JP2004051049A - Bog processing method and device of liquefied gas carrying vessel - Google Patents

Bog processing method and device of liquefied gas carrying vessel Download PDF

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JP2004051049A
JP2004051049A JP2002214452A JP2002214452A JP2004051049A JP 2004051049 A JP2004051049 A JP 2004051049A JP 2002214452 A JP2002214452 A JP 2002214452A JP 2002214452 A JP2002214452 A JP 2002214452A JP 2004051049 A JP2004051049 A JP 2004051049A
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bog
fuel cell
hydrogen
liquefied gas
gas
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JP4048862B2 (en
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Hideki Shudo
主藤　英樹
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IHI Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/32—Hydrogen storage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

<P>PROBLEM TO BE SOLVED: To provide a BOG processing method and a device of a liquefied gas carrying vessel capable of effectively use the BOG without wastefulness. <P>SOLUTION: A BOG delivery line 2 of a LNG tank 1 is connected to a reforming unit 3, and a hydrogen feed line 7 for guiding a hydrogen 5 from the reforming unit 3 is connected to a fuel cell 6. A transmission end 10 of the fuel cell 6 is connected to a power supply circuit 11, in a liquefied natural gas carrying vessel. A hydrogen storage tank 13 is connected to a branching line 12 of the hydrogen supply line 7. A CNG storage tank 14 is connected to a branching line 15 of the BOG feed line 2 through a CNG compressor 17. The BOG 4 generated in the LNG tank 1 is converted to hydrogen 5 in the reforming unit 3, and is supplied to the fuel cell 6 as a fuel to be consumed for power generation inside the vessel. When power demand is a little, the hydrogen 5 is temporally stored in the hydrogen storage tank 13, and the BOG 4 is compressed and temporally stored in the storage tank 14 as a CNG 16, respectively until power demand is increased. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明はＬＮＧ船等の液化ガス運搬船における液化ガスタンク内にて発生するＢＯＧを船内で処理するために用いる液化ガス運搬船のＢＯＧ処理方法及び装置に関するものである。
【０００２】
【従来の技術】
液化ガス運搬船として、たとえば、ＬＮＧ船におけるＬＮＧタンク内では、積載量に対して一日当り約０．１４％の割合でＢＯＧ（Ｂｏｉｌ　Ｏｆｆ　Ｇａｓ）が発生している。このため上記発生したＢＯＧを船内にて処理することが必要となる。特に、大型のＬＮＧ船ではＢＯＧの発生量も多く、この大量のＢＯＧをいかに効率よく消費するかが地球環境保護の観点からも重要になる。
【０００３】
上記ＬＮＧタンクで発生するＢＯＧを処理するための従来の手法としては、上記ＬＮＧタンク内にて発生したＢＯＧをボイラへ供給し、該ボイラにて燃焼させることにより焼却処理させるようにし、この際上記ボイラにて発生する蒸気を、出力軸側に推進用のプロペラが連結してある蒸気タービンに導いて該蒸気タービンを作動させ、これにより、プロペラを回転駆動させてＬＮＧ船の推進動力を得るようにした方式、すなわち、ＢＯＧをボイラと蒸気タービンとの組み合わせにより推進用燃料として消費させる方式が主として行われている。
【０００４】
又、近年では、ＬＮＧタンク内にて発生するＢＯＧを、出力軸側に推進用プロペラが連結してあるガス焚きディーゼル機関、たとえば、ＢＯＧとＡ重油を燃料とすることができる４サイクル（中速）のＤＦ（Ｄｕａｌ−ｆｕｅｌ）ディーゼル機関に燃料として供給することにより、該ディーゼル機関にて上記ＢＯＧを推進用燃料として燃焼させて焼却処理すると同時に、ＬＮＧ船の推進動力を得るようにする方式も考えられてきている。
【０００５】
更には、上記ＢＯＧを、再液化装置を用いて再液化することにより、ＬＮＧへと変態させてＬＮＧタンクへ戻す方法もある。
【０００６】
ところで、船級協会の規則では、いかなる場合においても直ちに航走を開始できるように、これらのＢＯＧ処理手段を２重化して備え、船舶のすべての運行状態で有効に機能できるようにすることが求められている。
【０００７】
【発明が解決しようとする課題】
ところが、上記従来のＢＯＧ処理方法のうち、ボイラと蒸気タービンとの組み合わせによりＢＯＧを推進用燃料として消費させる方式では、熱効率が３０〜３３％程度と悪いという問題があり、したがって、推進に必要なＢＯＧの消費量が多くなるため、ＬＮＧタンク内にて自然発生するＢＯＧのみではＬＮＧ船の航走に不足する虞があり、航走時にＢＯＧの不足が生じ、ＬＮＧを加熱して強制的に気化させることによりＢＯＧを製造してボイラへ供給した場合には、輸送可能なＬＮＧ量が低下するという問題もある。
【０００８】
又、上記ＤＦディーゼルエンジンにてＢＯＧを推進用燃料として消費させる方式では、熱効率は４０％程度で、上記ボイラと蒸気タービンの組み合わせを用いる場合よりも熱効率を改善できるが、ＢＯＧを加圧するためのポンプ、スプレーノズル、燃焼室運転制御等の要素について、技術上の問題が多いことから、機関の信頼性、保守性の点で蒸気タービンより劣り、このため実現化が遅れているというのが実状である。更に、エンジンルームが大きくなった場合、ＬＮＧの積載量が制限されるという問題もある。更に又、ＤＦディーゼル機関の場合には、Ｃ重油の利用が困難なため、高価なＡ重油が必要であり、不足分を強制的にＬＮＧを気化させて消費する必要も生じることがある。
【０００９】
上記再液化装置に関しては、装置自体が複雑且つ高価であり、しかも、該再液化装置によるＢＯＧの再液化を行う場合には、再液化装置の動力として大きな電力を要するという問題もあることから、あまり採用されていないというのが実状である。
【００１０】
更に、上記ボイラと蒸気タービンとの組み合わせ、あるいは、ＤＦディーゼル機関では、いずれも、ＬＮＧ船の航走時には推進用燃料としてＢＯＧを消費することができるが、荷役時の如き停泊中は、推進力を必要としないために推進用燃料としてＢＯＧを消費することができないという問題がある。このため現状では、停泊中に発生したＢＯＧは、ボイラや焼却炉等で単に焼却して捨てているため、ＬＮＧ資源の無駄が大きいのみならず、ＮＯＸ、ＳＯＸ、ＰＭ等の環境汚染物質や温室効果ガス（ＧＨＧ）が無駄に排出されることになるため、地球環境上の問題もある。
【００１１】
そこで、本発明は、ＢＯＧの利用効率を高めることができ、更には、停泊中におけるＢＯＧの無駄な消費を防止できて、地球環境対策の向上を図ることができる液化ガス運搬船のＢＯＧ処理方法及び装置を提供しようとするものである。
【００１２】
【課題を解決するための手段】
本発明は、上記課題を解決するために、液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、改質して燃料電池へ燃料として供給し、該燃料電池により発電させるようにする液化ガス運搬船のＢＯＧ処理方法、及び、液化ガス運搬船における液化ガスタンクからＢＯＧを送出するためのＢＯＧ送出ラインを、燃料電池のアノード側に接続して発電に用いるようにした構成を有する液化ガス運搬船のＢＯＧ処理装置とする。
【００１３】
液化ガスタンクにて発生するＢＯＧは、熱効率の良い燃料電池に燃料として供給され、該燃料電池にて発電された電力は液化ガス運搬船の船内電力として供給されることにより、ＢＯＧの有するエネルギーの有効利用が図られる。
【００１４】
又、液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、燃料電池へ燃料として供給して該燃料電池により発電し、該発電された電力により上記液化ガス運搬船の推進動力用モータを駆動させる液化ガス運搬船のＢＯＧ処理方法及び装置とすることにより、ＢＯＧの保有するエネルギーを熱効率の良い燃料電池にて電力に変換し、この電力を液化ガス運搬船を航走させるための推進用の動力源とすることができるため、液化ガス運搬船の航走に要するＢＯＧの消費量を抑えることができて、ＬＮＧの強制気化を減らすことができ、輸送可能なＬＮＧの量を増加できる。
【００１５】
更に、燃料電池による発電量が船内の電力需要を満たしたときに、余剰のＢＯＧを圧縮して圧縮ガスとして圧縮ガス貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記圧縮ガス貯蔵タンクに貯蔵してある圧縮ガスを膨張させて燃料電池へ燃料として供給するようにした構成、及び又は、ＢＯＧを、改質器にて水素に転換した後、該水素を燃料電池に供給して発電を行わせるようにし、且つ上記燃料電池による発電量が船内の電力需要を満たしたときに、上記水素の余剰分を水素貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記水素貯蔵タンクに貯蔵してある水素を燃料電池に供給するようにした構成とすることにより、液化ガス運搬船の停泊時等、船内電力の需要量が低下しているときに発生するＢＯＧを有効に処理することができ、従来のＬＮＧ船の停泊時の如くＢＯＧを無駄に燃焼させて消費することをなくすことができて、液化ガス資源の有効利用を図ることができ、ＢＯＧの処理に伴う二酸化炭素の発生量を抑制できると同時に、ＮＯＸ、ＳＯＸ、ＰＭ等の環境汚染物質の排出をも抑制できるため、地球環境保護に大きく貢献でき、今後船舶に規制が予測される大気関係の規制、すなわち、ＮＯＸ、ＳＯＸ、ＰＭや温室効果ガスの排出規制の対応策として有効なものとすることが可能になり、更に、ＢＯＧを貯蔵するに当り、従来ＢＯＧをＬＮＧへ変態させるために要していた如き高価で且つ運転に大きな電力を要する再液化装置は不要とすることができる。
【００１６】
更に又、燃料電池を固体高分子型燃料電池又はリン酸型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素を、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とするようにする構成とすることにより、燃料電池のアノード排ガス中に残存する水素を有効利用することができる。
【００１７】
更に又、燃料電池を溶融炭酸塩型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素を、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とし、更に又、上記改質器における給熱反応用熱源に供した後の燃焼排ガスに残存する熱を、排熱ボイラにて熱回収して蒸気を発生させ、該蒸気により蒸気タービンを作動させて、該蒸気タービンの出力により発電を行わせるようにする構成とすることにより、ＢＯＤの有するエネルギーを更に有効利用することができる。
【００１８】
【発明の実施の形態】
以下、本発明の実施の形態を図面を参照して説明する。
【００１９】
図１は本発明の液化ガス運搬船のＢＯＧ処理方法及び装置の実施の一形態として、基本構成を示すもので、液化ガス運搬船としてのＬＮＧ船上にて、液化ガスタンクとしてのＬＮＧタンク１に一端を接続したＢＯＧ送出ライン２の他端を改質器３の改質室に接続し、上記ＬＮＧタンク１内にて発生して、ＢＯＧ送出ライン２を通して送出されるＢＯＧ４を、改質器３にて改質して水素（Ｈ２）５を製造できるようにし、且つ上記改質器３の改質室の出口を水素供給ライン７を介して燃料電池６のアノード入口側に接続して、改質器３で改質された水素５を燃料ガスとして燃料電池６のアノードに供給できるようにすると共に、該燃料電池６のカソード入口側には、空気供給ライン９を接続して、図示しない空気供給部から空気８を供給できるようにし、上記燃料電池６のアノードに水素５を、又、カソードに空気８をそれぞれ供給することによりアノードとカソードで電池反応させて発電できるようにし、上記燃料電池６の送電端１０を、ＬＮＧ船内の各種機器へ電力を供給するための電力供給回路１１に接続することにより、上記燃料電池６にて発電した電力により、電力供給回路１１を経て船内の各種機器に給電が行えて必要電力を賄えるようにする。
【００２０】
上記において、船内における電力需要が少ない場合には、燃料電池６における発電量も少なくてよく、したがって、該燃料電池６における水素５の消費量も少なくてよいため、上記水素供給ライン７の途中位置より分岐させた分岐ライン１２を、水素５を出し入れ自在に貯蔵できるようにした水素貯蔵タンク１３に接続して、上記の如く船内電力需要が少なくて、改質器３にてＢＯＧ４から製造した水素５に余剰が生じる場合には、該余剰水素５を分岐ライン１２を通して水素貯蔵タンク１３へ導いて貯蔵させるようにし、その後、船内における電力需要が高まって燃料電池６における発電量を大とすべく水素５の消費量が増大するときに、上記水素貯蔵タンク１３より水素５を放出させて燃料電池６へ供給させるようにする。
【００２１】
更に、上記と同様に船内における電力需要が低くて燃料電池６における水素５の消費量が少ないときには、改質器３へのＢＯＧ４の供給量を減少させて該改質器３における水素５の製造量を減らしてもよいため、ＢＯＧ送出ライン２の途中位置より分岐させた分岐ライン１５を、ＢＯＧ４を可逆的に圧縮して圧縮ガスとしての圧縮天然ガス（以下、ＣＮＧ：Ｃｏｍｐｒｅｓｓｅｄ　Ｎａｔｕｒａｌ　Ｇａｓ　という）１６とすることができるようにしてあるガスコンプレッサとしてのＣＮＧコンプレッサ１７に接続し、且つ該ＣＮＧコンプレッサ１７の圧縮ガス出口に、圧縮ガス貯蔵タンクとしてのＣＮＧ貯蔵タンク１４を、圧縮ガス配管としてのＣＮＧ配管１８を介して接続した構成として、上記改質器３へのＢＯＧ４の供給量を減少させることにより余剰のＢＯＧ４が生じる場合には、該余剰ＢＯＧ４を分岐ライン１５を通してＣＮＧコンプレッサ１７へ送り、該ＣＮＧコンプレッサ１７にて圧縮してＣＮＧ１６を製造すると共に、該ＣＮＧ１６の状態でＣＮＧ貯蔵タンク１４へ貯蔵させるようにし、その後、船内における電力需要が高まって燃料電池６における発電量を大とすべく水素５の消費量が増大するときには、上記ＣＮＧ貯蔵タンク１４よりＣＮＧ１６を放出させ、膨張させることによりＢＯＧ４に戻して、改質器３へ水素５製造用の原料として供給させるようにする。
【００２２】
したがって、本発明の液化ガス運搬船のＢＯＧ処理方法及び装置によれば、ＬＮＧタンク１にて発生するＢＯＧ４は、ＬＮＧ船における船内の電力需要が多いときには、改質器３にて水素５に改質された後、該水素５が燃料電池６へ燃料として供給されることにより、船内電力の生成のために消費される。一方、船内の電力需要が低い場合には、改質器３にて既に改質された水素５は水素貯蔵タンク１３へ貯蔵させ、且つ改質以前のＢＯＧ４は、圧縮してＣＮＧ１６の状態としてＣＮＧ貯蔵タンク１４へ貯蔵させておき、その後、船内の電力需要が大となったときに、水素貯蔵タンク１３から貯蔵しておいた水素５を、又、ＣＮＧ貯蔵タンク１４から貯蔵しておいたＣＮＧ１６をそれぞれ放出させて、上記と同様にして船内電力の生成のために消費できるため、ＢＯＧ４の無駄をなくすことができる。又、ＢＯＧ４は、その保有するエネルギーを、従来のボイラと蒸気タービンとの組み合わせや、ＤＦディーゼルエンジンにて燃料として燃焼させる場合に比して熱効率の高い燃料電池６にて発電用燃料として使用しているためＢＯＧ４を有効利用することができ、このため温室効果ガスである二酸化炭素の排出量を抑制することができる。
【００２３】
更に、ＢＯＧ４を一時貯蔵する際に、本発明ではＣＮＧコンプレッサ１７を用いてＣＮＧ１６の状態としてＣＮＧ貯蔵タンク１４へ貯蔵させるようにしていることから、従来ＢＯＧ４をＬＮＧへ変態させるために要していた如き高価で且つ運転に大きな電力を要する再液化装置を不要とすることができる。
【００２４】
更に又、燃料電池６は船内における配置上の制約が少ないため、改造等にも容易に対応することが可能になる。
【００２５】
次に、図２は本発明の実施の他の形態として、上記基本構成を基にしたＬＮＧ船への適用例を示すもので、図１に示した構成における、燃料電池６としてリン酸型燃料電池（ＰＡＦＣ）６ａを採用すると共に、該リン酸型燃料電池６ａの送電端１０に接続してある電力供給回路１１に、２基の推進動力用モータ２０を接続し、且つ該各推進動力用モータ２０は、出力側をギアボックス１９を介して並列に連結すると共に、該ギアボックス１９に、推進用プロペラ２１のプロペラシャフト２１ａの基端側を連結した構成として、上記リン酸型燃料電池６ａで発電する電力を上記推進動力用モータ２０へ供給し、該推進動力用モータ２０よりギアボックス１９、プロペラシャフト２１ａを介して伝達される回転駆動力により推進用プロペラ２１を回転駆動させてＬＮＧ船の推進力を得ることができるようにする。
【００２６】
更に、上記リン酸型燃料電池６ａのアノード出口側には、吸気２３を圧縮する圧縮機２４、圧縮された吸気２３で燃料２５を燃焼させて高温高圧の燃焼ガス２６を発生させる燃焼器２７、上記圧縮機２４にタービン軸２８を介し連結されていて燃焼ガス２６を膨張させて排気するタービン２９を有するガスタービン２２における上記燃焼器２７を、アノード排ガスライン３０を介して接続し、且つ上記ガスタービン２２のタービン軸２８には発電機３１を接続して、上記リン酸型燃料電池６ａのアノード排ガス３２中に残存する水素を、上記ガスタービン２２の燃焼器２７にて燃料２５と共に燃焼させ、この燃焼によりタービン軸２８に接続してある発電機３１を駆動して発電を行わせることができるようにする。該発電機３１の送電端３１ａは、上記電力供給回路１１に接続して、該発電機３１にて発電した電力も推進動力用モータ２０の駆動に利用できるようにしてある。
【００２７】
上記ガスタービン２２の燃焼器２７に供給する燃料２５としては、ＬＮＧタンク１にて発生するＢＯＧ４、灯油、Ａ重油等の各種燃料が使用できる。又、水素貯蔵タンク１３への分岐ライン１２とアノード排ガスライン３０の途中位置同士を、図示しない流量調整弁や逆止弁を備えたバイパスライン３３を介し接続して、ガスタービン２２の燃焼器２７へ、改質器３にて改質された水素５を直接供給するようにしてもよいし、水素貯蔵タンク１３からの水素５を供給するようにしてもよい。
【００２８】
更に、上記ガスタービン２２のタービン２９の下流側を、改質器３の加熱室に排ガスライン３４を介し接続して、上記タービン２９より排出される燃焼排ガス３５の保有する熱を、改質器３におけるＢＯＧ４から水素５を製造する時の吸熱反応用の熱源として供給できるようにする。上記固体高分子型又はリン酸型燃料電池６ａの作動温度は、固体高分子型の場合は７０〜９０℃、リン酸型の場合は１７０〜２２０℃程度であるため、上記改質器３の加熱室の下流側には、図示しない給水ＨＴＲや温水加熱器を設けて、改質器３における水素５製造用の熱源に供した後の燃焼排ガス３５に残存する熱を有効利用できるようにしてある。
【００２９】
本実施の形態によれば、ＬＮＧタンク１内にて発生するＢＯＧ４を、改質器３において、ガスタービン２２の燃焼排ガス３４の保有する熱を熱源とする吸熱反応により水素５へ転換させ、この製造される水素５を固体高分子型又はリン酸型燃料電池６ａのアノード側に燃料として供給することにより発電を行わせることができ、この固体高分子型又はリン酸型燃料電池６ａにて発電された電力を、ＬＮＧ船の航走時には、電力供給回路１１を経て推進動力用モータ２０へ供給することにより、該推進動力用モータ２０にて推進用プロペラ２１を回転駆動させてＬＮＧ船の推進力を得ることができる。
【００３０】
一方、ＬＮＧ船の停泊時には、推進力が不要となり、したがって推進動力用モータ２０が駆動されずに、該推進動力用モータ２０における電力消費がなくなるため、固体高分子型又はリン酸型燃料電池６ａにて発電する電力が余剰になる。この場合は、改質器３にて既に改質の行われた水素５は、水素貯蔵タンク１３に貯蔵しておき、又、ＬＮＧタンク１内にて発生するＢＯＧ４は、ＣＮＧコンプレッサ１７にて圧縮してＣＮＧ１６としてＣＮＧ貯蔵タンク１４へ貯蔵しておき、その後、ＬＮＧ船を再び航走させるときに、水素貯蔵タンク１３に貯蔵してある水素５を固体高分子型又はリン酸型燃料電池６ａへ燃料として供給すると共に、ＣＮＧ貯蔵タンク１４に貯蔵してあるＣＮＧ１６を膨張させて改質器３へ水素５製造用の原料として供給させるようにして、上記ＬＮＧ船の航走時にて示したように、上記貯蔵されていたＢＯＧ４及び水素５をＬＮＧ船の推進用動力を得るために消費させることができることから、ＬＮＧ船の停泊時であっても、ＬＮＧタンク１内にて発生するＢＯＧ４の無駄な消費は防止される。このため従来のＬＮＧ船停泊時の如くＢＯＧ４を無駄に燃焼させて消費することをなくすことができて、ＬＮＧ資源の有効利用を図ることができると共に、ＢＯＧ４の処理に伴う二酸化炭素の発生量を抑制でき、且つＮＯＸ、ＳＯＸ、ＰＭ等の環境汚染物質の排出をも抑制できるため、地球環境保護に大きく貢献でき、今後船舶に規制が予測される大気関係の規制、すなわち、ＮＯＸ、ＳＯＸ、ＰＭや温室効果ガスの排出規制の対応策として有効なものとすることが可能になる。
【００３１】
更に、固体高分子型又はリン酸型燃料電池６ａにて消費されずにアノード排ガス３２中に残存する水素は、ガスタービン２２の燃焼器２７にて燃料２５の一部として燃焼させ、この燃焼により駆動されるガスタービン２２の出力で発電機３１を駆動させて、該発電機３１にて発電される電力も上記推進動力用モータ２０へ供給してＬＮＧ船の推進に使用することができると共に、上記ガスタービン２２の排熱を改質器３におけるＢＯＧ４から水素５を製造するための吸熱反応の熱源として利用できるため、ＢＯＧ４の保有するエネルギーを更に有効利用することができる。
【００３２】
更に又、従来のボイラと上記タービンとの組み合わせやディーゼル機関に比して熱効率のよい固体高分子型又はリン酸型燃料電池６ａにて発電した電力により、推進動力用モータ２０を駆動してＬＮＧ船の推進力を得るようにしていることから、ＢＯＧ４の消費量を抑えることができて、ＬＮＧの強制気化を減らすことができ、輸送可能なＬＮＧの量を増加できる。
【００３３】
次に、図３は本発明の実施の更に他の形態を示すもので、図２に示した構成において、燃料電池として固体高分子型又はリン酸型燃料電池６ａに代えて溶融炭酸塩型燃料電池（ＭＣＦＣ）６ｂを使用し、更に、該溶融炭酸塩型燃料電池６ｂの作動温度は６００〜７００℃程度であり、このためガスタービン２２の燃焼排ガス３５は、改質器３に供給してＢＯＧ４から水素５への改質のための吸熱反応の熱源に供した後も６００℃程度の高温となるため、該燃焼排ガス３５に残存する熱を有効活用できるように、上記改質器３の下流側に、排熱ボイラ３７を排ガスライン３６を介して接続し、且つ該排熱ボイラ３７より発生する蒸気３８を送出する蒸気ライン４１の下流側に、蒸気タービン４０を接続し、且つ該蒸気タービン４０に、発電機３９を接続すると共に、該発電機３９の送電端３９ａに、推進動力用モータ２０へ電力を供給するための電力供給回路１１を接続した構成としたものである。
【００３４】
その他の構成は図２に示したものと同様であり、同一のものには同一符号が付してある。
【００３５】
本実施の形態によっても、上記実施の形態と同様の効果を得ることができ、更に、改質器３におけるＢＯＧ４から水素５を製造する吸熱反応の熱源に供した後に燃焼排ガス３５に残存する熱を発電に利用して、発電された電力を推進動力用モータ２０へ供給して、ＬＮＧ船の推進力を得るために使用できることから、ＢＯＧ４のエネルギーをより有効に利用することが可能になる。
【００３６】
なお、本発明は上記実施の形態のみに限定されるものではなく、ＬＮＧ船の船内における電力需要が少なくて余剰電力が発生する場合に、ＢＯＧ４の余剰分を貯蔵するための設備としては、水素貯蔵タンク１３のみを設けて、余剰ＢＯＧ４をすべて水素５に転換した状態で貯蔵させるようにしてもよく、又、ＣＮＧ貯蔵タンク１４のみを設けて、余剰ＢＯＧ４を水素５に転換することなくすべてＣＮＧ１６の状態として貯蔵させるようにしてもよいこと、図２の実施の形態及び図３の実施の形態では、固体高分子型又はリン酸型燃料電池６ａ、あるいは、溶融炭酸塩型燃料電池６ｂのアノード排ガス３２中に残存する水素を有効利用すべく燃焼させるための設備として、発電機３１を接続したガスタービン２２を設けた構成を示したが、ガスタービン２２に代えて発電機３１を接続したＤＦディーゼル機関等のディーゼル機関を用いるようにしてもよいこと、内部改質型の燃料電池を使用する場合には、燃料電池６，６ａ，６ｂと別体の改質器３を設けなくてもよく、この場合には、ＢＯＧ送出ライン２を改質器３を経ることなく内部改質型の燃料電池に直接接続して、ＢＯＧ４を内部改質型燃料電池にそのまま燃料として供給するようにしてもよいこと、ＬＮＧ以外の液化ガスを運搬する液化ガス運搬船のＢＯＧの処理にも適用でき、この場合、今後の代替推進機関や、ＣＮＧ、ＧＴＬ（天然ガス由来液体燃料）、ＤＭＥ（ジメチルエーテル）等への応用が可能になること、その他本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。
【００３７】
【発明の効果】
以上述べた如く、本発明によれば、以下の如き優れた効果を発揮する。
（１）　液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、改質して燃料電池へ燃料として供給し、該燃料電池により発電させるようにする液化ガス運搬船のＢＯＧ処理方法、及び、液化ガス運搬船における液化ガスタンクからＢＯＧを送出するためのＢＯＧ送出ラインを、燃料電池のアノード側に接続して発電に用いるようにした構成を有する液化ガス運搬船のＢＯＧ処理装置としてあるので、ＢＯＧの保有するエネルギーを、従来のボイラと蒸気タービンとの組み合わせや、ＤＦディーゼルエンジンにて燃料として燃焼させる場合に比して効率よく利用することができ、このため温室効果ガスである二酸化炭素の排出量を抑制することができ、更に、燃料電池は船内における配置上の制約が少ないため、改造等にも容易に対応することが可能になる。
（２）　液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、燃料電池へ燃料として供給して該燃料電池により発電し、該発電された電力を上記液化ガス運搬船の推進動力用モータの駆動に用いる液化ガス運搬船のＢＯＧ処理方法及び装置とすることにより、ＢＯＧの保有するエネルギーを熱効率の良い燃料電池にて電力に変換し、この電力を液化ガス運搬船を航走させるための推進用の動力源とすることができるため、液化ガス運搬船の航走に要するＢＯＧの消費量を抑えることができて、液化ガスの強制気化を減らすことができ、輸送可能な液化ガスの量を増加できる。
（３）　燃料電池による発電量が船内の電力需要を満たしたときに、余剰のＢＯＧを圧縮して圧縮ガスとして圧縮ガス貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記圧縮ガス貯蔵タンクに貯蔵してある圧縮ガスを膨張させて燃料電池へ燃料として供給するようにする構成、及び又は、ＢＯＧを、改質器にて水素に転換した後、該水素を燃料電池に供給して発電を行わせるようにし、且つ上記燃料電池による発電量が船内の電力需要を満たしたときに、上記水素の余剰分を水素貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記水素貯蔵タンクに貯蔵してある水素を燃料電池に供給するようにする構成とすることにより、液化ガス運搬船の停泊時等、船内電力の需要量が低下しているときに発生するＢＯＧを有効に処理することができ、従来のＬＮＧ船の停泊時の如くＢＯＧを無駄に燃焼させて消費することをなくすことができて、液化ガス資源の有効利用を図ることができ、ＢＯＧの処理に伴う二酸化炭素の発生量を抑制できると同時に、ＮＯＸ、ＳＯＸ、ＰＭ等の環境汚染物質の排出をも抑制できるため、地球環境保護に大きく貢献でき、今後船舶に規制が予測される大気関係の規制、すなわち、ＮＯＸ、ＳＯＸ、ＰＭや温室効果ガスの排出規制の対応策として有効なものとすることが可能になり、更に、ＢＯＧを貯蔵するに当り、従来ＢＯＧをＬＮＧへ変態させるために要していた如き高価で且つ運転に大きな電力を要する再液化装置は不要とすることができる。
（４）　燃料電池を固体高分子型又はリン酸型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素ガスを、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する高温の燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とする構成とすることにより、燃料電池のアノード排ガス中に残存する水素を有効利用することができる。
（５）　燃料電池を溶融炭酸塩型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素ガスを、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する高温の燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とし、更に又、上記改質器における給熱反応用熱源に供した後の燃焼排ガスに残存する熱を、排熱ボイラにて熱回収して蒸気を発生させ、該蒸気により蒸気タービンを作動させて、該蒸気タービンの出力により発電を行わせるようにする構成とすることにより、ＢＯＤの有するエネルギーを更に有効利用することができる。
【図面の簡単な説明】
【図１】本発明の液化ガス運搬船のＢＯＧ処理方法及び装置の実施の一形態を示す概要図である。
【図２】本発明の実施の他の形態を示す概要図である。
【図３】本発明の実施の更に他の形態を示す概要図である。
【符号の説明】
１　ＬＮＧタンク（液化ガスタンク）
２　ＢＯＧ送出ライン
３　改質器
４　ＢＯＧ
５　水素
６　燃料電池
６ａ　固体高分子型又はリン酸型燃料電池
６ｂ　溶融炭酸塩型燃料電池
７　水素供給ライン
１０　送電端
１１　電力供給回路
１３　水素貯蔵タンク
１５　分岐ライン
１６　ＣＮＧ（圧縮ガス）
１７　ＣＮＧコンプレッサ（ガスコンプレッサ）
１８　ＣＮＧ貯蔵タンク（圧縮ガス貯蔵タンク）
２０　推進動力用モータ
２２　ガスタービン
２７　燃焼器
３１　発電機
３２　アノード排ガス
３５　燃焼排ガス
３７　排熱ボイラ
３８　蒸気
３９　発電機
４０　蒸気タービン[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a BOG treatment method and apparatus for a liquefied gas carrier used to treat BOG generated in a liquefied gas tank in a liquefied gas carrier such as an LNG ship.
[0002]
[Prior art]
As a liquefied gas carrier ship, for example, in a LNG tank in an LNG ship, BOG (Boil Off Gas) is generated at a rate of about 0.14% per day with respect to the load capacity. For this reason, it is necessary to process the generated BOG in the ship. In particular, large LNG ships generate a large amount of BOG, and how efficiently this large amount of BOG is consumed is important from the viewpoint of protecting the global environment.
[0003]
As a conventional method for processing the BOG generated in the LNG tank, the BOG generated in the LNG tank is supplied to the boiler and burned in the boiler. The steam generated in the boiler is guided to a steam turbine having a propeller for propulsion connected to the output shaft side to operate the steam turbine, and thereby the propeller is driven to rotate to obtain propulsion power of the LNG ship. In other words, a method in which BOG is consumed as propulsion fuel by a combination of a boiler and a steam turbine is mainly performed.
[0004]
Further, in recent years, BOG generated in the LNG tank can be converted into a gas-fired diesel engine having a propeller for propulsion connected to the output shaft side, for example, BOG and A heavy oil can be used as fuel for four cycles (medium speed). ) (DF) (Dual-fuel) as a fuel, the BOG is burned as a propellant in the diesel engine and incinerated, and at the same time, the propulsion power of the LNG ship is obtained. It has been considered.
[0005]
Further, there is a method in which the BOG is reliquefied using a reliquefaction device, transformed into LNG and returned to the LNG tank.
[0006]
By the way, the rules of the classification society require that these BOG processing means are provided in duplicate so that they can function effectively in all operating states of the ship so that the cruise can be started immediately in any case. It has been.
[0007]
[Problems to be solved by the invention]
However, among the conventional BOG treatment methods described above, the method of consuming BOG as a propellant fuel by combining a boiler and a steam turbine has a problem that the thermal efficiency is as bad as about 30 to 33%. Because BOG consumption increases, there is a risk that the LNG ship will run short with only the naturally occurring BOG in the LNG tank, and there will be a shortage of BOG at the time of cruising, forcing the LNG to vaporize forcibly Therefore, when BOG is manufactured and supplied to the boiler, there is also a problem that the amount of transportable LNG decreases.
[0008]
Further, in the method in which BOG is consumed as a propellant fuel in the DF diesel engine, the thermal efficiency is about 40%, which can be improved as compared with the case where the combination of the boiler and the steam turbine is used. There are many technical problems with pumps, spray nozzles, combustion chamber operation control, and other factors, so it is inferior to steam turbines in terms of engine reliability and maintainability. It is. Further, when the engine room becomes large, there is a problem that the load amount of LNG is limited. Furthermore, in the case of a DF diesel engine, it is difficult to use C heavy oil, so expensive A heavy oil is necessary, and the shortage may be forced to vaporize and consume LNG.
[0009]
Regarding the reliquefaction apparatus, the apparatus itself is complicated and expensive, and when re-liquefying BOG by the reliquefaction apparatus, there is a problem that a large amount of power is required as power for the reliquefaction apparatus. The fact is that it has not been adopted very much.
[0010]
Furthermore, in the combination of the boiler and the steam turbine, or in the DF diesel engine, BOG can be consumed as propellant fuel when the LNG ship is sailing. There is a problem that BOG cannot be consumed as a propulsion fuel because it is not required. For this reason, at present, BOG generated during berthing is simply incinerated and discarded in a boiler, an incinerator, etc., so that not only is LNG resource wasted, but also NO. X , SO X Since environmental pollutants such as PM and greenhouse gases (GHG) are wasted, there is a problem on the global environment.
[0011]
Therefore, the present invention can increase the use efficiency of BOG, and further, can prevent wasteful consumption of BOG during berthing, and can improve the countermeasures for the global environment. The device is to be provided.
[0012]
[Means for Solving the Problems]
In order to solve the above-described problems, the present invention provides a liquefied gas carrier ship that reforms BOG generated in a liquefied gas tank of a liquefied gas carrier ship, supplies the fuel cell with fuel, and generates power by the fuel cell. A BOG processing method and a BOG processing apparatus for a liquefied gas carrier having a configuration in which a BOG delivery line for sending BOG from a liquefied gas tank in the liquefied gas carrier is connected to the anode side of the fuel cell and used for power generation, and To do.
[0013]
The BOG generated in the liquefied gas tank is supplied as fuel to a fuel cell with high thermal efficiency, and the electric power generated by the fuel cell is supplied as inboard power of the liquefied gas carrier ship, so that the energy of the BOG can be effectively used. Is planned.
[0014]
Also, liquefied gas that supplies BOG generated in the liquefied gas tank of the liquefied gas carrier ship as fuel to the fuel cell, generates electric power by the fuel cell, and drives the propulsion power motor of the liquefied gas carrier ship by the generated electric power. By using the BOG treatment method and apparatus for a carrier ship, the energy held by the BOG is converted into electric power by a heat-efficient fuel cell, and this electric power is used as a power source for propulsion to run the liquefied gas carrier ship. Therefore, the consumption amount of BOG required for the liquefied gas carrier vessel to travel can be suppressed, the forced vaporization of LNG can be reduced, and the amount of transportable LNG can be increased.
[0015]
Further, when the amount of power generated by the fuel cell satisfies the power demand in the ship, the surplus BOG is compressed and stored in the compressed gas storage tank as compressed gas, and when the power demand in the ship increases, the compressed gas storage is performed. The configuration in which the compressed gas stored in the tank is expanded and supplied to the fuel cell as fuel, and / or the BOG is converted to hydrogen by the reformer, and then the hydrogen is supplied to the fuel cell. When power generation is performed and the amount of power generated by the fuel cell satisfies the on-board power demand, the surplus hydrogen is stored in a hydrogen storage tank, and the on-board power demand increases when the on-board power demand increases. By adopting a configuration in which hydrogen stored in the storage tank is supplied to the fuel cell, BOG generated when the amount of onboard power demand is reduced, such as when the liquefied gas carrier is anchored, is effectively used. It is possible to eliminate the wasteful consumption and consumption of BOG as in the case of anchoring of a conventional LNG ship, and to effectively use liquefied gas resources. At the same time as reducing the amount of carbon generated, NO X , SO X Because it can also control the emission of environmental pollutants such as PM, it can greatly contribute to the protection of the global environment. X , SO X , It can be effective as a measure for emission control of PM and greenhouse gases, and moreover, it is expensive and expensive to convert BOG to LNG before storing BOG, and A reliquefaction apparatus that requires large electric power for operation can be dispensed with.
[0016]
Furthermore, the fuel cell is a polymer electrolyte fuel cell or a phosphoric acid fuel cell, and hydrogen remaining in the anode exhaust gas of the fuel cell is burned in a gas turbine or a diesel engine, and the gas turbine or By generating electricity with the output of the diesel engine and further using the combustion exhaust gas generated by the combustion as a heat source for an endothermic reaction that generates hydrogen from BOG in the reformer, Hydrogen remaining in the anode exhaust gas can be effectively used.
[0017]
Furthermore, the fuel cell is a molten carbonate fuel cell, and hydrogen remaining in the anode exhaust gas of the fuel cell is burned by a gas turbine or a diesel engine, and power is generated by the output of the gas turbine or the diesel engine. Furthermore, the combustion exhaust gas generated by the combustion is used as a heat source for an endothermic reaction for generating hydrogen from BOG in the reformer, and further, used as a heat source for a heat supply reaction in the reformer The heat remaining in the combustion exhaust gas is recovered by a waste heat boiler to generate steam, the steam turbine is operated by the steam, and power is generated by the output of the steam turbine. , BOD can be used more effectively.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0019]
FIG. 1 shows a basic configuration as an embodiment of a BOG processing method and apparatus for a liquefied gas carrier according to the present invention, and one end is connected to an LNG tank 1 as a liquefied gas tank on an LNG vessel as a liquefied gas carrier. The other end of the BOG delivery line 2 is connected to the reforming chamber of the reformer 3, and the BOG 4 generated in the LNG tank 1 and sent through the BOG delivery line 2 is modified by the reformer 3. And hydrogen (H 2 5), and the reformer 3 outlet is connected to the anode inlet side of the fuel cell 6 via the hydrogen supply line 7 so that the hydrogen reformed by the reformer 3 can be produced. 5 can be supplied as fuel gas to the anode of the fuel cell 6, and an air supply line 9 is connected to the cathode inlet side of the fuel cell 6 so that air 8 can be supplied from an air supply unit (not shown). Then, hydrogen 5 is supplied to the anode of the fuel cell 6 and air 8 is supplied to the cathode so that the anode and the cathode can react with each other to generate power, and the power transmission end 10 of the fuel cell 6 is connected to the LNG ship. By connecting to the power supply circuit 11 for supplying power to the various devices, the power generated by the fuel cell 6 can be used to supply power to the various devices on the ship via the power supply circuit 11. So that can cover the force.
[0020]
In the above, when the power demand on the ship is small, the power generation amount in the fuel cell 6 may be small, and therefore the consumption amount of hydrogen 5 in the fuel cell 6 may be small. The branch line 12 that is further branched is connected to a hydrogen storage tank 13 that can store hydrogen 5 in and out, so that the demand for inboard power is small as described above, and the hydrogen produced from the BOG 4 in the reformer 3. When surplus occurs in the fuel cell 5, the surplus hydrogen 5 is led to the hydrogen storage tank 13 through the branch line 12 to be stored, and then the power demand in the ship increases to increase the power generation amount in the fuel cell 6. When the consumption of hydrogen 5 increases, hydrogen 5 is released from the hydrogen storage tank 13 and supplied to the fuel cell 6.
[0021]
Further, when the power demand in the ship is low and the amount of hydrogen 5 consumed in the fuel cell 6 is small as described above, the supply amount of BOG 4 to the reformer 3 is reduced to produce the hydrogen 5 in the reformer 3. Since the amount may be reduced, the branch line 15 branched from the middle position of the BOG delivery line 2 is reversibly compressed with the BOG 4 and compressed natural gas (hereinafter referred to as CNG: Compressed Natural Gas) 16 as compressed gas. And a CNG storage tank 14 as a compressed gas storage tank at a compressed gas outlet of the CNG compressor 17 and a CNG pipe as a compressed gas pipe. 18 to reduce the supply amount of BOG 4 to the reformer 3. When surplus BOG4 is generated, the surplus BOG4 is sent to the CNG compressor 17 through the branch line 15 and compressed by the CNG compressor 17 to produce CNG16, and stored in the CNG storage tank 14 in the state of the CNG16. After that, when the power demand in the ship increases and the consumption of hydrogen 5 increases to increase the power generation amount in the fuel cell 6, the CNG 16 is released from the CNG storage tank 14 and expanded to cause BOG 4. Then, the reformer 3 is supplied as a raw material for producing the hydrogen 5.
[0022]
Therefore, according to the BOG processing method and apparatus for a liquefied gas carrier ship of the present invention, the BOG 4 generated in the LNG tank 1 is reformed to hydrogen 5 by the reformer 3 when the power demand in the ship in the LNG ship is large. After that, the hydrogen 5 is supplied to the fuel cell 6 as fuel, and is consumed for generating ship power. On the other hand, when the power demand on the ship is low, the hydrogen 5 already reformed in the reformer 3 is stored in the hydrogen storage tank 13, and the BOG 4 before reforming is compressed to a CNG 16 state as CNG The hydrogen 5 stored in the storage tank 14 and then stored in the hydrogen storage tank 13 when the power demand in the ship becomes large, and the CNG 16 stored in the CNG storage tank 14 are also stored. Can be discharged and consumed in the same manner as described above for the generation of inboard power, so that the waste of the BOG 4 can be eliminated. The BOG 4 uses the energy it has as a fuel for power generation in the fuel cell 6, which has a higher thermal efficiency than the combination of a conventional boiler and steam turbine, or when it is burned as fuel in a DF diesel engine. Therefore, BOG4 can be used effectively, and the emission amount of carbon dioxide, which is a greenhouse gas, can be suppressed.
[0023]
Furthermore, when the BOG 4 is temporarily stored, in the present invention, the CNG compressor 17 is used to store the BOG 4 in the CNG storage tank 14 as the state of the CNG 16, so that it has been conventionally required to transform the BOG 4 into the LNG. Such a reliquefaction apparatus that is expensive and requires a large amount of electric power for operation can be eliminated.
[0024]
Furthermore, since the fuel cell 6 has few restrictions on the arrangement in the ship, it is possible to easily cope with modification and the like.
[0025]
Next, FIG. 2 shows, as another embodiment of the present invention, an example applied to an LNG ship based on the above basic configuration. The fuel cell 6 in the configuration shown in FIG. A battery (PAFC) 6a is employed, and two propulsion power motors 20 are connected to the power supply circuit 11 connected to the power transmission end 10 of the phosphoric acid fuel cell 6a, and each propulsion power motor is used. The motor 20 has a configuration in which the output side is connected in parallel via the gear box 19 and the base end side of the propeller shaft 21a of the propeller for propeller 21 is connected to the gear box 19 as described above. The propulsion propeller 21 is supplied to the propulsion power motor 20 by the rotational driving force transmitted from the propulsion power motor 20 through the gear box 19 and the propeller shaft 21a. Rolling was driven to be able to obtain a driving force for LNG carriers with.
[0026]
Furthermore, on the anode outlet side of the phosphoric acid fuel cell 6a, a compressor 24 that compresses the intake air 23, a combustor 27 that burns fuel 25 with the compressed intake air 23 and generates high-temperature and high-pressure combustion gas 26, The combustor 27 in the gas turbine 22 connected to the compressor 24 via a turbine shaft 28 and having a turbine 29 for expanding and exhausting the combustion gas 26 is connected via an anode exhaust gas line 30, and the gas A generator 31 is connected to the turbine shaft 28 of the turbine 22 so that hydrogen remaining in the anode exhaust gas 32 of the phosphoric acid fuel cell 6a is burned together with the fuel 25 in the combustor 27 of the gas turbine 22, By this combustion, the generator 31 connected to the turbine shaft 28 is driven to generate power. The power transmission end 31 a of the generator 31 is connected to the power supply circuit 11 so that the power generated by the generator 31 can also be used to drive the propulsion power motor 20.
[0027]
As the fuel 25 supplied to the combustor 27 of the gas turbine 22, various fuels such as BOG 4, kerosene, and A heavy oil generated in the LNG tank 1 can be used. Further, intermediate positions of the branch line 12 to the hydrogen storage tank 13 and the anode exhaust gas line 30 are connected to each other through a bypass line 33 having a flow rate adjusting valve and a check valve (not shown), and the combustor 27 of the gas turbine 22 is connected. The hydrogen 5 reformed by the reformer 3 may be directly supplied, or the hydrogen 5 from the hydrogen storage tank 13 may be supplied.
[0028]
Further, the downstream side of the turbine 29 of the gas turbine 22 is connected to the heating chamber of the reformer 3 via the exhaust gas line 34, and the heat held in the combustion exhaust gas 35 discharged from the turbine 29 is converted into the reformer. 3 can be supplied as a heat source for endothermic reaction when hydrogen 5 is produced from BOG 4 in FIG. The operating temperature of the solid polymer type or phosphoric acid type fuel cell 6a is about 70 to 90 ° C. in the case of the solid polymer type, and about 170 to 220 ° C. in the case of the phosphoric acid type. A feed water HTR and a hot water heater (not shown) are provided on the downstream side of the heating chamber so that the heat remaining in the combustion exhaust gas 35 after being used as a heat source for producing hydrogen 5 in the reformer 3 can be used effectively. is there.
[0029]
According to the present embodiment, the BOG 4 generated in the LNG tank 1 is converted into hydrogen 5 by the endothermic reaction using the heat held in the combustion exhaust gas 34 of the gas turbine 22 as a heat source in the reformer 3. Electric power can be generated by supplying the produced hydrogen 5 as fuel to the anode side of the solid polymer type or phosphoric acid type fuel cell 6a, and the solid polymer type or phosphoric acid type fuel cell 6a can generate electric power. When the LNG ship sails, the propulsion propeller 21 is driven to rotate by the propulsion power motor 20 by supplying the propulsion power to the propulsion power motor 20 via the power supply circuit 11 when the LNG ship sails. You can gain power.
[0030]
On the other hand, when the LNG ship is anchored, no propulsive force is required, and therefore, the propulsion power motor 20 is not driven and the power consumption in the propulsion power motor 20 is eliminated. Therefore, the polymer electrolyte or phosphoric acid fuel cell 6a The power generated at will be surplus. In this case, the hydrogen 5 already reformed in the reformer 3 is stored in the hydrogen storage tank 13, and the BOG 4 generated in the LNG tank 1 is compressed by the CNG compressor 17. Then, the CNG 16 is stored in the CNG storage tank 14, and then the hydrogen 5 stored in the hydrogen storage tank 13 is transferred to the solid polymer type or phosphoric acid type fuel cell 6a when the LNG ship sails again. While supplying as fuel, CNG 16 stored in the CNG storage tank 14 is expanded and supplied to the reformer 3 as a raw material for producing hydrogen 5, as shown in the above-mentioned LNG ship sailing. Since the stored BOG 4 and hydrogen 5 can be consumed to obtain propulsion power for the LNG ship, they are generated in the LNG tank 1 even when the LNG ship is anchored. Wasteful consumption of BOG4 is prevented. For this reason, it is possible to eliminate the wasteful consumption and consumption of BOG4 as in the case of the conventional LNG ship berthing, and it is possible to effectively use LNG resources and to reduce the amount of carbon dioxide generated by the processing of BOG4. Can be suppressed and NO X , SO X Because it can also control the emission of environmental pollutants such as PM, it can greatly contribute to the protection of the global environment. X , SO X It becomes possible to make it effective as a countermeasure against emission regulations of PM and greenhouse gases.
[0031]
Further, the hydrogen remaining in the anode exhaust gas 32 without being consumed in the solid polymer type or phosphoric acid type fuel cell 6a is burned as a part of the fuel 25 in the combustor 27 of the gas turbine 22, and this combustion The generator 31 is driven by the output of the driven gas turbine 22, and the electric power generated by the generator 31 can be supplied to the propulsion power motor 20 and used for propulsion of the LNG ship. Since the exhaust heat of the gas turbine 22 can be used as a heat source for an endothermic reaction for producing hydrogen 5 from the BOG 4 in the reformer 3, the energy held by the BOG 4 can be further effectively used.
[0032]
Furthermore, the propulsion power motor 20 is driven by the electric power generated by the solid polymer type or phosphoric acid type fuel cell 6a having a thermal efficiency higher than that of a combination of a conventional boiler and the above turbine or a diesel engine, and the LNG. Since the ship propulsion force is obtained, the consumption of BOG 4 can be suppressed, the forced vaporization of LNG can be reduced, and the amount of transportable LNG can be increased.
[0033]
FIG. 3 shows still another embodiment of the present invention. In the configuration shown in FIG. 2, a molten carbonate type fuel is used instead of the solid polymer type or phosphoric acid type fuel cell 6a as a fuel cell. The battery (MCFC) 6b is used, and the operating temperature of the molten carbonate fuel cell 6b is about 600 to 700 ° C. Therefore, the combustion exhaust gas 35 of the gas turbine 22 is supplied to the reformer 3. Even after being used as a heat source for an endothermic reaction for reforming BOG 4 to hydrogen 5, the temperature of the reformer 3 is increased so that the heat remaining in the combustion exhaust gas 35 can be effectively utilized. An exhaust heat boiler 37 is connected to the downstream side via the exhaust gas line 36, and a steam turbine 40 is connected to the downstream side of the steam line 41 that sends out the steam 38 generated from the exhaust heat boiler 37, and the steam Turbine 40 and generator 3 With connecting to the sending end 39a of the generator 39 is obtained by the connected power supply circuit 11 for supplying power to the propulsion power for the motor 20 configuration.
[0034]
Other configurations are the same as those shown in FIG. 2, and the same components are denoted by the same reference numerals.
[0035]
According to the present embodiment, the same effects as in the above embodiment can be obtained, and furthermore, the heat remaining in the combustion exhaust gas 35 after being used as a heat source for an endothermic reaction for producing hydrogen 5 from BOG 4 in the reformer 3. Can be used to generate propulsion power of the LNG ship by supplying the generated electric power to the propulsion power motor 20 by using the power for power generation, so that the energy of the BOG 4 can be used more effectively.
[0036]
In addition, this invention is not limited only to the said embodiment, When there is little electric power demand in the ship of an LNG ship and surplus electric power generate | occur | produces, as equipment for storing the surplus part of BOG4, hydrogen Only the storage tank 13 may be provided to store the surplus BOG 4 in a state in which all of the surplus BOG 4 is converted to hydrogen 5, or only the CNG storage tank 14 may be provided to convert all the surplus BOG 4 to CNG 16 without converting the surplus BOG 4 to hydrogen 5. In the embodiment shown in FIG. 2 and the embodiment shown in FIG. 3, the solid polymer type or phosphoric acid type fuel cell 6a or the anode of the molten carbonate type fuel cell 6b may be used. As a facility for burning the hydrogen remaining in the exhaust gas 32 for effective use, a configuration in which the gas turbine 22 connected to the generator 31 is provided is shown. A diesel engine such as a DF diesel engine to which a generator 31 is connected may be used in place of the bin 22, and when an internal reforming fuel cell is used, it is different from the fuel cells 6, 6a, 6b. In this case, the BOG delivery line 2 is directly connected to the internal reforming fuel cell without passing through the reformer 3, and the BOG 4 is connected to the internal reforming type. The fuel cell may be supplied as fuel as it is, and it can also be applied to the processing of BOG of a liquefied gas carrier ship that transports liquefied gas other than LNG. It goes without saying that application to gas-derived liquid fuel), DME (dimethyl ether), etc. is possible, and various modifications can be made without departing from the scope of the present invention.
[0037]
【The invention's effect】
As described above, according to the present invention, the following excellent effects are exhibited.
(1) A BOG processing method for a liquefied gas carrier ship, which reforms BOG generated in a liquefied gas tank of the liquefied gas carrier ship, supplies the fuel cell as fuel, and causes the fuel cell to generate electric power, and the liquefied gas carrier ship The BOG processing line of the liquefied gas carrier ship has a configuration in which the BOG sending line for sending BOG from the liquefied gas tank in the fuel cell is connected to the anode side of the fuel cell and used for power generation. It can be used more efficiently than the conventional combination of boiler and steam turbine or when it is burned as fuel in a DF diesel engine. In addition, the fuel cell has few restrictions on placement on board, so it can be easily adapted to modifications. And become possible.
(2) BOG generated in the liquefied gas tank of the liquefied gas carrier ship is supplied to the fuel cell as fuel and generated by the fuel cell, and the generated electric power is used to drive the propulsion power motor of the liquefied gas carrier ship. By using a BOG treatment method and apparatus for a liquefied gas carrier ship, the energy held by the BOG is converted into electric power by a heat-efficient fuel cell, and the propulsion power source for navigating the liquefied gas carrier ship Therefore, the consumption amount of BOG required for the liquefied gas carrier vessel to travel can be suppressed, the forced vaporization of the liquefied gas can be reduced, and the amount of transportable liquefied gas can be increased.
(3) When the amount of power generated by the fuel cell satisfies the power demand in the ship, the surplus BOG is compressed and stored as a compressed gas in a compressed gas storage tank, and the compressed gas increases when the power demand in the ship increases. A configuration in which the compressed gas stored in the storage tank is expanded and supplied to the fuel cell as fuel, and / or the BOG is converted to hydrogen by the reformer, and then the hydrogen is supplied to the fuel cell. When the amount of power generated by the fuel cell satisfies the power demand in the ship, the surplus hydrogen is stored in a hydrogen storage tank, and the power demand in the ship increases. By adopting a configuration in which hydrogen stored in the hydrogen storage tank is supplied to the fuel cell, the BOG generated when the amount of onboard power demand is low, such as when the liquefied gas carrier is anchored, is effectively used. It is possible to eliminate the wasteful consumption and consumption of BOG as in the case of a conventional LNG ship anchored, and to effectively use the liquefied gas resource. At the same time as reducing carbon generation, X , SO X Because it can also control the emission of environmental pollutants such as PM, it can greatly contribute to the protection of the global environment. X , SO X It is possible to make it effective as a countermeasure for emission regulations of PM and greenhouse gases, and moreover, it is expensive and expensive to convert BOG to LNG before storing BOG, and A reliquefaction apparatus that requires large electric power for operation can be dispensed with.
(4) The fuel cell is a solid polymer type or phosphoric acid type fuel cell, and the hydrogen gas remaining in the anode exhaust gas of the fuel cell is burned in a gas turbine or a diesel engine, and the gas turbine or diesel By generating electricity with the output of the engine and using the high-temperature combustion exhaust gas generated by the combustion as a heat source for an endothermic reaction for generating hydrogen from BOG in the reformer, the anode exhaust gas of the fuel cell Hydrogen remaining therein can be used effectively.
(5) While the fuel cell is a molten carbonate fuel cell, the hydrogen gas remaining in the anode exhaust gas of the fuel cell is burned in a gas turbine or a diesel engine, and the output of the gas turbine or diesel engine is used. Further, the high-temperature combustion exhaust gas generated by the combustion is used as a heat source for an endothermic reaction that generates hydrogen from BOG in the reformer, and is also used as a heat source for a heat supply reaction in the reformer. The heat remaining in the combustion exhaust gas after being recovered is recovered by a waste heat boiler to generate steam, the steam turbine is operated by the steam, and power is generated by the output of the steam turbine. By doing so, the energy which BOD has can be further utilized effectively.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an embodiment of a BOG treatment method and apparatus for a liquefied gas carrier ship according to the present invention.
FIG. 2 is a schematic diagram showing another embodiment of the present invention.
FIG. 3 is a schematic diagram showing still another embodiment of the present invention.
[Explanation of symbols]
1 LNG tank (liquefied gas tank)
2 BOG transmission line
3 Reformer
4 BOG
5 Hydrogen
6 Fuel cell
6a Solid polymer type or phosphoric acid type fuel cell
6b Molten carbonate fuel cell
7 Hydrogen supply line
10 Transmission end
11 Power supply circuit
13 Hydrogen storage tank
15 branch line
16 CNG (compressed gas)
17 CNG compressor (gas compressor)
18 CNG storage tank (compressed gas storage tank)
20 Propulsion power motor
22 Gas turbine
27 Combustor
31 Generator
32 Anode exhaust gas
35 Combustion exhaust gas
37 Waste heat boiler
38 steam
39 Generator
40 Steam turbine

Claims (13)

液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、改質して燃料電池へ燃料として供給し、該燃料電池により発電させるようにすることを特徴とする液化ガス運搬船のＢＯＧ処理方法。A BOG treatment method for a liquefied gas carrier, characterized in that BOG generated in a liquefied gas tank of the liquefied gas carrier is reformed, supplied to the fuel cell as fuel, and generated by the fuel cell. 液化ガス運搬船の液化ガスタンクにて発生するＢＯＧを、改質して燃料電池へ燃料として供給して該燃料電池により発電し、該発電された電力を上記液化ガス運搬船の推進動力用モータの駆動に用いるようにすることを特徴とする液化ガス運搬船のＢＯＧ処理方法。The BOG generated in the liquefied gas tank of the liquefied gas carrier is reformed, supplied to the fuel cell as fuel, and generated by the fuel cell, and the generated electric power is used to drive the propulsion power motor of the liquefied gas carrier. A BOG treatment method for a liquefied gas carrier characterized by being used. 燃料電池による発電量が船内の電力需要を満たしたときに、余剰のＢＯＧを圧縮して圧縮ガスとして圧縮ガス貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記圧縮ガス貯蔵タンクに貯蔵してある圧縮ガスを膨張させて燃料電池へ燃料として供給するようにする請求項１又は２記載の液化ガス運搬船のＢＯＧ処理方法。When the amount of power generated by the fuel cell satisfies the on-board power demand, the surplus BOG is compressed and stored in the compressed gas storage tank as compressed gas. When the on-board power demand increases, the compressed gas storage tank The BOG processing method for a liquefied gas carrier ship according to claim 1 or 2, wherein the stored compressed gas is expanded and supplied to the fuel cell as fuel. ＢＯＧを、改質器にて水素に転換した後、該水素を燃料電池に供給して発電を行わせるようにし、且つ上記燃料電池による発電量が船内の電力需要を満たしたときに、上記水素の余剰分を水素貯蔵タンクに貯蔵しておき、船内の電力需要が高まるときに上記水素貯蔵タンクに貯蔵してある水素を燃料電池に供給するようにする請求項１、２又は３記載の液化ガス運搬船のＢＯＧ処理方法。After the BOG is converted to hydrogen by the reformer, the hydrogen is supplied to the fuel cell to generate power, and when the amount of power generated by the fuel cell satisfies the power demand in the ship, the hydrogen The liquefaction according to claim 1, 2 or 3, wherein a surplus portion of the hydrogen storage tank is stored in a hydrogen storage tank, and the hydrogen stored in the hydrogen storage tank is supplied to the fuel cell when the power demand in the ship increases. BOG processing method for gas carriers. 燃料電池を固体高分子型又はリン酸型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素を、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とするようにする請求項４記載の液化ガス運搬船のＢＯＧ処理方法。The fuel cell is a solid polymer type or phosphoric acid type fuel cell, and hydrogen remaining in the anode exhaust gas of the fuel cell is burned in a gas turbine or a diesel engine, and the output of the gas turbine or diesel engine is used. The BOG treatment method for a liquefied gas carrier ship according to claim 4, wherein power generation is performed, and further, the combustion exhaust gas generated by the combustion is used as a heat source for an endothermic reaction for generating hydrogen from BOG in the reformer. 燃料電池を溶融炭酸塩型燃料電池とすると共に、該燃料電池のアノード排ガス中に残存する水素を、ガスタービン又はディーゼル機関にて燃焼させて、該ガスタービン又はディーゼル機関の出力により発電を行わせ、更に、上記燃焼により発生する燃焼排ガスを、改質器におけるＢＯＧから水素を生成させる吸熱反応用の熱源とし、更に又、上記改質器における吸熱反応用熱源に供した後の燃焼排ガスに残存する熱を、排熱ボイラにて熱回収して蒸気を発生させ、該蒸気により蒸気タービンを作動させて、該蒸気タービンの出力により発電を行わせるようにする請求項４記載の液化ガス運搬船のＢＯＧ処理方法。The fuel cell is a molten carbonate fuel cell, and hydrogen remaining in the anode exhaust gas of the fuel cell is burned in a gas turbine or a diesel engine, and power is generated by the output of the gas turbine or the diesel engine. Further, the combustion exhaust gas generated by the combustion is used as a heat source for an endothermic reaction for generating hydrogen from BOG in the reformer, and further, remains in the combustion exhaust gas after being used as the heat source for the endothermic reaction in the reformer. The liquefied gas carrier ship according to claim 4, wherein the heat to be recovered is recovered by a waste heat boiler to generate steam, the steam turbine is operated by the steam, and electric power is generated by the output of the steam turbine. BOG processing method. 液化ガス運搬船における液化ガスタンクからＢＯＧを送出するためのＢＯＧ送出ラインを、燃料電池のアノード側に接続して発電に用いるようにした構成を有することを特徴とする液化ガス運搬船のＢＯＧ処理装置。A BOG processing apparatus for a liquefied gas carrier having a configuration in which a BOG delivery line for sending BOG from a liquefied gas tank in the liquefied gas carrier is connected to the anode side of the fuel cell and used for power generation. 液化ガス運搬船における液化ガスタンクからＢＯＧを送出するためのＢＯＧ送出ラインを、燃料電池のアノード側に接続し、且つ上記燃料電池の送電端を、上記液化ガス運搬船の推進動力用モータに接続してなる構成を有することを特徴とする液化ガス運搬船のＢＯＧ処理装置。A BOG delivery line for sending BOG from a liquefied gas tank in a liquefied gas carrier ship is connected to the anode side of the fuel cell, and the power transmission end of the fuel cell is connected to a propulsion power motor of the liquefied gas carrier ship. A BOG treatment apparatus for a liquefied gas carrier characterized by having a configuration. ＢＯＧ送出ラインの途中位置より分岐させた分岐ラインを、ＢＯＧを可逆的に圧縮して圧縮ガスとすることができるようにしたガスコンプレッサに接続すると共に、該ガスコンプレッサの圧縮ガス出口を圧縮ガス貯蔵タンクに接続した請求項７又は８記載の液化ガス運搬船のＢＯＧ処理装置。A branch line branched from a midway position of the BOG delivery line is connected to a gas compressor that can reversibly compress BOG into compressed gas, and a compressed gas outlet of the gas compressor is stored as a compressed gas. The BOG processing apparatus of the liquefied gas carrier ship of Claim 7 or 8 connected to the tank. ＢＯＧを水素に改質するための改質器を燃料電池の外部に設けて、該改質器にＢＯＧ送出ラインを接続すると共に、該改質器の出口と、燃料電池のアノード入口側を、水素を出し入れ自在に貯蔵できるようにした水素貯蔵タンクに接続するようにした請求項７、８又は９記載の液化ガス運搬船のＢＯＧ処理装置。A reformer for reforming BOG into hydrogen is provided outside the fuel cell, a BOG delivery line is connected to the reformer, and the outlet of the reformer and the anode inlet side of the fuel cell are connected, 10. The BOG treatment apparatus for a liquefied gas carrier ship according to claim 7, 8 or 9, wherein the BOG treatment apparatus is connected to a hydrogen storage tank that can store hydrogen in and out freely. 燃料電池を固体高分子型又はリン酸型燃料電池とすると共に、該燃料電池のアノード出口側を、発電機が接続してあるガスタービンの燃焼器又はディーゼル機関に接続し、更に、上記ガスタービン又はディーゼル機関の燃焼排ガスを、改質器の吸熱反応用の熱源として改質器の加熱室に供給できるようにした請求項１０記載の液化ガス運搬船のＢＯＧ処理装置。The fuel cell is a solid polymer type or phosphoric acid type fuel cell, and the anode outlet side of the fuel cell is connected to a combustor or a diesel engine of a gas turbine to which a generator is connected. Alternatively, the BOG treatment device for a liquefied gas carrier ship according to claim 10, wherein combustion exhaust gas of a diesel engine can be supplied to a heating chamber of the reformer as a heat source for an endothermic reaction of the reformer. 燃料電池を溶融炭酸塩型燃料電池とすると共に、該燃料電池のアノード出口側を、発電機が接続してあるガスタービンの燃焼器又はディーゼル機関に接続し、更に、上記ガスタービン又はディーゼル機関の燃焼排ガスを、改質器の吸熱反応用の熱源として改質器の加熱室に供給できるようにし、更に又、上記改質器の加熱室の出口側を、排熱ボイラに接続するようにした請求項１０記載の液化ガス運搬船のＢＯＧ処理装置。The fuel cell is a molten carbonate fuel cell, and the anode outlet side of the fuel cell is connected to a combustor or a diesel engine of a gas turbine to which a generator is connected. Combustion exhaust gas can be supplied to the heating chamber of the reformer as a heat source for the endothermic reaction of the reformer, and the outlet side of the heating chamber of the reformer is connected to the exhaust heat boiler. The BOG processing apparatus of the liquefied gas carrier ship of Claim 10. 水素貯蔵タンクに貯蔵された水素をガスタービンの燃焼器又はディーゼル機関に導入するようにした請求項１１又は１２記載の液化ガス運搬船のＢＯＧ処理装置。The BOG processing apparatus for a liquefied gas carrier ship according to claim 11 or 12, wherein hydrogen stored in the hydrogen storage tank is introduced into a combustor of a gas turbine or a diesel engine.
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CN112009697A (en) * 2020-09-02 2020-12-01 成都精智艺科技有限责任公司 Efficient LNG ship power supply system and method
CN113375045A (en) * 2021-07-06 2021-09-10 液空厚普氢能源装备有限公司 BOG recycling system and method for liquid hydrogen refueling station
CN113375045B (en) * 2021-07-06 2022-06-07 液空厚普氢能源装备有限公司 BOG recycling system and method for liquid hydrogen refueling station

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