KR20230136860A - LH2 Carrier - Google Patents

LH2 Carrier Download PDF

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Publication number
KR20230136860A
KR20230136860A KR1020220073521A KR20220073521A KR20230136860A KR 20230136860 A KR20230136860 A KR 20230136860A KR 1020220073521 A KR1020220073521 A KR 1020220073521A KR 20220073521 A KR20220073521 A KR 20220073521A KR 20230136860 A KR20230136860 A KR 20230136860A
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KR
South Korea
Prior art keywords
hydrogen
storage tank
fuel
sofc unit
gas
Prior art date
Application number
KR1020220073521A
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Korean (ko)
Inventor
서다혜
김필근
황순규
변영진
김상명
Original Assignee
한화오션 주식회사
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Publication of KR20230136860A publication Critical patent/KR20230136860A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/14—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by absorption
    • B01D53/1456—Removing acid components
    • B01D53/1475—Removing carbon dioxide
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B63B17/0027—Tanks for fuel or the like ; Accessories therefor, e.g. tank filler caps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
    • B63J2/12—Heating; Cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
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    • C01—INORGANIC CHEMISTRY
    • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
    • C01B3/00—Hydrogen; Gaseous mixtures containing hydrogen; Separation of hydrogen from mixtures containing it; Purification of hydrogen
    • C01B3/02—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen
    • C01B3/04—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen by decomposition of inorganic compounds, e.g. ammonia
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    • C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
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    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
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    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0857—Carbon oxides
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    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas- turbine plants for special use
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/22—Fuel supply systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system

Abstract

액화수소 운반선이 개시된다. 본 발명의 액화수소 운반선은, 선박의 화물로 운송될 액화수소를 저장하는 수소저장탱크; 상기 선박의 추진 및 발전에 필요한 전력을 생산하는 SOFC(Solid Oxide Fuel Cell)부; 상기 SOFC부에서 생산된 전력을 공급받아 상기 선박의 추진용 프로펠러를 구동시키는 전기추진용 모터부; 및 상기 SOFC부에 연료로 공급될 LNG를 저장하는 LNG 저장탱크:를 포함하고, 상기 SOFC부는 상기 수소저장탱크에서 발생하는 수소 증발가스 및 상기 LNG 저장탱크에서 발생하는 증발가스를 연료로 공급받는 것을 특징으로 한다. A liquefied hydrogen carrier is launched. The liquefied hydrogen carrier of the present invention includes a hydrogen storage tank for storing liquefied hydrogen to be transported as cargo on a ship; A SOFC (Solid Oxide Fuel Cell) unit that produces power required for propulsion and power generation of the ship; An electric propulsion motor unit that receives power produced by the SOFC unit and drives a propeller for propulsion of the ship; and an LNG storage tank that stores LNG to be supplied as fuel to the SOFC unit, wherein the SOFC unit receives hydrogen boil-off gas generated in the hydrogen storage tank and boil-off gas generated in the LNG storage tank as fuel. It is characterized by

Figure P1020220073521
Figure P1020220073521

Description

액화수소 운반선{LH2 Carrier}Liquefied hydrogen carrier {LH2 Carrier}

본 발명은 액화수소 운반선에 관한 것으로, 더욱 상세하게는 액화수소를 저장하여 운반하면서 수소를 연료로 사용하여 생산된 전력에 의해 추진하는 액화수소 운반선에 관한 것이다.The present invention relates to a liquefied hydrogen carrier, and more specifically, to a liquefied hydrogen carrier that stores and transports liquefied hydrogen and is propelled by power generated by using hydrogen as fuel.

기존 경제체제는 탄소를 기반으로 하며, 에너지원으로서 화석연료에 대한 의존도가 높지만, 화석연료는 매장량이 한정되어 있어 가까운 미래에 고갈이 예상되고, 연소 시 발생하는 이산화탄소(CO2)는 대표적인 온실가스로 지구 온난화 및 기후 변화의 주범으로 지목되며 국제적인 배출 규제 대상이 되고 있다.The existing economic system is based on carbon and is highly dependent on fossil fuels as an energy source, but fossil fuel reserves are limited and are expected to be depleted in the near future, and carbon dioxide (CO 2 ) generated during combustion is a representative greenhouse gas. It is pointed out as the main cause of global warming and climate change and is subject to international emissions regulations.

특히 최근에는 지구 온난화 및 기후변화 문제 심각성에 대한 국제적인 공감대가 형성되어 전세계적으로 온실가스 배출을 감축하려는 노력이 이루어지고 있다. 선진국들의 온실가스 감축 의무를 담았던 1997년 교토의정서가 2020년 만료됨에 따라, 2015년 12월 프랑스 파리에서 열린 제21차 유엔기후변화협약에서 채택되고 2016년 11월 발효된 파리기후변화협약(Paris Climate Change Accord)에 의해 협정에 참여한 195개 당사국들은 온실가스 감축을 목표로 다양한 노력을 기울이고 있다. In particular, recently, an international consensus has been formed on the seriousness of global warming and climate change problems, and efforts are being made to reduce greenhouse gas emissions around the world. As the 1997 Kyoto Protocol, which included obligations for developed countries to reduce greenhouse gases, expires in 2020, the Paris Climate Change Agreement (Paris Climate Change) was adopted at the 21st United Nations Framework Convention on Climate Change held in Paris, France in December 2015 and came into effect in November 2016. The 195 parties that participated in the agreement (Change Accord) are making various efforts aimed at reducing greenhouse gases.

이러한 세계적인 추세와 함께 화석연료를 대체할 수 있는 무공해에너지로서 풍력, 태양광, 태양열, 바이오에너지, 조력, 지열 등과 같은 재생가능에너지(또는 재생에너지)와 수소 등 신에너지에 대한 관심이 높아지고 다양한 기술 개발이 이루어지고 있다. Along with this global trend, interest in new energy such as renewable energy (or renewable energy) such as wind power, solar energy, solar heat, bioenergy, tidal power, and geothermal heat, and new energy such as hydrogen as a pollution-free energy that can replace fossil fuels is increasing, and various technologies are growing. Development is taking place.

그 중 수소 에너지는 환경 친화적이며 높은 에너지 밀도를 갖기 때문에 자동차 동력원, 휴대용 전자기기용 연료전지의 연료로 활용 가능하며, 수소를 연료로 사용하는 연료전지의 가격도 매년 낮아지고 있어, 미래의 이상적인 에너지원으로 주목받으면서 수소 에너지 시대가 앞당겨지고 있고 수소 수요도 매년 증가하고 있다.Among them, hydrogen energy is environmentally friendly and has high energy density, so it can be used as a fuel for automobile power sources and fuel cells for portable electronic devices. The price of fuel cells that use hydrogen as fuel is decreasing every year, making it an ideal energy source for the future. As the era of hydrogen energy is receiving attention, the era of hydrogen energy is advancing, and demand for hydrogen is also increasing every year.

한편, 온실가스 및 대기오염 물질 배출에 대한 각국의 관심 증가와 그에 따른 국제적인 환경규제 기준의 급격한 강화에 따라 선박에서도 친환경 선박 연료 기술 개발과 친환경 에너지의 운송 기술 등에 대한 연구도 활발히 이루어지고 있다.Meanwhile, as each country's interest in greenhouse gas and air pollutant emissions increases and international environmental regulation standards are rapidly strengthened, research on the development of eco-friendly marine fuel technology and eco-friendly energy transportation technology is also being actively conducted on ships.

선박의 항로, 교통규칙, 항만시설 등을 국제적으로 통일하기 위해 설치된 유엔 전문기구인 IMO(International Maritime Organization, 국제해사기구) 역시 온실가스에 대해 08년과 대비하여 2050년 50% 저감, 2100년 100% 저감(GHG Zero Emission)을 목표로 제시하고, 그에 따라 각 국가 및 지역의 규제가 강화될 것으로 예상된다. IMO (International Maritime Organization), a UN specialized organization established to internationally unify shipping routes, traffic rules, port facilities, etc., also plans to reduce greenhouse gases by 50% in 2050 compared to 2008 and reduce greenhouse gases by 100% by 2100. % reduction (GHG Zero Emission) is proposed as the goal, and regulations in each country and region are expected to be strengthened accordingly.

IMO가 신조 선박에 적용하는 강제성 있는 이산화탄소 저감 규정인 EEDI(Energy Efficiency Design Index, 에너지효율설계지수)에 따르면, 초기 EEDI 발표에서는 2013 내지 2015년의 이산화탄소 배출량을 기준으로 2015년 이산화탄소 배출량을 10% 저감하는 EEDI Phase 1이 적용되고, 5년 마다 1 단계씩 강화·적용하여 2025년 Phase 3를 적용하도록 예정되어 있었으나, LPG 운반선에 대해서는 EEDI Phase 2 적용 후 2년만인 2022년부터 EEDI Phase 3를 조기 적용하도록 하고 있다. 이와 같이 선박의 이산화탄소 배출에 대한 규제가 급격히 강화되고 있는 추세이므로, 향후에는 LNG나 LPG만을 연료로 사용하는 것으로는 이산화탄소 배출 규정 달성이 어려울 수 있다.According to EEDI (Energy Efficiency Design Index), a mandatory carbon dioxide reduction regulation applied by IMO to new ships, the initial EEDI announcement called for a 10% reduction in carbon dioxide emissions in 2015 based on carbon dioxide emissions from 2013 to 2015. EEDI Phase 1 was applied, and it was planned to apply Phase 3 in 2025 by strengthening and applying one step every five years. However, for LPG carriers, EEDI Phase 3 will be applied early from 2022, two years after applying EEDI Phase 2. It is being done. As regulations on carbon dioxide emissions from ships are rapidly being strengthened, it may be difficult to achieve carbon dioxide emissions regulations in the future by using only LNG or LPG as fuel.

그에 따라 이산화탄소 배출을 줄일 수 있는 친환경 선박 연료, 나아가 완전한 탈탄소화를 위한 선박 연료에 대한 다양한 연구가 이루어지고 있고, 특히 암모니아, 수소 등을 연료로 사용할 수 있는 선박에 관한 기술이 활발히 연구·개발되고 있다. Accordingly, various research is being conducted on eco-friendly marine fuel that can reduce carbon dioxide emissions, and further on marine fuel for complete decarbonization. In particular, technologies for ships that can use ammonia, hydrogen, etc. as fuel are being actively researched and developed. there is.

수소는 무독, 무색, 무취의 가스로 우주에서 가장 많은 원소이지만, 지구에서는 수소 단독으로 존재하는 경우가 거의 없고, 물, 천연가스 등의 화합물 형태로 존재하기 때문에 이러한 물질로부터 분리해내야 한다. 수소 에너지를 널리 효율적으로 이용하기 위해서는 먼저 경제적이고 간편한 수소 생산기술과 이를 운반하기 위한 운송기술이 필요하다. Hydrogen is a non-toxic, colorless, and odorless gas and is the most abundant element in the universe. However, on Earth, hydrogen rarely exists alone. It exists in the form of compounds such as water and natural gas, so it must be separated from these substances. In order to use hydrogen energy widely and efficiently, economical and simple hydrogen production technology and transportation technology to transport it are first needed.

본 발명은 미래의 에너지원으로 주목받고 있는 수소를 액화하여 선박을 통해 효율적으로 운반할 수 있는 액화수소 운반선 관련 기술을 제안하고자 한다. The present invention seeks to propose a technology related to a liquefied hydrogen carrier that can liquefy hydrogen, which is attracting attention as a future energy source, and transport it efficiently through ships.

상술한 과제를 해결하기 위한 본 발명의 일 측면에 따르면, 선박의 화물로 운송될 액화수소를 저장하는 수소저장탱크; According to one aspect of the present invention for solving the above-described problem, a hydrogen storage tank for storing liquefied hydrogen to be transported as cargo on a ship;

상기 선박의 추진 및 발전에 필요한 전력을 생산하는 SOFC(Solid Oxide Fuel Cell)부; A SOFC (Solid Oxide Fuel Cell) unit that produces power required for propulsion and power generation of the ship;

상기 SOFC부에서 생산된 전력을 공급받아 상기 선박의 추진용 프로펠러를 구동시키는 전기추진용 모터부; 및An electric propulsion motor unit that receives power produced by the SOFC unit and drives a propeller for propulsion of the ship; and

상기 SOFC부에 연료로 공급될 LNG를 저장하는 LNG 저장탱크:를 포함하고,It includes an LNG storage tank for storing LNG to be supplied as fuel to the SOFC unit,

상기 SOFC부는 상기 수소저장탱크에서 발생하는 수소 증발가스 및 상기 LNG 저장탱크에서 발생하는 증발가스를 연료로 공급받는 것을 특징으로 하는 액화수소 운반선이 제공된다. A liquefied hydrogen carrier is provided, wherein the SOFC unit receives hydrogen boil-off gas generated from the hydrogen storage tank and boil-off gas generated from the LNG storage tank as fuel.

바람직하게는, 상기 수소저장탱크로부터 상기 SOFC부로 연결되는 가스공급라인; 및 상기 가스공급라인에 마련되어 상기 수소저장탱크로부터 발생하는 수소 증발가스를 공급받아 압축하는 압축기:를 포함하되, 상기 선박에는 복수의 수소저장탱크가 마련되며, 복수의 수소저장탱크에서 발생하는 수소 증발가스가 상기 SOFC부에 연료로 우선 공급되어 상기 수소저장탱크의 압력 상승을 방지할 수 있다. Preferably, a gas supply line connected from the hydrogen storage tank to the SOFC unit; and a compressor provided in the gas supply line to receive and compress the hydrogen evaporation gas generated from the hydrogen storage tank, wherein the ship is provided with a plurality of hydrogen storage tanks, and the hydrogen evaporation gas generated from the plurality of hydrogen storage tanks is provided. Gas is first supplied as fuel to the SOFC unit, thereby preventing a pressure increase in the hydrogen storage tank.

바람직하게는, 상기 가스공급라인에서 상기 압축기의 전단에 마련되어 상기 압축기로 공급될 수소 증발가스를 상기 압축기의 인입온도에 따라 가열하는 프리히터(pre-heater)를 더 포함할 수 있다. Preferably, the gas supply line may further include a pre-heater provided at the front of the compressor to heat the hydrogen boil-off gas to be supplied to the compressor according to the inlet temperature of the compressor.

바람직하게는, 상기 가스공급라인에서 상기 압축기의 하류에 마련되어 상기 SOFC부의 인입조건에 맞추어 상기 수소 증발가스를 가열하는 제1 히터를 더 포함할 수 있다. Preferably, the gas supply line may further include a first heater provided downstream of the compressor to heat the hydrogen boil-off gas according to the inlet conditions of the SOFC unit.

바람직하게는, 상기 LNG 저장탱크로부터 상기 SOFC부로 연결되는 천연가스공급라인; 상기 천연가스공급라인에 마련되어 상기 LNG 저장탱크로부터 발생하는 증발가스를 공급받아 압축하는 증발가스압축기; 상기 LNG 저장탱크로부터 상기 SOFC부로 연결되는 강제기화가스공급라인; 상기 강제기화가스공급라인으로 상기 LNG 저장탱크의 LNG를 펌핑하는 연료공급펌프; 및 상기 강제기화가스공급라인에 마련되어 상기 연료공급펌프에서 이송된 LNG를 기화시키는 강제기화기:를 더 포함하며, 상기 수소저장탱크에서 발생하는 수소 증발가스가 상기 SOFC부에 연료로 우선 공급되어 소비되고, 연료 부족분만큼 상기 LNG 저장탱크에서 발생하는 증발가스 및 강제기화된 천연가스가 상기 SOFC부에 보충적으로 공급될 수 있다. Preferably, a natural gas supply line connected from the LNG storage tank to the SOFC unit; A boil-off gas compressor provided in the natural gas supply line to receive and compress the boil-off gas generated from the LNG storage tank; A forced vaporization gas supply line connected from the LNG storage tank to the SOFC unit; A fuel supply pump that pumps LNG from the LNG storage tank into the forced vaporization gas supply line; And a forced vaporizer provided in the forced vaporization gas supply line to vaporize the LNG transferred from the fuel supply pump, wherein the hydrogen boil-off gas generated in the hydrogen storage tank is first supplied as fuel to the SOFC unit and consumed. , Boil-off gas and forced vaporized natural gas generated from the LNG storage tank may be supplied supplementally to the SOFC unit to compensate for the fuel shortage.

바람직하게는, 상기 SOFC부의 전단에 마련되어 상기 SOFC부의 인입조건에 맞추어 상기 증발가스압축기 또는 강제기화기를 거쳐 상기 SOFC부로 공급될 천연가스를 가열하는 제2 히터를 더 포함할 수 있다. Preferably, it may further include a second heater provided at the front of the SOFC unit to heat the natural gas to be supplied to the SOFC unit through the boil-off gas compressor or forced vaporizer in accordance with the inlet conditions of the SOFC unit.

바람직하게는 상기 전기추진용 모터부는, 상기 SOFC부에서 생산된 전력을 공급받아 변환하는 컨버터; 및 상기 컨버터에서 변환된 전력을 공급받아 상기 선박의 추진용 프로펠러 구동을 위한 회전력을 발생시키는 추진용 모터:를 포함할 수 있다. Preferably, the electric propulsion motor unit includes a converter that receives and converts the power produced by the SOFC unit; And it may include a propulsion motor that receives the power converted from the converter and generates rotational force for driving the propeller for propulsion of the ship.

바람직하게는, 상기 SOFC부에서는 고체 산화물을 전해질로 사용하여 500℃ 이상의 고온 수소 및 천연가스를 공급받아 전기에너지를 생성할 수 있다. Preferably, the SOFC unit uses solid oxide as an electrolyte to generate electrical energy by receiving high temperature hydrogen and natural gas of 500°C or higher.

미래의 에너지원으로 주목받고 있는 수소를 액화하여 선박을 통해 효율적으로 운반할 수 있는 액화수소 운반선을 제공할 수 있다. It is possible to provide a liquefied hydrogen carrier that can liquefy hydrogen, which is attracting attention as a future energy source, and transport it efficiently through ships.

특히 전기추진 방식을 적용하면서 연료 유연성이 뛰어난 SOFC를 채택하여, 별도의 수소 연료 탱크를 구비하지 않고 화물로 운송될 액화수소를 저장하는 수소저장탱크로부터 발생하는 수소 증발가스를 연료로 이용함으로써 수송 중 발생하는 수소 증발가스를 효과적으로 처리하여 수소저장탱크의 압력 상승을 방지하고 선박 안전을 확보할 수 있다. 동시에 수소 증발가스만으로 SOFC의 연료 수요를 충족할 수 없을 때 천연가스를 보충적으로 공급하여 발전함으로써, 연료비를 절감하면서 선내에 필요한 총 전력수요를 충족할 수 있도록 한다. In particular, by applying the electric propulsion method and adopting SOFC, which has excellent fuel flexibility, the hydrogen evaporation gas generated from the hydrogen storage tank that stores the liquefied hydrogen to be transported as cargo is used as fuel without a separate hydrogen fuel tank. By effectively treating the hydrogen evaporation gas generated, the pressure of the hydrogen storage tank can be prevented from increasing and the safety of the ship can be ensured. At the same time, when the fuel demand of SOFC cannot be met with hydrogen boil-off gas alone, natural gas is supplied supplementally to generate power, thereby reducing fuel costs and meeting the total power demand required on board.

이와 같이 친환경 무공해 연료인 수소를 사용하여 선박 운항 시 온실가스 배출량을 감축하고 국제협약이 정하는 규제기준강화에 대응할 수 있고, 별도의 수소 연료 탱크나 수소 증발가스 처리장치 등의 장비 설치를 위한 비용을 절감하고 선내 공간을 확보할 수 있다. In this way, by using hydrogen, an eco-friendly, non-polluting fuel, it is possible to reduce greenhouse gas emissions when operating ships and respond to the strengthening of regulatory standards set by international conventions, while reducing the cost of installing equipment such as a separate hydrogen fuel tank or hydrogen boil-off gas treatment device. You can save money and secure space on board.

도 1은 본 발명의 일 실시예에 따른 액화수소 운반선을 개략적으로 도시한다. Figure 1 schematically shows a liquefied hydrogen carrier according to an embodiment of the present invention.

본 발명의 동작상 이점 및 본 발명의 실시에 의하여 달성되는 목적을 충분히 이해하기 위해서는 본 발명의 바람직한 실시예를 예시하는 첨부도면 및 첨부도면에 기재된 내용을 참조하여야만 한다.In order to fully understand the operational advantages of the present invention and the objectives achieved by practicing the present invention, reference should be made to the accompanying drawings illustrating preferred embodiments of the present invention and the contents described in the accompanying drawings.

이하 첨부한 도면을 참조하여 본 발명의 바람직한 실시예에 대해 구성 및 작용을 상세히 설명하면 다음과 같다. 여기서 각 도면의 구성요소들에 대해 참조 부호를 부가함에 있어 동일한 구성요소들에 한해서는 비록 다른 도면상에 표시되더라도 가능한 한 동일한 부호로 표기되었음에 유의하여야 한다.Hereinafter, the structure and operation of a preferred embodiment of the present invention will be described in detail with reference to the attached drawings. Here, in adding reference numerals to components in each drawing, it should be noted that identical components are indicated with the same reference numerals as much as possible, even if they are shown in different drawings.

도 1에는 본 발명의 일 실시예에 따른 액화수소 운반선에서의 추진 및 발전 시스템을 개략적으로 도시하였다. Figure 1 schematically shows a propulsion and power generation system in a liquefied hydrogen carrier according to an embodiment of the present invention.

도 1에 도시된 바와 같이 본 시스템은, 선박의 화물로 운송될 액화수소를 저장하는 수소저장탱크(CT), 선박의 추진 및 발전에 필요한 전력을 생산하는 SOFC(Solid Oxide Fuel Cell)부(300), SOFC부에서 생산된 전력을 공급받아 선박의 추진용 프로펠러(PP)를 구동시키는 전기추진용 모터부(400), SOFC부에서 연료로 공급될 LNG를 저장하는 LNG 저장탱크(FT)를 포함한다. As shown in Figure 1, this system includes a hydrogen storage tank (CT) that stores liquefied hydrogen to be transported as cargo on a ship, and a solid oxide fuel cell (SOFC) unit (300) that produces power necessary for propulsion and power generation of the ship. ), an electric propulsion motor unit (400) that receives power produced in the SOFC unit to drive the ship's propulsion propeller (PP), and an LNG storage tank (FT) that stores LNG to be supplied as fuel in the SOFC unit. do.

SOFC부는 수소저장탱크에서 발생하는 수소 증발가스 및 LNG 저장탱크에서 발생하는 증발가스를 연료로 공급받는 것을 특징으로 한다. The SOFC unit is characterized by being supplied as fuel by hydrogen boil-off gas generated from a hydrogen storage tank and boil-off gas generated from an LNG storage tank.

본 실시예의 선박은 선박의 화물로 친환경 연료인 액화수소를 수송하는 액화수소 운반선으로, 선박에는 액화수소를 저장하는 수소저장탱크(CT)가 마련된다. The ship of this embodiment is a liquefied hydrogen carrier that transports liquefied hydrogen, an eco-friendly fuel, as the ship's cargo, and the ship is equipped with a hydrogen storage tank (CT) to store liquefied hydrogen.

수소는 끓는점이 약 -253℃의 극저온이므로 통상 기체 상태로 존재하나, 액화 시 부피가 1/800로 감소되므로 보관 및 운송 효율을 위해서 본 실시예 운반선에서는 액화수소 형태로 수소저장탱크에 저장하여 운송한다. 선박에는 복수의 수소저장탱크가 마련될 수 있고, 각 수소저장탱크는 극저온의 액화수소를 보관할 수 있는 구조 및 재질로 마련된다. Hydrogen has a very low boiling point of about -253°C, so it usually exists in a gaseous state. However, when liquefied, its volume is reduced to 1/800, so for storage and transportation efficiency, in the carrier of this embodiment, it is stored and transported in the form of liquefied hydrogen in a hydrogen storage tank. do. A ship may be equipped with a plurality of hydrogen storage tanks, and each hydrogen storage tank is equipped with a structure and material that can store cryogenic liquefied hydrogen.

수소는 끓는점이 매우 낮으므로 수소저장탱크에 저장된 액화수소로부터 계속해서 수소 증발가스가 발생한다. 본 실시예 선박은 전기 추진 시스템(Electric Propulsion System)을 채택하고, 선박의 추진 및 발전에 필요한 총 전력을 생산하기 위하여 SOFC부(300)를 마련하여, 수소저장탱크에서 발생하는 수소 증발가스를 SOFC부 연료로 공급하도록 구성한다. 이와 같이 탄소 배출이 없는 수소를 연료로 사용하는 SOFC부를 채택하여 발전하고 전기 추진함으로써 탄소 배출을 저감한 친환경 선박을 구현하면서, 수송 중 발생하는 수소 증발가스를 효과적으로 처리하여 수소저장탱크의 압력 상승을 방지하고 선박 안전을 확보할 수 있다. Since hydrogen has a very low boiling point, hydrogen evaporation gas continues to be generated from liquefied hydrogen stored in a hydrogen storage tank. The ship in this embodiment adopts an electric propulsion system, and a SOFC unit 300 is provided to produce the total power required for propulsion and power generation of the ship, and hydrogen evaporation gas generated in the hydrogen storage tank is converted into SOFC. Configured to supply as secondary fuel. In this way, an eco-friendly ship is realized that reduces carbon emissions by adopting a SOFC unit that uses carbon-free hydrogen as a fuel to generate power and propulsion with electricity, while effectively processing the hydrogen boil-off gas generated during transportation to reduce the pressure increase in the hydrogen storage tank. prevention and ensure vessel safety.

SOFC부(300)는 고체 산화물을 전해질로 사용하는 연료전지로, 연료 유연성이 뛰어나 수소 뿐만 아니라 천연가스를 직접 소비할 수 있으므로, 본 실시예에서는 SOFC부를 구비하면서 LNG 저장탱크(FT)를 마련하여 수소저장탱크에서 발생하는 수소 증발가스와 천연가스를 연료로 공급하고 발전하여 선내 추진 및 발전에 필요한 총 전력을 충당할 수 있도록 한다. The SOFC unit 300 is a fuel cell that uses solid oxide as an electrolyte. It has excellent fuel flexibility and can directly consume not only hydrogen but also natural gas. Therefore, in this embodiment, an LNG storage tank (FT) is provided along with the SOFC unit. Hydrogen boil-off gas and natural gas generated from the hydrogen storage tank are supplied as fuel and generate power to cover the total power required for propulsion and power generation within the ship.

그에 따라 연료공급부는 수소와 천연가스를 SOFC부로 공급할 수 있도록, 수소저장탱크로부터 발생하는 수소 증발가스를 SOFC부로 공급하는 수소공급부(100)와, LNG 저장탱크로부터 발생하는 증발가스 및 LNG 강제기화가스를 SOFC부로 공급하는 LNG공급부(200)를 포함한다. Accordingly, the fuel supply unit includes a hydrogen supply unit 100 that supplies hydrogen evaporation gas generated from the hydrogen storage tank to the SOFC unit so that hydrogen and natural gas can be supplied to the SOFC unit, and evaporation gas and LNG forced vaporization gas generated from the LNG storage tank. It includes an LNG supply unit 200 that supplies to the SOFC unit.

먼저 수소공급부(100)는 수소저장탱크(CT)로부터 SOFC부(300)로 연결되는 가스공급라인(BL)과, 가스공급라인에 마련되어 수소저장탱크로부터 발생하는 수소 증발가스를 공급받아 압축하는 압축기(120)를 포함한다. First, the hydrogen supply unit 100 includes a gas supply line (BL) connected from the hydrogen storage tank (CT) to the SOFC unit 300, and a compressor provided in the gas supply line to receive and compress the hydrogen evaporation gas generated from the hydrogen storage tank. Includes (120).

압축기(120)에서는 SOFC부에서 요구하는 압력으로 수소 증발가스를 가압하여 연료로 공급한다. 압축기에서 요구되는 인입조건이 있을 경우, 이를 위해 가스공급라인에는 압축기로 공급될 수소 증발가스를 압축기의 인입온도에 따라 가열하는 프리히터(pre-heater)(110)가 압축기 전단에 추가로 마련될 수 있다. The compressor 120 pressurizes hydrogen boil-off gas to the pressure required by the SOFC unit and supplies it as fuel. If there are inlet conditions required for the compressor, a pre-heater 110 that heats the hydrogen boil-off gas to be supplied to the compressor according to the inlet temperature of the compressor is additionally provided in the gas supply line at the front of the compressor. You can.

가스공급라인에서 압축기의 하류에는 SOFC부의 인입조건에 맞추어 수소 증발가스를 가열하는 제1 히터(130)가 마련된다. A first heater 130 is provided downstream of the compressor in the gas supply line to heat the hydrogen boil-off gas according to the inlet conditions of the SOFC unit.

SOFC부의 연료 인입조건은 압력 0.025 내지 1.1 barg, 온도 650 내지 800℃ 내외일 수 있으며, 수소저장탱크(CT)에서 발생하는 수소 증발가스는 프리히터(110), 압축기(120), 제1 히터(130)를 거쳐 SOFC부의 인입조건에 맞추어 압축 및 가열되어 SOFC부(300)에 공급된다. Fuel inlet conditions in the SOFC unit may be a pressure of 0.025 to 1.1 barg and a temperature of around 650 to 800°C, and the hydrogen evaporation gas generated in the hydrogen storage tank (CT) is discharged from the preheater 110, compressor 120, and first heater ( 130), it is compressed and heated according to the inlet conditions of the SOFC unit and supplied to the SOFC unit (300).

수소공급부(100)에서는 복수의 수소저장탱크에서 발생하는 수소 증발가스를 SOFC부에 연료로 우선 공급하여 소비함으로써, 수소저장탱크의 급격한 압력 상승을 방지할 수 있다. 복수의 수소저장탱크에서 자연발생하는 수소 증발가스가 연료로 우선 공급되고, 수소 증발가스로 SOFC부의 연료 수요를 충족할 수 없을 때 부족분만큼 LNG공급부(200)를 통해 자연기화 또는 강제기화된 천연가스를 보충적으로 공급하는 방식으로 운용할 수 있다. The hydrogen supply unit 100 first supplies and consumes hydrogen boil-off gas generated from a plurality of hydrogen storage tanks as fuel to the SOFC unit, thereby preventing a rapid increase in pressure of the hydrogen storage tank. Hydrogen boil-off gas naturally occurring in a plurality of hydrogen storage tanks is first supplied as fuel, and when hydrogen boil-off gas cannot meet the fuel demand of the SOFC unit, natural gas is naturally vaporized or forcedly vaporized through the LNG supply unit 200 to compensate for the shortfall. It can be operated by supplementary supply.

LNG공급부(200는, LNG 저장탱크로부터 SOFC부로 연결되는 천연가스공급라인(FGL), 천연가스공급라인에 마련되어 LNG 저장탱크로부터 발생하는 증발가스를 공급받아 압축하는 증발가스압축기(210), LNG 저장탱크로부터 SOFC부로 연결되는 강제기화가스공급라인(FLL), 강제기화가스공급라인으로 LNG 저장탱크의 LNG를 펌핑하는 연료공급펌프(FP), 강제기화가스공급라인에 마련되어 연료공급펌프에서 이송된 LNG를 기화시키는 강제기화기(220)를 포함한다. The LNG supply unit (200) is a natural gas supply line (FGL) connected from the LNG storage tank to the SOFC unit, a boil-off gas compressor (210) provided in the natural gas supply line to receive and compress the boil-off gas generated from the LNG storage tank, and LNG storage Forced vaporization gas supply line (FLL) connected from the tank to the SOFC unit, fuel supply pump (FP) that pumps LNG from the LNG storage tank to the forced vaporization gas supply line, and LNG provided in the forced vaporization gas supply line and transferred from the fuel supply pump. It includes a forced vaporizer 220 that vaporizes.

SOFC부의 전단에는 SOFC부의 연료 인입조건에 맞추어 증발가스압축기 또는 강제기화기를 거쳐 SOFC부로 공급될 천연가스를 가열하는 제2 히터(230)가 마련된다. 전술한 바와 같이 SOFC부의 연료 인입온도는 500℃ 이상, 바람직하게는 650 내지 800℃ 내외이므로 일 수 있고, LNG 저장탱크에서 자연 발생하는 증발가스 또는 강제기화된 천연가스는 증발가스압축기 또는 강제기화기를 거친 후 제2 히터를 거쳐 SOFC부의 인입조건에 맞추어 SOFC부에 연료로 공급된다. A second heater 230 is provided at the front of the SOFC unit to heat natural gas to be supplied to the SOFC unit through a boil-off gas compressor or forced vaporizer according to the fuel inlet conditions of the SOFC unit. As described above, the fuel inlet temperature of the SOFC unit may be 500°C or higher, preferably around 650 to 800°C, and the boil-off gas or forced vaporization natural gas naturally generated in the LNG storage tank may be vaporized using a boil-off gas compressor or forced vaporizer. After that, it passes through the second heater and is supplied as fuel to the SOFC unit according to the inlet conditions of the SOFC unit.

수소는 연료비가 비싸기 때문에 운송 연료비를 고려하여 연료 유연성이 뛰어나 수소와 천연가스를 모두 연료로 공급받을 수 있는 SOFC를 채택하고, 수송 중 발생하는 수소 증발가스를 연료로 이용하여 처리하면서 운송 연료비를 절감하고, LNG나 오일 등 화석연료만을 사용할 때에 비해 선박 운항으로 인한 이산화탄소 및 온실가스 배출량을 줄일 수 있도록 한다.Since hydrogen is expensive to fuel, considering transportation fuel costs, we adopted SOFC, which has excellent fuel flexibility and can supply both hydrogen and natural gas as fuel, and uses the hydrogen evaporation gas generated during transportation as fuel to reduce transportation fuel costs. In addition, it reduces carbon dioxide and greenhouse gas emissions from ship operations compared to using only fossil fuels such as LNG or oil.

선내 추진 및 발전에 필요한 전체 전력수요를 충족할 수 있도록 SOFC부의 발전용량 및 설치대수를 선택할 수 있다. SOFC부에서 생산된 전력은 배전반 등을 거쳐 선내 전력수요처로 공급될 수 있다. 이러한 선내 전력수요처에는 선박 추진을 위한 전기추진용 모터부(400)가 포함된다.The power generation capacity and number of installed units in the SOFC section can be selected to meet the overall power demand required for propulsion and power generation on board the ship. The power produced in the SOFC unit can be supplied to power demand points within the ship through the distribution board. These on-board power consumers include the electric propulsion motor unit 400 for propulsion of the ship.

전기추진용 모터부(400)에서는 SOFC부에서 생산되어 배전반 등을 거쳐 분배된 전력을 컨버터(410)를 거쳐 추진용 모터에 맞추어 변환한 후, 추진용 모터(420)에서 전력을 공급받아 회전력을 발생시켜 추진용 프로펠러(PP)를 구동시킨다. In the electric propulsion motor unit 400, the power produced in the SOFC unit and distributed through the distribution board, etc. is converted to suit the propulsion motor through the converter 410, and then power is supplied from the propulsion motor 420 to generate rotational force. generated to drive the propulsion propeller (PP).

이와 같이 LNG와 친환경 무공해 연료인 수소를 사용하여 생산된 전력으로 전기 추진함으로써 화석 연료를 사용할 때에 비해 선박 운항 시 탄소 및 온실가스 배출을 줄일 수 있으며, 특히 액화수소 운반선에서 별도의 수소 연료 탱크를 구비하지 않아 장비 설치 비용 및 공간을 절감하고, 수송 과정 중 발생하는 수소 증발가스를 효과적으로 처리하면서 연료비를 절감하고, 선박 안전을 확보할 수 있다. In this way, by providing electric propulsion with power produced using LNG and hydrogen, an eco-friendly, non-polluting fuel, carbon and greenhouse gas emissions can be reduced during ship operation compared to using fossil fuels. In particular, liquefied hydrogen carriers are equipped with separate hydrogen fuel tanks. This reduces equipment installation costs and space, effectively treats hydrogen evaporation gas generated during the transportation process, reduces fuel costs, and ensures vessel safety.

본 발명은 상기 실시예에 한정되지 않고, 본 발명의 기술적 요지를 벗어나지 아니하는 범위 내에서 다양하게 수정 또는 변형되어 실시될 수 있음은 본 발명이 속하는 기술분야에서 통상의 지식을 가진 자에게 있어서 자명한 것이다. It is obvious to those skilled in the art that the present invention is not limited to the above-mentioned embodiments, and that it can be implemented with various modifications or variations without departing from the technical gist of the present invention. It was done.

CT: 수소저장탱크
FT: LNG 저장탱크
BL: 가스공급라인
FGL: 천연가스공급라인
FLL: 강제기화가스공급라인
100: 수소공급부
200: LNG공급부
300: SOFC부
400: 전기추진용 모터부 CT: Hydrogen storage tank
FT: LNG storage tank
BL: Gas supply line
FGL: Natural gas supply line
FLL: Forced vaporization gas supply line
100: Hydrogen supply unit
200: LNG supply department
300: SOFC department
400: Motor part for electric propulsion

Claims (8)

선박의 화물로 운송될 액화수소를 저장하는 수소저장탱크;
상기 선박의 추진 및 발전에 필요한 전력을 생산하는 SOFC(Solid Oxide Fuel Cell)부;
상기 SOFC부에서 생산된 전력을 공급받아 상기 선박의 추진용 프로펠러를 구동시키는 전기추진용 모터부; 및
상기 SOFC부에 연료로 공급될 LNG를 저장하는 LNG 저장탱크:를 포함하고,
상기 SOFC부는 상기 수소저장탱크에서 발생하는 수소 증발가스 및 상기 LNG 저장탱크에서 발생하는 증발가스를 연료로 공급받는 것을 특징으로 하는 액화수소 운반선. A hydrogen storage tank that stores liquefied hydrogen to be transported as cargo on a ship;
A SOFC (Solid Oxide Fuel Cell) unit that produces power required for propulsion and power generation of the ship;
An electric propulsion motor unit that receives power produced by the SOFC unit and drives a propeller for propulsion of the ship; and
It includes an LNG storage tank for storing LNG to be supplied as fuel to the SOFC unit,
A liquefied hydrogen carrier, wherein the SOFC unit receives hydrogen boil-off gas generated from the hydrogen storage tank and boil-off gas generated from the LNG storage tank as fuel. 제 1항에 있어서,
상기 수소저장탱크로부터 상기 SOFC부로 연결되는 가스공급라인; 및
상기 가스공급라인에 마련되어 상기 수소저장탱크로부터 발생하는 수소 증발가스를 공급받아 압축하는 압축기:를 포함하되,
상기 선박에는 복수의 수소저장탱크가 마련되며, 복수의 수소저장탱크에서 발생하는 수소 증발가스가 상기 SOFC부에 연료로 우선 공급되어 상기 수소저장탱크의 압력 상승을 방지하는 것을 특징으로 하는 액화수소 운반선. According to clause 1,
A gas supply line connected from the hydrogen storage tank to the SOFC unit; and
A compressor provided in the gas supply line to receive and compress the hydrogen evaporation gas generated from the hydrogen storage tank,
The ship is provided with a plurality of hydrogen storage tanks, and hydrogen evaporation gas generated from the plurality of hydrogen storage tanks is first supplied as fuel to the SOFC unit to prevent a pressure increase in the hydrogen storage tank. . 제 2항에 있어서,
상기 가스공급라인에서 상기 압축기의 전단에 마련되어 상기 압축기로 공급될 수소 증발가스를 상기 압축기의 인입온도에 따라 가열하는 프리히터(pre-heater)를 더 포함하는 액화수소 운반선.According to clause 2,
A liquefied hydrogen carrier further comprising a pre-heater provided at a front end of the compressor in the gas supply line to heat hydrogen boil-off gas to be supplied to the compressor according to the inlet temperature of the compressor. 제 3항에 있어서,
상기 가스공급라인에서 상기 압축기의 하류에 마련되어 상기 SOFC부의 인입조건에 맞추어 상기 수소 증발가스를 가열하는 제1 히터를 더 포함하는 액화수소 운반선. According to clause 3,
A liquefied hydrogen carrier further comprising a first heater provided downstream of the compressor in the gas supply line to heat the hydrogen boil-off gas according to the inlet conditions of the SOFC unit. 제 2항에 있어서,
상기 LNG 저장탱크로부터 상기 SOFC부로 연결되는 천연가스공급라인;
상기 천연가스공급라인에 마련되어 상기 LNG 저장탱크로부터 발생하는 증발가스를 공급받아 압축하는 증발가스압축기;
상기 LNG 저장탱크로부터 상기 SOFC부로 연결되는 강제기화가스공급라인;
상기 강제기화가스공급라인으로 상기 LNG 저장탱크의 LNG를 펌핑하는 연료공급펌프; 및
상기 강제기화가스공급라인에 마련되어 상기 연료공급펌프에서 이송된 LNG를 기화시키는 강제기화기:를 더 포함하며,
상기 수소저장탱크에서 발생하는 수소 증발가스가 상기 SOFC부에 연료로 우선 공급되어 소비되고, 연료 부족분만큼 상기 LNG 저장탱크에서 발생하는 증발가스 및 강제기화된 천연가스가 상기 SOFC부에 보충적으로 공급되는 것을 특징으로 하는 액화수소 운반선. According to clause 2,
A natural gas supply line connected from the LNG storage tank to the SOFC unit;
A boil-off gas compressor provided in the natural gas supply line to receive and compress the boil-off gas generated from the LNG storage tank;
A forced vaporization gas supply line connected from the LNG storage tank to the SOFC unit;
A fuel supply pump that pumps LNG from the LNG storage tank into the forced vaporization gas supply line; and
It further includes a forced vaporizer provided in the forced vaporization gas supply line to vaporize the LNG transferred from the fuel supply pump,
The hydrogen boil-off gas generated in the hydrogen storage tank is first supplied and consumed as fuel to the SOFC unit, and the boil-off gas and forced vaporized natural gas generated in the LNG storage tank are supplementally supplied to the SOFC unit to compensate for the fuel shortage. A liquefied hydrogen carrier characterized by: 제 5항에 있어서,
상기 SOFC부의 전단에 마련되어 상기 SOFC부의 인입조건에 맞추어 상기 증발가스압축기 또는 강제기화기를 거쳐 상기 SOFC부로 공급될 천연가스를 가열하는 제2 히터를 더 포함하는 액화수소 운반선. According to clause 5,
A liquefied hydrogen carrier further comprising a second heater provided at the front of the SOFC unit to heat natural gas to be supplied to the SOFC unit through the boil-off gas compressor or forced vaporizer in accordance with the inlet conditions of the SOFC unit. 제 1항 내지 제 6항에 있어서, 상기 전기추진용 모터부는,
상기 SOFC부에서 생산된 전력을 공급받아 변환하는 컨버터; 및
상기 컨버터에서 변환된 전력을 공급받아 상기 선박의 추진용 프로펠러 구동을 위한 회전력을 발생시키는 추진용 모터:를 포함하는 액화수소 운반선. The method of claims 1 to 6, wherein the electric propulsion motor unit,
A converter that receives and converts the power produced by the SOFC unit; and
A liquefied hydrogen carrier comprising: a propulsion motor that receives the power converted from the converter and generates rotational force for driving the propulsion propeller of the ship. 제 7항에 있어서,
상기 SOFC부에서는 고체 산화물을 전해질로 사용하여 500℃ 이상의 고온 수소 및 천연가스를 공급받아 전기에너지를 생성하는 것을 특징으로 하는 액화수소 운반선.According to clause 7,
A liquefied hydrogen carrier characterized in that the SOFC unit uses solid oxide as an electrolyte to generate electrical energy by receiving high temperature hydrogen and natural gas above 500°C.
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