KR102175736B1 - Ship - Google Patents

Abstract

The present invention converts a diesel engine exhaust system having a diesel engine, a fuel cell system interlocking with the diesel engine exhaust system, and a direct current (DC) output from the fuel cell of the fuel cell system to an alternating current (AC). Including a power conversion unit, the diesel engine exhaust system comprises a selective reduction catalyst reactor (SCR) to reduce the concentration of nitrogen oxides (NO _X ) contained in the first exhaust gas supplied from the diesel engine, from the diesel engine It relates to a ship, characterized in that the discharged first exhaust gas is heated to a temperature corresponding to the operating temperature of the selective reduction catalyst reactor (SCR) using waste heat of the second exhaust gas supplied from the fuel cell as a heat source.

Description

Ship{SHIP}

The present invention relates to an environmentally friendly vessel.

In general, most of the total energy comes from fossil fuels. However, the reserves of fossil fuels are limited, and the use of fossil fuels has serious effects on the environment, such as air pollution, acid rain, and global warming. In order to solve the problems associated with the use of fossil fuels, an environment-friendly power generation system is being developed.

Environmentally friendly power generation systems include power generation systems that generate electricity by converting renewable energy including sunlight, water, geothermal heat, precipitation, and biological organisms. In addition, environmentally friendly power generation systems include fuel cell systems that convert fossil fuels or generate electricity through chemical reactions such as hydrogen and oxygen.

Depending on the type of electrolyte used, fuel cells include alkaline fuel cells (AFCs), phosphoric acid fuel cells (PAFCs), molten carbonate fuel cells (MCFCs), solid oxides. It is classified into fuel cells (SOFC, Solid Oxide Fuel Cell), Polymer Electrolyte Membrane Fuel Cell (PEMFC), and Direct Methanol Fuel Cell (DMFC). Each of these fuel cells operates based on fundamentally the same principle, but differs in operating temperature, electrolyte, power generation efficiency, and power generation performance.

On the other hand, in trains, ships, industrial vehicles, etc., a power generation system that generates required power using a diesel engine is commonly used. However, the power generation system using a diesel engine not only has a low thermal efficiency of 30 to 40%, but also generates environmental pollutants such as carbon dioxide (CO ₂ ), sulfur oxides (SO _X ), and nitrogen oxides (NO _X ) when generating electricity. There is a problem. In recent years, the industry is researching a new method that can cope with global environmental pollution regulations while generating required power by using a combination of a power generation system using a diesel engine and a fuel cell system, which is an environmentally friendly power generation system.

However, when a power generation system using a diesel engine and a fuel cell system are applied to one structure, the following problems arise.

First, when a power generation system using a diesel engine and a fuel cell system are installed in one structure, there is a problem in that the construction cost of the structure facility increases.

Second, as the number of fuel cells increases or the required power generation output increases, the amount of unreacted residual substances and reaction products such as water discharged from the fuel cell increases, although less than that of the conventional hydrocarbon power generation technology. Therefore, the fuel cell system according to the prior art has a problem of intensifying environmental pollution rather than renewable energy such as sunlight due to an increase in residual substances and reaction products.

The present invention has been conceived to solve the above-described problems, and is to provide a ship capable of reducing facility construction cost and operation cost.

The present invention is to provide a ship capable of reducing unreacted residual substances and reaction products generated in a fuel cell.

In order to solve the problems as described above, the present invention may include the following configuration.

A ship according to the present invention includes a diesel engine exhaust system having a diesel engine; A fuel cell system interlocking with the diesel engine exhaust system; And a power conversion unit for converting a direct current (DC) output from a fuel cell of the fuel cell system into an alternating current (AC), wherein the fuel cell system receives a raw material and converts a reformed gas, which is a fuel containing hydrogen. It may include a reformer to generate, a combustor for heating the reformer, and a fuel cell for generating electricity by receiving the reformed gas. The fuel cell may include an anode into which a reformed gas is introduced, and a cathode into which air, which is an oxidizing agent required for a fuel cell reaction, is introduced. The diesel engine exhaust system may include a selective reduction catalyst reactor (SCR) for reducing the concentration of nitrogen oxides (NO _X ) contained in the first exhaust gas supplied from the diesel engine. The first exhaust gas discharged from the diesel engine is heated to a temperature corresponding to the operating temperature of the selective reduction catalyst reactor (SCR) by using waste heat of the second exhaust gas supplied from at least one of the anode and the air electrode as a heat source. I can.

The ship according to the present invention may include a heat exchanger for heat-exchanging the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell. The diesel engine exhaust system includes a reducing agent supply unit that hydrolyzes the urea water supplied from the urea water storage tank using waste heat of the second exhaust gas of the fuel cell supplied from the heat exchanger as a heat source, and the reducing agent supply unit is required. Ammonia generated by hydrolyzing sorghum may be supplied to the first exhaust gas of the diesel engine heated in the heat exchanger.

In the ship according to the present invention, the diesel engine exhaust system includes a temperature sensor for sensing a temperature of the first exhaust gas of the diesel engine discharged from the heat exchanger at a rear end of the heat exchanger, and the fuel cell system By-pass valve for supplying the second exhaust gas of the fuel cell to the heat exchanger or supplying the second exhaust gas of the fuel cell to the combustor according to the temperature of the first exhaust gas of the diesel engine ) Can be included.

According to the present invention, the following effects can be achieved.

The present invention uses the exhaust gas of the fuel cell as a heat source to heat the exhaust gas of the diesel engine, and heats the exhaust gas of the diesel engine to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor (SCR). Fuel cell system because it is possible to reduce the size of the exhaust system such as the mixing chamber or the decomposition chamber used to secure sufficient temperature and residence time to generate ammonia through decomposition of urea water by mixing with exhaust gas and react with nitrogen oxides. And it can contribute to reducing the installation cost and operating cost of the diesel engine exhaust system.

The present invention provides a fuel cell to heat the exhaust gas of a diesel engine to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor (SCR) to react ammonia generated by hydrolysis and hydrolysis of urea water. By being implemented to supply the exhaust gas of the heat exchanger, it is possible to sufficiently secure ammonia used in the selective reduction catalyst reactor (SCR), and thereby increase the efficiency of the selective reduction catalyst reactor (SCR).

The present invention is implemented to use exhaust gas supplied from an anode or an anode of a fuel cell for the combustion reaction of a combustor, thereby reducing environmental pollution due to increased air emission of unreacted residual substances and reaction products of the fuel cell. You can contribute.

1 is a conceptual configuration diagram of an entire system according to the present invention
2 is a conceptual configuration diagram of a fuel cell system according to a first embodiment of the present invention
3A and 3B are exemplary views for explaining the operation of a fuel cell used in the present invention, and FIG. 3A is a conceptual configuration diagram of a solid oxide fuel cell (SOFC)
3B is a conceptual diagram of a polymer electrolyte fuel cell (PEMFC)
4 is an exemplary view for explaining a hydrogen generating unit according to an embodiment of the present invention
5 is a conceptual configuration diagram of a fuel cell system according to a second embodiment of the present invention
6 is a conceptual configuration diagram of a fuel cell system according to a third embodiment of the present invention
7 is a configuration diagram according to an embodiment of the fuel cell system of FIG. 5
8 is a configuration diagram according to a first embodiment of a diesel engine exhaust system interlocking with the fuel cell system of FIG. 5
9 is a configuration diagram according to a second embodiment of the diesel engine exhaust system interlocking with the fuel cell system of FIG. 5
10 is a schematic diagram showing an example of a ship according to the present invention

Hereinafter, embodiments of a fuel cell system according to the present invention will be described in detail with reference to the accompanying drawings.

Referring to FIG. 1, the fuel cell system 200 according to the present invention is applied to the power generation system 100 to generate electricity. Prior to describing the fuel cell system 200 according to the present invention, a first look at the power generation system 100 is as follows.

The power generation system 100 includes a raw material supply unit 110, a raw material water supply unit 120, an air supply unit 130, a power conversion unit 140, and a fuel cell system 200 according to the present invention.

The raw material supply unit 110 includes a raw material storage tank and supplies raw materials stored in the raw material storage tank. For example, raw materials are hydrocarbon-based materials, such as LNG (liquefied natural gas), LPG (liquefied petroleum gas), methanol (CH ₃ OH), ethanol (C ₂ H ₅ OH), gasoline, dimethyl ether, methane gas, Hydrogen purification off-gas, pure hydrogen, etc.

For example, when the power generation system 100 is applied to a vehicle, the raw material supply unit 110 includes a raw material storage tank and a device (eg, a pump) for supplying raw materials stored in the raw material storage tank. As another example, when the power generation system 100 is applied to an LNG carrier, the raw material supply unit 110 supplies LNG (liquefied natural gas) from an LNG storage tank. As another example, when the power generation system 100 is applied to a diesel engine ship, the raw material supply unit 110 includes a diesel fuel storage tank and a device for supplying diesel fuel from the diesel fuel storage tank.

The raw material water supply unit 120 may include a raw material water storage tank and a device (eg, a pump) for supplying raw material water stored in the raw material water storage tank. The raw material water may be, for example, fresh water, fresh water, or sea water. As another example, the raw material water may be water that has been treated to remove impurities or remove ions from fresh water or sea water. As another example, the raw material water may be fresh water or water in which impurities have been removed from seawater.

The air supply unit 130 supplies air to the fuel cell system 200 according to the present invention. In general, air refers to a gas including nitrogen, oxygen, carbon dioxide, and the like, but in the present specification, a gas from which nitrogen or carbon dioxide is removed, or a case in which all gases other than oxygen are removed is also included. The air supply unit 130 may include an air storage tank and a device (eg, a blower) supplying air from the air storage tank. As another example, the air supply unit 130 may be implemented to receive external air, compress it, and then supply compressed high-pressure air or supply it at normal pressure.

The power conversion unit 140 converts the direct current (DC) from the fuel cell system 200 according to the present invention into an alternating current (AC). The power conversion unit 140 includes a DC-DC converter for boosting or reducing the output voltage from the fuel cell system 200 according to the present invention and a DC-AC for converting a DC current (DC) into an AC current (AC). It may be composed of an inverter or the like. The power conversion unit 140 discharges electricity supplied from the fuel cell system 200 according to the present invention as a power load. For example, in the case of a ship, the power load may be an electrical equipment in a ship such as basic electrical equipment of a ship and electric equipment of a cargo system. Although not shown, the power conversion unit 140 may be implemented to transmit and store electricity to an energy storage device, for example, a battery.

The fuel cell system 200 according to the present invention uses fuel, water (H ₂ O), and air to generate electricity. The fuel cell system 200 according to the present invention may be used in small structures such as homes or automobiles, and may be used in large structures such as ships. The fuel cell system 200 according to the present invention may be implemented to interlock with a diesel engine, a gas engine, a steam turbine, a gas turbine, or a Rankine Cycle using combustion energy of fuel.

Hereinafter, a fuel cell system 100 according to the present invention will be described in detail with reference to the accompanying drawings.

Referring to FIG. 2, the fuel cell system 200 according to the first embodiment of the present invention includes a fuel cell 210 and a hydrogen generator 400. The fuel cell system 200 according to the present invention may be implemented by including a control unit 250 that controls the operation of all components including the fuel cell 210 and the hydrogen generator 400. In this specification, what flows into the hydrogen generation unit 400 is defined as a raw material and raw material water, and what is generated in the hydrogen generation unit 400 and flows into the fuel cell 210 is defined as a fuel.

The fuel cell 210 is implemented including a fuel cell stack. In the fuel cell stack, an electrolyte layer is formed between a cathode and an anode, and a separator for supplying hydrogen, supplying air, and recovering heat is provided at the anode and cathode. It is composed of the installed unit cell modules connected in series as much as the required quantity.

The fuel cell 210 may include a temperature sensor and a temperature maintaining device, that is, a heater or a cathode fan, an anode fan, and a cooling plate. The temperature sensor senses the temperature of the fuel cell stack, the temperature of the cathode, and the temperature of the anode. The fuel cell may be heated by the heater to maintain a temperature required for operation. The cathode fan dissipates heat generated by the cathode of the fuel cell stack. The anode fan dissipates heat generated by an anode of the fuel cell stack. The cathode fan and the anode fan may be implemented as a part of a heat exchanger used in a fuel cell stack.

When the fuel cell system 200 according to the present invention includes the control unit 250, the control unit 250 controls the heater or cathode fan and the anode fan using a signal output from a temperature sensor to control the fuel cell 210 ) To properly maintain the operating temperature. For example, the control unit 250 maintains the operating temperature at 190 to 210°C in the case of a phosphoric acid fuel cell (PAFC), and maintains the operation temperature at 550 to 650°C in the case of a molten carbonate fuel cell (MCFC), and In the case of an oxide fuel cell (SOFC), the operating temperature is maintained at 650-1000°C, and in the case of a polymer electrolyte fuel cell (PEMFC), the operating temperature is maintained at 30-80°C.

Hereinafter, the operation of the fuel cell 210 provided in the fuel cell system 200 according to the present invention will be described with reference to FIGS. 3A and 3B. 3A is a conceptual configuration diagram of a solid oxide fuel cell (SOFC), and FIG. 3B is a conceptual configuration diagram of a polymer electrolyte fuel cell (PEMFC).

First, referring to FIG. 3A, in a solid oxide fuel cell (SOFC) 310, oxygen ions generated by a reduction reaction of oxygen in a cathode 311 are transferred through an electrolyte 312 to an anode 313. Go to. Fuel containing hydrogen (H ₂ ) is introduced from the anode 313, and oxygen ions (O ^2- ) and hydrogen (H ₂ ) moved to the anode 313 through the electrolyte 312 Reacts electrochemically to generate water (H ₂ O) and electrons (e-). Since electrons are consumed in the cathode 311, electricity flows when the cathode 311 and the anode 313 are connected to each other.

The solid oxide fuel cell (SOFC) 310 includes electrochemical unreacted substances such as carbon monoxide (CO) and carbon dioxide (CO ₂ ), which may be included in the fuel supplied to the anode 313, and unreacted hydrogen (H _{2 ).} ) And the reaction product water (liquid or gaseous H ₂ O) are discharged. In addition, unreacted oxygen and nitrogen are discharged from the cathode 311 of the solid oxide fuel cell (SOFC) 310.

Referring to FIG. 3B, in a polymer electrolyte fuel cell (PEMFC) 320, hydrogen (H ₂ ) is generated as hydrogen ions (H ⁺ ) and electrons (e-) in the catalyst layer 322 formed on the anode 321. do. Hydrogen ions (H ⁺ ) move to the cathode 324 through the polymer membrane 323. The polymer electrolyte fuel cell (PEMFC) 320 produces steam (H ₂ O) by reacting hydrogen ions (H ⁺ ) and oxygen (O ₂ ) in the catalyst layer 325 formed on the cathode 324. When the catalyst layer 322 formed on the anode 321 and the catalyst layer 325 formed on the cathode 324 are connected to each other, electricity flows.

The polymer electrolyte fuel cell (PEMFC) 320 discharges residual substances such as unreacted hydrogen (H ₂ ) from the catalyst layer 322 of the anode 321. In addition, the polymer electrolyte fuel cell (PEMFC) 320 discharges unreacted oxygen and water (H ₂ O) from the cathode 324.

In addition, in the molten carbonate fuel cell (MCFC), hydrogen (H ₂ ) and carbonate ions (CO ₃ ^2- ) react at the anode, resulting in water (H ₂ O), carbon dioxide (CO ₂ ), and electrons (e-). Is created. The generated carbon dioxide (CO ₂ ) is sent to a cathode, and carbon dioxide (CO ₂ ) and oxygen (O ₂ ) react at the cathode to produce carbonate ions (CO ₃ ^2- ). Carbonate ions (CO ₃ ^2- ) move to the anode through the electrolyte. In the molten carbonate fuel cell (MCFC), carbon dioxide (CO ₂ ) generated in the process of generating electricity may be circulated inside the fuel cell without discharging to the outside.

Referring to FIGS. 2 and 4, the hydrogen generation unit 400 includes a device for generating fuel, that is, hydrogen (H ₂ ) gas required for an anode of the fuel cell 210 by using a raw material. In this specification, what flows into the hydrogen generation unit 400 is defined as a raw material and raw material water, and what is generated in the hydrogen generation unit 400 and flows into the fuel cell 210 is defined as a fuel.

The hydrogen generation unit 400 may be designed in various ways according to the type of fuel cell 210 or to improve electricity generation efficiency. For example, when the fuel cell 210 is a molten carbonate fuel cell (MCFC) or a solid oxide fuel cell (SOFC), the hydrogen generation unit 400 may be implemented by including a reformer and a combustor. . As another example, when the fuel cell 210 is a phosphoric acid type fuel cell (PAFC) or a polymer electrolyte fuel cell (PEMFC), the hydrogen generating unit 400 includes a reformer and a combustor, as well as a water gas shift reactor. , WGS) may be further included.

The water gasification reactor (WGS) is a high temperature water gasification reactor (HTS, High-Temperature Shift reactor), a medium temperature water gasification reactor (MTS, Mid-Temperature Shift reactor), a low temperature water gasification reactor (LTS, Low-Temperature Shift reactor), Or it may include a carbon monoxide remover. The carbon monoxide remover may include a selective oxidation reactor (Preferential Oxidation, PROX) for removing only carbon monoxide (CO) by burning, or a methanation reactor for reducing the concentration by reacting carbon monoxide (CO) with hydrogen (H ₂ ). .

In the fuel cell system 200 according to the present invention with reference to FIG. 4, an example of the hydrogen generation unit 400 will be described as follows.

The hydrogen generation unit 400 may include a raw material processing unit 410, a raw material water treatment unit 420, a reformer 430, and a combustor 440.

The raw material processing unit 410 pre-processes raw materials supplied from a raw material supply unit including a raw material storage tank. For example, the raw material processing unit 410 may include an LNG evaporator for evaporating liquefied natural gas supplied from an LNG storage tank and a vaporizer installed in the LNG evaporator. If the raw material is a liquid raw material having a relatively high molecular weight, such as marine gas oil (MGO), marine diesel oil (MDO), heavy fuel oil (HFO), etc., the raw material processing unit ( 410) is implemented by including a heater that applies heat to marine gas oil (MGO), marine diesel oil (MDO), or general heavy oil (HFO) and a methanizer that generates methane (CH4) by catalytic reaction of the heated raw material. Can be. In addition, the raw material processing unit 410 may include a filter for removing impurities contained in the raw material or a desulfurization device for removing sulfides.

The raw material water treatment unit 420 pre-treats raw material water supplied from a raw material water supply unit including a raw material water storage tank. The raw material water treatment unit 420 generates steam (H ₂ O) by heating the raw material water, for example, and supplies the steam (H ₂ O) to a reformer. The raw material water treatment unit 420 may include, for example, a heat exchanger that heats raw material water with waste heat of exhaust gas generated from the combustor 440. In addition, the raw material water treatment unit 420 may be implemented by including a steam separator for separating moisture (water droplets) contained in exhaust gas or steam of the fuel cell system. In addition, the raw material water treatment unit 420 may use activated carbon, a resin for removing ions, etc. to maintain the purity required by the fuel cell system, and may include a sensor and a control system for measuring the raw material water. As another example, the raw material water treatment unit 420 may include an external water supply line and system for maintaining a predetermined level of water.

The reformer 430 performs a reforming reaction of the pretreated raw material supplied from the raw material processing unit 410 and the steam (H ₂ O) supplied from the raw material water treatment unit 420 to generate hydrogen (H ₂ ). It generates a reformed gas containing. In performing such a reforming reaction, the reformer 330 may use heat energy provided from the combustor 440. Hereinafter, in the present specification, the reformed gas emitted from the reformer 330 is defined as fuel.

The reformer 430 is implemented by including a reforming catalyst layer that triggers a reforming reaction. The reforming catalyst layer has a structure in which the reforming catalyst is filled with a catalyst supported on a carrier. The reforming catalyst is made of nickel (Ni), ruthenium (Ru), platinum (Pt), and the like, and the shape of the carrier supporting the catalyst may be, for example, a granular shape, a pellet shape, and a honeycomb shape, and the material constituting the support May be ceramic, heat-resistant metal, or the like, such as alumina (Al ₂ O ₃ ) or titania (TiO ₂ ).

In the fuel cell system 200 according to an embodiment of the present invention, the reformer 330 may be installed outside the fuel cell 210. In this case, the fuel cell 210 is implemented in an external reforming type. In the fuel cell system 200 according to the present invention, the reformer 330 may be installed in the form of a reforming catalyst layer inside the fuel cell 210. In this case, the fuel cell 210 is implemented in an internal reforming type.

The combustor 440 provides heat so that the reforming reaction proceeds smoothly in the reformer 430. When the reformer heating temperature by the combustor 440 is low, the reforming reaction due to the endothermic reaction of the reformer 430 does not proceed well, and moisture (water droplets) is generated in the reformer 430 . When the heating temperature of the combustor 440 is high, the catalytic activity of the reforming catalyst layer of the reformer 430 may decrease.

In order to improve the overall efficiency of the system, the combustor 440 includes raw materials pretreated by the raw material processing unit 410, exhaust gas discharged from an anode of the fuel cell stack of the fuel cell 210, or both. A mixture of can be used as a raw material. The combustor 440 may use air supplied from the air supply unit 130 (shown in FIG. 1 ). In the fuel cell system 200 according to the present invention, the combustor 440 may additionally use air discharged from a cathode of the fuel cell stack of the fuel cell 210.

Although not shown, the hydrogen generation unit 400 may further include one or more temperature sensors, and the temperature sensor detects the temperature of the reformer 430. The temperature of the reformer 430 is the optimum temperature depending on the configuration of the reformer 430 and the mixing ratio of the raw material pretreated in the raw material processing unit 410 and steam (H ₂ O). The range changes. When the fuel cell system 200 according to the present invention includes the control unit 250 (shown in Fig. 2), the control unit 250 uses a signal output from a temperature sensor to determine the amount of raw material combustion in the combustor 440. By increasing or decreasing the temperature of the reformer 430 is controlled. For example, the controller 250 may be implemented to control within a range of about ±20°C with respect to the optimum temperature range.

Here, the gas generated through the reforming reaction in the reformer 430 includes not only hydrogen (H ₂ ) but also carbon monoxide (CO) and carbon dioxide (CO ₂ ). When the fuel cell 210 is a polymer electrolyte fuel cell (PEMFC), carbon monoxide (CO) poisons the electrode catalyst of the fuel cell stack of the polymer electrolyte fuel cell (PEMFC) to shorten the life of the fuel cell 210. Accordingly, in order to reduce the concentration of carbon monoxide (CO) to 10 to 20 ppm or less, the hydrogen generation unit 400 may further include a water gasification reactor (WGS) 450.

The water gasification reactor (WGS) 450 may react carbon monoxide (CO) and steam (H ₂ O) to produce carbon dioxide (CO ₂ ) and hydrogen (H ₂ ). The water gasification reactor (WGS) 450 may include a high temperature water gasification reactor (HTS) and a low temperature water gasification reactor (LTS) as shown in FIG. 4.

The optimum temperature of the high-temperature water gasification reactor (HTS) and the low-temperature water gasification reactor (LTS) depends on the type of catalyst used, and the composition of the discharged gas is determined by equilibrium of the control temperature. Although not shown in FIG. 4, a cooler and a temperature sensor may be installed in the high-temperature water gasification reactor (HTS) and the low-temperature water gasification reactor (LTS), respectively. When the fuel cell system 200 according to the present invention includes a control unit 250 (shown in Fig. 2), the control unit 250 controls the cooler using a signal output from a temperature sensor to control the high-temperature water gasification reactor. (HTS) and the temperature of the low-temperature water gasification reactor (LTS) are controlled. For example, the high-temperature water gasification reactor (HTS) is controlled within the range of 300 to 430 °C, and the low temperature water gasification reactor (LTS) is controlled within the range of 200 to 250 °C.

Although not shown, the water gasification reactor (WGS) 450 may include a carbon monoxide remover. The carbon monoxide remover removes a very small amount of carbon monoxide (CO) that has not been completely treated in the low-temperature water gasification reactor (LTS) after the low-temperature water gasification reactor (LTS). The carbon monoxide remover receives air from the air supply unit and burns and removes only carbon monoxide (CO) among gases supplied from the low-temperature water gasification reactor (LTS), or carbon monoxide (CO) is converted to hydrogen ( It may include a methanation reactor to reduce the concentration by reacting with H ₂ ).

The selective oxidation reactor (PROX) is equipped with a cooler and a temperature sensor. When the fuel cell system 200 according to the present invention includes a control unit 250 (shown in FIG. 2), the control unit 250 controls the cooler using a signal output from a temperature sensor, thereby controlling the selective oxidation reactor (PROX). ) To control the temperature. For example, the selective oxidation reactor (PROX) is controlled within the range of 120 ~ 160 ℃. However, the optimum temperature of the selective oxidation reactor (PROX) is set differently depending on conditions such as the type of catalyst used and the method of use.

The catalyst layer of the selective oxidation reactor (PROX) has a structure filled with a carrier supporting a selective oxidation catalyst. The selective oxidation catalyst is made of platinum (Pt), etc., and the shape of the support supporting the catalyst may be, for example, a granular shape, a pellet shape, and a honeycomb shape, and the material constituting the support is, for example, alumina (Al ₂ O ₃ ). , Magnesium oxide (MgO), etc.

Hereinafter, a fuel cell system 200 according to a second embodiment of the present invention will be described in detail with reference to the accompanying drawings.

5 is a conceptual configuration diagram of a fuel cell system according to a second embodiment of the present invention. Here, the same configuration as in FIGS. 1 to 4 uses the same reference numerals.

Referring to FIG. 5, a fuel cell system 200 according to a second embodiment of the present invention includes a fuel cell 210, a raw material processing unit 410, a raw material water treatment unit 420, a reformer 430, and a combustor 440. ) Can be implemented. The fuel cell system 200 according to the second embodiment of the present invention is implemented to interlock with the diesel engine exhaust system 800 including the diesel engine.

The fuel cell system 200 and the diesel engine exhaust system 800 according to the second embodiment of the present invention are implemented to receive raw materials from a raw material supply unit 110 including a raw material storage tank. Raw materials stored in the raw material storage tank include marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO), methanol, dimethyl ether (DME), liquefied petroleum gas (LPG), and liquefied natural gas (LNG). ), etc.

The fuel cell 210 includes an anode through which fuel including hydrogen is introduced and exhaust gas is discharged, a cathode through which air, which is an oxidizing agent required for a fuel cell reaction, is introduced, and the anode and the cathode It produces electricity including an electrolyte that plays a role of transporting ions generated in (cathode). The fuel cell 210 is an alkaline fuel cell (AFC), a phosphoric acid fuel cell (PAFC), a molten carbonate fuel cell (MCFC), a solid oxide fuel cell (SOFC), a polymer electrolyte fuel cell (PEMFC), or a direct methanol fuel. It may be a fuel cell selected from among cells (DMFC).

The raw material processing unit 410 preprocesses the raw material supplied from the raw material supply unit 110 including a raw material storage tank. For example, when a raw material containing sulfur oxide is supplied to the reformer 430, the reforming catalyst and the fuel cell catalyst are poisoned by the sulfur oxide, reducing the functions of the reformer 430 and the fuel cell 210. Shorten the lifespan. The raw material processing unit 410 is, for example, a heating device that applies heat to marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO) and general heavy oil (HFO), and a catalytic reaction of the heated raw material to react with methane (CH It can be implemented including a methanizer to generate ₄ ). In addition, the raw material processing unit 410 may include a filter for removing impurities included in the raw material or a desulfurization device for removing sulfur oxide.

The raw material water treatment unit 420 pre-treats the raw material water supplied from the raw material water supply unit 120 including a raw material water storage tank. The raw material water may be, for example, fresh water, fresh water, or sea water. As another example, the raw material water may be water that has been treated to remove impurities or remove ions from fresh water or sea water. As another example, the raw material water may be fresh water or water in which impurities have been removed from seawater.

The raw material water treatment unit 420 generates steam (H ₂ O) by heating the raw material water, and supplies the steam (H ₂ O) to the reformer 430 and the combustor 440. The raw material water treatment unit 420 may include, for example, a heat exchanger that heats the raw material water with waste heat of the exhaust gas generated from the combustor 440. In addition, the raw material water treatment unit 420 may include an external water supply line and system for maintaining a predetermined level of water quantity.

The reformer 430 proceeds with a reforming reaction of the pretreated raw material supplied from the raw material processing unit 410 and the steam (H ₂ O) supplied from the raw material water treatment unit 420 to proceed with a reforming gas, that is, hydrogen ( It generates a fuel containing H ₂ ). The fuel containing hydrogen (H ₂ ) generated in the reformer 430 is a reformed gas having a high temperature of 550 to 650°C. In order to use the high-temperature reformed gas as a material for removing sulfur oxides, the reformer 430 may be implemented to supply some of the reformed gas to a desulfurizer.

The fuel cell system 200 according to the second embodiment of the present invention is a heat source for heating exhaust gas of a diesel engine from exhaust gas discharged from at least one of a cathode and an anode of the fuel cell 210. It can be implemented to be used as The fuel cell system 200 according to the second embodiment of the present invention uses the exhaust gas discharged from at least one of the cathode and the anode of the fuel cell 210 to hydrolyze urea water or reduce the exhaust gas. It may be implemented to be used as a heat source for heating.

The fuel cell system 200 according to the second embodiment of the present invention can achieve the following effects.

First, the fuel cell system 200 according to the second embodiment of the present invention is implemented to use the exhaust gas of the fuel cell 210 as a heat source for heating the exhaust gas of the diesel engine, thereby mixing the exhaust gas of the conventional diesel engine. Therefore, the size of the exhaust system such as the mixing chamber or the decomposition chamber required to secure sufficient temperature and residence time to generate ammonia through decomposition of urea water and react with nitrogen oxides can be reduced, so the fuel cell system 200 and the diesel It can contribute to reducing the facility construction cost and operation cost of the engine exhaust system 800.

Second, the fuel cell system 200 according to the second embodiment of the present invention reacts ammonia generated by hydrolyzing and hydrolyzing the exhaust gas of the fuel cell 210 in urea water in a selective reduction catalyst reactor (SCR). In order to be used in the selective reduction catalyst reactor (SCR), the exhaust gas of the fuel cell is supplied to the heat exchanger to heat the exhaust gas of the diesel engine to a temperature corresponding to the operating temperature of the selective reduction catalyst reactor (SCR). It is possible to sufficiently secure the ammonia to be used, thereby increasing the efficiency of the selective reduction catalyst reactor (SCR).

6 is a conceptual configuration diagram of a fuel cell system according to a third embodiment of the present invention. Here, the same configurations as in FIGS. 1 to 5 use the same reference numerals.

6, a fuel cell system 200 according to a third embodiment of the present invention includes a fuel cell 210, a raw material processing unit 410, a raw material water treatment unit 420, a reformer 430, and a combustor 440. , And a water gasification reactor (WGS) 450 may be implemented. The fuel cell system 200 according to the third embodiment of the present invention is implemented to interlock with a diesel engine exhaust system 800 including a diesel engine.

In the fuel cell system 200 according to the third embodiment of the present invention, the water gasification reactor (WGS) 450 receives the reformed gas from the reformer 430. The aqueous gasification reactor (WGS) 450 is used to reduce the concentration of carbon monoxide (CO) contained in the reformed gas to 10 to 20 ppm or less. Here, the water gasification reactor (WGS) 450 may be used to reduce the concentration of carbon monoxide (CO) in the fuel supplied to the fuel cell 210.

The water gasification reactor (WGS) 450 may be implemented as, for example, a high temperature water gasification reactor (HTS). As another example, the water-based gasification reactor (WGS) 450 may include a high-temperature water-gasification reactor (HTS) and a low-temperature water-gasification reactor (LTS). The water gasification reactor (WGS) 450 may be further provided with a carbon monoxide remover to remove carbon monoxide (CO) after the high temperature water gasification reactor (HTS) or the low temperature water gasification reactor (LTS). Although not shown, the carbon monoxide remover is a selective oxidation reactor (Preferential Oxidation, PROX) that receives air from the air supply unit 130 and removes only carbon monoxide (CO) from the gas supplied from the low-temperature water gasification reactor (LTS), or It may include a methanation reactor for reducing the concentration by reacting carbon monoxide (CO) with hydrogen (H ₂ ).

Here, the optimum temperature of the high-temperature water gasification reactor (HTS) and the low-temperature water gasification reactor (LTS) varies depending on the type of catalyst used, and the composition of the discharged gas is determined by equilibrium of the control temperature. Although not shown in FIG. 4, a cooler and a temperature sensor may be installed in the high-temperature water gasification reactor (HTS) and the low-temperature water gasification reactor (LTS), respectively. When the fuel cell system 200 according to an embodiment of the present invention includes a control unit 250 (shown in Fig. 2), the control unit 250 controls the cooler using a signal output from a temperature sensor. The temperatures of the high temperature water gasification reactor (HTS) and the low temperature water gasification reactor (LTS) are controlled. For example, the high-temperature water gasification reactor (HTS) may be controlled within the range of 300 to 430 °C, and the low temperature water gasification reactor (LTS) may be controlled within the range of 200 to 250 °C.

Hereinafter, a configuration diagram of a fuel cell system 200 according to a second embodiment of the present invention will be described in detail with reference to the accompanying drawings.

7 is a configuration diagram according to an embodiment of the fuel cell system of FIG. 5.

Referring to FIG. 7, the fuel cell system according to the present invention includes a fuel cell 310, a heater 411, a methanizer 412, a desulfurizer 413, a condenser 421, a reformer 430, and a combustor ( 440). The fuel cell system according to the present invention is implemented to interlock with a diesel engine exhaust system including a diesel engine 810, an exhaust receiver 820, a supercharger 830, an evaporator 840, and a heater 850.

The fuel cell system and the diesel engine exhaust system according to the present invention are implemented to receive raw materials from a raw material supply unit 110 including a raw material storage tank. The raw materials stored in the raw material storage tank are liquid raw materials such as marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO), methanol, dimethyl ether (DME), and liquefied petroleum gas (LPG).

In the diesel engine exhaust system, the heater 411 may be used to lower the viscosity of a liquid raw material having a relatively high molecular weight supplied from the raw material supply unit 110 to the diesel engine 810. The heater 411 may be implemented as a heat exchanger using a high-temperature reformed gas discharged from the reformer 430 as a heat source. As another example, as shown in FIG. 7, the heater 411 may be implemented as a heat exchanger using exhaust gas discharged from the combustor 440 as a heat source.

The turbocharger 830 is also referred to as a turbocharger or a power turbine, and a turbine wheel driven by the discharge speed of the exhaust gas passing through the exhaust receiver 820 is connected to a centrifugal air compressor (or blower) to provide air It is a device that supplies high-density air to the diesel engine by compressing it. Accordingly, the supercharger 830 may increase the output and efficiency of the diesel engine. Although not shown, a selective catalytic reduction (SCR) reactor for reducing nitrogen oxides (NO _X ) contained in exhaust gas discharged from the supercharger 830 may be installed at the rear end of the supercharger 830 have. The exhaust gas discharged from the supercharger 830 is discharged to the outside through the evaporator 840 and the exhaust gas economizer in which the heater 850 is installed.

The evaporator 840 generates steam (H ₂ O) by evaporating water with waste heat of the exhaust gas discharged from the diesel engine 810, and supplies the generated steam (H ₂ O) to the reformer 430 Can be implemented to The heater 850 heats air with waste heat of the exhaust gas discharged from the diesel engine 810, and transfers the heated air to the combustor 440 and the cathode 311 of the fuel cell 310. Can be implemented to supply. Although not shown, heat may be additionally recovered from the exhaust gas of the diesel engine by installing a recovery pipe circulating from the evaporator 840 to the condenser 421. In addition, a by-pass line may be installed in the recovery pipe to use steam (H ₂ 0) for other purposes. In addition, the condenser 421 may be used as a water separator separating water and steam.

In the fuel cell system according to the present invention, unreacted residual substances such as carbon monoxide (CO) and hydrogen (H ₂ ) discharged from the anode 313 of a fuel cell such as a solid oxide fuel cell (SOFC) and a reaction product Exhaust gas including steam (H ₂ O) and unreacted oxygen discharged from the cathode 311 may be supplied to the condenser 421. The water condensed in the condenser 421 becomes steam (H ₂ O) while passing through the evaporator 840 of the exhaust gas economizer, and the steam (H ₂ O) is supplied to the reformer 430. Exhaust gas including unreacted fuel and oxygen discharged from the condenser 421 may be supplied to the combustor 440.

The heater 411, the methanizer 412, and the desulfurizer 413 pre-treat the raw material supplied from the raw material supply unit 110 and supply the pre-treated raw material to the reformer 430 ( 410, shown in FIG. 4). The reformer 430 proceeds with a reforming reaction of the raw material from which sulfur oxides are removed from the desulfurizer 413 and the steam (H ₂ O) supplied from the evaporator 840 of the exhaust gas economizer to proceed with the reforming gas, that is, hydrogen ( H ₂ ) to produce a fuel containing. The heater 411 stores raw materials for storing liquid raw materials such as marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO), methanol, dimethyl ether (DME), and liquefied petroleum gas (LPG). The raw material supplied from the raw material supply unit 110 including the tank is heated.

The methanizer 412 is a device that generates methane (CH ₄ ) by reacting the raw material heated by the heater 411 catalytically. Reaction Formula 1 showing the methanation process occurring in the methanizer 412 is as follows.

[Scheme 1]

2C ₁₂ H ₂₃ (average structural formula of offshore diesel oil) + heat (or catalyst) → 11CH ₄ +13C+H ₂

The desulfurizer 413 removes sulfur oxides (SO _X ) generated during the process of generating methane (CH4) in the methanizer 11. Reaction Equation 2 showing a process of removing sulfur oxides (SO _X ) occurring in the desulfurization unit 413 is as follows.

[Scheme 2]

1) MO + H ₂ S → MS + H ₂ O

2) MS + 3/2O ₂ → MO + SO ₂

3) SO ₂ + 2CO(or H ₂ ) → S + 2CO(or 2H ₂ O)

Examples of the metal oxide MO include ZnO, Zeolite, Fe ₂ O ₃ and CaO.

Hereinafter, a configuration of a diesel engine exhaust system interlocking with the fuel cell system 200 according to a second embodiment of the present invention will be described in detail with reference to the accompanying drawings.

8 is a configuration diagram according to an embodiment of a diesel engine exhaust system interlocking with the fuel cell system of FIG. Here, the same configuration as in FIG. 7 uses the same reference numerals.

8, the fuel cell system according to the present invention includes a fuel cell 310, a heater 411, a methanizer 412, a desulfurizer 413, a reformer 430, and a combustor 440. Can be implemented. The diesel engine exhaust system interlocking with the fuel cell system of the present invention includes a diesel engine 810, an exhaust receiver 820, a supercharger 830, a heat exchanger 835, a selective reduction catalyst reactor (SCR) 880, and a reducing agent. It may be implemented including the supply unit 860. The fuel cell system according to the present invention includes the fuel cell 310, the heater 411, the methanizer 412, the desulfurizer 413, the reformer 430, and the combustor 440. It may be implemented including a control unit 250 (shown in FIG. 2) that controls the operation of all components including.

Although not shown, the fuel cell 310 of the fuel cell system according to the present invention may be a low-temperature fuel cell such as a polymer electrolyte fuel cell (PEMFC) or a phosphoric acid fuel cell (PAFC). When the fuel cell 310 is a low-temperature fuel cell, a reformed fuel including hydrogen is generated by the reformer 430 and supplied to the fuel cell 310 by generating exhaust gas of the fuel cell supplied to the combustor 440 Can heat exchange with gas. The heated exhaust gas of the fuel cell 310 may be supplied to the heat exchanger 835 for heating the exhaust gas of the diesel engine or may be supplied to the combustor 440 for combustion of unreacted fuel.

The heater 411, the methanizer 412, and the desulfurizer 413 pre-treat the diesel fuel supplied from the raw material supply unit 110 and supply the pre-treated fuel to the reformer 430. (410, shown in Fig. 4) is configured. The diesel engine exhaust system is a liquid phase having a relatively high molecular weight such as marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO) supplied from the raw material supply unit 110 to the diesel engine 810 The heater 411 may be used to lower the viscosity of the raw material. The heater 411 may be implemented as a heat exchanger using a high-temperature reformed gas discharged from the reformer 430 as a heat source.

The turbocharger 830 is also referred to as a turbocharger or a power turbine, and a turbine wheel driven by the discharge speed of the exhaust gas passing through the exhaust receiver 820 is connected to a centrifugal air compressor (or blower) to provide air It is a device that increases the power and efficiency of the diesel engine by supplying high-density air to the diesel engine by compressing it. The selective reduction catalyst reactor (SCR) 880 is a device for reducing nitrogen oxides (NO _X ) contained in exhaust gas discharged from the supercharger 830. The selective reduction catalyst reactor (SCR) 880 is implemented to form nitrogen (N ₂ ) and water (H ₂ O) by reacting ammonia and nitrogen oxides (NO _X ).

The heat exchanger 835 heats the exhaust gas discharged from the diesel engine 810 to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor (SCR) 880. 1 Exhaust gas and the second exhaust gas supplied from at least one of an anode 313 and a cathode 311 of the fuel cell 310 are heat-exchanged.

The operating temperature of the selective reduction catalytic reactor (SCR) 880 is that the catalyst is poisoned by the sulfur component contained in the exhaust gas discharged from the diesel engine 810 and the catalytic reactivity decreases. There is a close relationship with the efficiency of reducing nitrogen oxides (NO _X ) in the selective reduction catalyst reactor (SCR) 880. For example, when the temperature range of the exhaust gas containing the sulfur component is less than 240° C., the nitrogen oxide (NO _X ) reduction efficiency in the selective reduction catalyst reactor (SCR) 880 is less than 60%. In another example, sulfur (sulfur) components, if this is the temperature range of the exhaust gas containing 250 ℃ ~360 ℃ the selective reduction catalyst reactor (SCR) of nitrogen oxides in the (880) (NO _X) reduction efficiency range is 60% or more , Less than 80%. As another example, when the temperature range of the exhaust gas containing the sulfur component is 370°C or higher, the nitrogen oxide (NO _X ) reduction efficiency range in the selective reduction catalyst reactor (SCR) 880 is less than 60%. .

The control unit 250 of the fuel cell system according to the present invention is a temperature signal of the exhaust gas of the diesel engine 810 discharged from the heat exchanger 835 from the temperature sensor 837 installed at the rear end of the heat exchanger 835 Receive. The control unit 250 may supply the exhaust gas from the fuel cell 310 to the heat exchanger 835 according to the temperature of the exhaust gas of the diesel engine 810 or the combustor 440 from the fuel cell 310. ) May be implemented to control the by-pass valve 832 so that the exhaust gas is supplied.

The reducing agent supply unit 860 hydrolyzes the urea water supplied from the urea water storage tank using the waste heat of the exhaust gas of the fuel cell 310 supplied from the heat exchanger 835 as a heat source, and hydrolyzes it. The resulting ammonia is supplied to the exhaust gas of the diesel engine 810 heated in the heat exchanger 835.

9 is a configuration diagram according to a second embodiment of the diesel engine exhaust system interlocking with the fuel cell system of FIG. 5. Here, the same configuration as in FIG. 7 uses the same reference numerals.

Referring to FIG. 9, the fuel cell system according to the present invention may include a fuel cell 310, an LNG evaporator 405, a reformer 430, and a combustor 440. The diesel engine exhaust system interlocking with the fuel cell system of the present invention includes a diesel engine 810, an exhaust receiver 820, a supercharger 830, a heat exchanger 835, a selective reduction catalyst reactor (SCR) 880, and a reducing agent. It may be implemented including the supply unit 860. The fuel cell system according to the present invention performs the operation of all configurations including the fuel cell 310, the LNG evaporator 405, the desulfurizer 413, the reformer 430, and the combustor 440. It may be implemented including a control unit 250 (shown in FIG. 2) to control.

The LNG evaporator 405 is a device for evaporating LNG (liquefied natural gas) supplied from an LNG storage tank, and is implemented including a vaporizer in the LNG evaporator 405. Natural gas (NG) vaporized in the carburetor may be supplied to the reformer 430 or the combustor 440. The vaporizer in the LNG evaporator 405 may be implemented to generate heat as waste heat of exhaust gas supplied from the combustor 440.

Although not shown, the diesel engine exhaust system is relatively high such as marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO) supplied from the raw material supply unit 110 to the diesel engine 810 The heater 411 may be used to lower the viscosity of a liquid raw material having a molecular weight. The heater 411 may be implemented as a heat exchanger using a high-temperature reformed gas discharged from the reformer 430 as a heat source.

Hereinafter, an embodiment of a ship according to the present invention will be described in detail with reference to the accompanying drawings.

10 is a schematic diagram showing an example of a ship according to the present invention.

Referring to Figures 1 to 10, the ship 900 according to the present invention is a power generation system 100 is installed in the hull 910. The power generation system 100 includes a fuel cell system 200 and a diesel engine exhaust system 800. The fuel cell system 200 includes, for example, a fuel cell 210, an LNG evaporator 405, a heater 411, a methanizer 412, and a desulfurizer 413, including a raw material processing unit 410, a condenser ( It may be implemented by including a raw material water treatment unit 420 including 421, a reformer 430, and a combustor 440. As another example, the fuel cell system 200 may further include a water gasification reactor (WGS) 450.

The fuel cell system 200 includes a diesel engine 810, an exhaust receiver 820, a supercharger 830, a heat exchanger 835, an evaporator 840, a heater 850, a reducing agent supply unit 860, and selective reduction. It is implemented to interlock with the diesel engine exhaust system 800 including the catalytic reactor (SCR) 880. The fuel cell system 200 and the diesel engine exhaust system 800 are implemented to receive raw materials from a raw material supply unit 110 including a raw material storage tank. Raw materials stored in the raw material storage tank are marine gas oil (MGO), marine diesel oil (MDO), general heavy oil (HFO), methanol, dimethyl ether (DME), liquefied petroleum gas (LPG) and liquefied natural gas (LNG). It is a liquid raw material such as.

The fuel cell 210 includes an anode through which fuel including hydrogen is introduced and exhaust gas is discharged, a cathode through which air, which is an oxidizing agent required for a fuel cell reaction, is introduced, and the anode and the cathode It produces electricity including an electrolyte that plays a role of transporting ions generated in (cathode). The fuel cell 210 is an alkaline fuel cell (AFC), a phosphoric acid fuel cell (PAFC), a molten carbonate fuel cell (MCFC), a solid oxide fuel cell (SOFC), a polymer electrolyte fuel cell (PEMFC), or a direct methanol fuel. It may be a fuel cell selected from among cells (DMFC).

The fuel cell system 200 may be implemented to use exhaust gas discharged from at least one of a cathode and an anode of the fuel cell 210 as a heat source for heating exhaust gas of a diesel engine. In addition, the fuel cell system 200 may be implemented to be used as a heat source for hydrolyzing urea water from exhaust gas discharged from at least one of a cathode and an anode of the fuel cell 210.

Although not shown, the fuel cell 310 of the fuel cell system according to the present invention may be a low-temperature fuel cell such as a polymer electrolyte fuel cell (PEMFC) or a phosphoric acid fuel cell (PAFC). When the fuel cell 310 is a low-temperature fuel cell, a reformed fuel including hydrogen is generated by the reformer 430 and supplied to the fuel cell 310 by generating exhaust gas of the fuel cell supplied to the combustor 440 Can heat exchange with gas. The heated exhaust gas of the fuel cell 310 may be supplied to the heat exchanger 835 for heating the exhaust gas of the diesel engine or may be supplied to the combustor 440 for combustion of unreacted fuel.

1 to 10, the hull 910 forms the overall appearance of the ship 900 according to the present invention. The hull 910 is provided with an engine generating a propulsive force to move the hull 910 and a raw material supply unit supplying raw materials to the engine. For example, raw materials are hydrocarbon-based materials, such as LNG (liquefied natural gas), LPG (liquefied petroleum gas), methanol (CH ₃ OH), ethanol (C ₂ H ₅ OH), gasoline, dimethyl ether, methane gas, It may be a liquid raw material having a relatively high molecular weight, such as hydrogen-purified off-gas, pure hydrogen, and marine gas oil (MGO), marine diesel oil (MDO), and general heavy oil (HFO).

A raw material water storage tank for storing raw material water and a raw material water supply unit 120 for supplying raw material water from the raw material water storage tank are installed in the hull 910. The raw material water may be, for example, fresh water or sea water. As another example, the raw material water may be fresh water or water in which impurities have been removed from seawater.

An air supply unit 130 for supplying air to the fuel cell system 200 is installed in the hull 910. Typically, air refers to a gas including nitrogen, oxygen, carbon dioxide, and the like, but in the present specification, nitrogen, carbon dioxide, or both gases are removed from the air. The air supply unit 130 may include an air storage tank and a device (eg, a blower) supplying air from the air storage tank. As another example, the air supply unit 130 may be implemented to supply compressed high-pressure air after receiving and compressing external air, or supplying it at normal pressure after removing impurities from external air.

The hull 910 includes a DC-DC converter for boosting or reducing the output voltage from the fuel cell system 200 and a DC-AC inverter for converting DC current to AC current. Conversion unit is installed. The power conversion unit discharges electricity supplied from the fuel cell system 200 to a power load. For example, in the case of a ship, the power load may be an electrical equipment in a ship such as basic electrical equipment of a ship and electric equipment of a cargo system. Although not shown, the power conversion unit may be implemented to supply electricity to an energy storage device, for example, a battery.

In this specification, the term "ship" is not limited to mean a structure sailing on the water, as well as a structure that sails on the water, as well as a floating crude oil production storage and handling facility (FPSO) that floats on the water and performs work. Includes the same marine structure.

Until now, the present specification has been described with reference to the embodiments shown in the drawings so that those of ordinary skill in the art to which the present invention belongs can easily understand and reproduce the present invention. Those of ordinary skill in the art will understand that various modifications and equivalent other embodiments are possible from the embodiments of the present invention. Therefore, the true technical protection scope of the present invention should be determined only by the appended claims.

100: power generation system
110: raw material supply unit 120: raw material water supply unit
130: air supply unit 140: power conversion unit
200: fuel cell system
800: diesel engine exhaust system
810: engine 820: exhaust receiver
830: supercharger 835: heat exchanger
840: evaporator 850: burner
860: reducing agent supply unit 880: selective reduction catalyst reactor

Claims (9)

As a ship,
A diesel engine exhaust system having a diesel engine running on an oil liquid raw material;
A fuel cell system interlocking with the diesel engine exhaust system; And
A power conversion unit for converting a direct current (DC) output from the fuel cell of the fuel cell system into an alternating current (AC),
The fuel cell system includes a reformer that receives raw materials to generate reformed gas, which is a fuel containing hydrogen, a combustor that heats the reformer, and a fuel cell that generates electricity by receiving the reformed gas,
The fuel cell includes an anode into which a reformed gas is introduced, and a cathode into which air, which is an oxidizing agent required for a fuel cell reaction, is introduced,
The diesel engine exhaust system includes a selective reduction catalyst reactor (SCR) for reducing the concentration of nitrogen oxides (NO _X ) contained in the first exhaust gas supplied from the diesel engine,
The first exhaust gas discharged from the diesel engine is heated to a temperature corresponding to the operating temperature of the selective reduction catalyst reactor (SCR) by using waste heat of the second exhaust gas supplied from at least one of the anode and the air electrode as a heat source. ,
A heat exchanger for heat exchange of the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell,
The diesel engine exhaust system includes a reducing agent supply unit that hydrolyzes the urea water supplied from the urea water storage tank using waste heat of the second exhaust gas of the fuel cell supplied from the heat exchanger as a heat source,
A ship, characterized in that the reducing agent supply unit supplies ammonia generated by hydrolyzing urea water to the first exhaust gas of the diesel engine heated in the heat exchanger. delete The method of claim 1,
The diesel engine exhaust system includes a temperature sensor for sensing a temperature of the first exhaust gas of the diesel engine discharged from the heat exchanger at a rear end of the heat exchanger,
The fuel cell system is a bypass valve configured to supply the second exhaust gas of the fuel cell to the heat exchanger or to supply the second exhaust gas of the fuel cell to the combustor according to the temperature of the first exhaust gas of the diesel engine. A vessel comprising a (by-pass valve). It is a fuel cell system that interlocks with the diesel engine exhaust system having a diesel engine running from oil liquid raw materials.
A reformer that receives raw materials and generates a reformed gas, which is a fuel containing hydrogen;
A combustor for heating the reformer; And
Including a fuel cell for generating electricity by receiving the reformed gas,
The fuel cell includes an anode into which a reformed gas is introduced, and a cathode into which air, which is an oxidizing agent required for a fuel cell reaction, is introduced,
The first exhaust gas discharged from the diesel engine of the diesel engine exhaust system uses waste heat of the second exhaust gas supplied from at least one of the fuel electrode and the air electrode as a heat source, and the selective reduction catalyst reactor (SCR) of the diesel engine exhaust system ) Is heated to a temperature corresponding to the operating temperature,
A heat exchanger for heat exchange of the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell,
And the heat exchanger supplies the second exhaust gas of the fuel cell to the reducing agent supply unit of the diesel engine exhaust system so that the urea water is hydrolyzed using the second exhaust gas of the fuel cell as a heat source. delete The method of claim 4,
Bypass valve for supplying the second exhaust gas of the fuel cell to the heat exchanger according to the temperature of the first exhaust gas of the diesel engine discharged from the heat exchanger or supplying the second exhaust gas of the fuel cell to the combustor A fuel cell system comprising a (by-pass valve). The method of claim 4,
Wherein the combustor receives the second exhaust gas supplied from the fuel cell or the second exhaust gas of the fuel cell that has passed through the heat exchanger and is used for a combustion reaction. The method of claim 4,
A methanizer for catalytic reaction of the raw material to generate methane (CH ₄ ), and a desulfurization group for removing sulfur oxides (SO _X ) generated during the process of generating methane (CH4) in the methanizer,
The reformer generates a reformed gas, which is a fuel containing hydrogen, from the pretreated gas that has passed through the desulfurization,
The desulfurizer is a fuel, characterized in that it removes sulfur oxides (SO _X ) generated during the process of generating methane (CH4) in the methanizer using a portion of the reformed gas generated in the reformer and supplied to the fuel cell. Battery system. The method of claim 4,
An LNG evaporator for evaporating LNG and supplying the evaporated gas to the reformer or combustor; And
And a water gasification reactor that receives the reformed gas from the reformer and reduces the concentration of carbon monoxide (CO) contained in the reformed gas.

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