WO2022264942A1

WO2022264942A1 - Cargo transport ship

Info

Publication number: WO2022264942A1
Application number: PCT/JP2022/023480
Authority: WO
Inventors: 巧宮武; 修治川崎; 健太郎津田
Original assignee: 川崎重工業株式会社
Priority date: 2021-06-17
Filing date: 2022-06-10
Publication date: 2022-12-22
Also published as: KR20240021251A; JP2023000349A; CN117203121A; NO20240011A1

Abstract

This cargo transport ship comprises: a hull; a hydrogen fuel tank for storing hydrogen fuel; a fuel-cell power generation unit having a hermitical casing and a fuel cell disposed in the casing; and an electric power conversion device for supplying electric power generated by the fuel-cell power generation unit to a propulsion electric motor and/or an inboard electric power load. When a zone from a portion above a cargo space to a predetermined first height or less, in the upper deck of the hull, is defined as a hazardous deck place derived from cargoes, the hydrogen fuel tank is disposed between the front end and the back end of the cargo space in the hull, and the fuel-cell power generation unit is disposed between the front end and the back end of the cargo space and above the upper deck in a state in which a lot where the fuel cell is installed is separated from the hazardous deck place.

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 onboard power. For example, Patent Literature 1 discloses a liquefied gas carrier equipped with a power generator using a fuel cell. In this liquefied gas carrier, the boil-off gas generated in the cargo tank is reformed into fuel gas and supplied to the anode of the fuel cell, and the oxidant gas is supplied to the cathode of the fuel cell, whereupon the fuel cell generates power. , the generated power is supplied to the propulsion motors and the living quarters through the power distribution system.

In the liquefied gas carrier of Patent Document 1, a fuel cell-based power generator is placed on the exposed deck, and a portion of the power generator is above the cargo tank.

JP-A-2-109792

The inside of a cargo tank that stores liquefied gas, heavy oil, etc. is a section where a dangerous atmosphere continuously exists under normal conditions. restrictions are imposed. Although the area in which the fuel cell is installed is not defined as a hazardous area, it is an area where an explosive air-fuel mixture may be generated. Since there are restrictions on the equipment that can be installed in the hazardous areas, it is desirable to keep the hazardous areas as small as possible on the ship.

The present disclosure has been made in view of the above circumstances, and its purpose is to expand the dangerous area in a cargo carrier that carries cargo such as liquefied gas and heavy oil and whose cargo hold is a dangerous area due to cargo. To propose a structure in which a fuel cell is mounted while suppressing the load.

A cargo carrier according to one aspect of the present disclosure includes:
a hull having at least one cargo tank and a cargo hold, which is a hazardous area originating from cargo, and an engine room located aft of the cargo hold;
a propulsion motor arranged in the engine room;
a hydrogen fuel tank for storing hydrogen fuel;
a fuel cell power generation unit having a sealable casing and a fuel cell disposed within the casing for generating electricity using hydrogen supplied from the hydrogen fuel tank and oxygen in the air;
a power conversion device that supplies power generated by the fuel cell power generation unit to at least one of the propulsion motor and the onboard power load,
When the area of the upper deck of the hull below the predetermined first height from the part located above the cargo hold is defined as a dangerous area on deck derived from cargo,
The hydrogen fuel tank is arranged between the front end and the rear end of the cargo hold in the hull, and the fuel cell power generation unit is installed in the cargo hold while the fuel cell is evacuated from the dangerous area on deck. It is characterized in that it is arranged above the upper deck between the fore and aft from the front end to the rear end.

According to this disclosure, it is possible to propose a structure in which a fuel cell is mounted while suppressing expansion of the dangerous area in a cargo carrier whose cargo hold is a dangerous area derived from cargo.

FIG. 1 is a schematic side view showing the overall configuration of a cargo carrier according to one embodiment of the present disclosure. FIG. 2 is a block diagram showing a schematic configuration of a hydrogen power generation system. FIG. 3 is a diagram for explaining dangerous areas on the deck and cargo area defined for a cargo carrier. FIG. 4 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 1. FIG. FIG. 5 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 2. FIG. FIG. 6 is a schematic side view showing the overall configuration of a cargo carrier according to Modification 3. As shown in FIG.

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

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

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

An upper structure 20 projecting upward from the hull 11 is provided above the engine room 13 . The upper structure 20 is provided with a living space 2 and a bridge 3 .

A cargo tank 16 is provided in the cargo hold 12. The cargo carrier 1 according to this embodiment is a liquefied gas carrier, and the cargo tank 16 stores liquefied gas. 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 the rectangular cargo tank 16 is shown in FIG. 1, the shape of the cargo tank 16 is not limited to rectangular, and may be spherical, elliptical, or cylindrical with both ends closed with hemispheres (i.e., capsule-shaped). good too.

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 motor 25 and the onboard power load 26 . The hydrogen power generation system 6 comprises a fuel cell power generation unit 61 , at least one hydrogen storage module 62 , a power converter 63 and a storage battery 65 .

FIG. 2 is a block diagram showing a schematic configuration of the hydrogen power generation system 6. As shown in FIG. As shown in FIG. 2, the hydrogen storage module 62 includes a hydrogen fuel tank 621 containing hydrogen fuel, and a tank valve 622 provided at the entrance/exit of the hydrogen fuel tank 621 . The hydrogen fuel is stored in the hydrogen fuel tank 621 in gaseous or liquid form. The hydrogen fuel tank 621 is connected to the fuel cell power generation unit 61 through a pipe, and 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 of hydrogen supply 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 utilization equipment other than the hydrogen power generation system 6 mounted on the cargo carrier 1 . A hydrogen boiler arranged in the engine room 13 is exemplified as such a hydrogen utilization device.

The fuel cell power generation unit 61 includes a fuel cell 611, a radiator 612, a high-pressure hydrogen facility 613, and a system controller 614, and is housed within a sealable casing 610. Casing 610 forms an enclosed compartment in which fuel cell 611 is located.

The fuel cell 611 has a large number of fuel cells, receives supply of hydrogen, and electrochemically reacts the hydrogen with oxygen in the air to generate DC power. A radiator 612 adjusts the temperature of the fuel cell 611 to a temperature suitable for power generation. For example, a coolant circulates through radiator 612 and fuel cell 611 . The high-pressure hydrogen equipment 613 adjusts the pressure of the 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 controller 614 controls the high-pressure hydrogen equipment 613 and the tank valve 622 so that hydrogen and oxygen are supplied to the fuel cell 611 to generate power according to the load. The system controller 614 also operates the radiator 612 so that the fuel cell 611 is kept at an appropriate temperature. Also, the system control device 614 instructs the power conversion device 63 on the power to be extracted from the fuel cell 611 .

The power conversion device 63 has a plurality of input systems and output systems, converts the voltage, current, and frequency of the input power and outputs it. For example, the system control device 614 calculates commands to the power conversion device 63 from the load state of the main switchboard 27 and the state of charge of the storage battery 65 . The power conversion device 63 extracts DC power from the fuel cell 611 according to a command from the system control device 614 , converts (or adjusts) the voltage of the DC power, and sends it to the main switchboard 27 . Power is supplied from the main switchboard 27 to the propulsion motors 25 through wiring. Also, power is supplied from the main switchboard 27 to the onboard power load 26 via wiring. Here, voltage conversion includes at least one of DC-to-DC conversion, AC-to-DC conversion, DC-to-AC conversion, AC-to-AC conversion, voltage conversion, and power regulation. It's okay. In addition, the power conversion device 63 stores the 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 converter 63 and sent to the main switchboard 27 .

[Arrangement of hydrogen power generation system 6]
Here, the arrangement of the hydrogen power generation system 6 on the cargo carrier 1 will be described in detail. First, the deck dangerous area 100 and the cargo area 101 defined for the cargo carrier 1 will be described. FIG. 3 is a diagram for explaining a deck dangerous area 100 and a cargo area 101 defined for the cargo carrier 1. As shown in FIG.

As shown in FIG. 3, the upper deck 18 is an exposed deck that covers the upper surface of the hull 11. A section of the upper deck 18 that is below the predetermined first height X [m] from the portion located above the cargo hold 12 is defined as a "dangerous area 100 on deck" derived from cargo. More specifically, it is surrounded by a plane S1 parallel to the ship width direction Y [m] forward from the front end of the cargo hold 12 and a plane S2 parallel to the ship width direction Y [m] rearward from the rear end of the cargo hold 12. , and an area below the first height X [m] from the upper deck 18 is defined as a deck dangerous area 100 . However, if a portion of the outer surface of the cargo tank 16 protrudes above the upper deck 18, the deck dangerous area 100 of the protruding portion of the cargo tank 16 is the first height from the outer surface of the cargo tank 16. It is defined as an area of height X [m] or less. The deck dangerous area 100 is the hatched area in FIG. X and Y are values determined by rules or the like, and may be, for example, X=2.4 and Y=3.

An area surrounded by a plane S3 parallel to the ship width direction at the front end of the cargo hold 12 and a plane S4 parallel to the ship width direction at the rear end of the cargo hold 12 is defined as a "cargo area 101". The cargo area 101 is indicated by a thick double-dashed line in FIG. In addition to the cargo hold 12 of the hull 11 , the cargo area 101 includes a portion of the upper deck 18 above the cargo hold 12 and a space above the upper deck 18 above the cargo hold 12 . part is included.

Returning to FIG. 1, the fuel cell power generation unit 61 is arranged above the upper deck 18 in the cargo section area 101 with the fuel cell 611 substantially retracted from the deck dangerous area 100 . In the example shown in FIG. 1 , at least one fuel cell power generation unit 61 erected on the upper deck 18 is used to evacuate the entire fuel cell power generation unit 61 including the fuel cell 611 from the on-deck dangerous area 100 . is supported from below by a support column 71 of . In other words, the fuel cell power generation unit 61 is placed on at least one support column 71 erected on the upper deck 18 . The support column 71 has a second height H that is greater than or equal to the first height X [m]. As a result, the fuel cell power generation unit 61 placed on the support column 71 is arranged at a position higher than the first height X from the upper deck 18 . Since the fuel cell power generation unit 61 is arranged in front of the bridge 3, the second height H is set to the first height X [m ] It is desirable that the value is as small as possible.

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 columns 71, the space between the plurality of support columns 71 is opened. In other words, the plurality of support columns 71 are horizontally separated to the extent that crew members can pass through. In addition, the space between the upper deck 18 and the fuel cell power generation unit 61 separated by the support pillar 71 is sufficiently high for a crew member wearing safety shoes and a helmet to pass through. As a result, the visibility and trafficability on the upper deck 18 are secured below the fuel cell power generation unit 61, and the crew can pass below the fuel cell power generation unit 61 and work below the fuel cell power generation unit 61. you can go The configuration of the support column 71 is not limited to the above, and may be a block shape provided with a passage tunnel or a frame shape without walls.

The hydrogen storage module 62 is arranged in the cargo section area 101 . In the example shown in FIG. 1 , the hydrogen storage module 62 is arranged on the bow 17 side of the fuel cell power generation unit 61 . The hydrogen fuel tank 621 of the hydrogen storage module 62 has a lower portion below the upper deck 18 and an upper portion protruding upward from the upper deck 18 . By burying a portion of the hydrogen fuel tank 621 in the upper deck 18 in this manner, the hydrogen fuel tank 621 has a volume that can accommodate the amount of hydrogen required for navigation, and the hydrogen fuel tank 621 can be The forward visibility from the bridge 3 can be ensured by suppressing the protrusion height from the upper deck 18.例文帳に追加

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

As described above, the cargo carrier 1 according to the present disclosure is
A hull 11 having a cargo hold 12, which is a hazardous area derived from cargo and provided with at least one cargo tank 16, and an engine room 13 arranged behind the cargo hold 12;
a propulsion motor 25 arranged in the engine room 13;
a hydrogen fuel tank 621 that stores hydrogen fuel;
a fuel cell power generation unit 61 having a sealable casing 610 and a fuel cell 611 disposed in the casing 610 for generating electricity using hydrogen supplied from a hydrogen fuel tank 621 and oxygen in the air;
A power conversion device 63 that supplies the power generated by the fuel cell power generation unit 61 to at least one of the propulsion motor 25 and the onboard power load 26,
When the area of the upper deck 18 of the hull 11 located above the cargo hold 12 and below the predetermined first height X is defined as the deck dangerous area 100 originating from the cargo,
The hydrogen fuel tank 621 is arranged between the front and rear ends of the cargo hold 12 in the hull 11 from the front end to the rear end,
The fuel cell power generation unit 61 is arranged above the upper deck 18 between the front end and the rear end of the cargo hold 12 in a state where the section in which the fuel cell 611 is arranged is evacuated from the deck dangerous area 100. It is characterized by being

In the cargo carrier 1 configured as described above, the compartment where the fuel cell 611 is arranged, that is, the internal space of the casing 610 is withdrawn from the dangerous area 100 on deck. This means that the section where an explosive air-fuel mixture may be generated in the fuel cell power generation unit 61 does not overlap with the deck dangerous area 100 derived from the cargo, and safety is ensured. . Furthermore, in the cargo carrier 1 configured as described above, the fuel cell power generation unit 61 is arranged between the front end and the rear end of the cargo hold 12 (i.e., the cargo area 101). The dangerous place to be carried out falls between before and after the deck dangerous place 100 originating from the cargo hold 12. - 特許庁As a result, the fuel cell power generation unit 61 can be arranged without extending the dangerous area including the dangerous area 100 on the deck rearward, that is, toward the stern side. Since the dangerous area is not extended to the stern side where the upper structure 20 is located, safety measures such as installation of bulkheads for expanding the dangerous area to the existing section which is not the dangerous area and review of peripheral devices are not required.

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

Since the entire fuel cell power generation unit 61 is thus evacuated upward from the deck dangerous area 100, even if hydrogen leaks from the fuel cell power generation unit 61, the hydrogen, which is lighter than air, floats on the upper deck 18. Therefore, the possibility of hydrogen igniting in the vicinity of crew members passing through the upper deck 18 can be reduced.

In the cargo carrier 1 described above, if there are a plurality of support pillars 71, the space between the plurality of support pillars 71 is open so that passage between the upper deck 18 and the fuel cell power generation unit 61 is possible. It is desirable that Since the spaces between the plurality of support columns 71 are opened in this manner, traffic and visibility are ensured even if the support columns 71 are provided on the upper deck 18 .

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

By installing the hydrogen fuel tank 621 in such a manner that the lower portion thereof is buried in the upper deck 18 in this manner, a sufficient tank capacity is secured while the amount of protrusion upward from the upper deck 18 is suppressed, thereby increasing the bridge. The forward visibility from 3 can be secured.

Although the preferred embodiments have been disclosed above, the present disclosure may also include modifications of the details of the specific structures and/or functions of the above embodiments within the scope of the present disclosure. The configuration of the cargo carrier 1 described above can be changed, for example, as in modifications described below. In addition, although a plurality of modifications will be described below, a combination of features shown in one or a plurality of modifications may be applied to the above embodiments.

[Modification 1]
FIG. 4 is a schematic side view showing the overall configuration of the cargo carrier 1 according to Modification 1. As shown in FIG. As shown in FIG. 4, in the hydrogen power generation system 6A mounted on the cargo carrier 1 according to Modification 1, the fuel cell power generation unit 61 is arranged in the range of the first height X or less from the upper deck 18 in the cargo area 101. is different from the hydrogen power generation system 6 according to the above-described embodiment.

In the hydrogen power generation system 6A, the casing 610a of the fuel cell power generation unit 61 is placed directly on the upper deck 18 so that at least a portion thereof overlaps the deck dangerous area 100, or is placed via a jig. In the hydrogen power generation system 6A, the casing 610a of the fuel cell power generation unit 61 has an airlock. Specifically, casing 610a includes multiple containers including an inner container and an outer container, and an airtight door provided for each of the multiple containers. Here, a plurality of hermetic doors are designed not to open at the same time. In the casing 610a having such an airlock, gas cannot directly enter from the outside to the inside of the casing 610a, and gas cannot directly go out from the inside to the outside of the casing 610a. Therefore, although the casing 610a is arranged in the deck dangerous area 100, the section in which the fuel cell 611 formed in the casing 610a is arranged becomes an atmospheric space independent from the deck dangerous area 100. FIG. That is, in the hydrogen power generation system 6A, it can be said that the compartment where the fuel cell 611 is arranged is substantially withdrawn from the dangerous area 100 on deck.

[Modification 2]
FIG. 5 is a schematic side view showing the overall configuration of the cargo carrier 1 according to Modification 2. As shown in FIG. As shown in FIG. 5 , the hydrogen power generation system 6B mounted on the cargo carrier 1 according to Modification 2 has the hydrogen storage module 62 disposed above the upper deck 18 in the cargo area 101, which is similar to that described above. It differs from the hydrogen power generation system 6 according to the 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 via supports 72.

In the cargo carrier 1 according to Modification 2, the capacity of the hydrogen fuel tank 621 is restricted so that the forward visibility from the bridge 3 is not blocked by the hydrogen fuel tank 621. In this case, in order to solve the shortage of hydrogen fuel, the hydrogen fuel tank 621 may be replenished with the boil-off gas of the cargo tank 16 as fuel as described in Modification 3 below.

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

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. The branch pipe 42 is provided with an on-off valve 43 and a compressor 44 . With this configuration, the boil-off gas in the cargo tank 16 is compressed by the compressor 44 and then sent to the hydrogen fuel tank 621 to fill the hydrogen fuel tank 621 . 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, the branch pipe 42 is used. A reformer is provided, and the boil-off gas is converted into hydrogen gas by the reformer and 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 a land or sea refueling facility and replenishment of fuel to the hydrogen fuel tank 621 from the cargo tank 16 .

Claims

a hull having at least one cargo tank and a cargo hold, which is a hazardous area originating from cargo, and an engine room located aft of the cargo hold;
a propulsion motor arranged in the engine room;
a hydrogen fuel tank for storing hydrogen fuel;
a fuel cell power generation unit having a sealable casing and a fuel cell disposed within the casing for generating electricity using hydrogen supplied from the hydrogen fuel tank and oxygen in the air;
a power conversion device that supplies power generated by the fuel cell power generation unit to at least one of the propulsion motor and the onboard power load,
When the area of the upper deck of the hull below the predetermined first height from the part located above the cargo hold is defined as a dangerous area on deck derived from cargo,
The hydrogen fuel tank is arranged in the hull between the front and rear ends of the cargo hold from the front end to the rear end,
The fuel cell power generation unit is arranged above the upper deck between the front end and the rear end of the cargo hold in a state where the section where the fuel cell is arranged is evacuated from the dangerous area on the deck. has been
Cargo carrier.
The casing is supported from below by at least one support column erected on the upper deck, and the support column has a second height higher than the first height.
A cargo carrier according to claim 1.
A plurality of the support pillars are provided, and the spaces between the support pillars are open.
A cargo carrier according to claim 2.
The casing has an airlock composed of multiple containers and an airtight door provided for each of the multiple containers,
The casing is arranged so that at least a portion of the casing overlaps with the deck dangerous area.
A cargo carrier according to claim 1.
A lower portion of the hydrogen fuel tank is below the upper deck, and an upper portion of the hydrogen fuel tank protrudes upward from the upper deck.
5. A cargo carrier as claimed in any one of claims 1 to 4.
The cargo tank and the hydrogen fuel tank are connected by a pipe that feeds boil-off gas in the cargo tank to the hydrogen fuel tank,
A cargo carrier according to any one of claims 1 to 5.