KR101378983B1 - Apparatus for using waste heat of fuel cell - Google Patents

Abstract

An apparatus for utilizing waste heat of a fuel cell is disclosed.
An apparatus for utilizing waste heat of a fuel cell according to an embodiment of the present invention is a device for utilizing waste heat of the fuel cell of a vessel having a fuel cell and an engine, the waste gas generated from the engine is discharged to the outside of the vessel The first exhaust line of the branch structure to be a path to the path, the SCR for reducing the nitrogen compound of the waste gas into nitrogen and water, the economizer for generating steam by the waste heat from the waste gas, and the waste gas to the SCR or the economizer And a second exhaust line connected to the first exhaust line so that exhaust gas generated from a fuel cell is supplied to the damper.

Description

A device for utilizing waste heat of fuel cells {APPARATUS FOR USING WASTE HEAT OF FUEL CELL}

The present invention relates to an apparatus for efficiently utilizing waste heat of a fuel cell.

The most commonly used equipment for the waste heat utilization of the ship's main engine is the economizer installed in the waste pipe of the main engine. Economizers utilize the heat source of waste gas to produce steam and use it for the necessary parts on board. However, since the amount of waste heat of the main engine is limited and the waste gas cannot be utilized to a low temperature due to sulfur corrosion and the like, when the necessary steam on the ship is insufficient, steam is produced and used by a boiler.

Recently, regulations on pollutants emitted through the ship's main engine are being tightened, and in particular, regulations on NOX are being tightened. In order to satisfy this, the post-treatment of the main engine waste gas is inevitable.

SCR is the most common and effective method for post-treatment for NOX reduction. However, the temperature of the exhaust gas emitted from the main engine is about 200 to 250 degrees, and the operating conditions may not be suitable for operating the SCR (240 to 350 degrees). In this case, if the temperature of the exhaust gas is low and the catalyst activation temperature is not reached, the NOx removal efficiency is lowered.

Many environmental regulations are emerging in order to solve the environmental problems that arise with the development of the industry, and the regulations are tightened in the ship.

Among them, in the case of NOx regulation, the International Maritime Organization (IMO) regulates the nitrogen oxide emissions of ship engines through the following regulations, and the standards are being strengthened as shown in [Table 1]. .

Here, Tier regulation refers to the stage or tier of the emission control system of the US Environmental Protection Agency (EPA) and the California Air Conservation Authority (CARB), where the higher the number, the higher the regulatory strength, Nitrogen oxide (NOx) regulatory standards among air pollution regulation standards can be divided into Tier 1, Tier 2, and Tier 3.

In order to satisfy the regulation of [Table 1], engine companies and shipyards pay a lot of attention and effort, and Tier 2, which is being applied, is satisfied by improving the design of the engine.

However, Tier 3 level regulation is unsatisfactory through engine design optimization.

Therefore, the post-treatment of the engine waste gas is inevitable to satisfy this.

Several methods are mentioned in the post-treatment method, but the only method that has been proven so far is the method using selective catalytic reduction (SCR).

Of course, in the case of Tier 3, the regulated area is limited to the emission control area (ECA), but the ECA is in an increasing range, and even if the current ECA is considered, if the tier 3 does not satisfy the ship operation, It is impossible. In order to satisfy the above restrictions, a vessel employing an SCR system such as Korean Patent Application Publication No. 10-2010-0132310 has been proposed.

On the other hand, in the conventional vessel, a silencer may be installed at the rear end of the SCR catalyst layer of the exhaust gas discharge pipe.

However, as in the prior art, although the SCR may be installed together with a silencer on the exhaust gas path, there is a problem that an economizer such as a steam generator is difficult to be installed together with the SCR.

That is, the economizer is a device for producing steam by using waste heat (waste gas) discharged from the ship's main engine, and the produced steam is used for fuel oil (FO) heating and cabin heating.

In other words, if the economizer is not installed, the boiler must be operated for fuel heating and cabin heating, which are essential for ships, which means additional fuel consumption.

When the SCR is installed in this way, the reason why the installation of the economizer is not easy can be summarized as follows.

First, when the economizer is installed in the SCR shear, the waste gas that has undergone heat exchange in the economizer is substantially reduced in temperature, which may result in less than the chemical reaction temperature for reducing nitrogen oxides in the SCR.

The second is the pressure drop of the waste gas discharge line or discharge line required by the main engine company.

Here, the back pressure loss may mean that the exhaust gas discharged along the waste gas discharge pipe is affected by the length or diameter of the discharge pipe, or the exhaust gas energy loss occurs through the speed change or the flow direction change through the SCR and the silencer. have.

This back pressure loss has a problem that greatly affects the performance degradation of the main engine.

Accordingly, in order to guarantee the performance of the engine in the normal main engine, the back pressure loss at the rear end of the waste gas discharge pipe through which the waste gas is discharged is prescribed to be 300 mmAq or less.

Economizers and silencers are satisfied with the current structure installed in the waste gas discharge pipe, but there is no room for back pressure loss enough to install more SCR here.

Therefore, if SCR is the only proven alternative to satisfy Tier 3 regulations, the boiler will have to take over the role of economizer.

Meanwhile, in the case of a high temperature fuel cell, the temperature of the exhaust gas depends on the operating temperature of the fuel cell. The MCFC operation temperature is about 600 to 800 degrees, and the SOFC is about 600 to 1000 degrees. Normally, these high-temperature exhaust gases are used to drive additional heat to drive heat or steam turbines to obtain additional energy, and the gases coming out are about 200 to 600 degrees lower than the fuel cell's operating temperature. It is being abandoned without use.

Patent Publication No. 10-2010-0132310

Embodiment of the present invention is to provide an apparatus for utilizing the waste heat of the fuel cell to use the economizer or SCR without the use of additional boilers, by using the exhaust gas of the high temperature fuel cell that is discarded without further utilization. .

According to an aspect of the present invention, in the apparatus for utilizing the waste heat of the vessel having a fuel cell and the engine, the first exhaust line which is a path for the exhaust gas generated from the engine to be discharged to the outside of the vessel, A second exhaust line is connected to the first exhaust line and serves as a path for discharging exhaust gas from the fuel cell, and an economizer for generating steam from waste heat of the exhaust gas. A device can be provided.

The apparatus may further include a heat exchanger or a steam turbine between the second exhaust line and the fuel cell, wherein the heat exchanger or steam turbine generates power using exhaust gas generated from the fuel cell, and the second exhaust line. As a result, it is possible to provide an apparatus for utilizing waste heat of a fuel cell for discharging the exhaust gas.

According to another aspect of the present invention, in the apparatus for utilizing the waste heat of the vessel having a fuel cell and the engine, the first exhaust line which is a path for the exhaust gas generated from the engine to be discharged to the outside of the vessel, The waste heat of the fuel cell is connected to the first exhaust line, and includes a second exhaust line which is a path for discharging the exhaust gas generated from the fuel cell, and an SCR for reducing the nitrogen compound of the exhaust gas to nitrogen and water. It can provide a device for.

The apparatus may further include a heat exchanger or a steam turbine between the second exhaust line and the fuel cell, wherein the heat exchanger or steam turbine generates power using exhaust gas generated from the fuel cell, and the second exhaust line. As a result, it is possible to provide an apparatus for utilizing waste heat of a fuel cell for discharging the exhaust gas.

According to another aspect of the present invention, in the apparatus for utilizing the waste heat of the vessel having a fuel cell and the engine, the first exhaust line which is a path for the exhaust gas generated from the engine to be discharged to the outside of the vessel, A second exhaust line connected to the first exhaust line and serving as a path for discharging exhaust gas from the fuel cell, an SCR for reducing nitrogen compounds of the exhaust gas to nitrogen and water, and a waste heat path of the exhaust gas An apparatus for utilizing waste heat of a fuel cell may include an economizer for generating steam and a damper for selectively supplying the exhaust gas to the SCR or the economizer.

In addition, the waste heat utilization of the fuel cell further comprises a device controller for processing the flow path change signal of the exhaust gas, the on / off signal of the SCR, the on / off signal of the economizer for controlling the operation of the damper. It can provide a device for.

In addition, the apparatus for utilizing the waste heat of the fuel cell, the apparatus for utilizing the waste heat of the fuel cell connected to the vessel's integrated automation system that provides information such as the operation route, ship speed, damper opening time of the vessel. Can provide.

In addition, the device controller, the GPS receiver for receiving a GPS signal, the position of the ship to identify the position of the ship on the map data of the electronic chart with the GPS signal, the location of grasping the exhaust gas control region using the navigation route information of the ship The estimated time for the vessel to enter the exhaust gas control region, or the estimated time for the vessel to enter the exhaust gas control region, using the identified position of the vessel and the identified exhaust gas control region and ship speed. A fuel cell including an entry / exit time calculating unit for calculating and an operation selecting unit for transmitting a flow path change signal of the waste gas to the damper driver in accordance with a timing obtained by subtracting the damper opening time from the estimated time calculated from the entry / exit time calculating unit Can provide a device for utilizing waste heat.

The embodiment of the present invention utilizes the waste heat of the fuel cell that is currently wasted, so that the SCR or economizer uses the waste heat of the fuel cell when the waste gas of the ship is used, without additional costs due to the use of a boiler, etc. There is an advantage that can be operated.

In addition, the emission control area (ECA), which actually requires the use of the SCR, is mostly a coastal area, and the operating period of this area is not long in consideration of the overall operating period of the ship, and in the case of the economizer, Since the equipment produces steam from waste heat, it may be useful for sea navigation rather than coastal areas.

In fact, in a typical economizer, the main engine load is low when the coast is operated, and therefore, a boiler is used because the waste heat generated from the main engine is small.

In addition, the SCR is not used in the operating conditions of the ship that uses the economizer, but the installation of the economizer is impossible due to the installation of the SCR.

With this in mind, the embodiment of the present invention identifies the location of the ship using the GPS signal and the electronic chart to selectively use the SCR and economizer, and then the location of the identification is the exhaust gas control area (ECA). By determining whether or not the waste gas is changed and changing the flow path of the waste gas to supply the waste gas to the SCR or the economizer, the waste gas control area (ECA) can send the waste gas to the SCR to satisfy the Tier 3 requirements. Outside the control area (ECA), the waste gas is sent to the economizer to produce steam for the vessel by using the waste heat from the economizer, which reduces the fuel consumption of the boiler operation and enables economic operation of the vessel. In addition, SCR and economizer Uses waste heat from fuel cells It can be improved by a more economical.

1 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a first embodiment of the present invention.
2 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a second embodiment of the present invention.
3 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a third embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

1 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a first embodiment of the present invention.

Referring to FIG. 1, the apparatus according to the present embodiment can be mounted on a ship by using a machine room inside or outside the engine room or separately around the engine room.

The present embodiment can be applied to various types of ships including merchant ships, carriers, passenger ships, cargo ships, offshore structures, and the like, and thus may not be limited to specific vessels or offshore structures. Here, the term "ship" is not limited to meaning a structure that sails the water, and may be used to include not only the structure that sails the water, but also a marine structure such as FLNG that is floating and performing work in the water.

The apparatus configuration of this embodiment includes a fuel cell 10, a heat exchanger 20, a first exhaust line 40, a second exhaust line 30, the engine 100, the economizer 140, a silencer 150. Can be.

The fuel cell 10 is a means for transmitting power to the ship, and discharges high-temperature exhaust gas. In the case of the high temperature fuel cell 10, the temperature of the exhaust gas depends on the operating temperature of the fuel cell. Is about 600-1000 degrees.

The heat exchanger 20 generates electric power using exhaust gas discharged from the fuel cell and discharges it using the second exhaust line 30 which will be described later. In the case of the exhaust gas of the MCFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after generating power in the heat exchanger 20 is about 150 to 500 degrees. In addition, in the case of the exhaust gas of the SOFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after producing power in the heat exchanger 20 is about 150 to 600 degrees. Therefore, the exhaust gas of the MCFC type and SOFC type fuel cells still contain sufficient steam and thermal energy even after passing through the heat exchanger 20. That is, after the exhaust gas of the fuel cell 10 passes through the heat exchanger 20, the exhaust gas of the engine 100 in the first exhaust line 40 is passed through the second exhaust line 30 to be described later. Will merge. As a result, the exhaust gas of the fuel cell 10 may supplement the insufficient steam or raise the insufficient temperature in using the economizer 140 in the waste gas of the engine 100.

The second exhaust line 30 is connected to the first exhaust line 40 having a branched structure so that the exhaust gas generated from the fuel cell 10 is supplied to the economizer 140.

The first exhaust line 40 may be a path for discharging waste gas generated from the engine 100 to be described later to the outside of the ship. In addition, since the first exhaust line 40 is connected to the second exhaust line 30, the waste gas generated from the engine 100 and the exhaust gas of the fuel cell 10 are mixed in the first exhaust line 40.

The engine 100 may refer to an internal combustion engine including a main engine for generating a ship's generator engine or a ship propulsion force.

The economizer 140 may be configured as an apparatus or a general facility for generating steam using waste heat from waste gas and exhaust gas of the fuel cell 10.

The silencer 150 may include a hollow tube installed on the flow path of the gas via the economizer 140 and a sound absorbing material installed in the tube.

2 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a second embodiment of the present invention.

Referring to FIG. 2, the apparatus according to the present embodiment may be mounted on a ship using a machine room around an engine room or inside or outside the engine room.

The present embodiment can be applied to various types of ships including merchant ships, carriers, passenger ships, cargo ships, offshore structures, and the like, and thus may not be limited to specific vessels or offshore structures. Here, the term "ship" is not limited to meaning a structure that sails the water, and may be used to include not only the structure that sails the water, but also a marine structure such as FLNG that is floating and performing work in the water.

In the device configuration of the present embodiment, the fuel cell 10, the heat exchanger 20, the first exhaust line 40, the second exhaust line 30, the engine 100, the SCR 130 (Selective Catalytic Reduction), the silencer 150 may be included.

The fuel cell 10 is a means for transmitting power to the ship, and discharges high-temperature exhaust gas. In the case of the high temperature fuel cell 10, the temperature of the exhaust gas depends on the operating temperature of the fuel cell. The operating temperature of the MCFC type fuel cell 10 is about 600 to 800 degrees, and the operating frequency of the SOFC type fuel cell 10. Is about 600-1000 degrees.

The heat exchanger 20 generates electric power using exhaust gas discharged from the fuel cell and discharges it using the second exhaust line 30 which will be described later. In the case of the exhaust gas of the MCFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after generating power in the heat exchanger 20 is about 150 to 500 degrees. In addition, in the case of the exhaust gas of the SOFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after producing power in the heat exchanger 20 is about 150 to 600 degrees. Therefore, the exhaust gas of the MCFC type and SOFC type fuel cells still contain sufficient steam and thermal energy even after passing through the heat exchanger 20.

That is, after the exhaust gas of the fuel cell 10 passes through the heat exchanger 20, the exhaust gas of the engine 100 in the first exhaust line 40 is passed through the second exhaust line 30 to be described later. Will merge. This prevents the exhaust gas of the fuel cell 10 from using the SCR 130 in the waste gas of the engine 100 so that the temperature of the waste gas is low so that the catalytic activity temperature is not reached and thus the NOx removal rate is lowered. In addition, the exhaust gas of the fuel cell 10 and the waste gas of the engine may be mixed to increase the temperature of the waste gas to a temperature suitable for operation of the SCR 130.

The second exhaust line 30 is connected to the first exhaust line 40 having a branched structure so that the exhaust gas generated from the fuel cell 10 is supplied to the SCR 130.

The first exhaust line 40 may be a path for discharging waste gas generated from the engine 100 to be described later to the outside of the ship. In addition, since the first exhaust line 40 is connected to the second exhaust line 30, the waste gas generated from the engine 100 and the exhaust gas of the fuel cell 10 are mixed in the first exhaust line 40.

The engine 100 may refer to an internal combustion engine including a main engine for generating a ship's generator engine or a ship propulsion force.

SCR 130 may be composed of a selective catalytic reduction device or various facilities to reduce the nitrogen oxides to harmless nitrogen and water by injecting ammonia or aqueous solution to the waste gas and selectively react with the nitrogen oxides of the waste gas on the catalyst.

The silencer 150 may include a hollow tube installed on the flow path of the gas via the SCR 130 and a sound absorbing material installed in the tube.

3 is an exemplary view showing the configuration of an apparatus for utilizing waste heat of a fuel cell according to a third embodiment of the present invention.

Referring to FIG. 3, the apparatus according to the present embodiment may be mounted on a ship using a machine room around or inside the engine room or separately.

The present embodiment can be applied to various types of ships including merchant ships, carriers, passenger ships, cargo ships, offshore structures, and the like, and thus may not be limited to specific vessels or offshore structures. Here, the term "ship" is not limited to meaning a structure that sails the water, and may be used to include not only the structure that sails the water, but also a marine structure such as FLNG that is floating and performing work in the water.

In the device configuration of the present embodiment, the fuel cell 10, the heat exchanger 20, the second exhaust line 30, the engine 100, the branched first exhaust line 110, the damper 120, the SCR 130 (Selective Catalytic Reduction), economizer 140, silencer 150, device controller 160, integrated automation system 170 (IAS) may be included.

The fuel cell 10 is a means for transmitting power to the ship, and discharges high-temperature exhaust gas. In the case of the high temperature fuel cell 10, the temperature of the exhaust gas depends on the operating temperature of the fuel cell. Is about 600-1000 degrees.

The heat exchanger 20 generates electric power using exhaust gas discharged from the fuel cell and discharges it using the second exhaust line 30 which will be described later. In the case of the exhaust gas of the MCFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after generating power in the heat exchanger 20 is about 150 to 500 degrees. In addition, in the case of the exhaust gas of the SOFC type fuel cell 10, the temperature of the exhaust gas discharged through the second exhaust line 30 after producing power in the heat exchanger 20 is about 150 to 600 degrees. Therefore, the exhaust gas of the MCFC type and SOFC type fuel cells, even after passing through the heat exchanger 20, when using the waste gas of the engine in the SCR (130) or economizer 140, which will be described later, to supplement the insufficient steam, or insufficient It can raise the temperature.

The second exhaust line 30 is connected to the first exhaust line 110 having a branch structure so that the exhaust gas generated from the fuel cell 10 is supplied to the SCR 130 or the economizer 140.

The engine 100 may refer to an internal combustion engine including a main engine for generating a ship's generator engine or a ship propulsion force.

The exhaust line 110 of the branch structure may be a path for discharging the waste gas generated from the engine 100 to the outside of the ship. In addition, since the first exhaust line 110 is connected to the second exhaust line 30, the waste gas generated from the engine 100 and the exhaust gas of the fuel cell 10 are mixed in the first exhaust line 110.

The branched exhaust line 110 may provide a path of the gas in which the waste gas and the fuel cell exhaust gas in which the SCR 130 and the economizer 140 are disposed in parallel are disposed, and for this purpose, the waste of the engine 100 is disposed. An engine exhaust pipe 111 connected between the gas outlet and the inlet of the damper 120, and an SCR exhaust pipe branching from one outlet of the damper 120 and passing through the SCR 130 to the first confluence point C1. (112), the economizer exhaust pipe (113) branching from the other outlet of the damper (120) and extending through the economizer (140) to the first confluence point (C1) and from the first confluence point (C1). It may include a silencer exhaust pipe 114 extending to the outside of the ship via 150.

Here, the engine exhaust pipe 111 may be piped to the inlet of the damper 120, and the SCR exhaust pipe 112 and the economizer exhaust pipe 113 may be piped to one side or the other outlet of the damper 120.

The damper 120 may have a duct-type body installed in the exhaust line 110 of the branch structure to change the flow path of the waste gas of the engine 100 between the SCR exhaust pipe 112 and the economizer exhaust pipe 113. .

That is, the damper 120 is installed at a branch point where the SCR exhaust pipe 112 and the economizer exhaust pipe 113 branch from the engine exhaust pipe 111, and the waste gas of the engine 100 is supplied to the SCR 130 or the economizer 140. In order to selectively supply to the SCR exhaust pipe 112 or the economizer exhaust pipe 113 may serve to shield the other when opening.

To this end, the damper 120 is a switching to shield the other outlet when opening the duct-like body having an outlet or inlet to the connection or coupling corresponding to the exhaust pipe connection direction, and one side toward the SCR (130) or economizer (140) A door installed at an outlet to perform an operation, a linkage section for implementing a switching operation of the door and a drive cylinder provided between the ducted body, and an apparatus controller 160 for controlling an operating force to be supplied to the drive cylinder. The damper driver 121 may include.

The damper 120 may selectively supply the waste gas of the engine 100 to the SCR 130 or the economizer 140 according to the flow path change signal of the waste gas received from the device controller 160.

The SCR 130 injects ammonia or an aqueous solution into the mixed gas of the waste gas and the waste gas of the fuel cell 10 which have been selectively supplied, and selectively reacts the nitrogen oxide with harmless nitrogen and water on the catalyst. It may be composed of a selective catalytic reduction device or various facilities for reducing.

The economizer 140 may be configured as an apparatus or an apparatus for generating steam by using the waste heat from the mixed gas of the waste gas and the exhaust gas of the fuel cell 10 which have been selectively supplied.

The silencer 150 may include a hollow tube installed on the flow path of the gas via the SCR 130 or the economizer 140 and a sound absorbing material installed in the tube.

The device controller 160 is understood as a device that processes the flow path change signal of the waste gas for controlling the operation of the damper 120, the on / off signal of the SCR 130, and the on / off signal of the economizer 140. Can be.

In order to selectively use the SCR 130 and the economizer 140, the device controller 160 flows the waste gas of the engine in response to the timing of the ship entering or exiting the exhaust gas control region identified by the GPS signal. By changing the path, the mixed gas of the waste gas and the fuel cell 10 exhaust gas can be selectively supplied toward the SCR 130 or the economizer 140.

To this end, the device controller 160 operates the damper driver 121 for controlling the operation of the damper 120, the SCR driver 131 for controlling the operation of the SCR 130, and the economizer 140. It may be connected to an economizer driver 141 for controlling.

In addition, the device controller 160 is connected to the integrated automation system 170 of the vessel, it is possible to receive information such as the operation route, ship speed, damper opening time of the vessel.

Since the flight path information includes data on the exhaust gas control area, the position detecting unit of the device controller 160 can detect the position of the ship and the ship's flight through GPS signals, the flight path information, and the electronic chart using conventional position recognition technology. Detect and identify emissions control areas to be included in the route.

The integrated automation system 170 may be understood as a device configuration that is pre-installed on a ship that can operate and operate the entire controllable device in the ship's central control room (for example, CACC, Centralized Administration Control Center) or the ship.

The integrated automation system 170 may include a conventional integrated navigation apparatus, record and manage and transmit various information such as a navigation route and a ship speed, and record and manage detailed information related to the operation of the damper 120. It may be configured to transmit.

For example, detailed information about the operation of the damper 120 may include operation related information corresponding to the damper opening time, which is recorded and stored and managed in advance through experiments.

Here, the damper opening time may mean a time taken for the damper 120 to be switched from the side of the economizer exhaust pipe 140 to the SCR exhaust pipe 130 so as to be fully open, or vice versa, which is an experiment in advance. The information may be stored and managed in the integrated automation system 170 through.

The device controller 160 includes a GPS receiver for receiving a GPS signal, a position detection unit for identifying a position of the ship on the map data of the electronic chart using the GPS signal, and identifying an exhaust gas control region using the ship's operation route information. Calculate the entry and exit time to calculate the estimated time for the vessel to enter the emission control region or the estimated time for the vessel to enter the emission control region using the identified ship's location and the identified emission control zone and ship speed. And an operation selection unit for transmitting the flow path change signal of the waste gas toward the damper driver 121 of the damper 120 in accordance with the timing of the time obtained by subtracting the damper opening time from the estimated time calculated from the entry / exit time calculating unit. have.

Here, when the operation selection unit of the device controller 160 transmits a flow path change signal of the waste gas to the damper driver 121 of the damper 120 in response to the ship's exhaust gas control zone entry, the SCR 130 is turned on. The signal may be transmitted to the SCR driver 131, and the off signal of the economizer 140 may be transmitted to the economizer driver 141.

In addition, the operation selection unit of the device controller 160, in response to the ship to enter the exhaust gas control region, the flow path change signal of the mixed gas of the waste gas and the exhaust gas of the fuel cell 10, the damper driver of the damper 120 ( When transmitting to 121, the SCR 130 may transmit an off signal to the SCR driver 131, and transmit an on signal of the economizer 140 to the economizer driver 141.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. For example, a person skilled in the art can change the material, size and the like of each constituent element depending on the application field or can combine or substitute the embodiments in a form not clearly disclosed in the embodiment of the present invention, Of the range. Therefore, it should be understood that the above-described embodiments are to be considered in all respects as illustrative and not restrictive, and that such modified embodiments are included in the technical idea described in the claims of the present invention.

10 fuel cell 20 heat exchanger
30: second exhaust line 40: first exhaust line
100: engine 110, 110a: exhaust line
120: damper 130: SCR
140: economizer 150: silencer
160: device controller 170: integrated automation system

Claims (8)

delete delete delete delete In the device for utilizing the waste heat of the ship having a fuel cell 10 and the engine 100,
A first exhaust line 111 which serves as a path for exhaust gas generated from the engine 100 to be discharged to the outside of the ship;
A second exhaust line 30 connected to the first exhaust line 111 and serving as a path for exhaust gas generated from the fuel cell 10 to be discharged;
SCR (130) for reducing the nitrogen compound of the exhaust gas to nitrogen and water,
Economizer 140 for generating steam by the waste heat of the exhaust gas,
A damper 120 for selectively supplying the exhaust gas to the SCR 130 or the economizer 140;
Device controller 160 for processing the flow path change signal of the exhaust gas for controlling the operation of the damper 120, the on / off signal of the SCR 130, and the on / off signal of the economizer 140 ),
The device controller 160,
A GPS receiver for receiving a GPS signal,
A position detection unit for identifying the position of the vessel on the map data of the electronic chart using the GPS signal, and identifying the exhaust gas control region using the vessel's operation route information;
An entry and exit that calculates an estimated time for the vessel to enter the emission control region or an estimated time for the vessel to enter the emission control region using the identified position of the vessel and the identified emission control zone and ship speed. With time calculation department,
Waste heat of the fuel cell including an operation selection unit for transmitting a flow path change signal of the exhaust gas to a damper driver for driving the damper in accordance with a time timing obtained by subtracting the damper opening time from the estimated time calculated by the entry / exit time calculating unit. Device for utilization.
delete 6. The method of claim 5,
Apparatus for utilizing waste heat of the fuel cell,
Is connected to the integrated automation system 170 of the vessel that provides at least one information of the operation route, vessel speed, damper opening time of the vessel
Apparatus for utilizing waste heat in fuel cells.
delete

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