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KR20230136865A - Power Generation System and Liquefied Hydrogen Carrier - Google Patents

Power Generation System and Liquefied Hydrogen Carrier Download PDF

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Publication number
KR20230136865A
KR20230136865A KR1020220081284A KR20220081284A KR20230136865A KR 20230136865 A KR20230136865 A KR 20230136865A KR 1020220081284 A KR1020220081284 A KR 1020220081284A KR 20220081284 A KR20220081284 A KR 20220081284A KR 20230136865 A KR20230136865 A KR 20230136865A
Authority
KR
South Korea
Prior art keywords
fuel
power generation
storage tank
gas
hydrogen
Prior art date
Application number
KR1020220081284A
Other languages
Korean (ko)
Inventor
변영진
김필근
황순규
서다혜
Original Assignee
한화오션 주식회사
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Filing date
Publication date
Application filed by 한화오션 주식회사 filed Critical 한화오션 주식회사
Publication of KR20230136865A publication Critical patent/KR20230136865A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
    • 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
    • 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
    • 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
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    • C—CHEMISTRY; METALLURGY
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    • 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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    • C07—ORGANIC CHEMISTRY
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    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
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    • C10L1/00—Liquid carbonaceous fuels
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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
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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
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    • 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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    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
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Abstract

The present invention relates to a power generation system that produces electric power and a liquefied hydrogen carrier including the power generation system. The power generation system according to the present invention comprises: at least one liquefied hydrogen storage tank storing liquefied hydrogen; a fuel storage tank for storing liquefied gas fuel; and a power production unit which produces power and supplies it to power consumers. The power production unit includes: a power generation engine which, as a main power generation means, produces electric power using evaporation gas generated in the fuel storage tank as fuel; and a gas turbine which, as an auxiliary power generation means, produces electricity by obtaining driving force from hydrogen boil-off gas generated in the liquefied hydrogen storage tank.

Description

액화수소 운반선의 발전 시스템 {Power Generation System and Liquefied Hydrogen Carrier} Power Generation System and Liquefied Hydrogen Carrier}

본 발명은 전력을 생산하는 발전 시스템과 이를 포함하는 액화수소 운반선에 관한 것이다. The present invention relates to a power generation system that produces electric power and a liquefied hydrogen carrier including the same.

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 액체상태로 저장하고, 선박을 통해 효율적으로 운반할 수 있는 액화수소 운반선을 제안하고자 한다.The present invention seeks to propose a liquefied hydrogen carrier that can store hydrogen, which is attracting attention as a future energy source, in a liquid state and efficiently transport it through ships.

상술한 과제를 해결하기 위한 본 발명의 일 측면에 따르면, 액화수소를 저장하는 하나 이상의 액화수소 저장탱크; 액화가스 연료를 저장하는 연료 저장탱크; 및 전력을 생산하여 전력 수요처로 공급하는 전력 생산부;를 포함하며, 상기 전력 생산부는, 주 발전 수단으로서 상기 연료 저장탱크에서 발생한 증발가스를 연료를 이용하여 전력을 생산하는 발전엔진; 및 보조 발전 수단으로서 상기 액화수소 저장탱크에서 발생한 수소 증발가스로부터 구동력을 얻어 전력을 생산하는 가스터빈;을 포함하는, 발전 시스템이 제공된다. According to one aspect of the present invention for solving the above-described problem, one or more liquefied hydrogen storage tanks for storing liquefied hydrogen; A fuel storage tank for storing liquefied gas fuel; and a power production unit that produces power and supplies it to power demand sources, wherein the power production unit includes, as a main power generation means, a power generation engine that produces power by using boil-off gas generated in the fuel storage tank as fuel; And, as an auxiliary power generation means, a gas turbine that generates electric power by obtaining driving force from hydrogen boil-off gas generated in the liquefied hydrogen storage tank. A power generation system is provided, including a.

바람직하게는, 상기 액화수소 저장탱크는 압력용기로서, 상기 액화수소 저장탱크는 최대 허용 압력에 도달하기 전에 수소 증발가스가 배출되고, 배출된 수소 증발가스는 상기 가스터빈으로 공급되며, 상기 가스터빈은 상기 수소 증발가스의 배출량 또는 배출시점에 따라 부하가 조절될 수 있다.Preferably, the liquefied hydrogen storage tank is a pressure vessel, and the liquefied hydrogen storage tank discharges hydrogen boil-off gas before reaching the maximum allowable pressure, and the discharged hydrogen boil-off gas is supplied to the gas turbine, and the gas turbine The load can be adjusted depending on the amount of hydrogen boil-off gas discharged or the time of discharge.

바람직하게는, 상기 연료 저장탱크로부터 배출된 증발가스를, 상기 발전엔진에서 요구하는 압력 및 온도 조건으로 조절하여 상기 발전엔진으로 공급하는 BOG 처리부;를 더 포함할 수 있다. Preferably, it may further include a BOG processing unit that adjusts the boil-off gas discharged from the fuel storage tank to the pressure and temperature conditions required by the power generation engine and supplies it to the power generation engine.

바람직하게는, 상기 연료 저장탱크로부터 액체 상태의 연료를 배출시키는 연료 공급펌프; 및 상기 연료 공급펌프에 의해 배출된 액체 상태의 연료를 기화시키고 발전엔진에서 요구하는 압력 및 온도 조건으로 조절하여 상기 발전엔진으로 공급하는 연료 공급부;를 더 포함할 수 있다. Preferably, a fuel supply pump discharging liquid fuel from the fuel storage tank; And it may further include a fuel supply unit that vaporizes the liquid fuel discharged by the fuel supply pump, adjusts it to the pressure and temperature conditions required by the power generation engine, and supplies it to the power generation engine.

상술한 목적을 달성하기 위한 본 발명의 다른 일 측면에 의하면, 상기 발전 시스템을 포함하는 액화수소 운반선이 제공된다. According to another aspect of the present invention for achieving the above-described object, a liquefied hydrogen carrier including the power generation system is provided.

바람직하게는, 상기 연료 저장탱크에 저장된 연료를 공급받아 추진력을 발생시키는 추진엔진;을 더 포함할 수 있다.Preferably, it may further include a propulsion engine that generates propulsion by receiving fuel stored in the fuel storage tank.

바람직하게는, 상기 발전엔진 및 추진엔진은 이중연료 엔진이고, 상기 발전엔진 및 추진엔진의 연료로 공급할 연료유를 저장하는 연료유 저장탱크;를 더 포함할 수 있다. Preferably, the power generation engine and the propulsion engine are dual fuel engines, and may further include a fuel oil storage tank for storing fuel oil to be supplied as fuel for the power generation engine and the propulsion engine.

본 발명에 따르면, 미래의 에너지원으로 주목받고 있는 수소를 액화하여 선박을 통해 효율적으로 운반할 수 있는 액화수소 운반선을 제공할 수 있다. According to the present invention, 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.

본 발명에 따른 액화수소 운반선의 발전 시스템은, 액화수소 저장탱크의 압력을 제어하기 위한 별도의 증발가스 처리 장비를 마련하지 않아도 되므로 설치 및 운영 비용을 절감할 수 있다. The power generation system for a liquefied hydrogen carrier according to the present invention can reduce installation and operating costs because there is no need to provide separate boil-off gas treatment equipment to control the pressure of the liquefied hydrogen storage tank.

또한, 액화수소 저장탱크의 안전밸브 개방압력(MARVS; Maximum Relief Valve Setting), 즉 액화수소 저장탱크의 운영 압력을 낮게 유지할 수 있어, 액화수소 저장탱크의 저장 용량 한계(loading limit)를 극대화할 수 있으므로, 저장 및 운반 효율을 극대화할 수 있다.In addition, the safety valve opening pressure (MARVS; Maximum Relief Valve Setting) of the liquefied hydrogen storage tank, that is, the operating pressure of the liquefied hydrogen storage tank, can be maintained low, thereby maximizing the storage capacity limit (loading limit) of the liquefied hydrogen storage tank. Therefore, storage and transportation efficiency can be maximized.

도 1은 본 발명의 일 실시예에 따른 액화수소 운반선을 간략하게 도시한 도면이다. Figure 1 is a diagram briefly illustrating 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. 또한, 하기 실시예는 여러 가지 다른 형태로 변형될 수 있으며, 본 발명의 범위가 하기 실시예에 한정되는 것은 아니다.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. Additionally, the following examples may be modified into various other forms, and the scope of the present invention is not limited to the following examples.

후술하는 본 발명의 일 실시예에 따른 액화수소 운반선은, 다수의 액화수소 저장탱크가 마련되어 액화수소를 화물로서 운반하는 선박을 의미하나, 이에 한정하는 것은 아니고, 액화수소 저장탱크가 적어도 하나 이상 마련되는 선박이라면 동일하게 적용될 수 있다. 또한, 여기서 선박이라 함은, 자체 추진 능력을 가지는 선박을 비롯하여, FPSO(Floating Production Storage Offloading), FSRU(Floating Storage Regasification Unit)와 같이 추진 능력을 갖지는 않지만 해상에 부유하고 있는 해상 구조물을 포함할 수 있다. The liquefied hydrogen carrier according to an embodiment of the present invention, which will be described later, refers to a ship equipped with a plurality of liquefied hydrogen storage tanks and transporting liquefied hydrogen as cargo, but is not limited thereto, and is provided with at least one liquefied hydrogen storage tank. The same can be applied to any ship that qualifies. In addition, ships herein include ships with self-propulsion capabilities, as well as offshore structures that do not have propulsion capabilities but are floating in the sea, such as FPSO (Floating Production Storage Offloading) and FSRU (Floating Storage Regasification Unit). You can.

후술하는 본 발명의 일 실시예에 따른 액화수소 운반선에는 액화가스 및 이종의 연료, 예를 들어 연료유(fuel oil)을 연료로서 사용하는 이중연료 엔진이 마련될 수 있다. The liquefied hydrogen carrier according to an embodiment of the present invention, which will be described later, may be equipped with a dual-fuel engine that uses liquefied gas and a different fuel, for example, fuel oil, as fuel.

여기서 액화가스는, LNG(Liquefied Natural Gas), LEG(Liquefied Ethane Gas), LPG(Liquefied Petroleum Gas), 액화에틸렌가스(Liquefied Ethylene Gas), 액화프로필렌가스(Liquefied Propylene Gas) 등과 같은 탄화수소 계열의 액화가스일 수도 있고, 액화 암모니아, 액화수소, 액화 이산화탄소 등 상온에서 기상으로 존재하는 가스를 연료 또는 화물로서 저장하는 것을 목적으로 극저온으로 액화시켜 저장되는 액화가스일 수도 있다. 본 명세서에서 액화가스 연료는 LNG인 것을 예로 들어 설명하기로 한다. Here, the liquefied gas is a hydrocarbon-based liquefied gas such as LNG (Liquefied Natural Gas), LEG (Liquefied Ethane Gas), LPG (Liquefied Petroleum Gas), Liquefied Ethylene Gas, and Liquefied Propylene Gas. It may be a liquefied gas, such as liquefied ammonia, liquefied hydrogen, or liquefied carbon dioxide, that exists in the gas phase at room temperature and is stored by liquefying it at extremely low temperatures for the purpose of storing it as fuel or cargo. In this specification, the liquefied gas fuel will be described by taking LNG as an example.

또한, 여기서 엔진은, LNG와 연료유를 연료로서 사용하는 이중연료 엔진(Dual Fuel Engine)으로서, 선박에 사용되는 엔진 중 천연가스를 연료로 사용할 수 있는 이중연료 엔진(Dual Fuel Engine)으로는, ME-GI(MAN Electronic Gas Injection) 엔진, X-DF(eXtra long stroke Dual Fuel) 엔진, DF 엔진(DFDE(Dual Fuel Diesel Electric), DFDG(Dual Fuel Diesel Generator)) 등이 있다. In addition, the engine here is a dual fuel engine that uses LNG and fuel oil as fuel. Among engines used in ships, a dual fuel engine that can use natural gas as fuel is, There are MAN Electronic Gas Injection (ME-GI) engines, eXtra long stroke Dual Fuel (X-DF) engines, and DF engines (Dual Fuel Diesel Electric (DFDE) and Dual Fuel Diesel Generator (DFDG)).

또한, 액화가스 저장탱크는 크게 멤브레인형 탱크와 독립형 탱크로 분류되는데, 국제해사기구(IMO)에서 규정하는 독립형 탱크는 방벽의 개수 등에 따라 Type A, B, C 탱크로 구분된다. 후술하는 본 발명의 일 실시예를 설명하는데 있어서, 액화수소 저장탱크와 연료 저장탱크는 일종의 압력용기인 가압형 Type C 탱크인 것을 예로 들어 설명한다. In addition, liquefied gas storage tanks are largely classified into membrane-type tanks and independent tanks. Independent tanks defined by the International Maritime Organization (IMO) are classified into Type A, B, and C tanks depending on the number of barriers, etc. In explaining an embodiment of the present invention described later, the liquefied hydrogen storage tank and the fuel storage tank will be described as an example of a pressurized Type C tank, which is a type of pressure vessel.

이하, 도 1을 참고하여, 본 발명의 일 실시예에 따른 액화수소 운반선의 발전 시스템을 설명한다. Hereinafter, with reference to FIG. 1, a power generation system for a liquefied hydrogen carrier according to an embodiment of the present invention will be described.

본 발명의 일 실시예에 따른 액화수소 운반선은, 액화수소를 저장하는 하나 이상의 액화수소 저장탱크(100)와, 선내 전력 수요처로 공급할 전력을 생산하는 전력 생산부(400)와, 선박의 추진용 프로펠러를 구동시키기 위한 추진엔진(500)과, 전력 생산부(400) 및 추진엔진(500)에 사용되는 액화가스 연료를 저장하는 연료 저장탱크(200)와, 전력 생산부(400) 및 추진엔진(500)의 연료로 사용되는 연료유를 저장하는 연료유 저장탱크(300)와, 연료 저장탱크(200)에 저장된 액화가스 연료를 전력 생산부(400) 및 추진엔진(500)에서 요구하는 조건에 맞게 조절하여 공급하는 연료 공급부(230) 및 연료 저장탱크(200)에서 발생한 증발가스를 전력 생산부(400) 및 추진엔진(500)에서 요구하는 조건에 맞게 조절하여 공급하는 BOG 처리부(220)를 포함한다. A liquefied hydrogen carrier according to an embodiment of the present invention includes one or more liquefied hydrogen storage tanks 100 for storing liquefied hydrogen, a power production unit 400 that produces power to be supplied to power demand within the ship, and a propeller for propulsion of the ship. A propulsion engine 500 for driving a fuel storage tank 200 for storing liquefied gas fuel used in the power production unit 400 and the propulsion engine 500, and the power production unit 400 and propulsion engine 500. The fuel oil storage tank 300, which stores fuel oil used as fuel, and the liquefied gas fuel stored in the fuel storage tank 200 are adjusted to meet the conditions required by the power generation unit 400 and the propulsion engine 500. It includes a BOG processing unit 220 that adjusts and supplies evaporative gas generated from the fuel supply unit 230 and the fuel storage tank 200 to the conditions required by the power production unit 400 and the propulsion engine 500.

본 실시예에서 전력 생산부(400) 및 추진엔진(500)은 연료 저장탱크(200)에 저장된 연료와, 액화수소 저장탱크(100)에서 생성된 수소 증발가스와, 연료유 저장탱크(300)에 저장된 연료유를 선택적으로 연료로 사용할 수 있다. In this embodiment, the power generation unit 400 and the propulsion engine 500 store the fuel stored in the fuel storage tank 200, the hydrogen boil-off gas generated in the liquefied hydrogen storage tank 100, and the fuel oil storage tank 300. Stored fuel oil can optionally be used as fuel.

본 실시예에서 연료유는 HFO(Heavy Fuel Oil), MGO(Marine Gas Oil), LSFO(Low Sulfur Fuel Oil)을 포함하는 군에서 선택되는 어느 하나 이상의 이중연료 엔진용 오일일 수 있다. In this embodiment, the fuel oil may be any one or more dual fuel engine oils selected from the group including Heavy Fuel Oil (HFO), Marine Gas Oil (MGO), and Low Sulfur Fuel Oil (LSFO).

본 실시예의 액화수소 저장탱크(100)에는 액체상태의 수소가 저장되어 있으다. 수소는 상압에서 끓는점이 약 -253℃로서, 액화수소 저장탱크(100)가 단열처리 되어 있더라도 수소의 끓는점이 매우 낮아 저장된 액화수소가 외부 열 침입에 의해 자연기화하여 증발가스(BOG; Boil-Off Gas)가 생성된다. Liquid hydrogen is stored in the liquefied hydrogen storage tank 100 of this embodiment. The boiling point of hydrogen is about -253°C at normal pressure, and even if the liquefied hydrogen storage tank 100 is insulated, the boiling point of hydrogen is very low, so the stored liquefied hydrogen naturally vaporizes due to external heat intrusion, producing boil-off gas (BOG; Boil-Off). Gas) is generated.

액화수소 저장탱크(100)에서 수소 증발가스의 발생량이 많아질수록 액화수소 저장탱크(100)의 내압은 상승하게 되고, 액화수소 저장탱크(100)의 설계압력 이상으로 압력이 상승하게 되면 폭발 등의 위험이 있어 액화수소 저장탱크(100)의 내압을 지속적으로 관리해주어야만 한다. 액화수소 저장탱크(100)를 안전하게 운용하기 위하여, 액화수소 저장탱크(100)에는 액화수소 저장탱크(100)의 내압이 미리 설정된 압력을 초과하게 되면 자동으로 안전밸브가 개방되어 액화수소 저장탱크(100)로부터 증발가스를 배출시키도록 설계되어 있다. As the amount of hydrogen boil-off gas generated in the liquefied hydrogen storage tank 100 increases, the internal pressure of the liquefied hydrogen storage tank 100 increases. If the pressure rises above the design pressure of the liquefied hydrogen storage tank 100, an explosion, etc. There is a risk that the internal pressure of the liquefied hydrogen storage tank (100) must be continuously managed. In order to safely operate the liquefied hydrogen storage tank 100, when the internal pressure of the liquefied hydrogen storage tank 100 exceeds the preset pressure, the safety valve is automatically opened and the liquefied hydrogen storage tank (100) is opened. 100) It is designed to discharge evaporation gas from the gas.

종래에는 액화수소 저장탱크(100)의 내압을 제어하기 위하여, 수소 증발가스 처리수단을 구비해야 했다. 수소 증발가스 처리수단으로는 액화수소 저장탱크(100)에서 생성된 증발가스를 대기 중으로 방출시키는 벤트(vent) 시스템 및 증발가스를 태워버리는 연소(GCU; Gas Combustion Unit) 시스템이 사용되고 있다. 이처럼 수소 증발가스를 대기 중으로 방출시키거나 태워버리면 수소 증발가스 처리 수단의 설치 및 운영 비용에 대한 부담이 발생할 뿐 아니라, 그만큼 액화수소 화물의 손실이 발생하게 된다. Conventionally, in order to control the internal pressure of the liquefied hydrogen storage tank 100, a hydrogen boil-off gas treatment means had to be provided. As a hydrogen boil-off gas treatment means, a vent system that releases the boil-off gas generated in the liquefied hydrogen storage tank 100 into the atmosphere and a combustion (GCU; Gas Combustion Unit) system that burns the boil-off gas are used. In this way, if hydrogen boil-off gas is released into the atmosphere or burned, not only will there be a burden on the installation and operating costs of hydrogen boil-off gas treatment means, but also a corresponding loss of liquefied hydrogen cargo will occur.

본 실시예에 따르면, 기존의 벤트 시스템이나 연소 시스템과 같은 수소 증발가스 처리수단을 구비하지 않고, 액화수소 저장탱크(100)에서 발생하는 수소 증발가스는 전력 생산부(400)로 공급하여, 수소 증발가스를 유효 에너지로 회수할 수 있다. According to this embodiment, without providing a hydrogen boil-off gas processing means such as a conventional vent system or combustion system, the hydrogen boil-off gas generated in the liquefied hydrogen storage tank 100 is supplied to the power production unit 400 to evaporate the hydrogen. Gas can be recovered as useful energy.

본 실시예의 전력 생산부(400)는, 수소 증발가스 또는 수소 증발가스를 연소시켜 얻은 연소가스를 이용하여 터빈을 구동시킴으로써 전력을 생산하는 가스터빈(410)을 포함할 수 있다. 가스터빈(410)는 한 대 이상 구비될 수 있다. The power generation unit 400 of this embodiment may include a gas turbine 410 that produces power by driving a turbine using hydrogen boil-off gas or combustion gas obtained by burning hydrogen boil-off gas. More than one gas turbine 410 may be provided.

액화수소 저장탱크(100)로부터 가스터빈(410)으로 공급하는 수소 증발가스의 양을 전력 생산부(400)의 발전 수요에 따라 조절하기 보다는, 수소 증발가스의 발생량에 따라서 가스터빈(410)에 의해 생산하는 전력량을 조절함으로써, 가스터빈(410)을 발전엔진(420)의 보조적인 수단으로서 공급하는 것이 안정적이다. Rather than adjusting the amount of hydrogen boil-off gas supplied from the liquefied hydrogen storage tank 100 to the gas turbine 410 according to the power generation demand of the power generation unit 400, the amount of hydrogen boil-off gas supplied from the liquefied hydrogen storage tank 100 is adjusted by the gas turbine 410 according to the amount of hydrogen boil-off gas generated. By controlling the amount of power produced, it is stable to supply the gas turbine 410 as an auxiliary means of the power generation engine 420.

본 실시예의 액화수소 저장탱크(100)는 압력용기로서, 상압 이상으로의 압력 상승을 일정수준 견딜 수 있다. 수소 증발가스가 발생하면 그에 따라 액화수소 저장탱크(100)의 압력이 변동되고, 압력 변동이 반복되면서 수소 증발가스가 누적되어 액화수소 저장탱크(100)의 압력이 상승하며, 액화수소 저장탱크(100)의 압력이 안전밸브가 자동으로 개방되도록 설계된 압력, 즉 액화수소 저장탱크(100)의 최대 허용 압력(MARVS; Maximum Relief Valve Setting)에 도달하면, 안전밸브가 개방되어 공기 중으로 벤팅된다. The liquefied hydrogen storage tank 100 of this embodiment is a pressure vessel and can withstand a certain level of pressure increase above normal pressure. When hydrogen evaporation gas is generated, the pressure of the liquefied hydrogen storage tank 100 changes accordingly, and as the pressure fluctuation is repeated, the hydrogen evaporation gas accumulates, causing the pressure of the liquefied hydrogen storage tank 100 to rise, and the liquefied hydrogen storage tank (100) When the pressure of 100) reaches the pressure designed to automatically open the safety valve, that is, the maximum allowable pressure (MARVS; Maximum Relief Valve Setting) of the liquefied hydrogen storage tank 100, the safety valve is opened and vented into the air.

본 실시예에 따르면, 액화수소 저장탱크(100)의 내압이 최대 허용 압력에 도달하기 전에, 지속적으로 수소 증발가스를 배출시켜 가스터빈(410)에 공급할 수 있다. According to this embodiment, before the internal pressure of the liquefied hydrogen storage tank 100 reaches the maximum allowable pressure, hydrogen boil-off gas can be continuously discharged and supplied to the gas turbine 410.

즉, 가스터빈(410)은 상기 수소 증발가스의 배출량에 따라 부하가 조절될 수 있고, 수소 증발가스의 배출시점에 맞춰 가동될 수 있다. That is, the load of the gas turbine 410 can be adjusted according to the amount of hydrogen boil-off gas discharged, and the gas turbine 410 can be operated according to the emission time of the hydrogen boil-off gas.

이처럼 수소 증발가스를 선내 보조 발전 수단을 구동시키는 에너지원으로 사용함으로써, 액화수소 저장탱크(100)의 최대 허용 압력을 낮게 설정할 수 있고, 따라서 액화수소 저장탱크(100)의 내벽 두께를 얇게 할 수 있으므로, 동일 부피 및 하중에 대하여 더 많은 양의 액화수소를 저장할 수 있으며, 액화수소 저장탱크(100)의 제작 및 운영 부담을 낮출 수 있다. In this way, by using hydrogen boil-off gas as an energy source to drive the auxiliary power generation means on board, the maximum allowable pressure of the liquefied hydrogen storage tank 100 can be set low, and thus the inner wall thickness of the liquefied hydrogen storage tank 100 can be thinned. Therefore, a larger amount of liquefied hydrogen can be stored for the same volume and load, and the burden of manufacturing and operating the liquefied hydrogen storage tank 100 can be reduced.

본 실시예의 연료 저장탱크(200)에는 연료로서 액화천연가스(LNG)가 저장되어 있다. 액화천연가스는 상압에서 끓는점이 약 -163℃인 극저온의 액체로서, 연료 저장탱크(200)가 단열처리되어 있더라도, 액화천연가스가 자연기화하여 증발가스(BOG)가 생성된다. 연료 저장탱크(200)에서 생성되는 증발가스는 메탄(CH4)을 주성분으로 한다. Liquefied natural gas (LNG) is stored as fuel in the fuel storage tank 200 of this embodiment. Liquefied natural gas is a cryogenic liquid with a boiling point of about -163°C at normal pressure. Even if the fuel storage tank 200 is insulated, the liquefied natural gas naturally vaporizes and generates boil-off gas (BOG). The boil-off gas generated in the fuel storage tank 200 contains methane (CH 4 ) as its main component.

연료 저장탱크(200)에서 증발가스의 발생량이 많아질수록 연료 저장탱크(200)의 내압은 상승하게 되고, 연료 저장탱크(200)의 설계압력 이상으로 압력이 상승하게 되면 폭발 등의 위험이 있어 연료 저장탱크(200)의 내압을 지속적으로 관리해 주어야만 한다. As the amount of evaporative gas generated in the fuel storage tank 200 increases, the internal pressure of the fuel storage tank 200 increases. If the pressure rises above the design pressure of the fuel storage tank 200, there is a risk of explosion, etc. The internal pressure of the fuel storage tank 200 must be continuously managed.

연료 저장탱크(200)를 안전하게 운용하기 위하여 연료 저장탱크(200)에는, 연료 저장탱크(200)의 내압이 미리 설정된 압력을 초과하게 되면 자동으로 안전밸브가 개방되어 연료 저장탱크(100)로부터 증발가스를 배출시키도록 설계되어 있다. In order to safely operate the fuel storage tank 200, when the internal pressure of the fuel storage tank 200 exceeds the preset pressure, a safety valve is automatically opened to prevent evaporation from the fuel storage tank 100. It is designed to exhaust gas.

또한, 본 실시예의 전력 생산부(400)는, 연료 저장탱크(200)에서 발생하는 증발가스 또는 연료 저장탱크(100)에 저장된 LNG를 기화시켜 얻은 천연가스를 연료로 사용하여 전력을 생성하는 발전엔진(420)을 더 포함할 수 있다.In addition, the power generation unit 400 of this embodiment is a power generation engine that generates power by using evaporation gas generated in the fuel storage tank 200 or natural gas obtained by vaporizing LNG stored in the fuel storage tank 100 as fuel. (420) may be further included.

본 실시예에서 발전엔진(420)은 한 대 이상 구비될 수 있고, 도 1에는 3대의 발전엔진(420)이 마련되는 것을 예로 들어 도시하였다. 본 실시예에서 발전엔진(420)은 DFGE일 수 있다. In this embodiment, one or more power generation engines 420 may be provided, and FIG. 1 shows an example of three power generation engines 420 being provided. In this embodiment, the power generation engine 420 may be a DFGE.

본 실시예의 전력 생산부(400), 즉 가스터빈(410)에서 수소를 연료로 사용하여 생산한 전력과, 발전엔진(420)에서 LNG를 연료로 사용하여 생산한 전력은 선내 전력 분배부(도면부호 미부여)를 통해 선내 전력 수요처(electric load)로 분배 및 공급될 수 있다. In this embodiment, the power produced by the power generation unit 400, that is, the gas turbine 410 using hydrogen as fuel, and the power produced by the power generation engine 420 using LNG as fuel are generated by the on-board power distribution unit (see reference numeral 420). It can be distributed and supplied to the electric load on board the ship.

수소 증발가스의 발생은 불규칙적일 수 있으므로, 본 실시예에서는 발전엔진(420)을 전력 생산부(400)의 주 전력 발생원으로 하고, 가스터빈(410)은 보조 전력 발생원으로 운영하는 것이 가스터빈(410)을 주 전력 발생원으로 하는 것에 비해 안정적으로 전력 수요처에 전력을 공급할 수 있을 것이다. Since the generation of hydrogen boil-off gas may be irregular, in this embodiment, the power generation engine 420 is operated as the main power generation source of the power production unit 400, and the gas turbine 410 is operated as an auxiliary power generation source. ) will be able to supply power to power consumers more stably compared to using it as the main power generation source.

본 실시예의 BOG 처리부(220)는, 연료 저장탱크(200)로부터 증발가스를 배출시키고, 배출된 증발가스의 압력과 온도를 발전엔진(420)에서 요구하는 조건에 맞게 조절하여 공급할 수 있다. The BOG processing unit 220 of this embodiment can discharge boil-off gas from the fuel storage tank 200 and supply it by adjusting the pressure and temperature of the discharged boil-off gas to suit the conditions required by the power generation engine 420.

BOG 처리부(220)는 증발가스를 발전엔진(420)의 요구 압력으로 압축하는 압축기(미도시)와, 증발가스를 발전엔진(420)의 요구 온도로 가열하는 가열기(미도시)를 포함할 수 있다.The BOG processing unit 220 may include a compressor (not shown) that compresses the boil-off gas to the required pressure of the power generation engine 420, and a heater (not shown) that heats the boil-off gas to the required temperature of the power generation engine 420. there is.

도 1에서는 BOG 처리부(220)에서 처리된 증발가스가 발전엔진(420)의 연료로 공급되도록 도시되어 있으나, BOG 처리부(220)에서 처리된 증발가스는 추진엔진(500)의 연료로도 공급되도록 구성될 수도 있을 것이다. In Figure 1, the boil-off gas processed in the BOG processing unit 220 is shown to be supplied as fuel for the power generation engine 420, but the boil-off gas processed in the BOG processing unit 220 is also supplied as fuel for the propulsion engine 500. It may be configured.

본 실시예의 연료 저장탱크(200)에는 연료 저장탱크(200)에 저장된 LNG를 연료 공급부(230)로 배출시키는 연료 공급펌프(210)가 마련될 수 있다. The fuel storage tank 200 of this embodiment may be provided with a fuel supply pump 210 that discharges the LNG stored in the fuel storage tank 200 to the fuel supply unit 230.

도 1에는 연료 공급펌프(210)가 연료 저장탱크(200)에 마련되도록 도시되어 있으나, 연료 공급펌프(210)는 연료 저장탱크(200)의 외부에 마련될 수도 있을 것이다. Although the fuel supply pump 210 is shown in FIG. 1 as being provided in the fuel storage tank 200, the fuel supply pump 210 may be provided outside the fuel storage tank 200.

본 실시예의 연료 공급부(230)는 연료 공급펌프(210)로부터 공급받은 LNG를 추진엔진(500)에서 요구하는 압력 및 온도로 조절하여 추진엔진(500)으로 공급할 수 있다. The fuel supply unit 230 of this embodiment can adjust the LNG supplied from the fuel supply pump 210 to the pressure and temperature required by the propulsion engine 500 and supply it to the propulsion engine 500.

또한, 연료 공급부(230)는 연료 공급펌프(210)로부터 공급받은 LNG를 발전엔진(420)에서 요구하는 압력 및 온도로 조절하여 발전엔진(420)으로 공급할 수도 있다. In addition, the fuel supply unit 230 may adjust the LNG supplied from the fuel supply pump 210 to the pressure and temperature required by the power generation engine 420 and supply it to the power generation engine 420.

본 실시예의 연료 공급부(230)는 연료 공급펌프(210)로부터 공급받은 LNG를 추진엔진(500)에서 요구하는 압력으로 압축하는 고압펌프(미도시)와, 압축된 LNG를 기화시켜 천연가스를 생성하는 고압 기화기(미도시)를 포함할 수 있다. The fuel supply unit 230 of this embodiment includes a high-pressure pump (not shown) that compresses the LNG supplied from the fuel supply pump 210 to the pressure required by the propulsion engine 500, and vaporizes the compressed LNG to generate natural gas. It may include a high pressure vaporizer (not shown).

추진엔진(500)에서 요구하는 연료의 압력은 발전엔진(420)에서 요구하는 압력보다 높을 수 있다. 연료 공급부(230)를 이용하여 발전엔진(420)으로 연료를 공급할 때에는 고압펌프가 LNG를 발전엔진(420)에서 요구하는 압력으로 압축하여 발전엔진(420)으로 공급할 수 있다. 또는, 감압장치(미도시)를 더 포함하여, 고압펌프가 추진엔진(500)에서 요구하는 압력으로 LNG를 압축한 후 감압장치를 이용하여 발전엔진(420)에서 요구하는 압력을 감압시켜 공급할 수도 있을 것이다. The fuel pressure required by the propulsion engine 500 may be higher than the pressure required by the power generation engine 420. When supplying fuel to the power generation engine 420 using the fuel supply unit 230, the high pressure pump can compress LNG to the pressure required by the power generation engine 420 and supply it to the power generation engine 420. Alternatively, by further including a pressure reducing device (not shown), the high pressure pump may compress the LNG to the pressure required by the propulsion engine 500 and then supply it by reducing the pressure required by the power generation engine 420 using the pressure reducing device. There will be.

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.

100 : 액화수소 저장탱크
200 : 연료 저장탱크
210 : 연료 공급펌프
220 : BOG 처리부
230 : 연료 공급부
300 : 연료유 저장탱크
400 : 전력 생산부
410 : 가스터빈
420 : 발전엔진
500 : 추진엔진100: Liquefied hydrogen storage tank
200: Fuel storage tank
210: Fuel supply pump
220: BOG processing unit
230: Fuel supply unit
300: Fuel oil storage tank
400: Power production department
410: gas turbine
420: Power generation engine
500: Propulsion engine

Claims (7)

액화수소를 저장하는 하나 이상의 액화수소 저장탱크;
액화가스 연료를 저장하는 연료 저장탱크; 및
전력을 생산하여 전력 수요처로 공급하는 전력 생산부;를 포함하며,
상기 전력 생산부는,
주 발전 수단으로서 상기 연료 저장탱크에서 발생한 증발가스를 연료를 이용하여 전력을 생산하는 발전엔진; 및
보조 발전 수단으로서 상기 액화수소 저장탱크에서 발생한 수소 증발가스로부터 구동력을 얻어 전력을 생산하는 가스터빈;을 포함하는, 발전 시스템. One or more liquefied hydrogen storage tanks storing liquefied hydrogen;
A fuel storage tank for storing liquefied gas fuel; and
It includes a power production unit that produces power and supplies it to power consumers,
The power production department,
As a main power generation means, a power generation engine that produces electric power using evaporation gas generated in the fuel storage tank as fuel; and
A power generation system comprising: a gas turbine that generates power by obtaining driving force from hydrogen boil-off gas generated in the liquefied hydrogen storage tank as an auxiliary power generation means. 청구항 1에 있어서,
상기 액화수소 저장탱크는 압력용기로서,
상기 액화수소 저장탱크는 최대 허용 압력에 도달하기 전에 수소 증발가스가 배출되고, 배출된 수소 증발가스는 상기 가스터빈으로 공급되며,
상기 가스터빈은 상기 수소 증발가스의 배출량 또는 배출시점에 따라 부하가 조절되는, 발전 시스템. In claim 1,
The liquefied hydrogen storage tank is a pressure vessel,
The liquefied hydrogen storage tank discharges hydrogen boil-off gas before reaching the maximum allowable pressure, and the discharged hydrogen boil-off gas is supplied to the gas turbine,
A power generation system in which the load of the gas turbine is adjusted according to the amount or time of discharge of the hydrogen boil-off gas. 청구항 1에 있어서,
상기 연료 저장탱크로부터 배출된 증발가스를, 상기 발전엔진에서 요구하는 압력 및 온도 조건으로 조절하여 상기 발전엔진으로 공급하는 BOG 처리부;를 더 포함하는, 발전 시스템. In claim 1,
A BOG processing unit that adjusts the boil-off gas discharged from the fuel storage tank to the pressure and temperature conditions required by the power generation engine and supplies it to the power generation engine. 청구항 1에 있어서,
상기 연료 저장탱크로부터 액체 상태의 연료를 배출시키는 연료 공급펌프; 및
상기 연료 공급펌프에 의해 배출된 액체 상태의 연료를 기화시키고 발전엔진에서 요구하는 압력 및 온도 조건으로 조절하여 상기 발전엔진으로 공급하는 연료 공급부;를 더 포함하는, 발전 시스템. In claim 1,
a fuel supply pump that discharges liquid fuel from the fuel storage tank; and
A fuel supply unit that vaporizes the liquid fuel discharged by the fuel supply pump, adjusts it to the pressure and temperature conditions required by the power generation engine, and supplies it to the power generation engine. 청구항 1 내지 4 중 어느 한 항에 따른 발전 시스템을 포함하는 액화수소 운반선. A liquefied hydrogen carrier comprising the power generation system according to any one of claims 1 to 4. 청구항 5에 있어서,
상기 연료 저장탱크에 저장된 연료를 공급받아 추진력을 발생시키는 추진엔진;을 더 포함하는, 액화수소 운반선. In claim 5,
A liquefied hydrogen carrier further comprising a propulsion engine that generates propulsion by receiving fuel stored in the fuel storage tank. 청구항 6에 있어서,
상기 발전엔진 및 추진엔진은 이중연료 엔진이고,
상기 발전엔진 및 추진엔진의 연료로 공급할 연료유를 저장하는 연료유 저장탱크;를 더 포함하는, 액화수소 운반선. In claim 6,
The power generation engine and propulsion engine are dual fuel engines,
A liquefied hydrogen carrier further comprising a fuel oil storage tank for storing fuel oil to be supplied as fuel for the power generation engine and the propulsion engine.
KR1020220081284A 2022-03-18 2022-07-01 Power Generation System and Liquefied Hydrogen Carrier KR20230136865A (en)

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