unmanned ship in which a diesel generator is installed together with a fuel cell to more stably produce the electric energy required for the operation of the ship.

In addition, the present invention seeks to provide a fuel cell-based electric propulsion unmanned ship configured to enable electric propulsion by providing the produced electrical energy to an additional unmanned underwater vehicle.

The technical problem to be achieved by the present invention is not limited to the technical problem mentioned above, and other technical problems not mentioned can be clearly understood by those skilled in the art from the description below. There will be.

In order to achieve the above technical problem, the fuel cell-based electric propulsion unmanned ship of the present invention includes a first hull 10 equipped with a fuel cell 200 and a diesel generator 300; A second hull 20 equipped with an energy storage device 500 and a power conversion device 600; A connection frame 40 connecting the first and second hulls 10 and 20; Electric propulsion main thrusters (80) installed at the sterns of the first and second hulls (10, 20), respectively; Power conversion device (600); and an energy storage device 500, wherein the power conversion device 600 is electrically connected to the fuel cell 200, the diesel generator 300, the main thruster 80, and the energy storage device 500. It is done.

In addition, the fuel cell-based electric propulsion unmanned ship of the present invention is additionally formed with a solar panel 400 electrically connected to the power conversion device 600 on the first and second hulls 10 and 20, respectively. , a failure diagnosis system 900 may be additionally formed to monitor whether the unmanned vessel is malfunctioning.

In addition, in the fuel cell-based electric propulsion unmanned ship of the present invention, an engine recovery module 100 is additionally coupled to the lower part of the connection frame 40, and the engine recovery module 100 includes an electric propulsion unmanned underwater vehicle (2). ) is mounted, and a wireless charging module 700 is additionally connected to the power conversion device 600, and the wireless charging module 700 is configured to charge the unmanned underwater vehicle 2 with electrical energy. Consists of.

In addition, the wireless charging module 700 includes a wireless charging pad 710 and a second hydraulic cylinder 720, and the fixed end of the second hydraulic cylinder 720 is connected to the connection frame 400 or the It is coupled to the recovery module 100, and the wireless charging pad 710 is movably coupled to the moving end of the second hydraulic cylinder 720, and the wireless charging pad 710 moves and enters the unmanned water. It may be configured so that electrical energy can be charged when it touches the sieve 2 or falls below a set distance.

In addition, the underwater body true recovery module 100 includes an underwater body holder 110; First and second links 121 and 122 rotatably coupled to the connection frame 40 and the underwater body holder 110, respectively, at positions spaced apart from each other; an L-shaped link 124 connecting the connection frame 40 and the first link 121; and a first hydraulic cylinder 125 rotatably coupled between the connection frame 40 and the L-shaped link 124.

In addition, the underwater body holder 110 may be configured to move its position according to the operation of the first hydraulic cylinder 125.

The fuel cell-based electric propulsion unmanned ship (1) shown in the present invention produces electrical energy with a fuel cell (200) and operates using the produced electrical energy using a power conversion device (600) and an energy storage device (500). It has the advantage of being able to operate a ship for a long period of time because it can be used, stored, and operated at a time.

The fuel cell-based electric propulsion unmanned ship (1) shown in the present invention is configured to additionally install a diesel generator (300) and produce electric energy through the diesel generator (300), thereby making electric energy production more stable. However, it has the advantage of being able to operate the ship for a long period of time.

In addition, the fuel cell-based electric propulsion unmanned ship (1) of the present invention is additionally equipped with an electric propulsion unmanned underwater vehicle (2), and the unmanned underwater vehicle (2) is electrically connected to the power conversion device (600). It is configured to receive electric energy through the wireless charging module 700, so it has the advantage of being able to perform underwater missions as well as surface missions.

Figure 1. A perspective view of a fuel cell-based electric propulsion unmanned ship according to the present invention.
Figure 2. A top view of a fuel cell-based electric propulsion unmanned ship according to the present invention.
Figure 3. Configuration diagram of the electric propulsion system of an unmanned ship according to the present invention.
Figure 4. Configuration diagram of the underwater body true recovery module portion of the present invention.
Figure 5. Operation diagram of the underwater body true recovery module of the present invention.

Hereinafter, the present invention will be described with reference to the attached drawings. However, the present invention may be implemented in various different forms and, therefore, is not limited to the embodiments described herein.

Throughout the specification, when a part is said to be "connected (connected, contacted, combined)" with another part, this means not only "directly connected" but also "indirectly connected" with another member in between. "Includes cases where it is. Additionally, when a part is said to “include” a certain component, this does not mean that other components are excluded, but that other components can be added, unless specifically stated to the contrary.

Figure 1 is a perspective view of the fuel cell-based hybrid electric propulsion unmanned ship of the present invention, Figure 2 is a plan view of the electric propulsion unmanned ship of the present invention, Figure 3 is a configuration diagram of the electric propulsion system of the electric propulsion unmanned ship of the present invention, Figure 4 is a configuration diagram of the true recovery module portion of the present invention, and Figure 5 is an operating diagram of the true recovery module of the present invention.

1 to 3, the fuel cell-based electric propulsion unmanned vessel 1 of the present invention includes first and second hulls 10 and 20; connecting cabin (30); Connection frame (40); True recovery module (100); unmanned underwater vehicle (2); and an electric propulsion system.

The first and second hulls 10 and 20 are installed spaced apart from each other as shown in FIGS. 1 and 2 and are coupled via a connection frame 40.

A main thruster 80 including a first drive motor (not shown) driven by electrical energy is provided on the stern sides of the first and second hulls 10 and 20, respectively.

The main thruster 80 may be additionally installed with a first chiller 81 to more effectively cool the heat generated during operation.

When the first chiller 81 is configured as a water-cooled type, it can be used by introducing seawater as cooling water.

Meanwhile, the cooling water circulates around the main thruster 80 and the first drive motor (not shown), which generate heat, to cool the main thruster 80 and the first drive motor (not shown). Since it may corrode the surrounding area, in order to prevent this, the seawater flowing into the first chiller (81) is desalinated and the desalinated water is used as coolant circulating around the main propeller (80) and the first drive motor (not shown). It is also possible to do so.

The bow side of the first and second hulls 10 and 20 may be equipped with a bow thruster 90 including a second drive motor (not shown) driven by electrical energy.

The first and second hulls 10 and 20 are equipped with devices that produce, convert and store electrical energy, and it is desirable to arrange them in consideration of their weight and electrical connection.

First, the hull 10 may be equipped with a fuel cell 200 and a diesel generator 300 that produce electrical energy, as shown in FIGS. 2 and 3.

In the present invention, the fuel cell 200 is presented as an example of a hydrogen fuel cell. In this case, as shown in FIGS. 2 and 3, a hydrogen tank 210 that stores hydrogen to be supplied to the hydrogen fuel cell 200 is included. It is advisable to install it.

Since heat may be generated in the hydrogen fuel cell 200 during the electric energy production process, a second chiller 201 can be additionally installed to cool the fuel cell as shown in FIG. 3.

Like the first chiller 81, the second chiller 201 may also introduce seawater and use it as cooling water.

The diesel generator 300 is a generator using a diesel engine and produces electrical energy together with the fuel cell 200.

In this way, through hybrid electric energy production using the fuel cell 200 and a diesel generator 300 using a diesel engine, which is a different internal combustion engine, it is possible to stably produce electric energy even if one generator does not operate normally. You can.

It is preferable that a diesel fuel tank 310 is installed in the diesel generator 300.

Meanwhile, for additional electric energy production, solar panels 400 as shown in FIG. 3 are additionally installed on the outside of the first and second hulls 10 and 20, respectively, to enable solar power generation. It may be possible.

The second hull 20 may be equipped with an energy storage system (ESS, 500) and a power converter system (PCS, 600) as shown in FIGS. 2 and 3.

As shown in FIG. 3, the current converter (PCS, 600) is electrically connected to the electric energy production elements, storage elements, and consumption elements within the unmanned ship 1 and receives the produced electric energy to produce the unmanned ship 1. ), it converts and supplies electrical energy into a voltage suitable for the elements that consume it, and the element that stores the electrical energy is configured to transmit and receive electrical energy.

For this purpose, the current converter (PCS, 600) includes an AC-DC converter to convert the type of current, a DC-AC converter, and a DC-DC converter to convert the voltage.

The energy storage device (ESS, 500) is a device that stores electrical energy produced from a fuel cell (200), a diesel generator (300), and a solar panel (400).

The energy storage device 500 may generate heat during charging, and as the temperature increases, the risk of fire increases, so a third chiller 510 for cooling may be additionally provided.

The connection cabin 30 is configured to be located between the first and second hulls 10 and 20, as shown in FIG. 1, and may be equipped with a communication antenna 60 on the outside.

The communication antenna 60 may be installed on the antenna holder 50 as shown in FIG. 1.

The connection frame 40 is a component that stably couples the first and second hulls 10 and 20, as shown in FIG. 2, and is provided at the lower part of the connection cabin 30.

The present invention is additionally provided with an unmanned underwater vehicle (2) as shown in FIGS. 4 and 5, and the unmanned underwater vehicle (2) is separated from the unmanned vessel (1) through the true recovery module (100) and operates. It is structured so that you can do this.

The unmanned underwater vehicle 2 also preferably has its own electric propulsion system (not shown) and has a separate battery (not shown) installed therein.

The true recovery module 100 is installed at the lower part of the connection frame 40 and is configured to hold the unmanned underwater vehicle 2.

The true recovery module 100 is configured to launch or retrieve the mounted unmanned underwater vehicle 2, and as shown in FIGS. 4 and 5, it includes an underwater vehicle holder 110; First and second links 121 and 122 rotatably coupled to the connection frame 40 and the underwater body holder 110, respectively, at positions spaced apart from each other; an L-shaped link 124 connecting the connection frame 40 and the first link 121; and a first hydraulic cylinder 125 rotatably coupled between the connection frame 40 and the L-shaped link 124.

The underwater body holder 110 is configured to support the unmanned underwater body 2, and a protective frame may be formed on at least a portion of the side or top of the unmanned underwater body 2.

In addition, the underwater body holder 110 may be additionally provided with a hydraulic support unit (not shown) to support the unmanned underwater body 2 more stably and enable separation.

The first and second links 121 and 122 are positioned spaced apart from each other as shown in FIGS. 4 and 5, and each end of the first and second links 121 and 122 is attached to the underwater body holder 110. It is rotatably coupled, and each other end is rotatably coupled to the connection frame 40.

At this time, the other ends of the first and second links 121 and 122 may be directly connected to the connection frame 40, and may be rotatably connected to the connection member 120 as shown in FIGS. 4 and 5. It would also be possible to configure the connecting member 120 to be coupled to the connecting frame 400.

When the connecting member 120 is provided, as shown in FIG. 5, one end and the other end of the L-shaped link 124 are rotatably coupled to the first link 121 and the connecting member 120, respectively. It is done.

As shown in FIG. 5, the first hydraulic cylinder 125 is rotatably coupled to a fixed end and the connecting member 120, and a moving end is rotatably coupled to the L-shaped link 124.

Through this configuration, the angle between the L-shaped link 124 and the first link 121 changes according to the operation of the first hydraulic cylinder 125.

That is, as the first hydraulic cylinder 125 operates, the first and second links 121 and 122 are positioned at a position where the underwater body holder 110 is close to the connection frame 40, as shown in FIG. 5. It can be configured in a folded state so that the underwater vehicle holder 110 is located in the water and the unmanned underwater vehicle 2 is launched in the water and can be configured in an unfolded state so that underwater navigation is possible.

The wireless charging module 700 is configured to wirelessly charge the unmanned underwater vehicle 2, and includes a wireless charging pad 710 and a second hydraulic cylinder 720.

The wireless charging pad 710 is electrically connected to the power conversion device 600 as shown in FIG. 3, and contacts the unmanned underwater vehicle 2 so that the unmanned underwater vehicle 2 can be electrically propulsed. Electrical energy can be charged.

To enable smooth charging of the unmanned underwater vehicle (2) through contact with the wireless charging pad (710), a wireless charging pad (not shown) is placed close to the battery (not shown) built into the unmanned underwater vehicle (2). It would be desirable to configure it so that 710) is located.

The fixed end of the second hydraulic cylinder 720 is coupled to the connection frame 400 or the underwater body holder 110, and the moving end is coupled to the wireless charging pad 710.

Through this configuration, the wireless charging pad 710 moves by the operation of the second hydraulic cylinder 720 and can select a state of contact or separation from the unmanned underwater body 2.

When charging the unmanned underwater vehicle 2, the wireless charging pad 710 is controlled to be in contact with the unmanned underwater vehicle 2 or controlled to be at a close distance where charging is possible. The close distance at which charging is possible is a performance characteristic between the installed wireless charging pad 710 and the battery (not shown) built into the unmanned underwater vehicle 2, and the interval at which charging between them can be confirmed experimentally and set in advance. You will be able to.

When not charging the unmanned underwater vehicle (2) or when operating the unmanned underwater vehicle (2), the wireless charging pad (710) can be controlled to be completely separated by moving in a direction away from the unmanned underwater vehicle (2). will be.

As shown in Figure 3, an energy management system (EMS, 800) may be installed in the electric propulsion system of the unmanned vessel (1) according to the present invention, and a fault diagnosis system (FDS, 900) may also be installed.

The energy management system (EMS, 800) and the fault diagnosis system (FDS, 900) may be installed inside the connecting cabin (30).

The energy management system (EMS, 800) is configured to produce and supply electric energy.

More specifically, the energy management system (EMS, 800) manages the production of electrical energy from the fuel cell 200, diesel generator 300, and solar panel 400, and generates the electricity required for operation of the unmanned vessel (1). It controls energy and is configured to control the charging of the unmanned underwater vehicle (2) and the operational electrical energy of the underwater vehicle true recovery module (100).

The fault diagnosis system (FDS, 900) is the electric propulsion and integrated power system of the unmanned vessel (1), fuel cell (200), solar panel (400), diesel generator (300), energy storage device (500), and power Configured to monitor failure of the conversion device (600), energy management system (900), thrusters (80, 90), wireless charging module (700), unmanned underwater vehicle (2), and true recovery module (100). It is desirable to have

To this end, it is preferable that the unmanned vessel 1 of the present invention is equipped with sensors that can check whether each component has a failure.

For example, failure of the fuel cell 200 may occur in the fuel cell 200, the first chiller 201, and the hydrogen fuel tank 210. In the fuel cell 200, high temperature occurs, inflow fuel leaks, stack/ Malfunctions such as blockage of the exhaust port may occur. In the first chiller (201), which is a cooling system, failures such as increased coolant temperature, supercooling, flow control error, and damage to connectors may occur, and in the hydrogen fuel tank (210), external air inflow, internal temperature rise, and hydrogen fuel leakage may occur. Malfunctions such as these may occur.

Therefore, in order to detect such a failure, a temperature, water leak, gas, pressure, or flow sensor can be installed at a location where the failure can be confirmed, and their signals can be configured to be monitored by the failure diagnosis system 900.

It is possible to set the type of failure that may occur in other components, install sensors that can measure the failure, and monitor their signals in the failure diagnosis system 900 to monitor whether the unmanned vessel (1) is malfunctioning. .

The fuel cell-based electric propulsion unmanned ship (1) of the present invention having the above configuration is an eco-friendly ship, and forms an electric propulsion system that produces electric energy using fuel cells, etc. and drives it, and operates better than a conventional unmanned ship. The period can be significantly increased. In addition, the unmanned underwater vehicle (2) is configured to easily charge electric energy and operate underwater using electric energy, so that it can operate on water and underwater at the same time.

The scope of the present invention is indicated by the patent claims described below, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention.

1: Fuel cell-based electric propulsion unmanned ship 2: Unmanned underwater vehicle
10: first hull 20: second hull 30: connection cabin
40: Connection frame 50: Antenna stand 60: Antenna
80: main thruster 81: first chiller 90: bow thruster
100: Underwater body true recovery module 110: Underwater body holder 120: True recovery link
121: first link 122: second link 123: connection member
124: L-shaped link 125: First hydraulic cylinder 140: Hydraulic line
200: Fuel cell 201: Second chiller 210: Hydrogen tank
300: Diesel generator 310: Diesel tank 400: Solar cell
500: Energy storage system (ESS) 510: Third chiller
600: Power conversion device (PCS) 700: Wireless charging module
710: wireless charging pad 720: second hydraulic cylinder
800: Energy Management System (EMS) 900: Fault Diagnosis System (FDS)

Claims (6)

A first hull 10 equipped with a fuel cell 200 and a diesel generator 300;
A second hull 20 equipped with an energy storage device 500 and a power conversion device 600;
A connection frame 40 connecting the first and second hulls 10 and 20;
Electric propulsion main thrusters (80) installed at the sterns of the first and second hulls (10, 20), respectively;
Power conversion device (600); and an energy storage device 500;
The power conversion device 600 is a fuel cell-based electric propulsion unmanned ship, characterized in that it is electrically connected to the fuel cell 200, the diesel generator 300, the main propulsion unit 80, and the energy storage device 500. .
According to paragraph 1,
A solar panel 400 electrically connected to the power conversion device 600 is additionally formed on the first and second hulls 10 and 20, respectively,
A fuel cell-based electric propulsion unmanned ship, characterized in that a failure diagnosis system 900 is additionally formed to monitor whether the unmanned ship is malfunctioning.
According to claim 1 or 2,
A true recovery module 100 is additionally coupled to the lower part of the connection frame 40,
The electric propulsion unmanned underwater vehicle (2) is mounted on the true recovery module (100),
A wireless charging module 700 is additionally connected to the power conversion device 600,
The wireless charging module 700 is a fuel cell-based electric propulsion unmanned ship, characterized in that it is configured to charge the unmanned underwater vehicle (2) with electrical energy.
According to paragraph 3,
The wireless charging module 700,
Including a wireless charging pad 710 and a second hydraulic cylinder 720,
The fixed end of the second hydraulic cylinder 720 is coupled to the connection frame 400 or the true recovery module 100,
The wireless charging pad 710 is movably coupled to the moving end of the second hydraulic cylinder 720,
A fuel cell-based electric propulsion unmanned ship, characterized in that it is configured to charge electric energy when the wireless charging pad 710 moves and comes into contact with the unmanned underwater vehicle 2 or falls below a set interval.
According to paragraph 3,
The underwater body true recovery module 100,
Underwater body holder (110);
First and second links 121 and 122 rotatably coupled to the connection frame 40 and the underwater body holder 110, respectively, at positions spaced apart from each other;
an L-shaped link 124 connecting the connection frame 40 and the first link 121; and
A fuel cell-based electric propulsion unmanned ship, characterized in that it includes a first hydraulic cylinder (125) rotatably coupled between the connection frame (40) and the L-shaped link (124).
According to clause 5,
The underwater body holder 110 is a fuel cell-based electric propulsion unmanned ship, characterized in that its position can be moved according to the operation of the first hydraulic cylinder 125.