Battery rack fixing structure, marine container battery and ship

Abstract

The utility model discloses a battery rack fixing structure, a marine container battery and a ship, the marine container battery comprises a box body, a battery rack, a damping device and the battery rack fixing structure, one end of the battery rack fixing structure is connected with the side wall of the box body, the other end of the battery rack fixing structure is connected with the battery rack, and the damping device is arranged at the bottom of the battery rack along the Z direction. The battery rack fixing structure comprises a first limiting part extending in the X direction and a second limiting part extending in the Y direction, the first limiting part is used for limiting displacement of the battery rack in the Y direction, the second limiting part is used for limiting displacement of the battery rack in the X direction, and the first limiting part or the second limiting part abuts against the battery rack. The battery rack fixing structure is in a decoupling state in the X direction, the Y direction and the Z direction, so that the impact resistance of the damping device is not affected, and the swing resistance of the battery rack is improved; the top space in the box body is vacated, equipment installation and maintenance are facilitated, the structural layout is optimized, and the battery rack fixing structure is simple in structure, small in size and light in weight.

Description

Technical Field

[0001] This utility model relates to the field of marine equipment technology, and in particular to a battery rack fixing structure, a marine container battery, and a ship. Background Technology

[0002] Marine containerized batteries are battery power systems that use standard shipping containers as battery mounting platforms. They are widely used in various ship types, including battery-powered ships and hybrid-powered ships, serving as both primary and auxiliary power sources. However, the battery rack fixing structures of currently operational and under-development marine containerized batteries generally suffer from the following three problems:

[0003] 1) Low integration efficiency, high size and weight, and difficult installation: such as Figure 1 As shown, the existing marine container battery rack 300' is generally fixed to the container top edge beam 200' by the diagonal tie beam 100', which seriously occupies the space for the integration of top equipment in the battery compartment, resulting in great difficulty in equipment installation and maintenance;

[0004] 2) Poor resistance to swaying and impact: Marine container batteries are typically swapped using a hoisting method. Furthermore, ships often encounter severe weather and sea conditions during navigation, which can cause severe swaying and impact on the container batteries. Traditional cable-stayed beams 100' use bolted connections to link the container and battery rack 300'. While this enhances resistance to swaying in one direction, it also limits the expansion and contraction of the shock-absorbing device 400' at the bottom of the battery rack 300' along the Z-axis, thus weakening its impact resistance in the Z-axis direction and threatening the ship's power supply and navigational safety.

[0005] 3) Does not meet A60 fire resistance requirements: The traditional 100' cable-stayed beam encroaches on the space for the integration of equipment at the top of the battery compartment, making the design of the equipment integration at the top of the battery compartment more difficult. Therefore, the fire resistance design of the box in the narrow space will inevitably be affected, which will seriously affect the normal operation and safety of the ship.

[0006] Therefore, there is an urgent need to design a new battery rack fixing structure, a marine container battery, and a ship to solve the aforementioned technical problems existing in the battery rack fixing structure of marine container batteries. Utility Model Content

[0007] One objective of this invention is to provide a battery rack fixing structure that is simple in structure, small in size and weight, and easy to install and maintain.

[0008] To achieve this objective, the present invention adopts the following technical solution:

[0009] A battery rack fixing structure, generally U-shaped and located on the outside of the battery rack, includes:

[0010] A first limiting portion, extending along the X direction, is used to limit the displacement of the battery holder along the Y direction, wherein the X direction and the Y direction are perpendicular to each other in the horizontal plane; and

[0011] The second limiting part is provided in two parts, which are respectively disposed at both ends of the first limiting part and extend along the Y direction. The second limiting part is used to limit the displacement of the battery rack along the X direction.

[0012] The first limiting part or the second limiting part abuts against the battery holder.

[0013] As an optional technical solution for the aforementioned battery rack fixing structure, two second limiting parts are symmetrically arranged at both ends of the first limiting part.

[0014] Another objective of this invention is to propose a marine container battery that significantly improves the anti-sway performance of the battery rack during ship navigation, reducing battery damage and safety hazards caused by swaying.

[0015] To achieve this objective, the present invention adopts the following technical solution:

[0016] A marine container battery includes a container and a battery rack, the battery rack being disposed in the container. The marine container battery also includes a shock-absorbing device and the aforementioned battery rack fixing structure. One end of the battery rack fixing structure is connected to the side wall of the container, and the other end is connected to the battery rack. The shock-absorbing device is disposed at the bottom of the battery rack along the Z direction, the Z direction being perpendicular to the horizontal plane containing the X and Y directions.

[0017] As an optional technical solution for the aforementioned marine container battery, the battery rack fixing structure is disposed on the upper part of the battery rack along the Z direction.

[0018] As an optional technical solution for the aforementioned marine container battery, the first limiting part is arranged parallel to the upper edge of the battery rack.

[0019] As an optional technical solution for the above-mentioned marine container battery, the marine container battery also includes a reinforcing member, one end of which is fixedly connected to the inner wall of the container, and the other end of which is fixedly connected to the battery rack fixing structure.

[0020] As an optional technical solution for the above-mentioned marine container battery, a fireproof layer is provided between the battery rack fixing structure and the battery rack, and between the battery rack fixing structure and the reinforcing member; the heat transfer length between the thermal bridge start point and the thermal bridge end point of any of the fireproof layers is not less than 450mm.

[0021] As an optional technical solution for the aforementioned marine container battery, a fireproof layer is provided between the reinforcing material and the inner wall of the container.

[0022] As an optional technical solution for the aforementioned marine container battery, the fireproof layer is a composite alumina blanket; or, the fire-facing side of the fireproof layer is provided with an aluminum foil layer; or, the thickness of the fireproof layer ranges from 35mm to 45mm.

[0023] Another objective of this invention is to provide a vessel with high navigation safety.

[0024] To achieve this objective, the present invention adopts the following technical solution:

[0025] A vessel comprising the aforementioned marine container battery.

[0026] This utility model has at least the following beneficial effects:

[0027] This utility model discloses a battery rack fixing structure and a marine container battery. The battery rack fixing structure is U-shaped and located on the outside of the battery rack. The structure includes a first limiting part and a second limiting part. The first limiting part extends along the X direction and restricts the displacement of the battery rack along the Y direction. Two second limiting parts are provided, each located at one end of the first limiting part and extending along the Y direction, also restricting the displacement of the battery rack along the X direction. The first or second limiting part abuts against the battery rack. The marine container battery includes a container body, a battery rack, a shock-absorbing device, and the aforementioned battery rack fixing structure. The battery rack is housed within the container body. One end of the battery rack fixing structure is connected to the side wall of the container body, and the other end is connected to the battery rack. The shock-absorbing device is located at the bottom of the battery rack along the Z direction, which is perpendicular to the horizontal plane containing the X and Y directions.

[0028] In summary, the battery rack fixing structure of this invention restricts the displacement of the battery rack in the X and Y directions, and is decoupled from the Z direction. This decoupling design ensures that the shock absorption device located at the bottom of the battery rack is unaffected, thereby improving the anti-sway performance of the battery rack during ship navigation and reducing battery damage and safety hazards caused by swaying. Furthermore, compared to the prior art where the battery rack is connected to the top of the container via a diagonal beam, encroaching on the integrated space of the top equipment in the battery compartment, the battery rack in this invention is connected to the side wall of the container body via the battery rack fixing structure, freeing up the top space inside the container. This facilitates equipment installation and maintenance, improves integration efficiency, optimizes the structural layout, and compared to diagonal beams, the battery rack fixing structure is simpler, smaller in size and weight, easier to install and maintain, and has lower operating costs, further improving the safety performance of marine container batteries during transportation and use, and ensuring safe ship navigation.

[0029] The vessel disclosed in this utility model includes the aforementioned marine container battery. This vessel offers high navigational safety. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of a battery rack fixing structure in the prior art;

[0032] Figure 2 This is a structural schematic diagram of the marine container battery provided in a specific embodiment of this utility model;

[0033] Figure 3 This is a schematic diagram of the battery rack fixing structure provided in a specific embodiment of this utility model;

[0034] Figure 4 yes Figure 2 Enlarged view of a portion of the central structure;

[0035] Figure 5 This is a front view of the marine container battery provided in a specific embodiment of this utility model;

[0036] Figure 6 This is a top view of the marine container battery provided in a specific embodiment of this utility model;

[0037] Figure 7This is a schematic diagram of the design of the fireproof layer of the battery rack fixing structure provided in a specific embodiment of this utility model;

[0038] Figure 8 This is a schematic diagram of the force analysis of the battery rack fixing structure provided in a specific embodiment of this utility model;

[0039] Figure 9 This is a finite element analysis schematic diagram of the battery rack fixing structure provided in a specific embodiment of this utility model.

[0040] In the picture:

[0041] 100', cable tie beam; 200', top edge beam; 300', battery rack; 400', vibration damping device;

[0042] 100. Battery rack fixing structure; 101. First limiting part; 102. Second limiting part;

[0043] 200. Marine container battery; 201. Container body; 202. Shock absorption device; 203. Reinforcing material; 204. Fireproof layer; 205. First battery rack; 206. Second battery rack; 207. Connector. Detailed Implementation

[0044] To make the above-mentioned objectives, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a full understanding of this utility model. However, this utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.

[0045] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0047] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0048] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0049] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0050] This embodiment discloses a marine container battery that significantly improves the anti-rolling performance of the battery rack during ship navigation, reduces battery damage and safety hazards caused by rolling, and thus improves the safety of ship operation.

[0051] like Figure 2As shown, the marine container battery 200 in this embodiment includes a container body 201, a battery rack, and a battery rack fixing structure 100. The battery rack is disposed in the container body 201, and one end of the battery rack fixing structure 100 is connected to the side wall of the container body 201, and the other end is connected to the battery rack. Figure 3 As shown, the battery rack fixing structure 100 is U-shaped and located on the outside of the battery rack. The battery rack fixing structure 100 includes a first limiting part 101 and a second limiting part 102. The first limiting part 101 extends along the X direction and limits the displacement of the battery rack along the Y direction. The X and Y directions are perpendicular to each other in the horizontal plane. Two second limiting parts 102 are provided, respectively located at both ends of the first limiting part 101, and extending along the Y direction. The second limiting parts 102 limit the displacement of the battery rack along the X direction. The first limiting part 101 or the second limiting part 102 abuts against the battery rack. The marine container battery 200 also includes a shock-absorbing device 202, located at the bottom of the battery rack along the Z direction, which is perpendicular to the horizontal plane containing the X and Y directions. The shock-absorbing device 202 provides support and cushioning for the battery rack.

[0052] In this embodiment, the battery rack fixing structure 100 restricts the displacement of the battery rack in the X and Y directions, and both are decoupled from the Z direction. This decoupling design ensures that the shock absorption device 202 located at the bottom of the battery rack is unaffected, thereby improving the anti-sway performance of the battery rack during ship navigation and reducing battery damage and safety hazards caused by swaying. In addition, compared with the prior art where the battery rack is connected to the top of the container by the diagonal beam 100', which encroaches on the integrated space of the top equipment in the battery compartment, the battery rack in this utility model is connected to the side wall of the container body 201 by the battery rack fixing structure 100, freeing up the top space inside the container body 201, which facilitates equipment installation and maintenance, improves integration efficiency, optimizes structural layout, and the battery rack fixing structure 100 is simpler in structure, smaller in size and weight, easier to install and maintain, and has lower operating costs than the diagonal beam 100'. This further improves the safety performance of the marine container battery 200 during transportation and use, and ensures the safety of ship navigation.

[0053] In this embodiment, two battery racks are provided, namely a first battery rack 205 and a second battery rack 206. The first battery rack 205 and the second battery rack 206 are connected as a whole by a connector 207 and are used to support components such as batteries and high-voltage boxes. A battery rack fixing structure 100 is provided on the side of the first battery rack 205 away from the second battery rack 206, and a battery rack fixing structure 100 is provided on the side of the second battery rack 206 away from the first battery rack 205. Multiple shock-absorbing devices 202 are respectively provided at the bottom of the first battery rack 205 and the second battery rack 206.

[0054] In this embodiment, such as Figure 4 As shown, the second limiting part 102 abuts against the battery holder, meaning there is a gap between the first limiting part 101 and the outer wall of the battery holder. The two second limiting parts 102 abut against the two outer side walls of the battery holder along the X direction, restricting the battery holder from swaying or shaking along the X direction. Optionally, the two second limiting parts 102 are symmetrically arranged at both ends of the first limiting part 101. This structural arrangement ensures that the limiting effect of the two second limiting parts 102 on the battery holder is symmetrical, resulting in a more stable fixation of the battery holder.

[0055] Optionally, such as Figure 5 As shown, the battery rack fixing structure 100 is located on the upper part of the battery rack along the Z direction. In this way, the battery rack fixing structure and the shock absorption device 202 located at the bottom of the battery rack work together to enhance the anti-sway performance of the battery rack from the upper and lower parts, respectively.

[0056] Optionally, the first limiting part 101 is arranged parallel to the upper edge of the battery rack. This structure allows the battery rack fixing structure 100 to be arranged parallel to the battery rack, resulting in better fixing of the battery rack, more stable placement of the battery rack, and less shaking of the battery rack when the marine container battery 200 experiences violent swaying and impact.

[0057] Optionally, multiple shock-absorbing devices 202 are provided at the bottom of the battery rack, arranged in a rectangular array. This configuration ensures that the shock-absorbing devices 202 provide uniform impact resistance to the battery rack. The shock-absorbing devices 202 are connected to the battery rack via fasteners, such as bolts. The shock-absorbing devices 202 are fixed to the bottom of the container body 201.

[0058] like Figure 5 and Figure 6 As shown, the marine container battery 200 also includes reinforcing members 203. One end of the reinforcing member 203 is fixedly connected to the inner wall of the container body 201, and the other end is fixedly connected to the battery rack fixing structure 100. Specifically, the reinforcing members 203 are connected to the inner wall of the container body 201 by welding. The reinforcing members 203 are arranged in an array on the inner wall of the container body 201 at a spacing of no more than 600mm. The reinforcing members 203 are connected to the wall steel plate by intermittent welding with a 100mm interval. The battery rack fixing structure 100 is fixed to the reinforcing members 203 by bolts to obtain sufficient support strength. Of course, the above connection method is not unique. For example, the battery rack fixing structure 100 can also be connected to the reinforcing members 203 by a snap-fit ​​and slot method.

[0059] Optionally, a fire-resistant layer 204 is provided between the battery rack fixing structure 100 and the battery rack, and between the battery rack fixing structure 100 and the reinforcing member 203. This fire-resistant layer 204 forms an A60 fire-resistant partition. To meet the requirements of classification society specifications, the heat transfer length from any joint of the load-bearing insulation to the termination point of the thermal bridge must be greater than 450 mm. Therefore, if... Figure 7 As shown, the heat transfer length between the thermal bridge initiation point S and the thermal bridge end point E of any fireproof layer 204 is not less than 450mm, that is, A+B≥450mm.

[0060] Optionally, a fireproof layer 204 is provided between the reinforcing member 203 and the inner wall of the container 201. This fireproof layer 204 forms an A60-class fire-resistant partition. The A60-class fire resistance standard is: the fireproof layer 204 can withstand 60 minutes of fire on the fire-facing side, with the temperature on the unfired side not exceeding 150 degrees Celsius, and does not emit harmful smoke. To meet the A60-class fire resistance requirements, the fireproof layer 204 in this embodiment is a composite alumina blanket; and an aluminum foil layer is provided on the fire-facing side of the fireproof layer 204. To better meet the fire resistance requirements, the thickness of the fireproof layer 204 ranges from 35mm to 45mm, for example, it can be 35mm, 40mm, or 45mm, and 40mm is preferred in this embodiment.

[0061] In this embodiment, both the battery rack and the reinforcing member 203 are made of Q235 steel, and the battery rack fixing structure 100 is made of Q355 steel.

[0062] like Figure 8 As shown, the load of the battery rack fixing structure 100 can be calculated using the formula:

[0063] G2=Gsin(0°)

[0064] In the above formula, θ represents the ship's roll angle. As the roll angle increases, the load on the battery rack fixing structure 100 increases. Therefore, the material specifications of the battery rack fixing structure 100 must be adjusted according to the actual working conditions and the results of finite element simulation to ensure that the mesh yield utilization factor is not less than 1.5. It should be noted that the roll angle resistance requirements will vary depending on the different locations of the marine container batteries 200 within the ship, and the weights of different battery solutions also differ. Therefore, it is necessary to analyze the stress conditions of the battery rack fixing structure 100 through finite element simulation based on the actual situation. According to classification society specifications, the material yield stress should be greater than or equal to 1.5 times the peak stress of the simulation results.

[0065] according to Figure 9 According to the finite element simulation results, the maximum stress of the battery rack fixing structure 100 is 210MPa, which is less than the material yield strength of 355MPa. The yield utilization factor of 1.69 meets the design requirements.

[0066] This embodiment provides a battery rack fixing structure 100 suitable for marine container batteries 200. This structure enhances the anti-sway performance of the battery rack through an innovative decoupling design, while ensuring that the impact resistance of the shock absorption device 202 at the bottom of the battery rack is not affected, and meets the A60 fire resistance standard, thereby significantly improving the overall safety level of the container battery.

[0067] Compared with the prior art, this utility model has the following advantages:

[0068] 1) Significantly improves the anti-rolling performance of the battery rack during ship navigation, reducing battery damage and safety hazards caused by rolling;

[0069] 2) The decoupling design of the battery rack fixing structure 100 and the battery rack ensures that the shock absorption device 202 at the bottom of the battery rack is not affected;

[0070] 3) The overall layout design of the battery rack fixing structure 100 and the fireproof layer 204, coupled with the material selection of the fireproof layer 204, achieves the A60 fire resistance standard.

[0071] 4) The battery rack fixing structure 100 has a simple structure, small size and weight, and is easy to install and maintain, which further improves the safety performance of the marine container battery 200 during transportation and use, and ensures the navigation safety of electric ships.

[0072] This embodiment also provides a ship. Since the ship provided in this embodiment includes the aforementioned marine container battery 200, the technical advantages and effects that the ship can achieve are also those that the aforementioned marine container battery 200 can achieve, and will not be repeated here.

[0073] Obviously, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

[0074] Note that in the description of this specification, the references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

Claims

1. A battery holder fixing structure, characterized in that, The battery holder is U-shaped and located on the outside of the battery rack. The battery rack fixing structure (100) includes: A first limiting portion (101) extends along the X direction and is used to limit the displacement of the battery holder along the Y direction, wherein the X direction and the Y direction are perpendicular to each other in the horizontal plane; and, The second limiting part (102) is provided in two parts. The two second limiting parts (102) are respectively disposed at both ends of the first limiting part (101), and the second limiting part (102) extends along the Y direction. The second limiting part (102) is used to limit the displacement of the battery rack along the X direction. The first limiting part (101) or the second limiting part (102) abuts against the battery holder.

2. The battery rack fixing structure according to claim 1, characterized in that, Two second limiting parts (102) are symmetrically arranged at both ends of the first limiting part (101).

3. A marine container battery, comprising a container (201) and a battery rack, wherein the battery rack is disposed within the container (201), characterized in that, The marine container battery (200) further includes a shock-absorbing device (202) and a battery rack fixing structure (100) as described in claim 1 or 2. One end of the battery rack fixing structure (100) is connected to the side wall of the container (201), and the other end is connected to the battery rack. The shock-absorbing device (202) is located at the bottom of the battery rack along the Z direction, which is perpendicular to the horizontal plane containing the X and Y directions.

4. The marine container battery according to claim 3, characterized in that, The battery rack fixing structure (100) is disposed on the upper part of the battery rack along the Z direction.

5. The marine container battery according to claim 3, characterized in that, The first limiting part (101) is arranged parallel to the upper edge of the battery holder.

6. The marine container battery according to claim 3, characterized in that, The marine container battery (200) also includes a reinforcing member (203), one end of which is fixedly connected to the inner wall of the container (201), and the other end of which is fixedly connected to the battery rack fixing structure (100).

7. The marine container battery according to claim 6, characterized in that, A fireproof layer (204) is provided between the battery rack fixing structure (100) and the battery rack, and between the battery rack fixing structure (100) and the reinforcing member (203); The heat transfer length between the thermal bridge initiation point and the thermal bridge end point of any of the fireproof layers (204) shall not be less than 450 mm.

8. The marine container battery according to claim 6, characterized in that, A fireproof layer (204) is provided between the reinforcing member (203) and the inner wall of the box (201).

9. The marine container battery according to claim 7 or 8, characterized in that, The fireproof layer (204) is a composite alumina blanket; or, The fireproof layer (204) has an aluminum foil layer on its fire-facing side; or, The thickness of the fireproof layer (204) ranges from 35mm to 45mm.

10. A ship, characterized in that, Includes the marine container battery (200) as described in any one of claims 3-9.

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