Fuel cell vessel and power generation system

Abstract

To provide a fuel cell vessel capable of minimizing damage even when storage cell explodes due to some cause.SOLUTION: The fuel cell vessel includes a storage cell compartment where a storage cell for supplying electric power which is different from a fuel cell to a propulsion device. The storage cell compartment is provided in between a deck and a bottom part of a hull. A structure for supporting the storage cell case in a position higher than a bottom wall of the storage cell compartment is provided at a position in between the bottom wall of the storage cell compartment and the storage cell case for storing the storage cell inside the storage cell compartment.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a fuel cell ship and a power generation system. [Background technology]

[0002] Conventionally, a fuel cell ship has been proposed in which fuel gas (e.g., hydrogen gas) is supplied from a fuel tank to a fuel cell, and a propulsion device is driven by the electricity generated by the fuel cell (see, for example, Patent Document 1). Patent Document 1 also discloses the use of a secondary battery as an auxiliary power source for the fuel cell. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-92815 Summary of the Invention [Problem to be solved by the invention]

[0004] In fuel cell ships that use storage batteries such as secondary batteries, it is necessary to take measures to minimize damage even if the storage batteries explode for some reason.

[0005] The present invention has been made to solve the above problems, and its purpose is to provide a fuel cell ship and power generation system that can minimize damage even if a storage battery explodes for some reason. [Means for solving the problem]

[0006] A fuel cell ship according to one aspect of the present invention is a fuel cell ship equipped with a fuel cell that generates electricity through an electrochemical reaction of fuel, and a propulsion device that generates propulsion for the hull using the electricity supplied from the fuel cell, and is provided with a battery compartment in which a storage battery is installed that supplies electricity separate from the fuel cell to the propulsion device, the battery compartment being located between the deck and the bottom of the hull, and a structure is provided inside the battery compartment, located between the bottom wall of the battery compartment and a battery housing that houses the storage battery, and that supports the battery housing at a position higher than the bottom wall of the battery compartment.

[0007] A fuel cell ship according to another aspect of the present invention is a fuel cell ship comprising a fuel cell that generates electricity through an electrochemical reaction of fuel, and a propulsion device that generates propulsive force for the hull using the electricity supplied from the fuel cell, and further comprising a battery compartment in which a storage battery is installed that supplies electricity separate from the fuel cell to the propulsion device, the battery compartment being located between the deck and the bottom of the hull, and the fuel cell ship further comprising a battery compartment exhaust pipe communicating with the battery compartment, and a battery compartment air supply pipe communicating with the battery compartment.

[0008] A fuel cell ship according to yet another aspect of the present invention is a fuel cell ship comprising a fuel cell that generates electricity through an electrochemical reaction of fuel, and a propulsion device that generates propulsion for the hull using the electricity supplied from the fuel cell, and further comprising a battery compartment in which a storage battery is installed that supplies electricity separate from the fuel cell to the propulsion device, the battery compartment being located between the deck and the bottom of the hull, the fuel cell ship further comprising a battery compartment exhaust pipe that communicates with the battery compartment, and a structure located inside the battery compartment between the bottom wall of the battery compartment and a battery housing that houses the battery, supporting the battery housing at a position higher than the bottom wall of the battery compartment.

[0009] A power generation system according to yet another aspect of the present invention is a power generation system that includes a fuel cell that generates electricity through an electrochemical reaction of fuel and supplies power from the fuel cell to electrical equipment, and includes a battery compartment in which a storage battery is installed, the battery compartment being located between the deck and the bottom of the hull, and a structure located inside the battery compartment between the bottom wall of the battery compartment and a battery housing that houses the storage battery, supporting the battery housing at a position higher than the bottom wall of the battery compartment. [Effects of the Invention]

[0010] According to the above configuration, even if a storage battery explodes for some reason in a fuel cell ship, damage can be minimized. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is an explanatory diagram showing a schematic configuration of a fuel cell ship according to an embodiment of the present invention; [Figure 2] FIG. 2 is an explanatory diagram schematically illustrating the internal structure of the fuel cell ship. [Figure 3] FIG. 2 is an explanatory diagram illustrating a schematic configuration of a storage battery system provided in the fuel cell ship. [Figure 4] FIG. 4 is an explanatory diagram schematically illustrating another configuration of the storage battery system. [Figure 5] FIG. 2 is a cross-sectional view showing an example of the configuration of a structure installed in a battery compartment of the battery system. [Figure 6] FIG. 2 is a perspective view showing a schematic configuration of the structure. [Figure 7] FIG. 4 is a cross-sectional view showing another configuration of the structure. [Figure 8] FIG. 10 is a cross-sectional view showing still another configuration of the structure. [Figure 9] FIG. 2 is a perspective view schematically illustrating the appearance of a storage battery casing supported by the structure. [Figure 10] 10A and 10B are explanatory diagrams schematically illustrating modified examples of the installation positions of the storage battery compartments. DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of the present invention will be described below with reference to the drawings. In this specification, directions are defined as follows: First, the direction from the stern of a fuel cell ship toward the bow is defined as "forward," and the direction from the bow toward the stern is defined as "rearward." The lateral direction perpendicular to the fore-aft direction is defined as the left-right direction. In this case, when the fuel cell ship is moving forward, the left side as seen from the operator is defined as "left," and the right side is defined as "right." Furthermore, the upstream side of the direction of gravity perpendicular to the fore-aft and left-right directions is defined as "up," and the downstream side is defined as "down."

[0013] [1. Overview of fuel cell ship configuration] First, a fuel cell ship SH according to this embodiment will be described with reference to Figure 1. Figure 1 is an explanatory diagram showing the general configuration of the fuel cell ship SH. The fuel cell ship SH comprises a hull 1 and a cabin 2. The cabin 2 is disposed on the upper surface of the hull 1.

[0014] The fuel cell ship SH further includes a fuel cell system 3, a fuel gas storage unit 4, a battery system 5, a propulsion device 6, a plurality of peripheral devices 11, and a control device 12. In Fig. 1, control signal or high-voltage power supply lines are indicated by solid lines, and control signal or low-voltage power supply lines are indicated by dashed lines.

[0015] The fuel cell system 3 functions as a main power source. The fuel cell system 3 consumes fuel gas to generate electric power (specifically, DC power). The fuel gas is an example of a fuel, such as a combustible gas. Typically, the fuel gas is hydrogen gas. The fuel cell system 3 supplies the generated electric power to the propulsion device 6 and peripheral devices 11. The fuel cell system 3 can also supply electric power to the storage battery system 5 to charge the storage battery system 5.

[0016] The fuel gas storage unit 4 stores the fuel gas to be supplied to the fuel cell system 3. The fuel gas is supplied from the fuel gas storage unit 4 to the fuel cell system 3 via a fuel gas supply pipe 32 (see FIG. 2) which will be described later.

[0017] The storage battery system 5 has a storage battery. The storage battery is, for example, a lithium secondary battery, but may also be a nickel-cadmium storage battery, a nickel-metal hydride storage battery, or the like. The storage battery system 5 functions as an auxiliary power source that supplies stored power (specifically, DC power) to the propulsion device 6 and peripheral devices 11. In this way, the storage battery system 5 functions as an auxiliary power source, making it possible to compensate for a shortage of power supplied from the fuel cell system 3 to the propulsion device 6, etc. The storage battery system 5 may also supply power to the control device 12.

[0018] The propulsion device 6 is driven by power supplied from a fuel cell 31 (see FIG. 2 ), which will be described later, of the fuel cell system 3, and generates a propulsive force for the hull 1. In other words, the fuel cell ship SH is equipped with the propulsion device 6 that generates a propulsive force for the hull 1 using the power supplied from the fuel cell 31.

[0019] The propulsion device 6 may be driven solely by power supplied from the storage battery of the storage battery system 5, or may be driven by power supplied from both the fuel cell 31 and the storage battery. In other words, the propulsion device 6 may be driven by power supplied from at least one of the fuel cell and the storage battery to generate a propulsive force for the hull 1.

[0020] The propulsion device 6 includes a power converter 6a, a propulsion motor 6b, and a propeller 6c. The power converter 6a converts the power supplied from the fuel cell system 3 into power conforming to the specifications of the propulsion motor 6b. For example, the power converter 6a converts DC power into AC power. In this case, the power converter 6a includes, for example, an inverter. The propulsion motor 6b is driven by the power (for example, AC power) supplied from the power converter 6a. When the propulsion motor 6b is driven, the rotational force of the propulsion motor 6b is transmitted to the propeller 6c. As a result, the propeller 6c rotates, generating a propulsive force for the hull 1. Note that a marine gear may be provided between the propulsion motor 6b and the propeller 6c.

[0021] The peripheral devices 11 include, for example, compressors, electromagnetic valves, pumps, etc. The peripheral devices 11 also include electrical devices such as lighting equipment and air conditioners, but the types of the peripheral devices 11 are not particularly limited.

[0022] The control device 12 controls the fuel cell system 3, the fuel gas storage unit 4, the battery system 5, the propulsion device 6, and a plurality of peripheral devices 11. The control device 12 is configured, for example, with one or more computers. The computer is, for example, a programmable logic controller (PLC), but may also be an electronic control unit (ECU). The control device 12 is supplied with power from a battery (not shown, for example, a lead battery) or a storage battery of the battery system 5.

[0023] The control device 12 includes a control unit 12a and a memory unit 12b. The control unit 12a includes a processor such as a CPU (Central Processing Unit). The memory unit 12b includes a storage device and stores data and computer programs. Specifically, the memory unit 12b includes a main storage device such as a semiconductor memory and an auxiliary storage device such as a semiconductor memory, a solid-state drive, and / or a hard disk drive. The memory unit 12b may include removable media. The memory unit 12b corresponds to an example of a non-transitory computer-readable storage medium.

[0024] The processor of the control unit 12a controls the fuel cell system 3, the fuel gas storage unit 4, the battery system 5, the propulsion device 6, and multiple peripheral devices 11 by executing computer programs stored in the storage device of the memory unit 12b.

[0025] [2. Internal structure of fuel cell ships] Next, the internal structure of the fuel cell ship SH will be described with reference to Figure 2. Figure 2 is an explanatory diagram that schematically shows the internal structure of the fuel cell ship SH. In Figure 2, the air flow is indicated by dashed arrows. In Figure 2, each component is illustrated with the right side of the drawing as the bow side and the left side of the drawing as the stern side, but the positions of each component are not limited to those shown in Figure 2 as long as the connection relationships between each component are maintained.

[0026] The fuel cell ship SH comprises an engine room 13 and a fuel room 14. The engine room 13 and the fuel room 14 are located below the deck 1a of the hull 1. In other words, the engine room 13 and the fuel room 14 are located between the deck 1a and the bottom plate 1b of the hull 1. The bottom plate 1b is located between the deck 1a and the ship bottom 1c (see Figure 1).

[0027] The engine room 13 is located on the bow side of the fuel room 14. Bulkheads W1, W2, and W3 are located below the deck 1a in this order from the bow side to the stern side. The engine room 13 is separated from other spaces by bulkheads W1 and W2. The fuel room 14 is separated from other spaces by bulkheads W2 and W3. The bulkheads W1 to W3 are made of, for example, fiber reinforced plastics (FRP), but may also be made of steel plates.

[0028] (2-1. Configuration of fuel cell system) The fuel cell system 3 of the fuel cell ship SH is located in the engine room 13. The fuel cell system 3 has a fuel cell 31, a fuel gas supply pipe 32, and a fuel cell-side shutoff valve 33. The fuel cell-side shutoff valve 33 is an example of peripheral equipment 11 (see FIG. 1).

[0029] The fuel cell 31 generates electricity (specifically, DC power) through an electrochemical reaction between a fuel gas, which is an example of fuel, and an oxidant gas. Typically, the oxidant gas is air, and the oxidant is oxygen. In other words, the fuel cell ship SH is equipped with fuel cells 31 that generate electricity through an electrochemical reaction of fuel.

[0030] The fuel cell 31 is a fuel cell stack composed of multiple stacked cells. For example, each cell of the fuel cell 31 has a solid polymer electrolyte membrane, an anode, a cathode, and a pair of separators. The anode and cathode sandwich the solid polymer electrolyte membrane. The anode is the negative electrode (fuel electrode). The anode includes an anode catalyst layer and a gas diffusion layer. The cathode is the positive electrode (air electrode). The cathode includes a cathode catalyst layer and a gas diffusion layer. The anode, solid polymer electrolyte membrane, and cathode form a membrane electrode assembly (MEA). A pair of separators sandwich the membrane electrode assembly. Each separator has multiple grooves. Each groove in one separator forms a flow path for fuel gas. Each groove in the other separator forms a flow path for oxidant gas.

[0031] In the above-described configuration of the fuel cell 31, hydrogen contained in the fuel gas is decomposed into hydrogen ions and electrons by a catalyst on the anode side. The hydrogen ions pass through the solid polymer electrolyte membrane and move to the cathode side. Meanwhile, the electrons move through an external circuit to the cathode side. This generates current (electricity is generated). On the cathode side, oxygen contained in the oxidant gas combines with the electrons that have flowed through the external circuit and the hydrogen ions that have passed through the solid polymer electrolyte membrane to produce water. The produced water is discharged overboard via the discharge pipe 31a.

[0032] The fuel cell 31 supplies the generated power to the propulsion device 6 and peripheral devices 11 shown in Fig. 1. Note that the fuel cell 31 may also supply the generated power to the propulsion device 6 and peripheral devices 11 indirectly via a circuit such as a DC / DC converter.

[0033] The fuel gas supply pipe 32 is a pipe for supplying the fuel gas stored in a fuel tank 41 (to be described later) of the fuel gas storage unit 4 to the anode of the fuel cell 31.

[0034] The fuel cell-side shutoff valve 33 is an example of a shutoff valve SV that opens or closes the flow path of the fuel gas supply pipe 32. The opening and closing of the fuel cell-side shutoff valve 33 is controlled by the control unit 12a (see FIG. 1). Specifically, the fuel cell-side shutoff valve 33 switches between supplying and stopping the supply of fuel gas from the fuel tank 41 to the fuel cell 31 based on the control of the control unit 12a. Only one fuel cell-side shutoff valve 33 is provided on the fuel gas supply pipe 32 in the fuel cell compartment 30, which will be described later, but two or more may be provided.

[0035] The fuel cell ship SH further includes a fuel cell compartment 30. The fuel cell compartment 30 is a housing that houses a fuel cell 31, and is arranged in the engine room 13.

[0036] The fuel cell compartment 30 has a hollow shape. For example, the fuel cell compartment 30 has a hollow, approximately rectangular parallelepiped shape. In this case, the outer walls constituting the fuel cell compartment 30 include, for example, a top wall 30a, a bottom wall 30b, a front wall (not shown), a back wall (not shown), a side wall 30c, and a side wall 30d. However, the top, bottom, front, back, and side surfaces of the fuel cell compartment 30 can be arbitrarily determined. Furthermore, the shape of the fuel cell compartment 30 is not particularly limited as long as it has a space large enough to accommodate the fuel cell 31. The fuel cell compartment 30 can also be considered as a container, chamber, or box that accommodates the fuel cell 31. The material of the outer wall of the fuel cell compartment 30 is, for example, FRP, but may also be a steel plate.

[0037] A battery compartment air inlet 30e is provided in the side wall 30d of the fuel cell compartment 30. The battery compartment air inlet 30e is connected to a battery compartment air inlet pipe 35, which will be described later. The battery compartment air inlet 30e may be provided in an outer wall of the fuel cell compartment 30 other than the side wall 30d.

[0038] Meanwhile, a battery compartment exhaust port 30f is provided in the side wall 30c of the fuel cell compartment 30. The battery compartment exhaust port 30f is in communication with a duct compartment 90, which will be described later. Note that the battery compartment exhaust port 30f may be provided in an outer wall of the fuel cell compartment 30 other than the side wall 30c.

[0039] The fuel cell compartment 30 has an internal space that is sealed except for a cell compartment air inlet 30e and a cell compartment air outlet 30f.

[0040] The fuel cell compartment 30 accommodates a portion of the fuel gas supply pipe 32 and a fuel cell-side shutoff valve 33. The fuel cell compartment 30 also accommodates a cell compartment internal gas detector 34a and a cell compartment internal fire detector 34b.

[0041] The cell compartment internal gas detector 34a is a fuel gas detector disposed inside the fuel cell compartment 30. For example, when the fuel gas is hydrogen gas, the cell compartment internal gas detector 34a is configured with a hydrogen gas detection sensor.

[0042] The battery compartment internal gas detector 34a is disposed on the inner surface of the top wall 30a located at the top of the fuel cell compartment 30. Hydrogen gas, which serves as fuel gas, is lighter than air and rises. Therefore, by disposing the battery compartment internal gas detector 34a on the top wall 30a of the fuel cell compartment 30, even if fuel gas leaks inside the fuel cell compartment 30, the leaked fuel gas can be reliably detected by the battery compartment internal gas detector 34a.

[0043] When the battery compartment internal gas detector 34a detects fuel gas in the fuel cell compartment 30, the detection signal is sent from the battery compartment internal gas detector 34a to the control unit 12a. This causes the control unit 12a to control the fuel cell side shutoff valve 33 provided in the fuel gas supply pipe 32 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31.

[0044] The battery compartment internal fire detector 34b is a fire detector disposed inside the fuel cell compartment 30. The battery compartment internal fire detector 34b includes, for example, one or more sensors selected from a smoke sensor that detects smoke, a heat sensor that detects heat, and a flame sensor that detects flames. The battery compartment internal fire detector 34b may be configured as a thermocouple-type fire detector.

[0045] The battery compartment internal fire detector 34b is disposed on the inner surface of the top wall 30a located at the top of the fuel cell compartment 30. In the unlikely event that a fire breaks out inside the fuel cell compartment 30, the battery compartment internal fire detector 34b detects the fire and outputs a detection signal indicating the occurrence of a fire to the control unit 12a. In this case, the control unit 12a controls the fuel cell-side shutoff valve 33 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. This minimizes the risk of an explosion in the fuel cell compartment 30 due to ignition of the fuel gas.

[0046] A battery compartment air supply pipe 35 is connected to the fuel cell compartment 30. The battery compartment air supply pipe 35 extends from the battery compartment air supply port 30e of the fuel cell compartment 30 to the deck 1a and is exposed from the upper surface of the deck 1a.

[0047] A battery compartment air supply device 36 and a battery compartment external gas detector 37 are disposed at the end of the battery compartment air supply pipe 35 on the deck 1a side. The battery compartment air supply device 36 and the battery compartment external gas detector 37 are located at the top of the deck 1a.

[0048] The battery compartment air supply device 36 is configured, for example, as an inexpensive non-explosion-proof air supply fan, but may also be configured as an explosion-proof air supply fan. The operation of the battery compartment air supply device 36 is controlled by the control unit 12a. The battery compartment air supply device 36 may be provided with one or more filters (not shown). The filters remove, for example, dust or sea salt particles.

[0049] The battery compartment air supply device 36 supplies air from outside the fuel cell compartment 30 to the inside of the fuel cell compartment 30 via the battery compartment air supply pipe 35 and the battery compartment air supply port 30e. The air inside the fuel cell compartment 30 is discharged to the duct compartment 90 via the battery compartment exhaust port 30f. This ventilates the inside of the fuel cell compartment 30. As a result, it is possible to prevent flammable gas (e.g., fuel gas leaking from the fuel cell 31) from accumulating inside the fuel cell compartment 30.

[0050] The battery compartment external gas detector 37 detects combustible gases (such as hydrogen gas floating around the hull 1) flowing from the outside of the fuel cell compartment 30 into the interior thereof. The battery compartment external gas detector 37 is a combustible gas sensor, such as a hydrogen gas sensor. The battery compartment external gas detector 37 is disposed on the opposite side of the battery compartment air supply device 36 from the battery compartment air supply pipe 35, that is, upstream of the air flow from the outside of the fuel cell compartment 30 to the interior thereof. The battery compartment external gas detector 37 may also be configured as a gas sensor that detects combustible gases other than hydrogen gas. Combustible gases other than hydrogen gas include, for example, methane, ethane, propane, and carbon monoxide.

[0051] The battery compartment external gas detector 37 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. Based on the detection signal, the control unit 12a can determine whether the concentration of combustible gas is equal to or greater than a specified value. If the concentration is equal to or greater than the specified value, the control unit 12a controls the fuel cell-side shutoff valve 33 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. The specified value may be determined based on experiments and / or experience.

[0052] The fuel cell ship SH further includes a cooling medium tank 38 and cooling medium piping 39. The cooling medium tank 38 stores a cooling medium for cooling the fuel cells 31. The cooling medium is, for example, an antifreeze liquid with low electrical conductivity. The antifreeze liquid is, for example, a liquid mixture of pure water and ethylene glycol in a predetermined ratio. The cooling medium tank 38 is sealed, but the top may be open.

[0053] The cooling medium piping 39 is a piping for circulating the cooling medium between the fuel cell 31 and a heat exchanger (not shown). A circulation pump (not shown) is also provided midway through the cooling medium piping 39. The circulation pump is driven to supply the cooling medium from the heat exchanger to the fuel cell 31 via the cooling medium piping 39, thereby cooling the fuel cell 31. The cooling medium used to cool the fuel cell 31 is also supplied to the cooling medium tank 38 via the cooling medium piping 39, where volume changes due to temperature changes of the cooling medium are absorbed and the liquid volume of the cooling medium is monitored.

[0054] A cooling tank internal gas detector 38a is provided at an upper portion inside the cooling medium tank 38. The cooling tank internal gas detector 38a is a fuel gas detector that detects fuel gas present in the cooling medium tank 38. The fuel gas present in the cooling medium tank 38 may be, for example, fuel gas that has leaked from the fuel cell 31 and entered the cooling medium tank 38 via the cooling medium piping 39. The detection result of the fuel gas by the cooling tank internal gas detector 38a (for example, information on the concentration of the fuel gas) is sent to the control unit 12a. Based on the detection result by the cooling tank internal gas detector 38a, the control unit 12a can thereby determine whether or not there is a fuel gas leak in the fuel cell 31, and if there is a leak, can perform control to, for example, stop power generation in the fuel cell 31.

[0055] (2-2. Configuration of fuel gas storage section) The fuel gas storage section 4 of the fuel cell ship SH has a fuel tank 41, a gas filling pipe 42, and a tank-side shutoff valve 43. The tank-side shutoff valve 43 is an example of a peripheral device 11.

[0056] The fuel tank 41 stores fuel (for example, fuel gas) to be supplied to the fuel cell 31. For convenience, only one fuel tank 41 is shown in Fig. 2, but the number of fuel tanks 41 is not particularly limited, and there may be more than one.

[0057] The gas filling pipe 42 is a pipe for refilling the fuel tank 41 with fuel gas or filling it with inert gas. One end of the gas filling pipe 42 is connected to the fuel tank 41. The other end of the gas filling pipe 42 branches into two, which are connected to a fuel gas filling port 82 and an inert gas filling port 84, respectively. The fuel gas filling port 82 and the inert gas filling port 84 are provided in a duct section 90 (particularly the upper duct section 80), which will be described later.

[0058] The inert gas is, for example, nitrogen gas. For example, if fuel gas remains in the fuel tank 41 when the fuel cell ship SH is undergoing maintenance such as inspection or repair in a dock, there is a risk of an explosion if the fuel gas ignites for some reason. Therefore, when performing maintenance on the fuel cell ship SH, the fuel tank 41 is filled with inert gas and the fuel gas is removed from the fuel tank 41. This makes it possible to avoid the risk of explosion.

[0059] In the fuel gas supply pipe 32 described above, the side opposite to the side connected to the fuel cell 31 is connected to the fuel tank 41. In other words, the fuel tank 41 and the fuel cell 31 are connected via the fuel gas supply pipe 32.

[0060] The tank-side shutoff valve 43 is an example of a shutoff valve SV that opens or closes the flow path of the fuel gas supply pipe 32. The opening and closing of the tank-side shutoff valve 43 is controlled by the control unit 12a. Specifically, the tank-side shutoff valve 43 switches between supplying and stopping the supply of fuel gas from the fuel tank 41 to the fuel cell 31 based on the control of the control unit 12a. Only one tank-side shutoff valve 43 is provided on the fuel gas supply pipe 32 in the tank compartment 40, which will be described later, but two or more tank-side shutoff valves 43 may be provided.

[0061] In other words, it can be said that the fuel gas supply pipe 32 connecting the fuel tank 41 and the fuel cell 31 has at least two shutoff valves SV. The at least two shutoff valves SV include the fuel cell-side shutoff valve 33 and the tank-side shutoff valve 43.

[0062] The fuel cell ship SH further includes a tank compartment 40. The tank compartment 40 is a container that houses a fuel tank 41. The tank compartment 40 is disposed in the fuel chamber 14.

[0063] The tank compartment 40 has a hollow shape. For example, the tank compartment 40 has a hollow, approximately rectangular parallelepiped shape. In this case, the outer walls constituting the tank compartment 40 include, for example, a top wall 40a, a bottom wall 40b, a front wall (not shown), a back wall (not shown), a side wall 40c, and a side wall 40d. However, the top, bottom, front, back, and side surfaces of the tank compartment 40 can be arbitrarily determined. Furthermore, the shape of the tank compartment 40 is not particularly limited as long as it has a space large enough to accommodate at least one fuel tank 41. The tank compartment 40 can also be considered as a container, chamber, or box that accommodates the fuel tank 41. The material of the outer walls of the tank compartment 40 is, for example, FRP, but may also be steel plate.

[0064] A tank compartment air supply port 40e is provided in an opening in the side wall 40c of the tank compartment 40. The tank compartment air supply port 40e is connected to a tank compartment air supply pipe 45, which will be described later. Note that the tank compartment air supply port 40e may be provided in an outer wall of the tank compartment 40 other than the side wall 40c.

[0065] Meanwhile, a tank compartment exhaust port 40f is provided in the top wall 40a of the tank compartment 40. The tank compartment exhaust port 40f is connected to a vent pipe 10. The vent pipe 10 is a pipe for directing air inside the tank compartment 40 to the outside of the ship. Note that the tank compartment exhaust port 40f may be provided in an outer wall of the tank compartment 40 other than the top wall 40a.

[0066] The tank compartment 40 has an internal space that is sealed except for the tank compartment air inlet 40e and the tank compartment air outlet 40f.

[0067] The tank compartment 40 accommodates a portion of the fuel gas supply pipe 32 and a tank-side shutoff valve 43. The tank compartment 40 also accommodates an internal tank compartment gas detector 44a and an internal tank compartment fire detector 44b.

[0068] The tank compartment internal gas detector 44a is a fuel gas detector disposed inside the tank compartment 40. For example, when the fuel gas is hydrogen gas, the tank compartment internal gas detector 44a is configured with a hydrogen gas detection sensor.

[0069] The tank compartment internal gas detector 44a is disposed on the top wall 40a located at the top of the tank compartment 40, near the tank compartment vent port 40f or inside the tank compartment vent port 40f. In the unlikely event that fuel gas leaks from the fuel tank 41 inside the tank compartment 40, the leaked fuel gas passes through the tank compartment vent port 40f and heads toward the vent pipe 10. In other words, the tank compartment vent port 40f is located at the most downstream side of the flow path through which the fuel gas flows when the fuel gas leaks inside the tank compartment 40. Therefore, by disposing the tank compartment internal gas detector 44a at a position near the tank compartment vent port 40f or inside the tank compartment vent port 40f, no matter where the fuel gas leaks inside the tank compartment 40, the leaked fuel gas can be reliably detected by the tank compartment internal gas detector 44a located at the most downstream side of the flow path.

[0070] When the tank compartment internal gas detector 44a detects fuel gas in the tank compartment 40, the detection signal is sent from the tank compartment internal gas detector 44a to the control unit 12a. As a result, the control unit 12a controls the tank-side shutoff valve 43 provided in the fuel gas supply pipe 32 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31.

[0071] The tank compartment internal fire detector 44b is a fire detector disposed inside the tank compartment 40. The tank compartment internal fire detector 44b includes, for example, one or more sensors selected from a smoke sensor that detects smoke, a heat sensor that detects heat, and a flame sensor that detects flame. The tank compartment internal fire detector 44b may be configured as a thermocouple-type fire detector.

[0072] The tank compartment internal fire detector 44b is disposed on the inner surface of the top wall 40a located at the top of the tank compartment 40. In the unlikely event that a fire breaks out inside the tank compartment 40, the tank compartment internal fire detector 44b detects the fire and outputs a detection signal indicating the occurrence of a fire to the control unit 12a. In this case, the control unit 12a controls the tank-side shutoff valve 43 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. This makes it possible to minimize the risk of an explosion in the tank compartment 40 due to ignition of the fuel gas.

[0073] A tank compartment air supply pipe 45 is connected to the tank compartment 40. The tank compartment air supply pipe 45 extends from the tank compartment air supply port 40e of the tank compartment 40 to the deck 1a and is exposed from the upper surface of the deck 1a.

[0074] A tank compartment air supply device 46 and a tank compartment external gas detector 47 are disposed at the end of the tank compartment air supply pipe 45 on the deck 1a side. The tank compartment air supply device 46 and the tank compartment external gas detector 47 are located at the top of deck 1a.

[0075] The tank compartment air supply device 46 is configured, for example, by an inexpensive non-explosion-proof air supply fan, but may also be configured by an explosion-proof air supply fan. The operation of the tank compartment air supply device 46 is controlled by the control unit 12a. One or more filters (not shown) may be arranged in the tank compartment air supply device 46. The filters remove, for example, dust or sea salt particles.

[0076] The tank compartment air supply device 46 supplies air from outside the tank compartment 40 to the inside of the tank compartment 40 via the tank compartment air supply pipe 45 and the tank compartment air supply port 40e. The air inside the tank compartment 40 is discharged to the vent pipe 10 via the tank compartment exhaust port 40f. This ventilates the inside of the tank compartment 40. As a result, even if fuel gas leaks from the fuel tank 41 inside the tank compartment 40, the accumulation of the fuel gas can be suppressed.

[0077] The tank compartment external gas detector 47 detects flammable gases (such as hydrogen gas floating around the hull 1) flowing from the outside of the tank compartment 40 into the inside. The tank compartment external gas detector 47 is a flammable gas sensor such as a hydrogen gas sensor. The tank compartment external gas detector 47 is disposed on the opposite side of the tank compartment air supply device 46 from the tank compartment air supply pipe 45, that is, upstream of the air flow from the outside of the tank compartment 40 to the inside. The tank compartment external gas detector 47 may be configured as a gas sensor that detects flammable gases other than hydrogen gas.

[0078] The tank compartment external gas detector 47 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. Based on the detection signal, the control unit 12a can determine whether the concentration of combustible gas is equal to or greater than a specified value. If the concentration is equal to or greater than the specified value, the control unit 12a controls the tank-side shutoff valve 43 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. The specified value may be determined based on experiments and / or experience.

[0079] (2-3. Duct Section) The fuel cell ship SH further includes a lower duct section 70 and an upper duct section 80. Here, the lower duct section 70 and the upper duct section 80 are collectively referred to as a duct section 90. The duct section 90 is a housing that houses various types of piping. For example, the duct section 90 houses a portion of the fuel gas supply piping 32. The interior of the lower duct section 70 and the interior of the upper duct section 80 are connected via a duct connection section 91. The lower duct section 70 and the upper duct section 80 will be described in detail below.

[0080] 2-3-1. Lower duct section The lower duct section 70 is disposed below the deck 1a. Specifically, the lower duct section 70 is disposed in the engine room 13. Within the engine room 13, the lower duct section 70 is located aft of the fuel cell section 30. In other words, the lower duct section 70 is located below the deck 1a, between the fuel cell section 30 and the tank section 40. The lower duct section 70 accommodates a portion of the fuel gas supply piping 32 and a portion of the gas fill piping 42.

[0081] Here, the "part of the fuel gas supply piping 32" accommodated in the lower duct section 70 refers to the part of the fuel gas supply piping 32 that is located between the fuel cell section 30 and the tank section 40. In addition, the "part of the gas fill piping 42" accommodated in the lower duct section 70 refers to the part of the gas fill piping 42 that is located between the tank section 40 and the upper duct section 80.

[0082] The lower duct section 70 is made of a material such as FRP, but may also be made of steel plate. The lower duct section 70 has a hollow shape. For example, the lower duct section 70 has a hollow, approximately rectangular parallelepiped shape. In this case, the outer walls constituting the lower duct section 70 include, for example, a top wall 70a, a bottom wall 70b, a front wall (not shown), a back wall (not shown), a side wall 70c, and a side wall 70d. However, the top, bottom, front, back, and side surfaces of the lower duct section 70 can be arbitrarily determined. Furthermore, the shape of the lower duct section 70 is not particularly limited as long as it has a space large enough to accommodate a portion of the fuel gas supply pipe 32, etc. The lower duct section 70 can also be considered as a container, chamber, or box that accommodates a portion of the fuel gas supply pipe 32, etc.

[0083] A lower duct section air intake port 70e is provided in a side wall 70d of the lower duct section 70. The lower duct section air intake port 70e is connected to a lower duct section air intake pipe 74, which will be described later. Note that the lower duct section air intake port 70e may be provided in an outer wall of the lower duct section 70 other than the side wall 70d.

[0084] Meanwhile, a lower duct section communication port 70f is provided in the top wall 70a of the lower duct section 70. The lower duct section communication port 70f is in communication with the above-mentioned duct communication portion 91. Note that the lower duct section communication port 70f may be provided in an outer wall of the lower duct section 70 other than the top wall 70a.

[0085] Furthermore, a battery compartment communication port 70g is provided in the side wall 70d of the lower duct section 70. The battery compartment communication port 70g is connected to the battery compartment exhaust port 30f of the fuel cell section 30 described above via a communication pipe 92. As a result, air inside the fuel cell section 30 flows into the lower duct section 70 via the battery compartment exhaust port 30f, the communication pipe 92, and the battery compartment communication port 70g. Note that the battery compartment communication port 70g may be provided in an outer wall of the lower duct section 70 other than the side wall 70d.

[0086] The communicating pipe 92 is configured, for example, as a double pipe consisting of an inner pipe and an outer pipe. The inner pipe is configured, for example, as the fuel gas supply pipe 32. The outer pipe is located radially outside the inner pipe. Gas inside the fuel cell compartment 30 flows from the cell compartment exhaust port 30f, passing between the inner pipe and the outer pipe of the communicating pipe 92, toward the cell compartment communicating port 70g of the lower duct compartment 70.

[0087] The lower duct section 70 has an internal space that is sealed except for the lower duct section air intake port 70e, the lower duct section communication port 70f, and the battery section communication port 70g.

[0088] The lower duct section 70 accommodates a portion of the fuel gas discharge pipe 71. The fuel gas discharge pipe 71 is a pipe that branches off from the fuel gas supply pipe 32 located inside the lower duct section 70. For example, the fuel gas discharge pipe 71 is located between two shutoff valves SV and branches off from the fuel gas supply pipe 32.

[0089] More specifically, the fuel gas discharge pipe 71 branches off from the fuel gas supply pipe 32 between the tank-side shutoff valve 43 in the tank compartment 40 and the fuel cell-side shutoff valve 33 in the fuel cell compartment 30. The fuel gas discharge pipe 71 extends from the inside of the lower duct compartment 70 to the inside of the upper duct compartment 80 via the lower duct compartment communication port 70f and the duct communication section 91, and further communicates with the inside of the vent pipe 10. Therefore, the "part of the fuel gas discharge pipe 71" accommodated in the lower duct compartment 70 refers to the portion of the fuel gas discharge pipe 71 located between the branch point with the fuel gas supply pipe 32 and the upper duct compartment 80.

[0090] The lower duct section 70 further accommodates a release valve 72. The release valve 72 is an on-off valve that is installed in the fuel gas discharge pipe 71 and opens or closes the flow path of the fuel gas discharge pipe 71. The release valve 72 is an example of peripheral equipment 11. The opening and closing of the release valve 72 is controlled by the control unit 11. The release valve 72 may also be installed in the upper duct section 80.

[0091] The lower duct section 70 further houses a lower duct section internal gas detector 73. The lower duct section internal gas detector 73 is a fuel gas detector disposed inside the lower duct section 70. For example, when the fuel gas is hydrogen gas, the lower duct section internal gas detector 73 is configured with a hydrogen gas detection sensor.

[0092] The lower duct section internal gas detector 73 is disposed on the top wall 70a located above the lower duct section 70, near the lower duct section communication port 70f or inside the lower duct section communication port 70f. In the unlikely event that fuel gas leaks from the fuel gas supply pipe 32 inside the lower duct section 70, the leaked fuel gas passes through the lower duct section communication port 70f and heads toward the upper duct section 80. In other words, the lower duct section communication port 70f is located at the most downstream side of the flow path through which the fuel gas flows when fuel gas leaks inside the lower duct section 70. Therefore, by disposing the lower duct section internal gas detector 73 near the lower duct section communication port 70f or inside the lower duct section communication port 70f, regardless of the location of the fuel gas leak within the lower duct section 70, the leaked fuel gas can be reliably detected by the lower duct section internal gas detector 73 located at the most downstream side of the flow path.

[0093] When the lower duct section internal gas detector 73 detects fuel gas in the lower duct 70, the detection signal is sent from the lower duct section internal gas detector 73 to the control unit 12a. As a result, the control unit 12a controls the shutoff valve SV provided in the fuel gas supply pipe 32 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31.

[0094] It should be noted that the lower duct section 70 may further house a fire detector for detecting a fire inside the lower duct section 70 .

[0095] A lower duct section air intake pipe 74 is connected to the lower duct section 70. The lower duct section air intake pipe 74 extends from a lower duct section air intake port 70e of the lower duct section 70 to the deck 1a and is exposed from the upper surface of the deck 1a.

[0096] A lower duct section air supply device 75 and a lower duct section external gas detector 76 are disposed at the end of the lower duct section air supply pipe 74 on the deck 1a side. The lower duct section air supply device 75 and the lower duct section external gas detector 76 are located at the upper part of deck 1a.

[0097] The lower duct section air intake device 75 is configured, for example, by an inexpensive non-explosion-proof air intake fan, but may also be configured by an explosion-proof air intake fan. The driving of the lower duct section air intake device 75 is controlled by the control unit 12a. The lower duct section air intake device 75 may be provided with one or more filters (not shown). The filters remove, for example, dust or sea salt particles.

[0098] The lower duct section air supply device 75 supplies air from outside the lower duct section 70 (duct section 90) to the interior of the lower duct section 70 via the lower duct section air supply pipe 74 and the lower duct section air supply port 70e. The air inside the lower duct section 70 is discharged to the upper duct section 80 via the lower duct section communication port 70f. This ventilates the interior of the lower duct section 70. As a result, even if fuel gas leaks from the fuel gas supply pipe 32 inside the lower duct section 70, the accumulation of the fuel gas can be suppressed.

[0099] The lower duct section external gas detector 76 detects combustible gases (such as hydrogen gas floating around the hull 1) flowing from the outside of the duct section 90 into the inside. The lower duct section external gas detector 76 is a combustible gas sensor such as a hydrogen gas sensor. The lower duct section external gas detector 76 is disposed on the opposite side of the lower duct section air supply device 75 from the lower duct section air supply pipe 74, that is, on the upstream side of the air flow from the outside of the duct section 90 to the inside. The lower duct section external gas detector 76 may be configured as a gas sensor that detects combustible gases other than hydrogen gas.

[0100] The lower duct section external gas detector 76 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. Based on the detection signal, the control unit 12a can determine whether the concentration of combustible gas is equal to or greater than a specified value. If the concentration is equal to or greater than the specified value, the control unit 12a controls the shutoff valve SV to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. The specified value may be determined based on experiments and / or experience.

[0101] 2-3-2. Upper duct section The upper duct section 80 is disposed on the upper part of the deck 1a. Specifically, the upper duct section 80 is disposed on the deck 1a, spanning from the lower duct section 70 to the tank section 40. The upper duct section 80 accommodates a portion of the fuel gas discharge piping 71 and a portion of the gas fill piping 42.

[0102] Here, the "part of the fuel gas discharge piping 71" accommodated in the upper duct section 80 refers to the portion of the fuel gas discharge piping 71 that exits the lower duct section 70 and extends toward the vent pipe 10. Additionally, the "part of the gas fill piping 42" accommodated in the upper duct section 80 refers to the portion of the gas fill piping 42 that exits the lower duct section 70 and extends to the fuel gas fill port 82, which will be described later.

[0103] The upper duct section 80 is made of a material such as FRP, but may also be made of steel plate. The upper duct section 80 has a hollow shape. For example, the upper duct section 80 has a hollow, approximately rectangular parallelepiped shape. In this case, the outer walls constituting the upper duct section 80 include, for example, a top wall 80a, a bottom wall 80b, a front wall (not shown), a back wall (not shown), a side wall 80c, and a side wall 80d. However, the top, bottom, front, back, and side surfaces of the upper duct section 80 can be determined arbitrarily. Furthermore, the shape of the upper duct section 80 is not particularly limited as long as it has a space large enough to accommodate a portion of the fuel gas discharge pipe 71, etc. The upper duct section 80 can also be considered as a container, chamber, or box that accommodates a portion of the fuel gas discharge pipe 71, etc.

[0104] As described above, the fuel gas discharge pipe 71 communicates with the inside of the vent pipe 10. As a result, when the release valve 72 is opened, gas (e.g., fuel gas) inside the fuel gas discharge pipe 71 flows from the end 71a of the fuel gas discharge pipe 71 into the inside of the vent pipe 10 and is discharged from the vent pipe 10 to the outside of the ship. Here, it is desirable that the end 71a of the fuel gas discharge pipe 71 be positioned upward inside the vent pipe 10, that is, facing the open port side of the vent pipe 10. In this case, the discharge direction of the gas released from the end 71a of the fuel gas discharge pipe 71 is upward.

[0105] For example, if fuel gas is discharged sideways from the end 71a of the fuel gas discharge pipe 71, the discharged fuel gas may hit the inner wall surface of the vent pipe 10 and flow downward, which may result in malfunction of the tank compartment internal gas detector 44a in the tank compartment 40. By positioning the end 71a of the fuel gas discharge pipe 71 facing upward inside the vent pipe 10 as described above, it is possible to reduce the risk of malfunction of the tank compartment internal gas detector 44a due to fuel gas discharged from the end 71a.

[0106] An upper duct section air inlet 80e is provided in the bottom wall 80b of the upper duct section 80. The upper duct section air inlet 80e is connected to the duct connection portion 91. Therefore, the upper duct section 80 is connected to the lower duct section 70 via the upper duct section air inlet 80e, the duct connection portion 91, and the lower duct connection port 70f. Note that the upper duct section air inlet 80e may be provided in an outer wall of the upper duct section 80 other than the bottom wall 80b.

[0107] The upper duct section 80 has a vent pipe communication part 81. The vent pipe communication part 81 is a pipe that communicates the interior of the upper duct section 80 with the vent pipe 10. In FIG. 2, the vent pipe communication part 81 is illustrated as having a shape that is bent upward from the horizontal direction, but the shape of the vent pipe communication part 81 is not limited to the shape shown in FIG. 2. The reason that the vent pipe communication part 81 is bent upward is the same as the reason that the end part 71a of the fuel gas discharge pipe 71 is bent upward, and is to reduce the risk of the tank compartment internal gas detector 44a malfunctioning due to the fuel gas, which will be described later, being discharged from the vent pipe communication part 81.

[0108] The vent pipe 10 extends upward from the tank section 40 and is positioned inside the upper duct section 80. More specifically, the vent pipe 10 penetrates the bottom wall 80b of the upper duct section 80 to enter the interior of the vent pipe 10 and is positioned by penetrating through the top wall 80a. The vent pipe communication section 81 is provided inside the upper duct section 80, penetrating the side wall of the vent pipe 10. As a result, the upper duct section 80 is connected to the vent pipe 10 via the vent pipe communication section 81.

[0109] Therefore, the air inside the upper duct section 80 is discharged outside the ship via the vent pipe communication part 81 and the vent pipe 10. This allows ventilation inside the upper duct section 80. Furthermore, even if fuel gas leaks from the fuel gas discharge pipe 71 inside the upper duct section 80, the leaked fuel gas is discharged outside the ship via the vent pipe communication part 81 and the vent pipe 10. This prevents the leaked fuel gas from accumulating inside the upper duct section 80.

[0110] Furthermore, the upper duct section 80 and the lower duct section 70 are connected via a duct communication section 91. This allows (1) air taken into the lower duct 70 via the lower duct section air supply pipe 74, (2) fuel gas that has leaked for some reason from the fuel gas supply pipe 32 in the lower duct 70, and (3) air or fuel gas discharged from the fuel cell section 30 to the lower duct section 70 via the communication pipe 92 to be released outside the ship via the upper duct section 80 and the vent pipe 10. This makes it possible to prevent fuel gas from accumulating inside the lower duct section 70 and the fuel cell section 30.

[0111] The upper duct section 80 is provided with a fuel gas filling port 82 and a fuel gas check valve 83. The fuel gas filling port 82 is connected to the gas filling piping 42. The fuel gas check valve 83 is provided in the gas filling piping 42. More specifically, the fuel gas check valve 83 is located between the fuel gas filling port 82 and the branch point between the gas filling piping 42 and an inert gas piping 87 (described below).

[0112] When fuel gas is supplied from the fuel gas fill port 82, the fuel gas passes through the gas fill pipe 42 via the fuel gas check valve 83 and is supplied to the fuel tank 41 in the tank compartment 40. In this way, the fuel tank 41 is filled with fuel gas and stored therein. The fuel gas check valve 83 is provided to prevent backflow of fuel gas from the fuel tank 41 to the fuel gas fill port 82.

[0113] The upper duct section 80 is further provided with an inert gas filling port 84, an on-off valve 85, an inert gas check valve 86, and an inert gas pipe 87. The inert gas filling port 84 is connected to the inert gas pipe 87. The inert gas pipe 87 is provided within the upper duct section 80 and branches off from the gas filling pipe 42. The on-off valve 85 and the inert gas check valve 86 are provided in the inert gas pipe 87. In the inert gas pipe 87, the on-off valve 85 is located between the inert gas filling port 84 and the inert gas check valve 86.

[0114] The on-off valve 85 opens or closes the flow path of the inert gas pipe 87. In a configuration in which the inert gas check valve 86 is provided in the inert gas pipe 87, the on-off valve 85 may be omitted.

[0115] When inert gas is supplied to the inert gas fill port 84 while fuel gas is not being supplied to the fuel gas fill port 82, and the on-off valve 85 opens the flow path of the inert gas piping 87, the inert gas passes through the inert gas check valve 86 and is supplied to the fuel tank 41 in the tank compartment 40 via the inert gas piping 87 and the gas fill piping 42. Furthermore, the tank-side shutoff valve 43 opens the flow path of the fuel gas supply piping 32, the fuel cell-side shutoff valve 33 closes the flow path of the fuel gas supply piping 32, and the release valve 72 opens the flow path of the fuel gas discharge piping 71, so that the fuel gas remaining in the fuel tank 41 is discharged to the vent pipe 10 via the fuel gas supply piping 32 and the fuel gas discharge piping 71. This allows the fuel gas to be removed from the fuel tank 41 (purging process).

[0116] It should be noted that there may be a pipe that connects the gas filling pipe 42 directly to the fuel gas supply pipe 32 between the fuel tank 41 and the tank-side shutoff valve 43 (tank system). In this configuration, when purging the fuel tank 41 of inert gas, the fuel tank 41 is filled with inert gas while the tank-side shutoff valve 43 is closed, and then the tank-side shutoff valve 43 must be opened in order to facilitate the release of the inert gas from the fuel tank 41.

[0117] As described above, the fuel gas filling port 82 and the inert gas filling port 84 are provided in the upper duct section 80. More specifically, the fuel gas filling port 82 and the inert gas filling port 84 are located at the boundary surface between the inside and outside of the upper duct section 80. In other words, "the fuel gas filling port 82 and the inert gas filling port 84 are provided in the upper duct section 80" includes the case where the fuel gas filling port 82 and the inert gas filling port 84 are provided at the above-mentioned boundary surface of the upper duct section 80.

[0118] Also housed within the upper duct section 80 is an upper duct section internal gas detector 88. The upper duct section internal gas detector 88 is a fuel gas detector disposed within the upper duct section 80. For example, if the fuel gas is hydrogen gas, the upper duct section internal gas detector 88 is configured as a hydrogen gas detection sensor.

[0119] The upper duct section internal gas detector 88 is disposed on the top wall 80a located at the top of the upper duct section 80. Hydrogen gas, which serves as fuel gas, is lighter than air and rises. Therefore, even if fuel gas leaks inside the upper duct section 80, the leaked fuel gas can be reliably detected by the upper duct section internal gas detector 88. Note that, in order to more reliably detect fuel gas leaking inside the upper duct section 80, the upper duct section internal gas detector 88 may be disposed in a position close to the vent pipe communication portion 81.

[0120] When the upper duct section internal gas detector 88 detects fuel gas in the upper duct section 80, the detection signal is sent from the upper duct section internal gas detector 88 to the control unit 12a. As a result, the control unit 12a controls the shutoff valve SV provided in the fuel gas supply pipe 32 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31.

[0121] Additionally, the upper duct section 80 may further house a fire detector for detecting a fire inside the upper duct section 80 .

[0122] (2-4. Supplementary information about vent pipes) A vent pipe internal gas detector 10a is provided inside the vent pipe 10, downstream of the outlet 81a of the vent pipe communication section 81. Note that the "downstream side" mentioned above refers to the downstream side of the air flow direction when the air inside the tank compartment 40 flows through the inside of the vent pipe 10 and is discharged overboard. For example, if the fuel gas is hydrogen gas, the vent pipe internal gas detector 10a is composed of a diffusion-type or suction-type hydrogen gas detection sensor. A detection signal from the vent pipe internal gas detector 10a is sent to the control section 12a.

[0123] For example, if the control unit 12a is outputting a signal (closure signal) to close the release valve 72 and the vent pipe internal gas detector 10a detects fuel gas even though the tank compartment internal gas detector 44a and the upper duct compartment internal gas detector 88 are not detecting fuel gas, it can be determined that the release valve 72 is not completely closing the flow path of the fuel gas discharge piping 71, that is, that the release valve 72 is malfunctioning. In this case, the control unit 12a can, for example, notify an external party to urge a maintenance person to inspect, repair, or replace the release valve 72. Note that examples of notifying an external party include displaying a monitor, outputting an alarm, and transmitting information to an external terminal.

[0124] [3. Battery storage system] (3-1. Battery System Configuration) Next, the configuration of the storage battery system 5 will be described. FIG. 3 is an explanatory diagram that schematically shows the configuration of the storage battery system 5. In FIG. 3, the air flow is indicated by dashed arrows. The storage battery system 5 is located directly below the deck 1a. More specifically, the storage battery system 5 is located between the deck 1a and the bottom plate 1b, between the bulkhead W2 and the bulkhead W4. The bulkhead W4 is located on the stern side of the bulkhead W2. The bulkhead W4 is made of, for example, FRP, but may also be made of a steel plate.

[0125] Here, the fuel cell ship SH of this embodiment has two sets of the above-mentioned tank compartment 40, fuel cell compartment 30, and duct compartment 90. In each set, identical compartments are located side by side in the left-right direction. That is, the two tank compartments 40 are located side by side in the left-right direction. Similarly, the two fuel cell compartments 30 are also located side by side in the left-right direction. Furthermore, the two duct compartments 90 are also located side by side in the left-right direction. Then, ventilation (exhaust) of the interior of each of the above-mentioned compartments is performed for each set.

[0126] The battery system 5 has a battery compartment 50. Details of the battery compartment 50 will be described later; the battery compartment 50 is located between two tank compartments 40 that are aligned in the left-right direction. In other words, unlike the other compartments (tank compartment 40, fuel cell compartment 30, and duct compartment 90), only one battery compartment 50 is provided. Therefore, the partition wall W4 shown in FIG. 3 can be a different partition wall from the partition wall W3 shown in FIG. 2, or they can be the same partition wall. However, the battery compartment 50 and the tank compartment 40 on the right side are separated by a different partition wall, and the battery compartment 50 and the tank compartment 40 on the left side are separated by yet another partition wall.

[0127] Therefore, in the fuel cell ship SH of this embodiment, the tank compartment 40, fuel cell compartment 30, duct compartment 90, and storage battery compartment 50 are provided independently of one another. In other words, the fuel cell ship SH has multiple compartments that are provided independently of one another. The storage battery system 5 will be described in detail below.

[0128] The storage battery system 5 has a storage battery 51. As described above, the storage battery 51 is configured, for example, by a lithium secondary battery. In this embodiment, the storage battery system 5 has two storage batteries 51, but the number of storage batteries 51 is not particularly limited and may be one, or three or more. The capacity of each storage battery 51 can also be set appropriately. When there are multiple storage batteries 51, the storage batteries 51 may be connected in series or in parallel. In this embodiment, two storage batteries 51 are connected in parallel, taking into consideration the specifications of a step-down device (not shown) that steps down the voltage output from the storage batteries 51.

[0129] As described above, the storage battery 51 supplies the stored electric power to the propulsion device 6 (see FIG. 1) and the like. The electric power stored in the storage battery 51 is different from the electric power generated by the fuel cell 31. The storage battery compartment 50 is a container that houses such a storage battery 51. In other words, the multiple compartments of the fuel cell ship SH include a storage battery compartment 50 in which a storage battery 51 that supplies electric power different from that of the fuel cell 31 to the propulsion device 6 is installed.

[0130] The battery compartment 50 has a hollow shape. For example, the battery compartment 50 has a hollow, approximately rectangular parallelepiped shape. In this case, the outer walls constituting the battery compartment 50 include, for example, a top wall 50a, a bottom wall 50b, a front wall (not shown), a back wall (not shown), a side wall 50c, and a side wall 50d. However, the top, bottom, front, back, and side surfaces of the battery compartment 50 can be arbitrarily determined. Furthermore, the shape of the battery compartment 50 is not particularly limited as long as it has a space large enough to accommodate at least one battery 51. The battery compartment 50 can also be considered as a container, chamber, or box that accommodates the battery 51. The outer walls of the battery compartment 50 are made of, for example, FRP, but may also be made of steel plates.

[0131] A battery compartment air intake 50e is provided in the side wall 50c of the battery compartment 50. The battery compartment air intake 50e is connected to a battery compartment air intake pipe 55, which will be described later. Note that the battery compartment air intake 50e may be provided in an outer wall of the battery compartment 50 other than the side wall 50c.

[0132] A battery compartment exhaust port 50f is also provided in the side wall 50c of the battery compartment 50. The battery compartment exhaust port 50f is connected to a battery compartment exhaust pipe 56, which will be described later. The battery compartment exhaust port 50f is located higher in the side wall 50c than the battery compartment air inlet 50e. This makes it easy to exhaust the gas from the battery compartment exhaust port 50f via the battery compartment exhaust pipe 56, even if gas lighter than air accidentally enters the battery compartment 50 through the battery compartment air inlet 50e. Note that the battery compartment exhaust port 50f may be provided in an exterior wall of the battery compartment 50 other than the side wall 50c.

[0133] The battery compartment 50 has an internal space that is sealed except for the battery compartment air inlet 50e and the battery compartment air outlet 50f.

[0134] The battery compartment 50 described above is located directly below the deck 1a. More specifically, the battery compartment 50 is provided between the deck 1a and the bottom 1c of the hull 1. More specifically, the battery compartment 50 is provided between the deck 1a and the bottom 1c, at a position closer to the deck 1a than to the bottom 1c. By arranging the battery compartment 50 in this manner, when the vertical distance between the battery compartment 50 and the deck 1a is D1 (mm) and the vertical distance between the battery compartment 50 and the bottom 1c is D2 (mm), D1 <D2となっている。

[0135] In this embodiment, the storage battery compartment 50 in which the storage battery 51 is installed is provided independently from the other compartments (e.g., the tank compartment 40, the fuel cell compartment 30, and the duct compartment 90). This makes it possible to minimize adverse effects (damage) on the other compartments even if the storage battery 51 explodes for some reason. In particular, because the storage battery compartment 50 is provided between the deck 1b and the ship bottom 1c, even if the storage battery 51 explodes for some reason, damage to crew members on the deck 1a can be reduced compared to a configuration in which the storage battery 51 is provided on, for example, the deck 1a. Furthermore, because the storage battery compartment 50 is provided closer to the deck 1a than the ship bottom 1c, even if the storage battery 51 explodes for some reason, damage to the ship bottom 1c can be minimized, thereby reducing the risk of the fuel cell ship SH sinking.

[0136] 4 is an explanatory diagram schematically illustrating another configuration of the storage battery system 5. As shown in the figure, the storage battery compartment 50 may be provided between the deck 1a and the bottom 1c of the ship, closer to the bottom 1c than to the deck 1a. In this case, the relationship between D1 and D2 is D1>D2.

[0137] In this way, if the battery compartment 50 is located closer to the bottom 1c of the ship than the deck 1a, even if the battery 51 were to explode for some reason, the risk of damage to passengers living on or passing through the deck 1a can be reduced.

[0138] The storage batteries 51 described above are housed in a battery casing 52. The battery casing 52 is made of a resin such as FRP or a metal. That is, the fuel cell ship SH is equipped with the battery casing 52 that houses the storage batteries 51. The storage batteries 51 are installed together with the battery casing 52 in the battery compartment 50. In this embodiment, two storage batteries 51 are housed in separate battery casings 52. The battery casings 52 are arranged side by side in the front-to-rear direction inside the battery compartment 50. The battery casings 52 are also installed inside the battery compartment 50 via a single structure 53. Details of the structure 53 will be described later.

[0139] The storage battery 51 is housed in a double structure of the storage battery casing 52 and the storage battery compartment 50, so even if the storage battery 51 explodes for some reason, damage to the hull 1 caused by the explosion can be kept to a minimum.

[0140] A battery compartment internal fire detector 54 is housed within the battery compartment 50. The battery compartment internal fire detector 54 is a fire detector disposed within the battery compartment 50. The battery compartment internal fire detector 54 includes, for example, one or more sensors selected from a smoke sensor that detects smoke, a heat sensor that detects heat, and a flame sensor that detects flame. The battery compartment internal fire detector 54 may be configured as a thermocouple-type fire detector.

[0141] The battery compartment internal fire detector 54 is disposed on the inner surface of the top wall 50a located at the top of the battery compartment 50. In the unlikely event that a fire breaks out inside the battery compartment 50, the battery compartment internal fire detector 54 detects the fire and outputs a detection signal indicating the occurrence of a fire to the control unit 12a. In this case, the control unit 12a controls the tank-side shutoff valve 43 and the fuel cell-side shutoff valve 33 to stop the supply of fuel gas from the fuel tank 41 to the fuel cell 31. This allows power generation in the fuel cell 31 to be stopped reliably.

[0142] A battery compartment air supply pipe 55 is connected to the battery compartment 50. The battery compartment air supply pipe 55 is a pipe for introducing air from outside the ship into the interior of the battery compartment 50, and is located aft of the battery compartment 50 and communicates with the interior of the battery compartment 50. In other words, the fuel cell ship SH of this embodiment is equipped with a battery compartment air supply pipe 55 that communicates with the battery compartment 50. The battery compartment air supply pipe 55 extends from the battery compartment air intake port 50e of the battery compartment 50 to the deck 1a and is exposed from the upper surface of the deck 1a.

[0143] A battery compartment exhaust pipe 56 is connected to the battery compartment 50. The battery compartment exhaust pipe 56 is a pipe for directing air inside the battery compartment 50 outside the ship, and is located aft of the battery compartment 50 and communicates with the interior of the battery compartment 50. In other words, the fuel cell ship SH of this embodiment is equipped with a battery compartment exhaust pipe 56 that communicates with the battery compartment 50.

[0144] The battery compartment exhaust pipe 56 extends aft from the battery compartment exhaust port 50f of the battery compartment 50. Thus, in this embodiment, the battery compartment exhaust pipe 56 and the battery compartment air supply pipe 55 are (both) located aft of the battery compartment 50.

[0145] An exhaust fan 57 is provided inside the battery compartment 50. The operation of the exhaust fan 57 is controlled by the control unit 12a. When the exhaust fan 57 is operated, air outside the battery compartment 50 is introduced into the battery compartment air supply pipe 55 via the air supply inlet 55a and supplied to the inside of the battery compartment 50 via the battery compartment air supply port 50e. The air inside the battery compartment 50 is then guided to the battery compartment exhaust pipe 56 via the battery compartment exhaust port 50f and discharged to the outside via the exhaust outlet 56a. This ventilates the inside of the battery compartment 50. In this way, the fuel cell ship SH is equipped with an exhaust fan 57 that exhausts air from the inside of the battery compartment 50.

[0146] The exhaust fan 57 may be provided outside the battery compartment 50. For example, the exhaust fan 57 may be installed midway along the battery compartment exhaust pipe 56 that communicates with the battery compartment 50.

[0147] Since the fuel cell ship SH is equipped with the battery compartment exhaust pipe 56, even if gas harmful to humans is generated in the battery compartment 50 due to, for example, evaporation of electrolyte in the storage batteries 51, the gas can be discharged to the outside via the battery compartment exhaust pipe 56. This reduces the adverse effects of the gas on the human body. Furthermore, even if the storage batteries 51 in the battery compartment 50 explode, the blast air can also be discharged via the battery compartment exhaust pipe 56. In other words, the battery compartment exhaust pipe 56 can also be used as a blast escape.

[0148] Furthermore, because the fuel cell ship SH is equipped with an exhaust fan 57, even if harmful gas is generated inside the battery compartment 50, the gas can be reliably discharged to the outside by the exhaust fan 57. Furthermore, when the exhaust fan 57 is used, the pressure inside the battery compartment 50 becomes equal to or lower than atmospheric pressure, unlike when an air intake fan is used. Therefore, even if a leak hole is opened in the outer wall of the battery compartment 50, there is an advantage that harmful gas will not leak from the battery compartment 50 through the leak hole to the outside of the outer wall.

[0149] Unlike the tank compartment 40, etc., the battery compartment 50 is less likely to contain flammable gases such as hydrogen gas. Therefore, there is no need to worry about ignition of flammable gases due to the operation of the exhaust fan within the battery compartment 50. Therefore, unlike the tank compartment 40, etc., it is possible to proactively adopt a configuration in which an explosion-proof exhaust fan 57 is installed within the battery compartment 50.

[0150] (3-2. Ventilation path within the battery compartment) In this embodiment, as shown by the dashed arrow in Fig. 3, a ventilation path B is provided that takes in air from the stern side of the battery compartment 50, guides the air to the bow side inside the battery compartment 50, and returns the air from the bow side to the stern side and exhausts it overboard. Such ventilation path B is realized by arranging a structure 53 inside the battery housing 50.

[0151] 3-2-1. Example of structure 3 and 4 , the structure 53 is located inside the battery compartment 50 and supports the battery housing 52 from below. Inside the battery compartment 50, the structure 53 is located between the bottom wall 50b and the battery housing 52. In other words, the structure 53 is provided inside the battery compartment 50 and is located between the bottom wall 50b of the battery compartment 50 and the battery housing 52, and supports the battery housing 52 at a position higher than the bottom wall 50b of the battery compartment 50.

[0152] The structure 53 has an outer wall portion 53W. The outer wall portion 53W constitutes the outer wall of the ventilation passage B for air flowing from the stern side to the bow side within the battery compartment 50. Figure 5 is a cross-sectional view of the structure 53. In this embodiment, the outer wall portion 53W of the structure 53 has a frame-like cross section perpendicular to the ventilation direction of the air flowing through the ventilation passage B from the stern side to the bow side.

[0153] Two structures 53 are arranged on the bottom wall 50b of the battery compartment 50. The structures 53 are positioned apart in the left-right direction. The number of structures 53 is not limited to two, and may be one, or three or more. Details of the structures 53 will be described below.

[0154] FIG. 6 is a perspective view showing a schematic configuration of the structure 53. The structure 53 is configured as a hollow, approximately rectangular parallelepiped cylinder. More specifically, the structure 53 has an upper wall 53a, a lower wall 53b, and side walls 53c to 53f. The upper wall 53a and the lower wall 53b are positioned opposite each other in the vertical direction. The side walls 53c and 53d are positioned opposite each other in the front-to-rear direction (the ventilation direction) between the upper wall 53a and the lower wall 53b, and are connected to the upper wall 53a and the lower wall 53b, respectively. The side walls 53e and 53f are positioned opposite each other in the left-to-right direction between the upper wall 53a and the lower wall 53b, and are connected to the upper wall 53a and the lower wall 53b, respectively. The side wall 53c is connected to the aft end of the side wall 53e and also to the aft end of the side wall 53f. The side wall 53d is connected to the bow side end of the side wall 53e and is also connected to the bow side end of the side wall 53f.

[0155] An opening 53g is formed on the bow side of the upper wall 53a. The structure 53 is disposed in the battery compartment 50 so that the opening 53g is located further bow side than the battery casing 52 located closest to the bow side (see FIG. 3).

[0156] Furthermore, a structure air intake port 53h is formed as an opening in the side wall 53c on the stern side. No opening is formed in the side wall 53d on the bow side opposite the side wall 53c. Note that instead of providing the opening 53g in the top wall 53a, an opening may be formed in the side wall 53d. Furthermore, as long as air can be circulated through the storage battery housing 52, openings may be formed in the left and right side walls of the structure 53, i.e., the side wall 53b or the side wall 53f. However, the opening is formed near the side wall 53d.

[0157] In the structure 53, the walls other than the side wall 53c where the structure air inlet 53h is formed, that is, the upper wall 53a, the lower wall 53b, and the side walls 53d to 53f, form an outer wall portion 53W which is the outer wall of the ventilation passage B.

[0158] The air flow within the battery compartment 50 will be described with reference to Figures 3 to 6. When the exhaust fan 57 is driven, air is drawn into the battery compartment 50 from the battery compartment air supply pipe 55 through the battery compartment air supply port 50e. The drawn air enters the interior of the structure 53 located below the battery casing 52 through the structure air supply port 53h. The air then flows inside the structure 53 from the stern toward the bow. In other words, the air flows below the battery casing 52 from the stern toward the bow.

[0159] The air changes direction when it hits the bow-side sidewall 53d of the structural body 53, passes through the opening 53g in the top wall 53a, and flows upward. The air that has flowed out above the structural body 53 then flows from the bow to the stern inside the battery housing 50 and is discharged outside the ship via the battery compartment exhaust port 50f and the battery compartment exhaust pipe 56.

[0160] From the above, it can be said that the structure 53 has the following outer wall portion 53W: That is, the structure 53 has the outer wall portion 53W that forms the outer wall of the ventilation passage B through which air supplied from the battery compartment air supply pipe 55 flows from the stern side within the battery compartment 50, passes below the battery housing 52, and flows toward the bow side of the battery housing 52.

[0161] Because the structural body 53 has the outer wall portion 53W in this manner, air introduced into the interior of the battery compartment 50 flows from the stern side to the bow side through the interior of the structural body 53, that is, through the ventilation passage B formed by the outer wall portion 53W. This allows the air leaving the structural body 53 inside the battery compartment 50 to flow from the bow side to the stern side and be discharged to the outside through the battery compartment exhaust pipe 56. In other words, even in a configuration in which the battery compartment exhaust pipe 56 and the battery compartment air supply pipe 55 are located on the stern side of the battery compartment 50, the air can be circulated inside the battery compartment 50 from the stern side to the bow side and back to the stern side, thereby ventilating the battery compartment 50.

[0162] Therefore, even in a configuration in which the battery compartment exhaust pipe 56 and the battery compartment air intake pipe 55 are located on the stern side, gases that are generated within the battery compartment 50 and are harmful to humans can be exhausted from the battery compartment 50 to the outside. This configuration is particularly effective when circumstances prevent the battery compartment air intake pipe 55 from being installed on the bow side of the battery compartment 50. For example, if installing the battery compartment air intake pipe 55 on the bow side of the battery compartment 50 would result in the air intake inlet 55a of the battery compartment air intake pipe 55 being located in a hazardous location within 1.5 m of the installation location of non-explosion-proof electrical equipment, such installation is not permitted, and therefore the configuration of this embodiment described above is very effective.

[0163] Furthermore, the battery casing 52 is supported by the structure 53 at a position higher than the bottom wall 50b of the battery compartment 50. That is, the structure 53 is interposed between the bottom wall 50b of the battery compartment 50 and the battery casing 52. As a result, even if water (rainwater, seawater, etc.) enters the battery compartment 50 for some reason, the height of the structure 53 can provide a certain amount of time for the entered water to come into contact with the battery casing 52. This minimizes contact of the entered water with the storage battery 51 housed in the battery casing 52, thereby minimizing the inconvenience of the storage battery 51 being submerged and becoming unusable. That is, by using the structure 53, it is possible to ensure both the ventilation path B and the prevention of the storage battery 51 being submerged.

[0164] As described above, the outer wall portion 53W of the structure 53 has a frame-like cross section perpendicular to the ventilation direction (see FIG. 5). In this configuration, the structure 53 alone can be used to ensure ventilation path B from the stern side to the bow side.

[0165] 3-2-2. Other structural examples FIG. 7 is a cross-sectional view showing another configuration of the structure 53. The outer wall portion 53W of the structure 53 may have an L-shaped cross section perpendicular to the ventilation direction. Note that the L-shaped shape includes all shapes that are point-symmetric, line-symmetric, and rotationally symmetric with respect to the L-shape. In this configuration, as shown in the figure, the space surrounded by the outer wall portion 53W and the wall portion of the storage battery compartment 50 located opposite the outer wall portion 53W can be secured as ventilation channel B running from the stern to the bow. Specifically, the space surrounded by the outer wall portion 53W, the bottom wall 50b, and the right side wall 50g can be secured as ventilation channel B. Alternatively, the space surrounded by the outer wall portion 53W, the bottom wall 50b, and the left side wall 50h can also be secured as ventilation channel B.

[0166] FIG. 8 is a cross-sectional view showing yet another configuration of the structure 53. The outer wall portion 53W of the structure 53 may have a U-shaped cross section perpendicular to the ventilation direction. Note that the U-shaped shape includes all shapes that are point-symmetric, line-symmetric, and rotationally symmetric with the U. In this configuration, as shown in the figure, the space surrounded by the U-shaped outer wall portion 53W and the wall portion (e.g., bottom wall 50b) of the battery compartment 50 that closes the U-shaped opening can be secured as ventilation channel B that runs from the stern to the bow.

[0167] In this way, the outer wall portion 53W of the structure 53 may have an L-shaped or U-shaped cross section perpendicular to the ventilation direction of the air flowing through the ventilation passage B from the stern side to the bow side. Even when the structure 53 is used in which the outer wall portion 53W has the above-mentioned shape, the ventilation passage B can be secured by combining the outer wall portion 53W with the wall portion of the storage battery compartment 50. In other words, the ventilation passage B can be secured even if the cross section of the outer wall portion 53W is not closed.

[0168] 3-2-3. Battery Case Details Next, a supplementary explanation will be given of the above-mentioned battery casing 52. FIG. 9 is a perspective view schematically showing the exterior of the battery casing 52. The battery casing 52 is configured in a hollow, approximately rectangular parallelepiped shape. More specifically, the battery casing 52 has a top wall 52a, a bottom wall 52b, and side walls 52c to 52f. The top wall 52a and the bottom wall 52b are positioned opposite each other in the vertical direction. The side walls 52c and 52d are positioned opposite each other in the longitudinal direction between the top wall 52a and the bottom wall 52b. Of the side walls 52c and 52d, the side wall 52d is the side wall located on the bow side, and the side wall 52c is the side wall located on the stern side.

[0169] The side walls 52e and 52f are positioned opposite each other in the left-right direction between the top wall 52a and the bottom wall 52b. The side walls 52c to 52f connect the top wall 52a and the bottom wall 52b in the up-down direction. Furthermore, the side wall 52c is connected to the aft end of the side wall 52e and the aft end of the side wall 52f. The side wall 52d is connected to the bow end of the side wall 52e and the bow end of the side wall 52f.

[0170] The bow-side sidewall 52d has a battery housing air inlet 52g. The stern-side sidewall 52c has a battery housing air outlet 52h. The battery housing air inlet 52g and the battery housing air outlet 52h are configured, for example, as a mesh-like lattice with a plurality of openings arranged two-dimensionally, but may also be configured as a vertical or horizontal lattice with rectangular openings arranged in one direction, or as a simple opening (single opening).

[0171] As described above, the battery casing 52 has a battery casing air inlet 52g on the bow side and a battery casing exhaust outlet 52h on the stern side. In this case, as shown in Fig. 3 , some of the air flowing from the bow side to the stern side within the battery compartment 50 above the structure 53 enters the battery casing 52 through the battery casing air inlet 52g and is discharged to the stern side through the battery casing exhaust outlet 52h. Note that when two battery casings 52 are positioned side by side in the fore-and-aft direction, as in this embodiment, the air that flows through the battery casing 52 located on the bow side further flows through the battery casing 52 located on the stern side and is discharged to the stern side.

[0172] Therefore, even if harmful gas is generated from the storage battery 51 inside the battery housing 52 for some reason, the gas can be discharged to the outside of the battery housing 52 through the storage battery housing exhaust port 52h, and further discharged outside the ship through the storage battery compartment exhaust pipe 56 on the stern side.

[0173] (3-3. Modified examples of battery compartment installation locations) In the configuration shown in Figures 2 to 4, the fuel cell compartment 30 is located on the bow side of the tank compartment 40 within the hull 1, with bulkhead W2 sandwiched therebetween. Note that bulkhead W2 is a tank isolation bulkhead. Bulkhead W4 is located on the stern side of bulkhead W2, and the storage battery compartment 50 is installed between bulkhead W2 and bulkhead W4. However, the positional relationship between bulkhead W2 and bulkhead W4 is not limited to the above relationship.

[0174] 10 is an explanatory diagram schematically illustrating a modified example of the installation position of the battery compartment 50. As shown in the figure, the bulkhead W4 may be located on the bow side relative to the bulkhead W2. In other words, the battery compartment 50 installed between the bulkheads W2 and W4 may be located on the bow side relative to the bulkhead W2 within the hull 1. In other words, the battery compartment 50 may be located on the bow side relative to the tank compartment 40, separated by the bulkhead W2.

[0175] Even if the battery compartment 50 is located within the hull 1 on the stern side (see Figure 2) or bow side (see Figure 10) of the bulkhead W2, as long as the battery compartment 50 is located between the deck 1a and the bottom 1c of the hull 1, the effect of this embodiment can be achieved, which minimizes damage in the event of an explosion of the battery 51.

[0176] [4. Other] In this embodiment, gaseous fuel gas is used as the fuel supplied from the fuel tank 41 to the fuel cell 31, but the fuel is not limited to gas and may be liquid. When liquid fuel is used, if the liquid fuel leaks from the piping, the leaked liquid fuel vaporizes and becomes gas (fuel gas).

[0177] In this embodiment, a configuration has been described in which the fuel cell ship SH has the duct section 90, but the duct section 90 does not have to be installed. For example, if vent pipes are provided corresponding to each of the tank section 40 and the fuel cell section 30, the installation of the duct section 90 can be omitted (because there is no need to ensure a flow path from the fuel cell section 30 to the vent pipe 10).

[0178] Although the embodiments of the present invention have been described above, the scope of the present invention is not limited to these, and the invention can be expanded or modified without departing from the spirit of the invention. [Industrial Applicability]

[0179] The present invention can be used in, for example, a fuel cell ship. [Explanation of symbols]

[0180] 1. Hull 1a deck 1c Bottom 6 Propulsion device 30 fuel cell compartment 31 Fuel Cell 40 Tank Compartment 50 Battery compartment 50b bottom wall 51 Storage battery 52 Battery housing 52g air supply port 52h Exhaust port 53 Structure 53W External wall part 55 Battery compartment air supply pipe 56 Battery compartment exhaust pipe 57 Exhaust fan 70 Lower Duct Section (Duct Section) 80 Upper Duct Section (Duct Section) 90 Duct Section B Ventilation path SH fuel cell ship W2 bulkhead (tank isolation bulkhead)

Claims

1. a fuel cell that generates electricity through an electrochemical reaction of fuel; a propulsion device that generates a propulsive force on a hull using the electric power supplied from the fuel cell, a battery compartment in which a battery is installed that supplies power to the propulsion device separate from the fuel cell; The battery compartment is provided between the deck and the bottom of the hull, a fuel cell ship, wherein a structure is provided inside the battery compartment between a bottom wall of the battery compartment and a battery casing that houses the battery, and supports the battery casing at a position higher than the bottom wall of the battery compartment.

2. The battery compartment further includes a battery compartment air inlet and a battery compartment air outlet, The fuel cell ship according to claim 1 , wherein the battery compartment exhaust port is located above the battery compartment air inlet port.

3. The fuel cell ship according to claim 1 or 2, further comprising an exhaust fan that exhausts air from the inside of the battery compartment.

4. 4. A fuel cell ship according to claim 1, wherein the structure has an outer wall portion that forms the outer wall of a ventilation passage through which air supplied from a battery compartment air supply pipe communicating with the battery compartment flows from the stern side within the battery compartment, passing below the battery housing, and toward the bow side of the battery housing.

5. 5. The fuel cell ship according to claim 4, wherein the outer wall portion has a frame-like cross section perpendicular to a direction of air flowing through the ventilation passage from the stern side to the bow side.

6. 6. The fuel cell ship according to claim 1, wherein the battery housing has a battery housing air inlet on the bow side and a battery housing air outlet on the stern side.

7. a fuel cell compartment in which the fuel cell is installed; a tank compartment in which a fuel tank that stores the fuel to be supplied to the fuel cell is installed, the fuel cell compartment is located within the hull on the bow side of the tank compartment via a tank isolating bulkhead, 7. The fuel cell ship according to claim 1, wherein the battery compartment is located within the hull on the stern side or the bow side of the tank isolating bulkhead.

8. a fuel cell that generates electricity through an electrochemical reaction of fuel; a propulsion device that generates a propulsive force on a hull using the electric power supplied from the fuel cell, a battery compartment in which a battery is installed that supplies power to the propulsion device separate from the fuel cell; The battery compartment is provided between the deck and the bottom of the hull, The fuel cell ship comprises: a battery compartment exhaust pipe in communication with the battery compartment; a battery compartment air supply pipe communicating with the battery compartment.

9. a fuel cell that generates electricity through an electrochemical reaction of fuel; a propulsion device that generates a propulsive force on a hull using the electric power supplied from the fuel cell, a battery compartment in which a battery is installed that supplies power to the propulsion device separate from the fuel cell; The battery compartment is provided between the deck and the bottom of the hull, the fuel cell ship further includes a battery compartment exhaust pipe communicating with the battery compartment; a fuel cell ship, wherein a structure is provided inside the battery compartment between a bottom wall of the battery compartment and a battery casing that houses the battery, and supports the battery casing at a position higher than the bottom wall of the battery compartment.

10. A power generation system including a fuel cell that generates power through an electrochemical reaction of fuel, and supplies power from the fuel cell to an electrical device, a battery compartment in which a battery is installed; The battery compartment is provided between the deck and the bottom of the hull, a structure is provided inside the battery compartment between a bottom wall of the battery compartment and a battery housing that houses the battery, the structure supporting the battery housing at a position higher than the bottom wall of the battery compartment.

Images