KR20170076922A - Ship - Google Patents

Abstract

The present invention relates to a diesel engine exhaust system having a diesel engine, a fuel cell system interlocked with the diesel engine exhaust system, and a fuel cell system for converting a direct current (DC) output from a fuel cell of the fuel cell system into an alternating current Wherein the diesel engine exhaust system includes a selective reduction catalytic reactor (SCR) for reducing the concentration of nitrogen oxides (NO _x ) contained in a first exhaust gas supplied from the diesel engine, Characterized in that the discharged first exhaust gas is heated to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor (SCR) using the 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. Environmentally friendly power generation systems have been developed to solve the problems associated with the use of such fossil fuels.

Environmentally friendly power generation systems include power generation systems that produce electricity by converting renewable energy, including sunlight, water, geothermal, precipitation, and bio-organisms. In addition, an environmentally friendly power generation system includes a fuel cell system that includes a fuel cell that converts fossil fuel or generates electricity through a chemical reaction such as hydrogen and oxygen.

Alkaline fuel cell (AFC), phosphoric acid fuel cell (PAFC), molten carbonate fuel cell (MCFC), solid oxide fuel cell (MCFC), and solid oxide fuel cell (SOFC), a polymer electrolyte membrane fuel cell (PEMFC), and a direct methanol fuel cell (DMFC). Each of these fuel cells operates on essentially the same principle, but the operating temperature, electrolyte, power generation efficiency, and power generation performance are different.

On the other hand, in a train, a ship, and an industrial vehicle, a power generation system that uses a diesel engine to generate necessary electric power is commonly used. However, the power generation system using the diesel engine has a thermal efficiency of 30 to 40%, and environmental pollutants such as carbon dioxide (CO ₂ ), sulfur oxides (SO _x ) and nitrogen oxides (NO _x ) . In recent years, the industry has been studying new ways to respond to global environmental pollution regulations while developing necessary power by using diesel engine-based power generation system and environmentally friendly power generation system, fuel cell system.

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

First, if a power generation system using a diesel engine and a fuel cell system are installed in one structure, there is a problem that the cost of constructing a structure is increased.

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

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a ship capable of reducing installation cost and operating cost.

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

In order to solve the above-described problems, the present invention can include the following configuration.

A ship according to the present invention is a diesel engine exhaust system having a diesel engine; A fuel cell system interlocked with the diesel engine exhaust system; And a power converter for converting a direct current (DC) output from the fuel cell of the fuel cell system into an alternating current (AC), wherein the fuel cell system includes a reforming gas 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 through which a reformed gas flows, and a cathode through which air, which is an oxidant required for a fuel cell reaction, flows. The diesel engine exhaust system may include a selective reduction catalyst reactor (SCR) that reduces the concentration of nitrogen oxides (NO _x ) contained in the first exhaust gas supplied from the diesel engine. Wherein the first exhaust gas discharged from the diesel engine is heated to a temperature corresponding to an operating temperature of the selective reduction catalytic reactor (SCR) using waste heat of a second exhaust gas supplied from at least one of the fuel electrode and the air electrode as a heat source .

The vessel 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. Wherein the diesel engine exhaust system includes a reducing agent supply unit that hydrolyzes the number of urea supplied from the urea water storage tank using a waste heat of a second exhaust gas of the fuel cell supplied from the heat exchanger as a heat source, The ammonia produced by hydrolysis of sorghum can be supplied to the first exhaust gas of the diesel engine heated in the heat exchanger.

In the vessel according to the present invention, the diesel engine exhaust system may include a temperature sensor for sensing the temperature of the first exhaust gas of the diesel engine exhausted from the heat exchanger at a rear end of the heat exchanger, A bypass valve for allowing the second exhaust gas of the fuel cell to be supplied to the heat exchanger or the second exhaust gas of the fuel cell to be supplied to the combustor in accordance with the temperature of the first exhaust gas of the diesel engine; ).

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

In the present invention, the exhaust gas of the fuel cell is used as a heat source for heating the exhaust gas of the diesel engine, and the exhaust gas of the diesel engine is heated to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor (SCR) It is possible to reduce the size of an exhaust system such as a mixing chamber or a decomposition chamber used for securing a sufficient temperature and a residence time for generating ammonia and reacting with nitrogen oxide through the decomposition of urea water by mixing with exhaust gas, And contributing to the reduction of equipment installation and operating costs of the diesel engine exhaust system.

In order to react ammonia produced by hydrolysis and hydrolysis of urea water in a selective reduction catalytic reactor (SCR), the exhaust gas of the diesel engine is heated to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor. The ammonia used in the selective reduction catalytic reactor (SCR) can be sufficiently secured, thereby increasing the efficiency of the selective reduction catalytic reactor (SCR).

 The present invention is implemented to use the exhaust gas supplied from the anode or the anode of the fuel cell for the combustion reaction of the combustor, thereby reducing the environmental pollution due to an increase in the atmospheric discharge of the fuel cell unreacted residual material and the reaction product You can contribute.

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

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

Referring to FIG. 1, a fuel cell system 200 according to the present invention is applied to a power generation system 100 to perform a function of generating electricity. Before describing the fuel cell system 200 according to the present invention, the power generation system 100 will be described first.

The power generation system 100 includes a raw material supply unit 110, a raw 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, the raw material is a material of a hydrocarbon series, LNG (liquefied natural gas), LPG (liquefied petroleum gas), methanol (CH ₃ OH), ethanol (C ₂ H ₅ OH), petrol, dimethyl ether, methane, Hydrogen purification off-gas, pure hydrogen, or the like.

For example, when the power generation system 100 is applied to an automobile, the raw material supply unit 110 is implemented including a raw material storage tank and a device (for example, 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 the 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 is implemented including a diesel fuel storage tank and an apparatus for supplying diesel fuel from the diesel fuel storage tank.

The raw water supply part 120 may include a raw water storage tank and a device (for example, a pump) for supplying the raw water stored in the raw water storage tank. The raw water may be, for example, water (constant water), fresh water, or seawater. As another example, the raw water may be impurity-treated water or ion-removed water in fresh water or seawater. As another example, the raw water may be water in the state where impurities are removed from fresh water or seawater.

The air supply unit 130 supplies air to the fuel cell system 200 according to the present invention. Normally, air means a gas including nitrogen, oxygen, carbon dioxide and the like, but also includes the case where nitrogen or carbon dioxide is removed from air or all gases other than oxygen are removed. The air supply unit 130 may include an air storage tank and a device (for example, a blower) for supplying air from the air storage tank. As another example, the air supply unit 130 may be configured to supply external air and compress the high-pressure air, or supply the compressed high-pressure air at normal pressure.

The power conversion unit 140 converts the direct current (DC) output 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 converter for converting a direct current (DC) An inverter or the like. The power conversion unit 140 discharges the electric power supplied from the fuel cell system 200 according to the present invention to the electric power load. The electric power load may be, for example, in-ship electrical equipment such as a ship's basic electrical equipment and cargo-system electrical equipment in the case of a ship. 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 produces electricity using fuel, water (H ₂ O), and air. The fuel cell system 200 according to the present invention can be used in a small structure such as a home or an automobile, and can be used in a large structure such as a ship. The fuel cell system 200 according to the present invention may be implemented to operate in conjunction with a diesel engine, a gas engine, a steam turbine, a gas turbine, or a Rankine Cycle that uses the combustion energy of the 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 generation unit 400. The fuel cell system 200 according to the present invention may be implemented by including a controller 250 for controlling all operations including the fuel cell 210, the hydrogen generator 400, and the like. In this specification, what is introduced into the hydrogen generator 400 is defined as the raw material and the raw water, and the fuel that is generated in the hydrogen generator 400 and introduced into the fuel cell 210 is defined as fuel.

The fuel cell 210 is implemented including a fuel cell stack. The fuel cell stack has an electrolyte layer formed between a cathode and an anode and a separator for supplying hydrogen and supplying air and recovering heat to the anode and the cathode And the unit cell modules are connected in series by the required number of units.

The fuel cell 210 may include a temperature sensor and a device for maintaining temperature, that is, a heater, a cathode fan, a fuel electrode fan, a cooling plate, and the like. The temperature sensor senses the temperature of the fuel cell stack, the temperature of the cathode, and the temperature of the anode. The heater can heat the fuel cell to maintain the temperature required for the operation. The air cathode fan dissipates heat generated at the cathode of the fuel cell stack. The fuel electrode fan dissipates the heat generated from the anode of the fuel cell stack. The air cathode fan and the anode cathode 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, the cathode fan, and the anode electrode fan using the signal output from the temperature sensor, ) Is appropriately maintained. For example, the control unit 250 maintains the operating temperature of the phosphoric acid fuel cell (PAFC) at 190 to 210 ° C, maintains the operating temperature of the MCFC at 550 to 650 ° C, In the case of oxide fuel cells (SOFC), the operating temperature is maintained at 650 to 1000 ° C. For polymer electrolyte fuel cells (PEMFC), the operating temperature is maintained at 30 to 80 ° C.

Hereinafter, the operation of the fuel cell 210 included in the fuel cell system 200 according to the present invention will be described with reference to FIGS. 3A and 3B. FIG. 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).

3A, a solid oxide fuel cell (SOFC) 310 includes a cathode 311, an anode 313, and a cathode 313. The anode 313 is connected to the anode 312 through an electrolyte 312, . Fuel containing hydrogen (H ₂ ) flows in the anode 313 and oxygen ions O ^2- and hydrogen H ₂ which have moved to the anode 313 through the electrolyte 312 are introduced into the anode 313, (H ₂ O) and electrons (e-) are generated by electrochemical reaction. 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) is a fuel electrode (anode) (313) unreacted and electrochemical unreacted material as a the fuel carbon monoxide (CO), carbon dioxide (CO ₂₎ that may be included in the feed to hydrogen (H ₂ ) And the water (liquid or gaseous H ₂ O) as the reaction product. In addition, unreacted oxygen and nitrogen are discharged from the cathode 311 of the solid oxide fuel cell (SOFC) 310.

Referring to FIG. 3B, the PEMFC 320 includes a catalyst layer 322 formed on the anode 321, and hydrogen (H ₂ ) is generated as hydrogen ions (H ⁺ ) and electrons (e-) do. The hydrogen ions H ⁺ move to the cathode 324 through the polymer electrolyte membrane 323. The polymer electrolyte fuel cell (PEMFC) 320 reacts with hydrogen ions (H ⁺ ) and oxygen (O ₂ ) in the catalyst layer 325 formed on the cathode 324 to produce steam (H ₂ O). 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 material 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 the MCFC, hydrogen (H ₂ ) and carbonic acid ions (CO ₃ ^2- ) react with each other in the anode to form water (H ₂ O), carbon dioxide (CO ₂ ) Is generated. The generated carbon dioxide (CO ₂ ) is sent to the cathode, and carbon dioxide (CO ₂ ) and oxygen (O ₂ ) react with each other at the cathode to produce carbonate ion (CO ₃ ^2- ). Carbonate ions (CO ₃ ^2- ) move through the electrolyte to the anode. In a molten carbonate fuel cell (MCFC), carbon dioxide (CO ₂ ) generated in the process of generating electricity can be implemented to be circulated in the fuel cell without being discharged to the outside.

2 and 4, the hydrogen generator 400 includes an apparatus for generating a fuel, that is, hydrogen (H ₂ ) gas, necessary for the anode of the fuel cell 210 using the raw material. In the present specification, the fuel that is generated in the hydrogen generator 400 and introduced into the fuel cell 210 is defined as the fuel that is introduced into the hydrogen generator 400 as raw material and raw water.

The hydrogen generator 400 may be designed to have various structures depending on the type of the 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 generator 400 may include a reformer and a combustor . In another example, when the fuel cell 210 is a PAFC or a PEMFC, the hydrogen generator 400 may be a water gas shift reactor , ≪ / RTI > WGS).

The water gasification reactor (WGS) may be a high temperature shift reactor (HTS), a mid-temperature shift reactor (MTS), a low-temperature shift reactor (LTS) Or a carbon monoxide remover. The carbon monoxide remover may include a selective oxidation reactor (PROX) for burning and removing only carbon monoxide (CO), or a methanation reactor for reducing carbon monoxide (CO) to hydrogen (H ₂ ) .

Referring to FIG. 4, an example of the hydrogen generator 400 in the fuel cell system 200 according to the present invention will be described as follows.

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

The raw material processing unit 410 preprocesses the raw material supplied from the raw material supply unit including the raw material storage tank. For example, the raw material treatment unit 410 may include an LNG evaporator for evaporating the liquefied natural gas supplied from the LNG storage tank and a vaporizer installed in the LNG evaporator. When 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., 410 includes 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 catalyzing the heated raw material . The raw material treatment unit 410 may include a filter for removing impurities contained in the raw material, and a desulfurizer for removing sulfide.

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

The reformer 430 reforms the pre-treated raw material supplied from the raw material treatment unit 410 and the steam (H ₂ O) supplied from the raw water treatment unit 420 to supply hydrogen (H ₂ ) Thereby generating a reforming gas. In the reforming reaction, the reformer 330 may use thermal energy provided by the combustor 440. Hereinafter, the reformed gas from the reformer 330 is defined as a fuel.

The reformer 430 is implemented with a reforming catalyst layer that triggers a reforming reaction. The reforming catalyst layer has a structure in which the reforming catalyst is packed with a catalyst supported on the carrier. The reforming catalyst is composed of nickel (Ni), ruthenium (Ru), platinum (Pt) or the like. The shape of the carrier carrying the catalyst may be, for example, granular, pellet or honeycomb, Resistant metal such as alumina (Al ₂ O ₃ ), titania (TiO ₂ ), or the like.

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

The combustor 440 provides heat to the reformer 430 to smoothly perform the reforming reaction. When the reformer heating temperature by the combustor 440 is low, the reforming reaction by the endothermic reaction of the reformer 430 does not progress well and moisture (water droplets) is generated in the reformer 430 . If the heating temperature of the combustor 440 is high, the catalytic activity of the reforming catalyst layer of the reformer 430 may be lowered.

The combustor 440 is connected to the raw material pretreated in the raw material treatment section 410, the exhaust gas discharged from the anode of the fuel cell stack of the fuel cell 210, 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 further use air discharged from the cathode of the fuel cell stack of the fuel cell 210.

Although not shown, the hydrogen generator 400 may further include at least one temperature sensor, which detects the temperature of the reformer 430. The temperature of the reformer 430 may be adjusted according to 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. 2), the control unit 250 controls the amount of combustion of the combustor 440 based on the signal output from the temperature sensor, And the temperature of the reformer 430 is controlled. For example, the controller 250 may be configured to control the temperature 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), carbon dioxide (CO ₂ ), and the like. 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. In order to reduce the concentration of carbon monoxide (CO) to 10 to 20 ppm or less, the hydrogen generating unit 400 may further include a water gasification reactor (WGS) 450.

The water gasification reactor (WGS) 450 can produce carbon dioxide (CO ₂ ) and hydrogen (H ₂ ) by reacting carbon monoxide (CO) with steam (H ₂ O). The water gasification reactor (WGS) 450 may be implemented with a high temperature aqueous gasification reactor (HTS) and a low temperature aqueous gasification reactor (LTS) as shown in FIG.

The optimum temperature of the high temperature aqueous gasification reactor (HTS) and the low temperature aqueous gasification reactor (LTS) varies depending on the type of the catalyst used and the composition of the gas discharged by the equilibrium of the control temperature is determined. Although not shown in FIG. 4, a cooler and a temperature sensor may be installed in the high temperature aqueous gasification reactor (HTS) and the low temperature aqueous gasification reactor (LTS), respectively. When the fuel cell system 200 according to the present invention includes the controller 250 (shown in FIG. 2), the controller 250 controls the cooler using the signal output from the temperature sensor, (HTS) and the temperature of the low temperature aqueous gasification reactor (LTS). For example, the high temperature aqueous gasification reactor (HTS) is controlled within a range of 300 to 430 ° C, and the low temperature aqueous gasification reactor (LTS) is controlled within a 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 is not completely treated in the low temperature aqueous gasification reactor (LTS) at the end of the low temperature water gasification reactor (LTS). The carbon monoxide remover includes a selective oxidation unit (PROX) for supplying air from an air supply unit and burning only CO in the gas supplied from the low temperature aqueous gasification reactor (LTS) H ₂ ) to reduce the concentration thereof.

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 the control unit 250 (shown in FIG. 2), the control unit 250 controls the cooler using the signal output from the temperature sensor, ). For example, the selective oxidation reactor (PROX) is controlled within the range of 120 to 160 占 폚. However, the optimal 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 for supporting a selective oxidation catalyst. The selective oxidation catalyst is made of platinum (Pt) or the like, and the shape of the support carrying the catalyst may be, for example, a granular shape, a pellet shape, a honeycomb shape, etc. The material constituting the support may be alumina (Al ₂ O ₃ ) , Magnesium oxide (MgO), and the like.

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. 1 to 4, the same reference numerals are used.

5, the fuel cell system 200 according to the second embodiment of the present invention includes a fuel cell 210, a raw material treatment unit 410, a raw water treatment unit 420, a reformer 430, and a combustor 440 ). ≪ / RTI > The fuel cell system 200 according to the second embodiment of the present invention is implemented to operate in conjunction with a diesel engine exhaust system 800 including a diesel engine.

The fuel cell system 200 and the diesel engine exhaust system 800 according to the second embodiment of the present invention are configured to receive raw materials from a raw material supply unit 110 including a raw material storage tank. The raw materials to be stored in the raw material storage tank may be at least one selected from the group consisting of marine gas oil (MGO), marine diesel oil (MDO), normal heavy oil (HFO), methanol, dimethyl ether (DME), liquefied petroleum gas (LPG) ) And the like.

The fuel cell 210 includes an anode for introducing fuel containing hydrogen and discharging exhaust gas, a cathode for introducing air, which is an oxidant required for the fuel cell reaction, and a cathode, and an electrolyte that serves as a transferring of ions generated in the cathode. The fuel cell 210 may be 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) And may be a fuel cell selected from batteries (DMFC).

The raw material processing unit 410 preprocesses the raw material supplied from the raw material supply unit 110 including the raw material storage tank. For example, when a raw material containing sulfur oxides is supplied to the reformer 430, the reforming catalyst and the fuel cell catalyst are poisoned by the sulfur oxide to lower the functions of the reformer 430 and the fuel cell 210 Shortening the life span. The raw material treatment unit 410 is a device that heats the heating raw material such as a marine gas oil (MGO), a marine diesel oil (MDO), a general heavy oil (HFO) and a heavy oil (HFO) ₄ ). ≪ / RTI > The raw material treatment unit 410 may include a filter for removing impurities contained in the raw material, and a desulfurizer for removing sulfur oxides.

The raw water water treatment unit 420 prepares raw water supplied from the raw water supply unit 120 including the raw water storage tank. The raw water may be, for example, water (constant water), fresh water, or seawater. As another example, the raw water may be impurity-treated water or ion-removed water in fresh water or seawater. As another example, the raw water may be water in the state where impurities are removed from fresh water or seawater.

The raw material can processing section 420 heats the raw water to generate steam (H ₂ O) and supplying the steam (H ₂ O) in the reformer 430 and combustor 440. The raw water water treatment unit 420 may include a heat exchanger for heating the raw water to the waste heat of the exhaust gas generated in the combustor 440, for example. In addition, the raw water treatment unit 420 may include an external water supply line and a system for maintaining a predetermined level of water.

The reformer 430 reforms the pre-treated raw material supplied from the raw material processing unit 410 and the steam (H ₂ O) supplied from the raw water treatment unit 420 to supply the reformed gas, that is, hydrogen generate a fuel containing H _2). The fuel containing hydrogen (H ₂ ) generated in the reformer 430 is a reformed gas at a high temperature of 550 to 650 ° C. The reformer 430 may be configured to supply a part of the reformed gas to the desulfurizer in order to use the reformed gas having a high temperature as a material to remove sulfur oxides.

The fuel cell system 200 according to the second embodiment of the present invention includes a heat source for heating the exhaust gas of the diesel engine, the exhaust gas discharged from at least one of the cathode and the anode of the fuel cell 210, As shown in FIG. The fuel cell system 200 according to the second embodiment of the present invention is configured to hydrolyze the urea water discharged from at least one of the cathode and the anode of the fuel cell 210, And may 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 operational effects.

First, the fuel cell system 200 according to the second embodiment of the present invention is configured to be used as a heat source for heating the exhaust gas of the diesel engine, so that the exhaust gas of the fuel cell 210 can be mixed with the conventional diesel engine exhaust gas The size of an exhaust system such as a mixing chamber or a decomposition chamber necessary for securing a sufficient temperature and a residence time for generation of ammonia and reaction with nitrogen oxides through decomposition of urea water can be reduced, Contributing to reduce the equipment installation cost and operating cost of the engine exhaust system 800. [

Second, in the fuel cell system 200 according to the second embodiment of the present invention, the ammonia generated by hydrolyzing and hydrolyzing the urea water of the fuel cell 210 into the urea water is reacted in the selective reduction catalytic reactor (SCR) (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) Ammonia can be sufficiently ensured and the efficiency of the selective reduction catalyst reactor (SCR) can be increased.

6 is a conceptual configuration diagram of a fuel cell system according to a third embodiment of the present invention. 1 to 5, the same reference numerals are used.

6, the fuel cell system 200 according to the third embodiment of the present invention includes a fuel cell 210, a raw material treatment unit 410, a raw water treatment unit 420, a reformer 430, a combustor 440, , And a water gasification reactor (WGS) 450. The fuel cell system 200 according to the third embodiment of the present invention is implemented to operate in conjunction 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 reformed gas from the reformer 430. The water 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 embodied as a high temperature aqueous gasification reactor (HTS), for example. The water gasification reactor (WGS) 450 may, for example, be implemented with a hot water gasification reactor (HTS) and a low temperature aqueous gasification reactor (LTS). The water gasification reactor (WGS) 450 may further include a carbon monoxide remover for removing carbon monoxide (CO) at the downstream of the high temperature aqueous gasification reactor (HTS) or the low temperature aqueous gasification reactor (LTS). Although not shown, the carbon monoxide remover may be a selective oxidation unit (PROX) that receives air from the air supply unit 130 and burns only carbon monoxide (CO) in the gas supplied from the low temperature aqueous gasification reactor (LTS) And a methanation reactor in which carbon monoxide (CO) is reacted with hydrogen (H ₂ ) to reduce its concentration.

Here, the optimum temperature of the HTS and the LTS varies depending on the type of the catalyst used and the composition of the gas discharged by the equilibrium of the control temperature is determined. Although not shown in FIG. 4, a cooler and a temperature sensor may be installed in the high temperature aqueous gasification reactor (HTS) and the low temperature aqueous gasification reactor (LTS), respectively. In the case where the fuel cell system 200 according to the embodiment of the present invention includes the controller 250 (shown in FIG. 2), the controller 250 controls the cooler using the signal output from the temperature sensor, Temperature gasification reactor (HTS) and the low temperature aqueous gasification reactor (LTS). For example, the high temperature aqueous gasification reactor (HTS) may be controlled within the range of 300 to 430 占 폚, and the low temperature aqueous gasification reactor (LTS) may be controlled within the range of 200 to 250 占 폚.

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.

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

7, the fuel cell system according to the present invention includes a fuel cell 310, a heater 411, a methane generator 412, a desulfurizer 413, a condenser 421, a reformer 430, 440). The fuel cell system according to the present invention is implemented to operate in conjunction 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 configured 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).

The diesel engine exhaust system may use the heater 411 to lower the viscosity of the liquid raw material having a relatively high molecular weight supplied from the raw material supplying portion 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. 7, the heater 411 may be implemented as a heat exchanger using exhaust gas discharged from the combustor 440 as a heat source.

The turbine wheel driven by the discharge speed of the exhaust gas passing through the exhaust receiver 820 is connected to the centrifugal air compressor (or blower) Thereby supplying air having a high density to the diesel engine. Accordingly, the turbocharger 830 can increase the output and efficiency of the diesel engine. Although not shown, the rear end of the turbocharger 830, the selective reduction catalyst reactor (Selective Catalytic Reduction, SCR) to reduce nitrogen oxide (NO _X) contained in exhaust gas discharged from the turbocharger 830 may be installed have. The exhaust gas discharged from the supercharger 830 is discharged to the outside through the evaporator 840 and the exhaust gas economizer provided with the heater 850.

The evaporator 840 is supplied to the reformer 430, wherein the evaporation of the water to the waste heat of the exhaust gas generated by the steam (H ₂ O), and the generated steam (H ₂ O) is discharged from the diesel engine 810 . ≪ / RTI > The heater 850 heats the 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 . Although not shown, a recovery pipe circulating from the evaporator 840 to the condenser 421 may be installed to further recover heat from the exhaust gas of the diesel engine. Further, by installing a by-pass line to the collecting pipe it is also possible to use a steam (H ₂ 0) for any other purpose. Also, the condenser 421 may be used as a water separator for 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) Steam (H ₂ O), and exhaust gas containing unreacted oxygen discharged from the cathode 311 may be supplied to the condenser 421. The condensed water in the condenser 421 passes through the evaporator 840 of the exhaust gas economizer and becomes steam (H ₂ O). The steam (H ₂ O) is supplied to the reformer 430. The unreacted fuel discharged from the condenser 421 and the exhaust gas containing oxygen may be supplied to the combustor 440.

The heater 411, the methanizer 412 and the desulfurizer 413 are connected to a raw material treatment unit (not shown) for pre-treating a raw material supplied from the raw material supply unit 110 and supplying the raw material to the reformer 430 410, shown in Figure 4). The reformer 430 reforms steam (H ₂ O) supplied from the evaporator 840 of the raw material from which the sulfur oxides have been removed and the exhaust gas economizer from the desulfurizer 413, H ₂ ). The heater 411 is used to store 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 And heats the raw material supplied from the raw material supply portion 110 including the tank.

The methanator 412 catalyzes a raw material heated in the heater 411 to generate methane (CH ₄ ). The reaction scheme 1 for the methanation process occurring in the methanation unit 412 is as follows.

[Reaction Scheme 1]

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

The desulfurizer 413 removes sulfur oxides (SO _x ) generated during the process of producing methane (CH 4) in the methanation reactor 11. Scheme 2 are as follows indicating the SOx removal (SO _X) process occurring in the desulfurizer 413.

[Reaction 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 , CaO and the like.

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

FIG. 8 is a configuration diagram according to an embodiment of a diesel engine exhaust system interlocked with the fuel cell system of FIG. 5; FIG. 7, the same reference numerals are used.

Referring to FIG. 8, the fuel cell system according to the present invention includes a fuel cell 310, a heater 411, a methane generator 412, a desulfurizer 413, a reformer 430, and a combustor 440 Can be implemented. The diesel engine exhaust system in conjunction with the fuel cell system of the present invention includes a diesel engine 810, an exhaust receiver 820, a turbocharger 830, a heat exchanger 835, a selective reduction catalytic reactor (SCR) 880, And a supply unit 860. The fuel cell system according to the present invention includes the fuel cell 310, the heater 411, the methane generator 412, the desulfurizer 413, the reformer 430, and the combustor 440, And a control unit 250 (shown in FIG. 2) for controlling the operation of all the components including the control unit.

Although not shown, the fuel cell 310 of the fuel cell system according to the present invention may be a low temperature type fuel cell such as a polymer electrolyte fuel cell (PEMFC) or a phosphoric acid type fuel cell (PAFC). When the fuel cell 310 is a low-temperature type fuel cell, the exhaust gas of the fuel cell supplied to the combustor 440 is supplied to the fuel cell 310 through the reformer 430, Heat exchange with gas is possible. The exhaust gas of the heated fuel cell 310 may be supplied to the heat exchanger 835 for exhaust gas heating 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 are connected to a raw material processing unit for pre-treating diesel fuel supplied from the raw material supply unit 110 and supplying the pre- (410, shown in Figure 4). The diesel engine exhaust system may include a liquid phase having a relatively high molecular weight such as marine gas oil (MGO), marine diesel oil (MDO), and general heavy oil (HFO) supplied from the raw material supply unit 110 to the diesel engine 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 turbine wheel driven by the discharge speed of the exhaust gas passing through the exhaust receiver 820 is connected to the centrifugal air compressor (or blower) Thereby supplying air having a high density to the diesel engine, thereby increasing the output and efficiency of the diesel engine. The selective reduction catalytic reactor (SCR) 880 is a device for reducing nitrogen oxides (NO _x ) contained in the exhaust gas discharged from the supercharger 830. A selective reduction catalytic reactor (SCR) 880 is configured to react with ammonia and nitrogen oxides (NO _x ) to form nitrogen (N ₂ ) and water (H ₂ O).

The heat exchanger 835 is connected to the diesel engine 810 to heat the exhaust gas discharged from the diesel engine 810 to a temperature corresponding to the operating temperature of the selective reduction catalytic reactor 1 exhaust gas and a second exhaust gas supplied from at least one of the anode 313 and the cathode 311 of the fuel cell 310.

The operating temperature of the selective reduction catalytic reactor (SCR) 880 is such that the catalyst is poisoned by the sulfur component contained in the exhaust gas discharged from the diesel engine 810, (NO _x ) reduction efficiency in the selective reduction catalytic reactor (SCR) 880. For example, when the temperature range of the exhaust gas containing a sulfur component is less than 240 ° C, the NO _x reduction efficiency in the selective reduction catalyst reactor (SCR) 880 is less than 60%. As another example, when the temperature range of the exhaust gas containing the sulfur component is 250 ° C. to 360 ° C., the NO _x reduction efficiency range in the selective reduction catalyst reactor (SCR) 880 is 60% or more , And 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 receives the temperature signal of the exhaust gas of the diesel engine 810 discharged from the heat exchanger 835 from a temperature sensor 837 provided at the rear end of the heat exchanger 835, . The control unit 250 may control the supply of the exhaust gas from the fuel cell 310 to the heat exchanger 835 or the supply of the exhaust gas from the fuel cell 310 to the combustor 440 To control the by-pass valve 832 to supply the exhaust gas to the bypass valve 832.

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 supplies the ammonia 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 a diesel engine exhaust system interlocked with the fuel cell system of FIG. 7, the same reference numerals are used

9, the fuel cell system according to the present invention may be implemented with a fuel cell 310, an LNG evaporator 405, a reformer 430, and a combustor 440. The diesel engine exhaust system in conjunction with the fuel cell system of the present invention includes a diesel engine 810, an exhaust receiver 820, a turbocharger 830, a heat exchanger 835, a selective reduction catalytic reactor (SCR) 880, And a supply unit 860. The fuel cell system according to the present invention may be applied to all operations including the fuel cell 310, the LNG evaporator 405, the desulfurizer 413, the reformer 430, and the combustor 440, The control unit 250 (shown in FIG. 2).

The LNG evaporator 405 is an apparatus for evaporating LNG (Liquefied Natural Gas) supplied from an LNG storage tank, and includes a vaporizer in the LNG evaporator 405. The natural gas (NG) vaporized in the vaporizer 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 the exhaust gas supplied from the combustor 440.

Although not shown, the diesel engine exhaust system may be configured to have a relatively high (e.g., high) flow rate, such as a marine gas oil (MGO), a marine diesel oil (MDO), a heavy oil (HFO), etc., supplied from the raw material supply part 110 to the diesel engine 810 The heater 411 may be used to lower the viscosity of the 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, embodiments of a ship according to the present invention will be described in detail with reference to the accompanying drawings.

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

1 to 10, a ship 900 according to the present invention is provided with a power generation system 100 on a ship 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 a fuel cell 210, a raw material processing unit 410 including an LNG evaporator 405 and a heater 411, a methanizer 412 and a desulfurizer 413, a condenser A reformer 430, and a combustor 440. The raw water treatment unit 420 includes a raw material water treatment unit 420, As another example, the fuel cell system 200 may be implemented further including 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 is operatively associated with a diesel engine exhaust system 800 that includes a catalytic reactor (SCR) 880. The fuel cell system 200 and the diesel engine exhaust system 800 are configured 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 may include at least one of MGO, MDO, HFO, methanol, dimethyl ether (DME), LPG And the like.

The fuel cell 210 includes an anode for introducing fuel containing hydrogen and discharging exhaust gas, a cathode for introducing air, which is an oxidant required for the fuel cell reaction, and a cathode, and an electrolyte that serves as a transferring of ions generated in the cathode. The fuel cell 210 may be 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) And may be a fuel cell selected from batteries (DMFC).

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

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

Referring to FIGS. 1 to 10, the hull 910 constitutes the overall appearance of the ship 900 according to the present invention. The hull 910 is provided with an engine for generating propulsive force for moving the hull 910 and a raw material supply unit for supplying the raw material to the engine. For example, the raw material is a material of a hydrocarbon series, LNG (liquefied natural gas), LPG (liquefied petroleum gas), methanol (CH ₃ OH), ethanol (C ₂ H ₅ OH), petrol, dimethyl ether, methane, Hydrogen purge off gas, pure hydrogen, and a liquid raw material having a relatively high molecular weight such as marine gas oil (MGO), marine diesel oil (MDO), and heavy oil (HFO).

The hull 910 is provided with a raw water storage tank for storing raw water and a raw water supply unit 120 for supplying the raw water from the raw water storage tank. The raw water may be, for example, fresh water or seawater. As another example, the raw water may be water in the state where impurities are removed from fresh water or seawater.

The hull 910 is provided with an air supply unit 130 for supplying air to the fuel cell system 200. Normally, air means a gas including nitrogen, oxygen, carbon dioxide and the like, but also includes the case where nitrogen or carbon dioxide or both gases are removed from the air. The air supply unit 130 may include an air storage tank and a device (for example, a blower) for supplying air from the air storage tank. As another example, the air supply unit 130 may be configured to supply the compressed high-pressure air after the external air is supplied, compress the high-pressure air, or to remove the foreign air and supply the compressed air at a normal pressure.

A DC-DC converter for boosting or reducing the output voltage from the fuel cell system 200 and a DC-AC inverter for converting a direct current (DC) to an alternating current (AC) A conversion unit is installed. The power conversion unit discharges electricity supplied from the fuel cell system 200 to a power load. The electric power load may be, for example, in-ship electrical equipment such as a ship's basic electrical equipment and cargo-system electrical equipment in the case of a ship. 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 a structure for navigating a watercraft, and includes not only a structure for navigating a watercraft, but also a floating oil production storage and unloading facility (FPSO) It includes the same sea structure.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the scope of the invention as defined by the appended claims. Accordingly, the true scope of the present invention should be determined only by the appended claims.

100: Power generation system
110: raw material supply part 120: raw material water supply part
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:
860: Reducing agent supply unit 880: Selective reduction catalyst reactor

Claims (9)

As a vessel,
A diesel engine exhaust system having a diesel engine;
A fuel cell system interlocked with the diesel engine exhaust system; And
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 a raw material and generates a reformed gas that is a fuel containing hydrogen, a combustor that heats the reformer, and a fuel cell that receives the reformed gas and generates electricity,
The fuel cell includes an anode through which a reformed gas flows, and a cathode through which air, which is an oxidant required for a fuel cell reaction, flows,
The diesel engine exhaust system includes a selective reduction catalytic reactor (SCR) that reduces the concentration of nitrogen oxides (NO _x ) contained in the first exhaust gas supplied from the diesel engine,
Wherein the first exhaust gas discharged from the diesel engine is heated to a temperature corresponding to an operating temperature of the selective reduction catalytic reactor (SCR) using waste heat of a second exhaust gas supplied from at least one of the fuel electrode and the air electrode as a heat source A ship characterized by. The method according to claim 1,
And a heat exchanger for exchanging heat between the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell,
Wherein the diesel engine exhaust system includes a reducing agent supply unit that hydrolyzes the number of urea supplied from the urea water storage tank using a waste heat of a second exhaust gas of the fuel cell supplied from the heat exchanger as a heat source,
Wherein the reducing agent supply unit supplies the ammonia produced by hydrolyzing the urine water to the first exhaust gas of the diesel engine heated in the heat exchanger. 3. The method of claim 2,
Wherein the diesel engine exhaust system includes a temperature sensor for sensing a temperature of a first exhaust gas of the diesel engine exhausted from the heat exchanger at a rear end of the heat exchanger,
Wherein the fuel cell system includes a bypass valve for allowing the second exhaust gas of the fuel cell to be supplied to the heat exchanger or the second exhaust gas of the fuel cell to be supplied to the combustor in accordance with the temperature of the first exhaust gas of the diesel engine, and a by-pass valve. A fuel cell system that works with a diesel engine exhaust system,
A reformer supplied with a raw material to generate a reformed gas which is a fuel containing hydrogen;
A combustor for heating the reformer; And
And a fuel cell that receives the reformed gas and produces electricity,
The fuel cell includes an anode through which a reformed gas flows, and a cathode through which air, which is an oxidant required for a fuel cell reaction, flows,
Wherein the first exhaust gas discharged from the diesel engine of the diesel engine exhaust system is supplied to the selective reduction catalyst reactor (SCR) of the diesel engine exhaust system using waste heat of a second exhaust gas supplied from at least one of the fuel electrode and the air electrode as a heat source, Is heated to a temperature corresponding to the operating temperature of the fuel cell system. 5. The method of claim 4,
And a heat exchanger for exchanging heat between the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell,
Wherein 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. 5. The method of claim 4,
A heat exchanger for exchanging heat between the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell; And
A bypass valve for allowing the second exhaust gas of the fuel cell to be supplied to the heat exchanger or the second exhaust gas of the fuel cell to be supplied to the combustor in accordance with the temperature of the first exhaust gas of the diesel engine discharged from the heat exchanger, and a by-pass valve. 5. The method of claim 4,
And a heat exchanger for exchanging heat between the first exhaust gas of the diesel engine and the second exhaust gas of the fuel cell,
Wherein the combustor is supplied with the second exhaust gas supplied from the fuel cell or the second exhaust gas of the fuel cell through the heat exchanger and is used for the combustion reaction. 5. The method of claim 4,
A methanation reactor for catalytically reacting the raw material to produce methane (CH ₄ ), and a desulfurizer for removing sulfur oxides (SO _x ) generated during the process for producing methane (CH ₄ ) in the methanation reactor,
Wherein the reformer generates a reformed gas which is a fuel containing hydrogen from the pretreated gas passed through the desulfurizer,
The desulfurization group fuel, characterized in that which is generated in the reformer to remove the sulfur oxides (SO _X) occurs during the process of generating methane (CH4) from the methane flame using a part from the reformed gas supplied to the fuel cell Battery system. 5. The method of claim 4,
An LNG evaporator for evaporating the LNG and supplying the evaporated gas to the reformer or the combustor; And
And an aqueous gasification reactor for supplying the reformed gas from the reformer and reducing the concentration of carbon monoxide (CO) contained in the reformed gas.

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