Fuel cell vessel

Abstract

To provide a fuel cell vessel capable of reducing danger owing to fuel.SOLUTION: A fuel cell vessel for propelling a hull by using electric power supplied from a fuel cell carrying out power generation by electrochemical reaction of fuel includes a tank compartment where a fuel tank connected to a piping for replenishing the fuel from outside for putting in the fuel, the tank compartment is provided under a deck of the hull separated from other compartments, and a vent pipe having a tip at the upper outside of the hull for conducting the air inside the tank compartment outside the hull is connected to the tank compartment.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a fuel cell ship. [Background technology]

[0002] Conventionally, fuel cell ships have been proposed in which fuel 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 discloses a configuration in which, if the lid member of the storage section that houses the fuel cell unit and hydrogen fuel tank is illegally opened, hydrogen is actively discharged from the hydrogen fuel tank, quickly depleting the fuel and preventing theft. [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] The fuel supplied to the fuel cell is a combustible gas such as hydrogen. For this reason, fuel cell ships are required to have a safe design and safety measures that take into account the dangers posed by the fuel. While fuel cell ships designed to prevent fuel theft are known, as described above, there is still room for improvement in the safety measures.

[0005] In view of the above, an object of the present invention is to provide a fuel cell ship that can reduce the risks associated with fuel. [Means for solving the problem]

[0006] An exemplary fuel cell ship of the present invention is a fuel cell ship that propels its hull using electricity supplied from a fuel cell that generates electricity through an electrochemical reaction of fuel, and is equipped with a tank compartment in which a fuel tank is installed that is connected to a pipe for replenishing the fuel from the outside and that holds the fuel, the tank compartment is installed below the deck of the hull and is separated from other compartments, and a vent pipe that has an end above and outside the hull and leads air inside the tank compartment to the outside of the hull is connected to the tank compartment. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a fuel cell ship that reduces the risks associated with fuel and improves safety. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 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. 1 is an explanatory diagram illustrating the internal structure of the fuel cell ship. [Figure 3] FIG. 1 is a plan view showing a detailed example of a fuel cell ship according to an embodiment of the present invention; [Figure 4] A perspective view of the fuel cell ship shown in Figure 3 with some components such as the cabin removed. [Figure 5] FIG. 5 is a schematic perspective view illustrating the fuel cell compartment, tank compartment, and duct compartment of the fuel cell ship shown in FIG. 4. [Figure 6] 6 is a schematic perspective view of the fuel cell compartment shown in FIG. 5 with the top wall removed. [Figure 7] A schematic perspective view of the tank compartment shown in Figure 5 with part of the top wall removed. [Figure 8] FIG. 8 is an enlarged view of a part of the cross section taken along line VIII-VIII in FIG. 3; [Figure 9] Schematic diagram for explaining a fusible plug valve provided in a fuel tank DETAILED DESCRIPTION OF THE INVENTION

[0009] 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 to the bow of a fuel cell ship is defined as "forward," and the direction from the bow to the stern is defined as "rearward." The lateral direction perpendicular to the fore-and-aft direction is defined as the left-and-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-and-aft direction and the left-and-right direction is defined as "up," and the downstream side is defined as "down." In the following, an example will be described in which the fuel is gas, but the fuel is not limited to gas and may be liquid.

[0010] [1. Overview of fuel cell ship] 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 located above the hull 1. In this embodiment, the cabin 2 includes a bridge.

[0011] 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.

[0012] 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 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.

[0013] 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.

[0014] The storage battery system 5 has a storage battery. The storage battery is, for example, a lithium-ion 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 supply 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.

[0015] The propulsion device 6 is driven by electric power supplied from a fuel cell 31 (see FIG. 2 ) of the fuel cell system 3, which will be described later, and generates a propulsive force for the hull 1. In other words, the fuel cell ship SH propels the hull 1 using electric power supplied from the fuel cell 31.

[0016] 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.

[0017] The propulsion device 6 has a power conversion device 6a, a propulsion motor 6b, and a propeller 6c. The power conversion device 6a converts the power supplied from the fuel cell system 3 into power that meets the specifications of the propulsion motor 6b. For example, the power conversion device 6a converts DC power into AC power. In this case, the power conversion device 6a has, for example, an inverter. The propulsion motor 6b is driven by the power (for example, AC power) supplied from the power conversion device 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.

[0018] 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.

[0019] The control device 12 controls the fuel cell system 3, the fuel gas storage unit 4, the storage battery system 5, the propulsion device 6, and a plurality of peripheral devices 11. The control device 12 is configured, for example, by one or more computers. The computer is, for example, an ECU (Electronic Control Unit). The control device 12 may also be configured using a PLC (Programmable Logic Controller). Power is supplied to the control device 12 from a battery (for example, a lead battery) not shown, or a storage battery of the storage battery system 5.

[0020] The control device 12 has a control unit 12a and a storage unit 12b. The control unit 12a includes a processor such as a CPU (Central Processing Unit). The storage unit 12b includes a storage device and stores data and computer programs. Specifically, the storage 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 storage unit 12b may include removable media.

[0021] 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.

[0022] [2. Overview of the internal structure of the fuel cell ship] 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 (front side) and the left side of the drawing as the stern side (rear 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.

[0023] 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 arranged below the deck 1a of the hull 1. The engine room 13 is located forward of the fuel room 14. Bulkheads W1, W2, and W3 are located below the deck 1a in this order from the front to the rear. The engine room 13 is separated from other spaces by the bulkheads W1 and W2. The fuel room 14 is separated from other spaces by the 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 or the like.

[0024] (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.

[0025] The fuel cell 31 generates electric power (specifically, DC power) through an electrochemical reaction between a fuel gas and an oxidant gas. Typically, the oxidant gas is air, and the oxidant is oxygen. In other words, the fuel cell 31 generates electric power through an electrochemical reaction of fuel.

[0026] 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.

[0027] 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 pass through an external circuit and move 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.

[0028] 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.

[0029] The fuel gas supply pipe 32 is a pipe for supplying fuel gas stored in a fuel tank 41 (described later) of the fuel gas storage unit 4 to the anode of the fuel cell 31. In other words, the fuel cell ship SH is provided with the fuel gas supply pipe 32 for supplying fuel gas from the fuel tank 41 to the fuel cell 31.

[0030] 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 in which the fuel cell 31 is arranged, but two or more may be provided. Details of the fuel cell compartment 30 provided in the fuel cell ship SH will be described later.

[0031] The fuel cell system 3 further includes a cooling medium tank 38 and a cooling medium pipe 39. The cooling medium tank 38 stores a cooling medium for cooling the fuel cell 31. The cooling medium may be, for example, an antifreeze liquid with low electrical conductivity. The antifreeze liquid may be, for example, a liquid obtained by mixing pure water and ethylene glycol in a predetermined ratio. The cooling medium tank 38 is sealed, but the top may be open.

[0032] 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.

[0033] (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.

[0034] The fuel tank 41 is a container that stores fuel. In this embodiment, the fuel tank 41 stores fuel gas to be supplied to the fuel cell 31. The fuel tank 41 may be, for example, a gas cylinder, a cylinder formed by assembling a plurality of cylinders, or the like. 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 multiple fuel tanks 41.

[0035] 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 in detail later.

[0036] 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.

[0037] The side of the fuel gas supply pipe 32 described above opposite to the side connected to the fuel cell 31 is connected to a fuel tank 41. The fuel tank 41 and the fuel cell 31 are connected via the fuel gas supply pipe 32. In other words, the fuel cell ship SH further includes a fuel supply pipe that connects the fuel tank 41 and the fuel cell 31. The fuel gas supply pipe 32 is an example of a fuel supply pipe.

[0038] 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 in which the fuel tank 41 is installed, but two or more may be provided. Details of the tank compartment 40 provided in the fuel cell ship SH will be described later.

[0039] [3. Details of the plot] The fuel cell ship SH has multiple compartments including fuel release sources. In this embodiment, the fuel is fuel gas, specifically hydrogen gas. The fuel release sources broadly include any part that may release fuel gas. Examples of fuel release sources include the fuel cell 31, the fuel gas supply pipe 32, and the fuel tank 41.

[0040] 2, in this embodiment, the multiple compartments include a fuel cell compartment 30 and a tank compartment 40. That is, the fuel cell ship SH has a tank compartment 40. The fuel cell compartment 30 is a compartment in which a fuel cell 31 is installed. The tank compartment 40 is a compartment in which a fuel tank 41 for storing fuel is installed.

[0041] In this embodiment, the multiple compartments further include a duct compartment 90. The duct compartment 90 is a compartment that houses a portion of the fuel supply piping. Specifically, the duct compartment 90 is composed of a lower duct compartment 70 and an upper duct compartment 80. The lower duct compartment 70 houses a portion of the fuel gas supply piping 32, which is an example of a fuel supply piping. The "portion of the fuel gas supply piping 32" may be all or a portion of the portion of the fuel gas supply piping 32 that is located between the fuel cell compartment 30 and the tank compartment 40. In this embodiment, the lower duct compartment 70 houses a portion of the portion of the fuel gas supply piping 32 that is located between the fuel cell compartment 30 and the tank compartment 40. Note that the duct compartment 90 is not an essential component and may not be provided in some cases.

[0042] The detailed configurations of the fuel cell compartment 30, the tank compartment 40, and the duct compartment 90 will be described below. Fig. 3 is a plan view showing a detailed example of the fuel cell ship SH. Fig. 4 is a perspective view of the fuel cell ship SH shown in Fig. 3 with some components such as the cabin 2 removed. In Fig. 4, part of the deck 1a has also been removed so that the tank compartment 40 and the duct compartment 90 can be seen. Fig. 5 is a schematic perspective view showing the fuel cell compartment 30, the tank compartment 40, and the duct compartment 90 provided on the fuel cell ship SH shown in Fig. 4.

[0043] In the fuel cell ship SH shown in Figure 3, an upper duct section 80, which is part of the duct section 90, is configured using the cabin 2. For this reason, the upper duct section 80 is not shown in Figure 4, which shows the fuel cell ship SH without the cabin 2. Also in Figure 5, the details of the upper duct section 80 are not shown, and the vicinity of the position where the upper duct section 80 is provided is indicated by a dashed frame.

[0044] As shown in Figures 4 and 5, in this embodiment, the fuel cell ship SH has a fuel cell compartment 30, a tank compartment 40, and a duct compartment 90 arranged on each of the left (port) and right (starboard) sides of the hull 1. In other words, the equipment required for generating electricity using fuel cells 31 is provided on each of the left and right sides of the hull 1. For this reason, Figure 2 above is a diagram specifically showing the configuration of one side (one side) of the hull 1.

[0045] In this embodiment, the fuel cell compartment 30, the duct compartment 90, and the tank compartment 40 are arranged in this order from front to rear on each side. The configuration of each compartment 30, 40, and 90 is the same on each side. In this embodiment, there are two compartment sets, each consisting of the fuel cell compartment 30, the tank compartment 40, and the duct compartment 90. However, this is an example, and the number of compartment sets may be one or three or more.

[0046] (3-1. Fuel Cell Compartment) The fuel cell compartment 30 is a container that houses the fuel cell 31 (see, for example, FIG. 2 and FIG. 6 described below). The fuel cell compartment 30 is disposed in the engine room 13 (see, for example, FIG. 2 and FIG. 4). The fuel cell compartment 30 has a hollow shape. The fuel cell compartment 30 can also be considered as a container, chamber, or box that houses the fuel cell 31.

[0047] In this embodiment, the fuel cell compartment 30 has a hollow rectangular parallelepiped shape. The outer walls that make up the fuel cell compartment 30 include, for example, a top wall 30a, a bottom wall 30b, a rear wall 30c, a front wall 30d, a left wall 30e, and a right wall 30f (see, for example, Figures 2, 5, and Figure 6 described below). The shape of the fuel cell compartment 30 is not particularly limited as long as it has enough space to accommodate the fuel cell 31. The material of the outer walls of the fuel cell compartment 30 is, for example, FRP, but may also be steel plate or the like.

[0048] Specifically, the fuel cell compartment 30 has a configuration in which a top wall 30a is attached to a box-shaped member in which the bottom wall 30b, rear wall 30c, front wall 30d, left wall 30e, and right wall 30f are formed from a single member. FIG. 6 is a schematic perspective view of the fuel cell compartment 30 shown in FIG. 5 with the top wall 30a removed. Specifically, FIG. 6 shows the fuel cell compartment 30 located on the left side of the hull 1. As shown in FIG. 6, the fuel cell compartment 30 specifically houses a DC / DC converter 311 in addition to the fuel cell 31. Specifically, the DC / DC converter 311 boosts the voltage of the power generated by the fuel cell 31. Note that the DC / DC converter 311 may be located outside the fuel cell compartment 30.

[0049] 2, the fuel cell compartment 30 further 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. The cell compartment internal gas detector 34a is a fuel gas detector disposed inside the fuel cell compartment 30. For example, if the fuel gas is hydrogen gas, the cell compartment internal gas detector 34a is configured as a hydrogen gas detection sensor.

[0050] 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 properly detected by the battery compartment internal gas detector 34a.

[0051] 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.

[0052] The fuel cell compartment 30 has ventilation openings for ventilating the interior of the compartment. Specifically, as shown in Figures 2 and 6, the ventilation openings of the fuel cell compartment 30 include a cell compartment air inlet 30g and a cell compartment air outlet 30h.

[0053] The battery compartment air inlet 30g is provided on one of the left and right outer walls of the fuel cell compartment 30. In the fuel cell compartment 30 on the left side of the hull 1, the battery compartment air inlet 30g includes an opening that passes through the left wall 30e in the left-right direction. In the fuel cell compartment 30 on the right side of the hull 1, the battery compartment air inlet 30g includes an opening that passes through the right wall 30f in the left-right direction. The battery compartment air inlet 30g is connected to a battery compartment air supply pipe 35, which will be described later. The location where the battery compartment air inlet 30g is provided may be changed as appropriate, and it may be provided on another outer wall that constitutes the fuel cell compartment 30.

[0054] The battery compartment exhaust port 30h is provided in the rear wall 30c of each fuel cell compartment 30 arranged on the left and right sides of the hull 1. The battery compartment exhaust port 30h includes an opening that penetrates the rear wall 30c in the front-to-rear direction. The battery compartment exhaust port 30h communicates with the duct compartment 90, which will be described in detail later. Note that the battery compartment exhaust port 30h may also be provided in an outer wall of the fuel cell compartment 30 other than the rear wall 30c.

[0055] A battery compartment air supply pipe 35 is connected to the fuel cell compartment 30. The battery compartment air supply pipe 35 extends from a battery compartment air supply port 30g of the fuel cell compartment 30 to the deck 1a and is exposed above the deck 1a. 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 disposed, in detail, on the upper part of the deck 1a.

[0056] The battery compartment air supply device 36 supplies air from outside the fuel cell compartment 30 (air from outside the ship in this example) to the inside of the fuel cell compartment 30 via the battery compartment air supply pipe 35 and the battery compartment air supply port 30g. By supplying air from outside the fuel cell compartment 30, the air inside the fuel cell compartment 30 is exhausted to the duct compartment 90 via the battery compartment exhaust port 30h. 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.

[0057] 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 is housed in an air supply device housing BO1 (see, for example, Figures 3 and 5) that is fixedly disposed on the deck 1a. The material that makes up the air supply device housing BO1 is not particularly limited, but may be a metal such as stainless steel.

[0058] A filter unit FP1 is disposed adjacent to the air supply device housing BO1 that houses the battery compartment air supply device 36. The interior of the air supply device housing BO1 is connected to the interior of the filter unit FP1. One or more filters are disposed inside the filter unit FP1. The presence of the filter unit FP1 makes it possible to prevent dust and other particles from entering the fuel cell compartment 30. In this embodiment, a dustproof filter and a salt damage prevention filter are disposed inside the filter unit FP1. This makes it possible to prevent dust and sea salt particles from entering the fuel cell compartment 30.

[0059] Note that the filter unit FP1 may be configured to include only the salt damage protection filter, and this configuration also allows for the removal of dust and sea salt particles. However, when both the dust protection filter and the salt damage protection filter are configured within the filter unit FP1, it is preferable to place the dust protection filter upstream of the salt damage protection filter in the airflow generated by the battery compartment air supply device 36. This configuration allows the dust protection filter to remove dust before the salt damage protection filter, thereby extending the life of the expensive salt damage protection filter and removing dust and sea salt particles.

[0060] 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, for example, a combustible gas sensor such as a hydrogen gas sensor. In this embodiment, the battery compartment external gas detector 37 is disposed inside the air supply device housing BO1. The battery compartment external gas detector 37 is, for example, disposed on the opposite side of the battery compartment air supply device 36 from the battery compartment air supply pipe 35, that is, on the upstream side of the air flow from the outside of the fuel cell compartment 30 to the interior thereof. Note that the battery compartment external gas detector 37 may 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, carbon monoxide, etc.

[0061] The battery compartment external gas detector 37 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. This allows the control unit 12a to determine whether the concentration of combustible gas is equal to or greater than a predetermined threshold based on the detection signal. If the concentration is equal to or greater than the predetermined threshold, 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 predetermined threshold may be determined based on experiments and / or experience.

[0062] The above-described battery compartment internal gas detector 34a (see FIG. 2) is preferably disposed on the top wall 30a located at the top of the fuel cell compartment 30, near the battery compartment exhaust port 30h or inside the battery compartment exhaust port 30h. In the unlikely event of a fuel gas leak within the fuel cell compartment 30, the leaked fuel gas is exhausted through the battery compartment exhaust port 30h. In other words, the battery compartment exhaust port 30h is located at the most downstream side of the flow path through which the fuel gas flows when the fuel gas leaks within the fuel cell compartment 30. Therefore, by disposing the battery compartment internal gas detector 34a near the battery compartment exhaust port 30h or inside the battery compartment exhaust port 30h, the likelihood of detecting the leaked fuel gas can be improved regardless of the location of the fuel gas leak within the fuel cell compartment 30. In other words, the battery compartment internal gas detector 34a may be configured to be located at the most downstream side of the flow path through which the fuel gas flows when the fuel gas leaks.

[0063] The fuel cell compartment 30 has an internal space that is sealed except for the battery compartment air inlet 30g and the battery compartment exhaust vent 30h. That is, the fuel cell compartment 30 is sealed except for the battery compartment air inlet 30g and the battery compartment exhaust vent 30h. In other words, the fuel cell compartment 30 is sealed except for the ventilation vent that ventilates the interior of the compartment (its own compartment). Due to this sealed structure, in principle, air that enters the fuel cell compartment 30 through the battery compartment air inlet 30g by driving the battery compartment air supply device 36 is exhausted from the fuel cell compartment 30 through the battery compartment exhaust vent 30h.

[0064] To ensure airtightness, sealants are placed where gaps may occur. For example, sealants are placed where multiple components are combined. For example, sealants are placed between the box-shaped components constituting the bottom wall 30b, rear wall 30c, front wall 30d, left wall 30e, and right wall 30f and the top wall 30a. Also, for example, sealants are placed in screw-fastened portions. Also, for example, sealants are placed in appropriate locations in holes provided in the fuel cell compartment 30 for passing electrical wiring and piping.

[0065] (3-2. Tank Compartment) The tank compartment 40 is a container that houses the fuel tank 41 (see, for example, FIG. 2 and FIG. 7 described below). The tank compartment 40 is disposed in the fuel chamber 14 (see, for example, FIG. 2 and FIG. 4). The tank compartment 40 has a hollow shape. The tank compartment 40 can also be considered as a container, a chamber, or a box that houses the fuel tank 41.

[0066] As shown in Figure 4, in this embodiment, the fuel chamber 14, which is provided aft of the engine room 13 and in which the tank compartment 40 is located, is divided into two. That is, in this embodiment, there are two fuel chambers 14. A battery chamber 15, which houses a storage battery (not shown) of the storage battery system 5, is located between the two fuel chambers 14 in the left-right direction. By arranging the fuel chamber 14 and the battery chamber 15 together at the rear of the hull 1 in this way, the space in the hull 1 can be used efficiently, and the hull 1 can be made more compact.

[0067] In this embodiment, the tank compartment 40 has a hollow, generally rectangular parallelepiped shape. The tank compartment 40 is disposed in the fuel chamber 14 with its longitudinal direction corresponding to the front-to-rear direction. The outer walls that make up the tank compartment 40 include, for example, a top wall 40a, a bottom wall 40b, a rear wall 40c, a front wall 40d, a left wall 40e, and a right wall 40f (see, for example, Figures 2, 5, and Figure 7 described below). The shape of the tank compartment 40 is not particularly limited as long as it has enough space to accommodate at least one fuel tank 41. The outer walls of the tank compartment 40 are made of, for example, FRP, but may also be made of steel plates or the like.

[0068] Specifically, the tank compartment 40 has a configuration in which a top wall 40a is attached to a box-shaped member in which the bottom wall 40b, rear wall 40c, front wall 40d, left wall 40e, and right wall 40f are formed from a single member. Figure 7 is a schematic perspective view of the tank compartment 40 shown in Figure 5 with part of the top wall 40a removed. Specifically, Figure 7 shows the tank compartment 40 located on the left side of the hull 1.

[0069] In this embodiment, the box-shaped members constituting the tank compartment 40 are made of FRP. The left wall 40e and the right wall 40f are provided with thin-walled portions 401 that are thinner in the left-right direction than the other portions. A plurality of thin-walled portions 401 are provided on each of the left wall 40e and the right wall 40f. The thin-walled portions 401 are rectangular and arranged at intervals in the front-rear direction. The thin-walled portions 401 on the left wall 40e and the thin-walled portions 401 on the right wall 40f are arranged opposite each other in the left-right direction. In this embodiment, the thin-walled portions 401 on the left wall 40e and the thin-walled portions 401 on the right wall 40f are arranged symmetrically with respect to a bisecting plane that divides the box-shaped members into left and right halves. The provision of the thin-walled portions 401 allows for a reduction in weight while maintaining the strength required for the container constituting the tank compartment 40. The thin-walled portions 401 are not required. Furthermore, when the thin-walled portions 401 are provided, the shape, number, and arrangement of the thin-walled portions 401 may be changed as appropriate from the configuration of this embodiment.

[0070] A frame member 402 made of a metal such as aluminum is disposed on top of the box-shaped member constituting the tank compartment 40. The frame member 402 improves the strength of the container constituting the tank compartment 40. Furthermore, by attaching components such as eyebolts to the frame member 402, the tank compartment 40 can be lifted and installed using a crane or the like during hull construction. The frame member 402 has a rectangular frame portion 402a in a plan view from above and multiple bridging portions 402b that bridge the left and right portions of the frame portion 402a. The frame portion 402a is disposed on the outer edge of the box-shaped member. The multiple bridging portions 402b extending in the left-right direction are all linear and spaced apart in the front-rear direction. The provision of the multiple bridging portions 402b results in multiple rectangular frame member openings 402c lined up in the front-rear direction in the area surrounded by the frame member 402.

[0071] The top wall 40a constituting the tank compartment 40 is specifically configured to be divided into multiple sections. That is, there are multiple top walls 40a. Although there may be only one top wall 40a, dividing it into multiple sections can improve, for example, ease of handling. Each of the multiple top walls 40a is arranged to cover a corresponding frame member opening 402c.

[0072] In this embodiment, a cylindrical portion 403 is provided on the front wall 40d of the tank compartment 40, covering the fuel gas supply pipe 32 and the gas fill pipe 42 that protrude forward from the tank compartment 40. The provision of the cylindrical portion 403 makes it possible to form a double-pipe structure, which prevents fuel gas from leaking into the fuel chamber 14 even if fuel gas leaks from the fuel gas supply pipe 32 or the gas fill pipe 42. Note that, although this embodiment is configured such that two pipes 32, 42 pass through one cylindrical portion 403, a cylindrical portion may be provided for each of the pipes 32, 42. In other words, the tank compartment 40 may be provided with a plurality of cylindrical portions that form a double-pipe structure.

[0073] As shown in FIG. 7, four fuel tanks 41 are disposed within the tank compartment 40. The number of fuel tanks 41 accommodated within the tank compartment 40 may be changed as appropriate, as long as it is one or more. As shown in FIG. 2, the tank compartment 40 also accommodates a portion of the fuel gas supply pipe 32 and a tank-side shut-off valve 43 described above. The tank compartment 40 also accommodates a tank compartment internal gas detector 44a. The tank compartment internal gas detector 44a is a fuel gas detector disposed within the tank compartment 40. For example, if the fuel gas is hydrogen gas, the tank compartment internal gas detector 44a is configured as a hydrogen gas detection sensor.

[0074] The tank compartment internal gas detector 44a is disposed on the inner surface of the top wall 40a located at the top of the tank compartment 40. Hydrogen gas, which serves as fuel gas, is lighter than air and rises. Therefore, by disposing the tank compartment internal gas detector 44a on the top wall 40a of the tank compartment 40, even if fuel gas leaks inside the tank compartment 40, the leaked fuel gas can be properly detected by the tank compartment internal gas detector 44a.

[0075] 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.

[0076] The tank compartment 40 has ventilation openings for ventilating the interior of the compartment. Specifically, as shown in Figures 2 and 7, the ventilation openings of the tank compartment 40 include a tank compartment air inlet 40g and a tank compartment air outlet 40h.

[0077] The tank compartment air supply port 40g is provided in the rear wall 40c of the tank compartment 40. The tank compartment air supply port 40g includes an opening that penetrates the rear wall 40c in the front-to-rear direction. The tank compartment air supply port 40g is connected to a tank compartment air supply pipe 45, which will be described later. The location where the tank compartment air supply port 40g is provided may be changed as appropriate, and the tank compartment air supply port 40g may be provided in another outer wall that constitutes the tank compartment 40.

[0078] The tank compartment vent 40h is provided in the top wall 40a of the tank compartment 40. As described above, in this embodiment, the top wall 40a of the tank compartment 40 is composed of multiple walls aligned in the front-to-rear direction. The tank compartment vent 40h is provided in the top wall 40a that is located most forward among the multiple top walls 40a. However, the top wall 40a on which the tank compartment vent 40h is provided may be other than the most forward top wall 40a. The tank compartment vent 40h includes an opening that penetrates the top wall 40a in the vertical direction. The tank compartment vent 40h is in communication with the vent pipe 10. The vent pipe 10 is a pipe that guides air inside the tank compartment 40 to the outside of the ship. The tank compartment vent 40h may be provided in an outer wall of the tank compartment 40 other than the top wall 40a.

[0079] 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 40g of the tank compartment 40 to the deck 1a and is exposed above the deck 1a. 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 disposed at the upper part of the deck 1a.

[0080] The tank compartment air supply device 46 supplies air from outside the tank compartment 40 (air from outside the ship in this example) to the inside of the tank compartment 40 via the tank compartment air supply pipe 45 and the tank compartment air supply port 40g. By supplying air from outside the tank compartment 40, the air inside the tank compartment 40 is discharged to the vent pipe 10 via the tank compartment exhaust port 40h. 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.

[0081] The tank compartment air supply device 46 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 tank compartment air supply device 46 is controlled by the control unit 12a. Like the above-mentioned battery compartment air supply device 36, the tank compartment air supply device 46 is housed in an air supply device housing BO2 (see, for example, Figure 5) that is fixedly disposed on the deck 1a. In addition, a filter unit FP2 is connected to the air supply device housing BO2 that houses the tank compartment air supply device 46.

[0082] The configuration of the filter unit FP2 is generally similar to that of the battery compartment air supply device 36 described above. However, the filter unit FP2 connected to the air supply device housing BO2 that houses the tank compartment air supply device 46 is not adjacent to the air supply device housing BO2, but is connected to the air supply device housing BO2 via a connection pipe CP. By providing the connection pipe CP in this manner, the intake port for external air when the tank compartment air supply device 46 is operated can be located at an appropriate position that takes safety into consideration. For example, it is possible to ensure that the distance from the opening leading to the tank compartment 40 (the atmospheric-side open portion of the filter unit FP2) to other devices or air supply ports is at least a predetermined distance.

[0083] 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. In this embodiment, the tank compartment external gas detector 47 is disposed inside the air supply device housing BO2. 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, on the upstream side 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.

[0084] The tank compartment external gas detector 47 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. This allows the control unit 12a to determine whether the concentration of combustible gas is equal to or greater than a predetermined threshold based on the detection signal. If the concentration is equal to or greater than the predetermined threshold, 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 predetermined threshold may be determined based on experiments and / or experience.

[0085] The tank compartment internal gas detector 44a (see FIG. 2) is disposed on the top wall 40a located at the top of the tank compartment 40, near the tank compartment exhaust port 40h or inside the tank compartment exhaust port 40h. 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 exhaust port 40h and heads toward the vent pipe 10. In other words, the tank compartment exhaust port 40h 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 near the tank compartment exhaust port 40h or inside the tank compartment exhaust port 40h, the likelihood of detecting the leaked fuel gas can be improved regardless of the location of the fuel gas leak within the tank compartment 40. In other words, the tank compartment internal gas detector 44a may be configured to be located at the most downstream side of the flow path through which the fuel gas flows when the fuel gas leaks.

[0086] The tank compartment 40 has an internal space that is sealed except for the tank compartment air inlet 40g and the tank compartment exhaust port 40h. That is, the tank compartment 40 is sealed except for the tank compartment air inlet 40g and the tank compartment exhaust port 40h. In other words, the tank compartment 40 is sealed except for the ventilation port that ventilates the interior of the compartment (its own compartment). Due to this sealed structure, in principle, air that enters the tank compartment 40 through the tank compartment air inlet 40g by driving the tank compartment air supply device 46 is exhausted from the tank compartment 40 through the tank compartment exhaust port 40h. Note that, to ensure sealing, as with the fuel cell compartment 30, appropriate sealants are placed in locations where gaps may occur. For example, a sealant is placed inside the cylindrical portion 403 of the tank compartment 40 to fill gaps between the fuel gas supply pipe 32 and the gas fill pipe 42 and the inner surface of the cylindrical portion 403.

[0087] In this embodiment, the fuel cell compartment 30 and the tank compartment 40, which include the fuel release source, are sealed except for the ventilation holes that ventilate the interior of each compartment, so that the area that does not include the fuel release source can be isolated from the area that does include the fuel release source, thereby reducing the possibility of fuel entering the area that does not include the fuel release source and causing a fire or explosion.

[0088] (3-3. Duct section) Figure 8 is an enlarged view of a portion of the cross section taken along line VIII-VIII in Figure 3. Figure 8 is a view showing the configuration of a duct section 90 and its surrounding area located on the left side of the hull 1. That is, the duct section 90 and tank section 40 shown in Figure 8 belong to the left (port side) section set of two section sets located on the right and left sides of the hull 1.

[0089] The duct section 90 is a container that houses various types of piping (see, for example, FIG. 2 ). As described above, the duct section 90 houses, for example, a portion of the fuel gas supply piping 32. Also, as described above, the duct section 90 includes a lower duct section 70 and an upper duct section 80. The interior of the lower duct section 70 and the interior of the upper duct section 80 are connected via a duct communication section 91 that extends vertically. The duct communication section 91 can be considered to be part of the duct section 90.

[0090] In this embodiment, specifically, there are two duct communication sections 91 that communicate between the lower duct section 70 and the upper duct section 80 (see FIGS. 4 and 5). The number of duct communication sections 91 is not limited to two, and may be one, or three or more. Details of the lower duct section 70 and the upper duct section 80 will be described below.

[0091] 3-3-1. 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 in the fore-and-aft direction. The lower duct section 70 accommodates a portion of the fuel gas supply piping 32 and a portion of the gas fill piping 42.

[0092] As described above, the "portion of the fuel gas supply piping 32" accommodated by the lower duct section 70 may be all or part of the portion of the fuel gas supply piping 32 located between the fuel cell section 30 and the tank section 40. Furthermore, the "portion of the gas fill piping 42" accommodated by the lower duct section 70 may be all or part of the portion of the gas fill piping 42 located between the tank section 40 and the upper duct section 80. In this embodiment, the lower duct section 70 accommodates a portion of the portion of the gas fill piping 42 located between the tank section 40 and the upper duct section 80.

[0093] The lower duct section 70 has a hollow shape. The lower duct section 70 can also be considered as a container, chamber, or box that accommodates, for example, a portion of the fuel gas supply pipe 32. In this embodiment, the lower duct section 70 has a hollow, approximately rectangular parallelepiped shape. The outer walls that constitute the lower duct section 70 include, for example, a top wall 70a, a bottom wall 70b, a rear wall 70c, a front wall 70d, a left wall 70e, and a right wall 70f (see, for example, Figures 2, 5, and 8). The shape of the lower duct section 70 is not particularly limited as long as it has enough space to accommodate, for example, a portion of the fuel gas supply pipe 32. The material of the lower duct section 70 is, for example, FRP, but may also be steel plate or the like. In addition, in this embodiment, the rear wall 70c of the lower duct section 70 is configured using the bulkhead W2 that separates the engine room 13 and the fuel chamber 14, but a configuration without using the bulkhead W2 is also possible.

[0094] 2, the lower duct section 70 further accommodates a portion of a 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.

[0095] 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 into the inside of the upper duct compartment 80 via a lower duct compartment communication port 70h and a duct communication section 91 (described later), 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 may be all or part of 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. In this embodiment, the lower duct compartment 70 accommodates part of 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. 2, the fuel gas is preferably discharged from the fuel gas discharge pipe 71 toward the open end (tip side) of the vent pipe 10. This configuration makes it possible to prevent the fuel gas discharged from the fuel gas discharge pipe 71 into the vent pipe 10 from flowing toward the tank compartment 40. As a result, it is possible to prevent the fuel gas discharged from the fuel gas discharge pipe 71 into the vent pipe 10 from being erroneously detected by the tank compartment internal gas detector 44a in the tank compartment 40.

[0096] The lower duct section 70 further houses a release valve 72. That is, the duct section 90 houses the 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 opening and closing of the release valve 72 is controlled by the control unit 12a. Note that the release valve 72 may also be installed in the upper duct section 80.

[0097] In this way, when the shut-off valve SV installed in the tank compartment 40 is the tank side shut-off valve 43 and the shut-off valve SV installed in the fuel cell compartment 30 is the fuel cell side shut-off valve 33, the fuel cell ship SH further comprises a fuel gas discharge pipe 71 branching off from the fuel gas supply pipe 32 between the tank side shut-off valve 43 and the fuel cell side shut-off valve 33, and a release valve 72 installed in the fuel gas discharge pipe 71.

[0098] 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.

[0099] The lower duct section internal gas detector 73 is disposed on the inner surface of the top wall 70a located at the top of the lower duct section 70. Hydrogen gas, which serves as fuel gas, is lighter than air and rises. Therefore, by disposing the lower duct section internal gas detector 73 on the top wall 70a of the lower duct section 70, even if fuel gas leaks inside the lower duct section 70, the leaked fuel gas can be properly detected by the lower duct section internal gas detector 73.

[0100] When the lower duct section internal gas detector 73 detects fuel gas in the lower duct section 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 can control 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.

[0101] As shown in Fig. 2, a lower duct section air inlet 70g is provided in the bottom wall 70b of the lower duct section 70. The lower duct section air inlet 70g includes an opening that penetrates in the vertical direction. The lower duct section air inlet 70g is connected to a duct section air inlet pipe 74, which will be described later. The lower duct section air inlet 70g may be provided in an outer wall of the lower duct section 70 other than the bottom wall 70b.

[0102] A lower duct section communication opening 70h is provided in the top wall 70a of the lower duct section 70. The lower duct section communication opening 70h includes an opening that penetrates in the vertical direction. The lower duct section communication opening 70h communicates with the above-mentioned duct communication portion 91. Note that the lower duct section communication opening 70h may be provided in an outer wall of the lower duct section 70 other than the top wall 70a.

[0103] Additionally, a battery compartment communication port 70i is provided in the front wall 70d of the lower duct compartment 70. The battery compartment communication port 70i includes an opening that penetrates in the front-rear direction. The battery compartment communication port 70i is connected to the battery compartment exhaust port 30h of the fuel cell compartment 30 described above via a communication pipe 92 that extends in the front-rear direction. As a result, when the battery compartment air supply device 36 is driven, air inside the fuel cell compartment 30 flows into the lower duct compartment 70 via the battery compartment exhaust port 30h, the communication pipe 92, and the battery compartment communication port 70i. Note that the battery compartment communication port 70i may be provided on an outer wall of the lower duct compartment 70 other than the front wall 70d.

[0104] In this embodiment, the fuel gas supply pipe 32 passes through the communicating pipe 92. In other words, the communicating pipe 92 is disposed outside the fuel gas supply pipe 32 and forms a double pipe together with the fuel gas supply pipe 32. In other words, the fuel cell ship SH further includes an outer pipe that is disposed outside the fuel supply pipe and forms a double pipe together with the fuel supply pipe. By employing a double pipe in which the fuel supply pipe is surrounded by the outer pipe, the possibility of fuel entering the engine room 13 can be reduced even if a fuel leak occurs in the fuel supply pipe.

[0105] The front end of the communication pipe 92 is connected to the fuel cell compartment 30, surrounding the cell compartment exhaust port 30h provided in the fuel cell compartment 30. That is, one end of the outer pipe constituting the double pipe is connected to the fuel cell compartment, surrounding the exhaust ventilation port of the fuel cell compartment. With this configuration, the double pipe structure provided for ensuring safety can be effectively used as an exhaust path for ventilating the fuel cell compartment.

[0106] Furthermore, in this embodiment, the rear end of the communication pipe 92 surrounds the battery compartment communication port 70i provided in the lower duct compartment 70 and is connected to the lower duct compartment 70. Therefore, the lower duct compartment 70 and the fuel cell compartment 30 are in communication with each other via the communication pipe 92. That is, the duct compartment and the fuel cell compartment are in communication with each other via an outer pipe that forms a double pipe. Therefore, exhaust air for ventilating the fuel cell compartment can be sent into the duct compartment and then released to the outside together with the exhaust air for ventilating the duct compartment. In other words, the exhaust path for ventilation in the fuel cell ship SH can be configured compactly.

[0107] It is preferable that the fuel gas supply pipe 32, which constitutes the inner pipe of the double pipe, and the communicating pipe 92, which constitutes the outer pipe, are made of materials having equivalent pressure resistance. For example, if the fuel gas supply pipe 32 is made of stainless steel, it is preferable that the communicating pipe 92 is also made of stainless steel. However, for example, in cases where a structure is adopted that prevents the outer pipe from bursting even if fuel gas leaks from the inner pipe and safely releases fuel gas to the outside of the fuel cell ship SH, the outer pipe may have lower pressure resistance than the inner pipe. In this embodiment, because such a structure is adopted, the fuel gas supply pipe 32 is made of stainless steel and the communicating pipe 92 is made of FRP.

[0108] A duct section air supply pipe 74 is connected to the lower duct section 70 (see, for example, Figures 2 and 8). The duct section air supply pipe 74 extends from a lower duct section air supply port 70g of the lower duct section 70 to deck 1a and is exposed above deck 1a. A duct section air supply device 75 and a duct section external gas detector 76 are disposed at the end of the duct section air supply pipe 74 on the deck 1a side. The duct section air supply device 75 and the duct section external gas detector 76 are disposed at the upper part of deck 1a.

[0109] The duct section air supply device 75 supplies air outside the lower duct section 70 (duct section 90) (in this example, air from outside the ship) to the interior of the lower duct section 70 via the duct section air supply pipe 74 and the lower duct section air supply port 70g. By supplying air outside the lower duct section 70, the air inside the lower duct section 70 is discharged to the upper duct section 80 via the lower duct section communication port 70h and the duct communication section 91. This ventilates the interior of the lower duct section 70. As a result, even if fuel gas leaks from piping such as the fuel gas supply piping 32 inside the lower duct section 70, the accumulation of the fuel gas can be suppressed.

[0110] The duct compartment air supply device 75 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 duct compartment air supply device 75 is controlled by the control unit 12a. Like the above-mentioned battery compartment air supply device 36, the duct compartment air supply device 75 is housed in an air supply device housing BO3 (see, for example, Figures 3 and 5) that is fixedly disposed on the deck 1a. In addition, a filter unit FP3 similar to that in the case of the above-mentioned battery compartment air supply device 36 is connected to the air supply device housing BO3 that houses the duct compartment air supply device 75.

[0111] The 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 duct section external gas detector 76 is a combustible gas sensor such as a hydrogen gas sensor. The duct section external gas detector 76 is disposed on the opposite side of the duct section air supply device 75 from the duct section air supply pipe 74, that is, upstream of the air flow from the outside of the duct section 90 to the inside. Note that the duct section external gas detector 76 may be configured as a gas sensor that detects combustible gases other than hydrogen gas.

[0112] The duct section external gas detector 76 outputs a detection signal indicating, for example, the concentration of combustible gas to the control unit 12a. This allows the control unit 12a to determine whether the concentration of combustible gas is equal to or greater than a predetermined threshold based on the detection signal. If the concentration is equal to or greater than the predetermined threshold, 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 predetermined threshold may be determined based on experimentation and / or experience.

[0113] 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 70h or inside the lower duct section communication port 70h. In the unlikely event that fuel gas leaks from the fuel gas supply pipe 32 or the like within the lower duct section 70, the leaked fuel gas passes through the lower duct section communication port 70h and travels toward the upper duct section 80. In other words, the lower duct section communication port 70h is located at the most downstream side of the flow path through which the fuel gas flows when fuel gas leaks within the lower duct section 70. Therefore, by disposing the lower duct section internal gas detector 73 near the lower duct section communication port 70h or inside the lower duct section communication port 70h, the likelihood of detecting the leaked fuel gas can be improved regardless of the location of the fuel gas leak within the lower duct section 70.

[0114] The lower duct section 70 has an internal space that is sealed except for the lower duct section air inlet 70g, the lower duct section communication port 70h, and the battery section communication port 70i. That is, the lower duct section 70 is sealed except for the lower duct section air inlet 70g, the lower duct section communication port 70h, and the battery section communication port 70i. Due to this sealed structure, in principle, when the duct section air supply device 75 and the battery section air supply device 36 are operating, air that enters the lower duct section 70 through the lower duct section air inlet 70g and the battery section communication port 70i is exhausted from the lower duct section 70 through the lower duct section communication port 70h. To ensure a tight seal, sealant is appropriately placed in areas where gaps may occur.

[0115] 3-3-2. Upper Duct Section The upper duct section 80 is disposed above 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. In this embodiment, the upper duct section 80 is disposed aft of the cabin 2, and is constructed using members that form the cabin 2. In other words, it can be said that the upper duct section 80 is part of the cabin 2. The upper duct section 80 accommodates part of the fuel gas discharge piping 71 and also accommodates part of the gas fill piping 42.

[0116] In this embodiment, the "part of the fuel gas discharge piping 71" accommodated in the upper duct section 80 is the portion of the fuel gas discharge piping 71 that extends from the upper end of the duct communication section 91 to the vent pipe 10. Furthermore, the "part of the gas fill piping 42" accommodated in the upper duct section 80 is the portion of the gas fill piping 42 that extends from the fuel gas fill port 82 provided in the upper duct section 80 to the duct communication section 91. The duct communication section 91, together with the fuel gas discharge piping 71 and the gas fill piping 42, forms a double pipe. This prevents the fuel gas from entering the engine room 13 even if a fuel gas leak occurs in the fuel gas discharge piping 71 or the gas fill piping 42. The duct communication section 91 is made of, for example, FRP or stainless steel.

[0117] The upper duct section 80 has a hollow shape. 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. In this embodiment, as shown in FIGS. 2 and 8 , the outer walls that constitute the upper duct section 80 include, for example, a top wall 80a, a bottom wall 80b, a rear wall 80c, a front wall 80d, a left wall (not shown), and a right wall (not shown). Specifically, the rear wall 80c has a sloped structure that is positioned more rearward as it extends downward. More specifically, the rear wall 80c is composed of multiple sloped sections with different slope angles, and the multiple sloped sections are structured so that the slope is greater at the upper side than at the lower side. The upper duct section 80 is made of, for example, FRP, but may also be made of steel plate, etc. 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.

[0118] 2, 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).

[0119] 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.

[0120] 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.

[0121] 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.

[0122] When fuel gas is not being supplied to the fuel gas fill port 82, inert gas is supplied to the inert gas fill port 84, 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 then supplied to the fuel tank 41 in the tank compartment 40 via the inert gas piping 87 and the gas filling piping 42. In addition, 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. As a result, 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). Note that there may be a piping that directly connects the gas filling piping 42 to the fuel gas supply piping 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 shut-off valve 43 is closed, and then the tank-side shut-off valve 43 must be opened to facilitate the release of the inert gas from the fuel tank 41.

[0123] 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.

[0124] 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 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 properly detected by the upper duct section internal gas detector 88.

[0125] 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.

[0126] An upper duct section air inlet 80g is provided in the bottom wall 80b of the upper duct section 80. The upper duct section air inlet 80g is configured to include an opening that penetrates in the vertical direction. The upper duct section air inlet 80g communicates with the duct communication section 91. Therefore, the upper duct section 80 communicates with the lower duct section 70 via the upper duct section air inlet 80g, the duct communication section 91, and the lower duct communication port 70h. Note that the upper duct section air inlet 80g may be provided in an outer wall of the upper duct section 80 other than the bottom wall 80b.

[0127] An upper duct section exhaust port 80h is provided in the rear wall 80c of the upper duct section 80 near the boundary with the top wall 80a. The upper duct section exhaust port 80h includes an opening that penetrates the rear wall 80c. The upper duct section exhaust port 80h communicates with a vent pipe communication portion 81. The vent pipe communication portion 81 is a pipe. The interior of the upper duct section 80 communicates with the vent pipe 10 via the upper duct section exhaust port 80h and the vent pipe communication portion 81. In other words, the vent pipe communication portion 81 is a pipe that communicates between the interior of the upper duct section 80 and the vent pipe 10.

[0128] The vent pipe 10 extends upward from the tank section 40 and passes through the interior of the upper duct section 80. More specifically, the vent pipe 10 penetrates the bottom wall 80b of the upper duct section 80, enters the interior of the upper duct section 80, and passes through the rear wall 80c.

[0129] When the duct section air supply device 75 is operating, 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 piping 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.

[0130] 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 section 70 via the 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 section 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.

[0131] The upper duct section internal gas detector 88 is disposed near the upper duct section exhaust port 80h or inside the upper duct section exhaust port 80h. If fuel gas leaks from the fuel gas discharge pipe 71 or the gas fill pipe 42 inside the upper duct section 80, the leaked fuel gas passes through the upper duct section exhaust port 80h and heads toward the vent pipe 10. In other words, the upper duct section exhaust port 80h is located at the most downstream side of the flow path through which the fuel gas flows when the fuel gas leaks inside the upper duct section 80. Therefore, by disposing the upper duct section internal gas detector 88 near the upper duct section exhaust port 80h or inside the upper duct section exhaust port 80h, the leaked fuel gas can be detected regardless of the location of the fuel gas leak inside the upper duct section 80. In the present embodiment, the upper duct section internal gas detector 88 is preferably disposed in a position where it can detect hydrogen gas accumulating on the top plate of the upper duct section 80. This allows hydrogen gas leaks to be detected quickly even when there is no ventilation.

[0132] The upper duct section 80 has an internal space that is sealed except for the upper duct section air inlet 80g and the upper duct section exhaust port 80h. That is, the upper duct section 80 is sealed except for the upper duct section air inlet 80g and the upper duct section exhaust port 80h. Due to this sealed structure, in principle, when the duct section air supply device 75 and the battery section air supply device 36 are operating, air that enters the upper duct section 80 through the upper duct section air inlet 80g is exhausted from the upper duct section 80 through the upper duct section exhaust port 80h. To ensure sealing, sealant is appropriately placed in areas where gaps may occur.

[0133] As can be seen from the above explanation, duct compartment 90 is sealed except for the ventilation openings that ventilate the interior of that compartment (its own compartment). In addition to fuel cell compartment 30 and tank compartment 40, duct compartments that include fuel release sources are also sealed except for the ventilation openings that ventilate the interior, which further reduces the possibility of fuel entering areas that do not include fuel release sources and causing fires or explosions.

[0134] (3-4. Supplementary information about vent pipes) As shown in FIG. 2, a vent pipe internal gas detector 101 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 in the direction of air flow when 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 101 is composed of, for example, a diffusion-type or suction-type hydrogen gas detection sensor. A detection signal from the vent pipe internal gas detector 101 is sent to the control section 12a.

[0135] For example, if the release valve 72 closes the flow path of the fuel gas discharge pipe 71, and the lower duct section internal gas detector 73 and the upper duct section internal gas detector 88 do not detect fuel gas, but the vent pipe internal gas detector 101 detects fuel gas, it can be determined that the release valve 72 does not completely close the flow path of the fuel gas discharge pipe 71, that is, the release valve 72 is malfunctioning. In this case, the control unit 12a can, for example, notify an external device to urge a maintenance person to inspect, repair, or replace the release valve 72. Note that examples of notifying an external device include displaying a monitor, outputting an alarm, and transmitting information to an external terminal.

[0136] [4. Safety-related components] As described above, in this embodiment, the fuel cell compartment 30, the tank compartment 40, and the lower duct compartment 70 are separately arranged below the deck 1a of the hull 1. In other words, the tank compartment 40 is provided below the deck 1a of the hull 1 and separated from the other compartments. This makes it possible to prevent fuel (e.g., hydrogen) from leaking from the tank compartment 40 from diffusing to the other compartments. Furthermore, in the event of an explosion in the tank compartment 40, damage to the other compartments, the equipment in the hull 1, and the hull 1 itself can be minimized. Furthermore, because the fuel tank 41 arranged in the tank compartment 40 can be isolated from the rest of the hull 1, mechanical damage to the fuel tank 41 can be minimized.

[0137] In this embodiment, the exhaust path from the tank compartment 40 and the exhaust path from the duct compartment 90 share the vent pipe 10. However, the tank compartment 40 and the duct compartment 90 are provided as separate spaces, and each has its own ventilation device 46, 75 used for ventilation, allowing for independent ventilation. For this reason, the tank compartment 40 and the duct compartment 90 are separate compartments and can be considered independent of each other. In other words, the tank compartment 40 can be considered to be provided independently from the other compartments 30, 70 below the deck 1a of the hull 1.

[0138] In this embodiment, a vent pipe 10 communicating with the tank compartment vent port 40h is connected to the tank compartment 40. The vent pipe 10 protrudes outside the hull 1. In other words, the tank compartment 40 is connected to the vent pipe 10, the tip of which is outside the hull 1. This configuration allows gas released from the tank compartment 40 to be guided to a safe location in the atmosphere. Furthermore, in the event of an explosion within the tank compartment 40, the vent pipe 10 can be used to release the explosion pressure (blast) outside the hull 1. As a result, damage to equipment located in positions other than the tank compartment 40 or to the hull 1 itself can be minimized.

[0139] The base of the vent pipe 10 may be directly connected to the tank compartment 40 located below the deck 1a, or may be indirectly connected using other piping members. In other words, the vent pipe 10 may be configured to lead from inside the ship to outside the ship, or may be configured to be installed outside the ship.

[0140] In this embodiment, fuel gas leaking from the fuel gas supply pipe 32 and the gas filling pipe 42 is discharged overboard from the tank section 40 via the vent pipe 10, or from the duct section 90 via the vent pipe 10. Furthermore, fuel gas in the fuel gas discharge pipe 71 is discharged to the vent pipe 10 by opening the discharge valve 72, and is then discharged overboard. Furthermore, fuel gas leaking from the fuel gas discharge pipe 71 is discharged overboard from the duct section 90 via the vent pipe 10. The fuel gas supply pipe 32, the gas filling pipe 42, and the fuel gas discharge pipe 71 are all pipes through which fuel passes.

[0141] In other words, the fuel cell ship SH is equipped with a fuel pipe through which fuel passes. The fuel, which originates from the fuel pipe, is released using a vent pipe 10. The vent pipe 10 releases the fuel overboard. This configuration can prevent fuel from accumulating inside the ship, not only from the fuel tank 41 but also from the fuel pipe (including accessories such as valves attached to the fuel pipe). As a result, fires and explosions inside the ship can be prevented.

[0142] In this embodiment, the valves attached to the fuel pipe include the fuel cell side shutoff valve 33, the tank side shutoff valve 43, and the release valve 72.

[0143] In other words, the fuel piping provided on the fuel cell ship SH includes a fuel supply piping that connects the fuel tank 41 and the fuel cell 31. The fuel supply piping is connected to the vent pipe 10 via a valve (relief valve) that reduces the pressure inside the pipe. With this configuration, it is possible to prevent excessive pressure from being applied to the fuel supply piping by controlling the relief valve. The fuel gas supply piping 32 of this embodiment is an example of a fuel supply piping. Also, the release valve 72 of this embodiment is an example of a relief valve.

[0144] Furthermore, in this embodiment, the fuel tank 41 has a fusible plug valve 486 (see FIG. 9 described later) that melts to allow the release of fluid within the fuel tank 41. More specifically, the fusible plug valve 486 allows the release of fuel gas within the fuel tank 41 into the tank compartment 40. With this configuration, if the temperature of the fuel tank 41 becomes high due to the outbreak of a fire, for example, the fusible plug valve 486 can release the fuel gas within the fuel tank 41 to the outside of the fuel tank 41. As a result, the fuel gas within the fuel tank 41 can be released overboard via the vent pipe 10.

[0145] 9 is a schematic diagram for explaining a fusible plug valve 486 provided in the fuel tank 41. As shown in FIG. 9, a valve assembly 48 is attached to the nozzle 411 of the fuel tank 41. The valve assembly 48 includes an introduction portion 481, an inlet passage 482, a discharge passage 483, a discharge portion 484, a release passage 485, and a fusible plug valve 486.

[0146] The inlet portion 481 is provided for filling the fuel tank 41 with fuel gas from the outside, and is connected to the gas filling pipe 42. The inlet passage 482 is a passage that guides the fuel gas that enters from the inlet portion 481 into the fuel tank 41. The outlet passage 483 is a passage that guides the fuel gas in the fuel tank 41 to the outlet portion 484. The outlet portion 484 is provided for supplying the fuel gas from the fuel tank 41 to the fuel cell 31, and is connected to the fuel gas supply pipe 32. Valves (not shown) are appropriately arranged in the inlet passage 482 and the outlet passage 483.

[0147] The discharge passage 485 is connected to the inlet passage 482. The fusible plug valve 486 is disposed at an opening of the discharge passage 485 that leads to the outside of the fuel tank 41. The fusible plug valve 486 is made of, for example, a material such as a metal that melts when the ambient temperature exceeds a predetermined temperature. The fusible plug portion of the fusible plug valve 486 may be made of, for example, lead or tin. When the fusible plug portion of the fusible plug valve 486 melts, the opening of the discharge passage 485 communicates with the outside, and the fuel gas in the fuel tank 41 is discharged to the outside through the discharge passage 485. Here, the discharge passage 485 in which the fusible plug valve 486 is provided is configured to be connected to the inlet passage 482, but this is merely an example. For example, the discharge passage 485 in which the fusible plug valve 486 is provided may be configured to be connected to the exhaust passage 483. Furthermore, the inflow path 482 and the discharge path 483 may have the same configuration, and in this case, a discharge passage 485 provided with a fusible plug valve 486 may be connected to the same path.

[0148] It is preferable that the opening (opening of the discharge passage 485) that communicates with the outside when the fusible plug portion of the fusible plug valve 486 melts is configured to open upward. This configuration allows the fuel gas to be smoothly discharged toward the vent pipe 10 provided above. It also prevents the pressure of the fuel gas discharged from the fuel tank 41 from being applied to the bottom or sides of the hull 1, allowing the fuel gas to be safely released to the outside.

[0149] Furthermore, in this embodiment, the fuel tank 41 is configured to have a fusible plug valve 486, but this is not limited to this, and the fuel tank 41 may be configured to be equipped with a thermally actuated pressure relief device other than a fusible plug valve that can take measures to prevent overpressure in the event of a fire.

[0150] Furthermore, it is preferable that the fuel cell compartment 30, the tank compartment 40, and the duct compartment 90 do not have any openings through which people can enter. However, the tank compartment 40, the duct compartment 90, etc. may have openings through which people can enter. If such openings are provided, it is preferable that the openings be closed with lids and have a structure that makes them impossible to open without using tools. This configuration can prevent accidental personal injury in dangerous compartments where fuel gas may leak.

[0151] [5. Points to note] Various modifications can be made to the various technical features disclosed in this specification without departing from the spirit of the technical creation. Furthermore, multiple embodiments and modifications shown in this specification can be combined to the extent possible. [Explanation of symbols]

[0152] 1. Hull 1a...Deck 10. Vent pipe 30 Fuel cell compartment (other compartments) 31...fuel cell 32 Fuel gas supply piping (fuel piping, fuel supply piping) 40 Tank compartment 41 Fuel tank 42 Gas filling pipe (fuel pipe) 71 Fuel gas exhaust piping 72...Relief valve 90···Duct Section (Other Sections) 486 Fusible plug valve SH...Fuel cell ship

Claims

1. A fuel cell ship that supplies power from a fuel cell that generates electricity through an electrochemical reaction of fuel to a propulsion unit or onboard equipment, a tank section in which a fuel tank is installed and which is connected to a pipe for replenishing the fuel from the outside and which holds the fuel; The tank compartment is provided below the deck of the hull and is separated from other compartments, The fuel cell ship has a safety mechanism in the tank compartment that controls the supply and release of the fuel.

2. The fuel supply system further includes a fuel pipe through which the fuel passes.

2. The fuel cell ship according to claim 1, wherein the fuel is discharged from the fuel pipe as a discharge source using a vent pipe having a tip outside the hull.

3. the fuel pipe includes a fuel supply pipe connecting the fuel tank and the fuel cell, 3. The fuel cell ship according to claim 2, wherein the fuel supply pipe is connected to the vent pipe via a valve that reduces pressure inside the pipe.

4. The other compartments include: a fuel cell compartment in which the fuel cell is installed; a duct section that accommodates a portion of a fuel supply pipe that connects the fuel tank and the fuel cell; Contains, The fuel cell ship according to claim 1 , wherein the hull has a plurality of compartments arranged from front to rear in the order of the fuel cell compartment, the duct compartment, and the tank compartment.

5. 5. The fuel cell ship according to claim 1, wherein the fuel tank has a fusible plug valve that melts to allow the release of fluid within the fuel tank.

6. A fuel cell ship as described in claim 1, wherein the safety mechanism is activated in response to an increase in pressure in the fuel pipe through which the fuel passes, and discharges the fuel to the outside.

7. A power generation system that supplies electricity from a fuel cell that generates electricity through an electrochemical reaction of fuel to a ship's propulsion engine or onboard equipment, a tank section in which a fuel tank is installed and which is connected to a pipe for replenishing the fuel from the outside and which holds the fuel; The tank compartment is provided below the deck of the hull and is separated from other compartments, The power generation system, wherein the tank compartment has a safety mechanism for controlling the supply and release of the fuel.

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