Hydrogen fuel cell power ship

Abstract

The invention provides a hydrogen fuel cell power ship. The hydrogen fuel cell power ship comprises a liquid cargo storage unit, a cracking unit, a separation unit and a fuel cell unit. The liquid cargo is adopted as the basis of the fuel cell, the ship is powered through the fuel cell, and the endurance problem of the hydrogen fuel cell ship is solved. The liquid cargo on the ship is used as a raw material for power generation, raw material supply of the fuel cell can be ensured, and meanwhile zero carbon emission is achieved. Power is supplied to the ship through the fuel cell, equipment such as a main engine and an auxiliary engine of a fuel ship is replaced, the weight of the fuel cell equipment is lower than that of original fuel power system equipment such as the main engine and the auxiliary engine, the weight of an empty ship is reduced, the cabin capacity is increased, and the stability performance of the ship is optimized.

Description

Technical Field

[0001] This application relates to the technical field of shipbuilding, and more particularly, to a hydrogen fuel cell powered ship. Background Art

[0002] With the increasing prominence of global greenhouse gas emissions, the shipping industry's requirements for carbon emissions reduction have become stricter, and the exploration of alternative fuels and zero-carbon technologies is in full swing. Hydrogen energy is a secondary energy source with a wide range of sources, green and zero-carbon, and has the dual attributes of fuel and raw material. Therefore, hydrogen can be used as an alternative fuel to traditional fuel oil. Considering that the density of hydrogen is 1 / 4 of the air density, and the liquefaction temperature of hydrogen is as low as -253°C. Therefore, the physical and chemical properties of hydrogen make it difficult to transport hydrogen on a large scale and over long distances, which has become the main obstacle restricting the wide application of hydrogen.

[0003] Compared with traditional fuel utilization methods, fuel cells have advantages such as high efficiency, cleanliness, and silence. However, due to limitations in weight and volume, fuel cells are only limited to some inland river ships or short-distance transport ships, and even laboratory-level ships, and cannot be used in ocean-going real ship transportation.

[0004] In summary, there is a need to provide an improved technical solution to address the above deficiencies in the prior art. Summary of the Invention

[0005] The purpose of the embodiments of this application is to provide a hydrogen fuel cell powered ship, which uses liquid cargo as the basis of the fuel cell and supplies power to the ship through the fuel cell, solving the endurance problem of hydrogen fuel cell ships.

[0006] This application provides a hydrogen fuel cell powered ship, including:

[0007] A liquid cargo storage unit, including a liquid cargo tank for storing liquid cargo;

[0008] A cracking unit, including a vaporizer and a catalytic reaction tank. The vaporizer is used to convert liquid cargo into gaseous liquid cargo, and the catalytic reaction tank is used to receive the gaseous liquid cargo and output it after catalytic reaction; the gaseous liquid cargo is converted into a mixture of hydrogen, nitrogen, water vapor, and solid particles after passing through the cracking unit;

[0009] A separation unit, the separation unit includes a purification part for separating hydrogen from the mixture and outputting it;

[0010] A fuel cell unit, connected to the separation unit, is configured to receive the hydrogen output by the separation unit. The fuel cell unit at least includes an oxygen supply unit and a fuel cell. The oxygen supply unit is used to supply oxygen. Hydrogen is introduced into the anode of the fuel cell, and oxygen is introduced into the cathode of the fuel cell. After a chemical reaction occurs inside the fuel cell, electrical energy is generated and transmitted to the power system or the propulsion system on the ship.

[0011] In an implementable manner, the liquid cargo storage unit further includes a first pump and a first flowmeter. The first pump is used to control the output of the liquid cargo, and the first flowmeter is used to control the output flow rate and output velocity of the liquid cargo.

[0012] In an implementable manner, the cracking unit at least further includes a first pressure regulator and a first heat exchanger. Both the first pressure regulator and the first heat exchanger are disposed before the catalytic reaction tank and are respectively used to convert the liquefied gas into a predetermined pressure and a predetermined temperature.

[0013] In an implementable manner, a plurality of temperature sensors and a plurality of pressure sensors are provided on the inner wall of the catalytic reaction tank. The temperature sensors or the pressure sensors are used to monitor the state inside the catalytic reaction tank and output the state data.

[0014] In an implementable manner, a catalyst storage cabinet is further provided on the catalytic reaction tank. The catalyst storage cabinet is used to store catalytic reagents and to dispense different types of catalysts according to the needs of the catalytic reaction tank.

[0015] In an implementable manner, the tank wall of the catalytic reaction tank at least includes an insulating layer and a heat-insulating layer.

[0016] In an implementable manner, a heat source supply unit is further provided on the catalytic reaction tank. The heat source supply unit is used to provide a heat source to the catalytic reaction tank.

[0017] In an implementable manner, a filtration section and a drying section are further provided before the purification section. The filtration section is used to filter out solid particles in the mixture, and the drying section is used to remove water in the mixture.

[0018] In an implementable manner, the output end of the purification section is respectively connected to a hydrogen branch and a nitrogen branch. After the purification section separates hydrogen and nitrogen in the mixture, they are respectively transported to the hydrogen branch and the nitrogen branch. A second pressure regulator and a second heat exchanger are sequentially arranged on the hydrogen branch. The hydrogen branch is used to adjust hydrogen to a predetermined temperature and a predetermined pressure and then output it. The nitrogen branch is used to output nitrogen.

[0019] In an implementable manner, a first hydrogen buffer tank is arranged on the hydrogen branch, and the first hydrogen buffer tank is arranged at the output end of the hydrogen branch for temporarily storing hydrogen.

[0020] In an implementable manner, a third pressure regulator, a third heat exchanger, a compressor, and a by-product gas collection tank are arranged on the nitrogen branch; the nitrogen branch is used to adjust nitrogen to a predetermined temperature and a predetermined pressure and then output it into the by-product gas collection tank.

[0021] In an implementable manner, the heat energy generated during the reaction of the fuel cell is transported to the heat source supply unit to assist the cracking unit in completing the catalytic reaction.

[0022] In an implementable manner, the fuel cell unit at least includes a third pump, a second hydrogen buffer tank, a second flowmeter, and a hydrogen inlet valve; the second flowmeter is used to control the flow rate and velocity of hydrogen entering the fuel cell; the hydrogen inlet valve is used to control the opening and closing of the pipeline where it is located.

[0023] In an implementable manner, the oxygen supply unit at least includes an air pump, an air purifier, a fourth pressure regulator, a fourth heat exchanger, and an air inlet valve; the air purifier is used to increase the oxygen content in the inhaled air and reduce other impurities; the fourth pressure regulator is used to preprocess the pressure of the entering air, and the fourth heat exchanger is used to preprocess the temperature of the entering air.

[0024] In an implementable manner, a control unit is further included, and the control unit is electrically connected to the liquid cargo storage unit, the cracking unit, the separation unit, and the fuel cell unit respectively.

[0025] In an implementable manner, the cracking unit and the separation unit are respectively arranged in different containers, and the fuel cell unit is arranged in a fuel cell compartment.

[0026] In an implementable manner, the fuel cell compartment is arranged on the raised deck in the midship area of the ship.

[0027] In an implementable manner, the fuel cell compartment is arranged in the area between two adjacent liquid cargo holds.

[0028] Compared with the prior art, the beneficial effects of the present application are:

[0029] In the technical solution of the present application, liquid cargo is used as the basis of the fuel cell, and the ship is powered by the fuel cell. The liquid cargo carried by the ship is used as the raw material for power generation, solving the endurance problem of hydrogen fuel cell ships. Using the liquid cargo on the ship as the raw material for power generation can ensure the raw material supply of the fuel cell and achieve zero carbon emissions at the same time. Powering the ship by the fuel cell replaces equipment such as the main engine and auxiliary engine of the fuel ship. The weight of the fuel cell equipment is lower than that of the equipment of the original fuel power system such as the main engine and auxiliary engine, reducing the light ship weight and increasing the cargo capacity, optimizing the stability performance of the ship. By arranging the fuel cell compartment and the compressor compartment in the midship of the ship, it can ensure that the ship has better longitudinal strength and bending moment, improving the overall stability of the ship. By placing multiple units in different containers, it is convenient for unitized loading and unloading of hydrogen fuel cell powered ships and easy to manage. Through the setting of the fire protection system, the potential safety hazards brought by the fuel cell compartment can be eliminated. The heat energy generated during the reaction of the fuel cell is transported to the heat source supply unit to assist the cracking unit to complete the catalytic reaction. At the same time, the heat energy generated by the fuel cell can also be reused, saving energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a schematic diagram of the principle of a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0031] Figure 2 is a schematic diagram of the structure of the first container in a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0032] Figure 3 is a schematic diagram of the structure of the second container in a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0033] Figure 4 is a schematic diagram of the structure of the third container in a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0034] Figure 5 is a cross-sectional view of a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0035] Figure 6 is in a hydrogen fuel cell powered ship according to an embodiment of the present invention, Figure 5 front view.

[0036] Figure 7 is an assembly schematic diagram of the fuel cell compartment in a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0037] Figure 8 is another assembly schematic diagram of the fuel cell compartment in a hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0038] Figure 9It is another assembly schematic diagram of fuel cells in the hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0039] Figure 10 It is yet another assembly schematic diagram of fuel cells in the hydrogen fuel cell powered ship according to an embodiment of the present invention.

[0040] Among them, the reference numerals are explained as follows:

[0041] 1, main deck; 2, convex deck; 3, fuel cell compartment; 4, superstructure; 5, No. 1 liquid cargo tank; 6, No. 2 liquid cargo tank; 7, No. 1 container; 8, No. 2 container; 9, No. 3 container; 10, deck tank; 11, fuel oil tank; 12, common liquid accumulation tank. Detailed implementation manners

[0042] The following further details the specific implementation manners of the present invention in conjunction with the accompanying drawings. These implementation manners are only used to illustrate the present invention and are not intended to limit the present invention.

[0043] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0044] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0045] In addition, in the description of the present invention, unless otherwise stated, the meaning of "a plurality of" is two or more.

[0046] Refer to Figures 1 to 10 , this application provides a hydrogen fuel cell powered ship, including:

[0047] The liquid cargo storage unit, including the liquid cargo tank, is used to store liquid cargo; by using the ship's own liquid cargo as raw material for power generation, an adequate supply of raw materials for power generation is ensured, solving the endurance problem of hydrogen fuel cell ships.

[0048] In an practicable manner, the liquid cargo storage unit further comprises a No. 1 pump and a No. 1 flow meter. The No. 1 pump is used to control the output of the liquid cargo, and the No. 1 flow meter is used to control the output flow rate and output flow rate of the liquid cargo.

[0049] The cracking unit comprises a vaporizer, a No. 2 pump and a catalytic reaction tank. The vaporizer is used to convert liquid cargo into gaseous liquid cargo. The No. 2 pump is connected between the vaporizer and the catalytic reaction tank and is used to transport the gaseous liquid cargo into the catalytic reaction tank. The catalytic reaction tank is used to receive the gaseous liquid cargo and output it after catalytic reaction. The gaseous liquid cargo is converted into a mixture of hydrogen, nitrogen, water vapor and small solid particles after passing through the cracking unit.

[0050] Specifically, when the ship is a liquid ammonia transport ship, the No. 2 pump inputs ammonia gas into the catalytic reaction tank, and when the ship is an ethane transport ship, the No. 2 pump inputs ethane gas into the catalytic reaction tank.

[0051] In an operative manner, the cracking unit further comprises at least a No. 1 pressure regulator and a No. 1 heat exchanger, both of which are arranged before the catalytic reaction tank and are used to convert the liquefied gas into a predetermined pressure and a predetermined temperature, respectively.

[0052] It should be noted that a pressure maintaining member is provided in the liquefaction reaction tank, and the pressure maintaining member is used to maintain a stable pressure environment in the catalytic reaction tank.

[0053] In one practicable manner, a plurality of temperature sensors and a plurality of pressure sensors are provided on the inner wall of the catalytic reaction tank, and the temperature sensors or the pressure sensors are used to monitor the internal state of the catalytic reaction tank and output the state data.

[0054] Specifically, when the ship is a liquid ammonia ship, the temperature threshold range is 600°C-800°C. In this embodiment, the temperature threshold is set to 700°C. An exhaust valve is provided on the catalytic reaction tank. When the gas temperature in the catalytic reaction tank is greater than or equal to 700°C, the exhaust valve is controlled to be opened so that the catalytic reaction tank is exhausted; when the gas temperature in the catalytic reaction tank is less than 700°C, the exhaust valve is controlled to be closed so that the catalytic reaction tank is controlled to stop exhausting.

[0055] In an practicable manner, a catalyst cabin is further provided on the catalytic reaction tank, and the catalyst cabin is used to store catalytic reagents and to put different types of catalysts according to the needs of the catalytic reaction tank.

[0056] Specifically, the type of catalyst in the catalyst cabinet is determined according to the type of liquid cargo carried by the ship. For example, when the ship is an ammonia carrier, the catalyst at least includes: iron, nickel, rhodium, palladium, nobelium, and alumina.

[0057] In an implementable manner, the shape of the catalytic reaction tank is a quasi-cylindrical shape.

[0058] In an implementable manner, the tank wall of the catalytic reaction tank at least includes an insulating layer and a heat-insulating layer. Through the arrangement of the insulating layer and the heat-insulating layer, the chemical reaction in the catalytic reaction tank is protected from the external environment.

[0059] In an implementable manner, a heat source supply unit is further provided on the catalytic reaction tank to supply a stable and non-explosive heat source to the catalytic reaction tank, so that the liquid cargo gas undergoes a complete catalytic reaction in the catalytic reaction tank.

[0060] Specifically, the heat source supply unit in this embodiment uses a resistive heater or an inductive heater.

[0061] A separation unit, the separation unit successively includes a filtering part, a drying part, and a purification part. The purification part is used to separate hydrogen in the mixture and output it.

[0062] It should be noted that the purification part respectively performs pressure swing adsorption on hydrogen and nitrogen through an adsorption tower to separate hydrogen and nitrogen in the mixture and output them respectively.

[0063] In an implementable manner, the filtering part is used to filter out solid particles in the mixture; the drying part is used to remove water in the mixture, and the purification part is used to separate hydrogen and nitrogen in the mixture.

[0064] Specifically, the filtering part is a filter screen, and the water removed by the drying part can be recovered as a by-product.

[0065] In an implementable manner, the output end of the purification part is respectively connected to a nitrogen branch and a hydrogen branch; a second pressure regulator and a second heat exchanger are successively arranged on the hydrogen branch, and the nitrogen branch is used to adjust hydrogen to a predetermined temperature and a predetermined pressure and then output it; the nitrogen branch is used to output nitrogen.

[0066] Specifically, the second pressure regulator is used to control and adjust the pressure of hydrogen in the pipeline, and the second heat exchanger is used to adjust the temperature of hydrogen in the pipeline so that hydrogen meets the conditions required to enter the fuel cell.

[0067] In an implementable manner, a first hydrogen buffer tank is provided on the hydrogen branch. The first hydrogen buffer tank is arranged at the output end of the hydrogen branch and is used for temporarily storing hydrogen, playing a role in regulation and transition.

[0068] In an implementable manner, a first check valve is provided on the pipeline before the fuel cell is input. The first check valve is used to prevent hydrogen from flowing back.

[0069] In an implementable manner, a third pressure regulator, a third heat exchanger, a compressor, and a by-product gas collection tank are provided on the nitrogen branch. The nitrogen branch is used to adjust nitrogen to a predetermined temperature and a predetermined pressure and then output it into the by-product gas collection tank for subsequent reuse of high-purity nitrogen. In addition to being used as a chemical raw material and fuel, ammonia is also a hydrogen-rich energy storage medium. In other words, ammonia can be used as a medium for hydrogen energy utilization and storage and transportation, enabling hydrogen to be indirectly utilized or transported.

[0070] Specifically, the third pressure regulator is used to control and regulate the pressure of nitrogen in the pipeline, and the third heat exchanger is used to adjust the temperature of nitrogen in the pipeline. The compressor is used to compress nitrogen and then transport it into the by-product gas collection tank. A second check valve is provided between the compressor and the by-product gas collection tank to prevent nitrogen from flowing back.

[0071] It should be noted that nitrogen is stored in a gaseous state in the by-product gas collection tank. It is considered to connect the by-product gas collection tank to the ship's inert gas-related system to reuse the separated nitrogen as a marine inert protection gas.

[0072] It should also be noted that the by-product gas collection tank includes one or more gas cylinder groups, and the multiple gas cylinder groups are connected in series.

[0073] A fuel cell unit, connected to the separation unit, is used to receive the hydrogen output by the separation unit. The fuel cell unit at least includes an oxygen supply unit and a fuel cell. The oxygen supply unit is used to supply oxygen. Hydrogen is introduced into the anode of the fuel cell, and oxygen is introduced into the cathode of the fuel cell. After hydrogen and oxygen undergo a chemical reaction inside the fuel cell, electrical energy is generated and transmitted to the power system or the propulsion system on the ship.

[0074] In an implementable manner, the heat energy generated during the reaction of the fuel cell is transported to the heat source supply unit through the heat energy recovery unit to assist the cracking unit in completing the catalytic reaction.

[0075] Specifically, the medium for heat energy transportation in the heat energy recovery unit can be selected as water or other heat transfer media to reuse the heat energy generated by the fuel cell and save energy.

[0076] In an implementable manner, the fuel cell unit at least includes a No. 3 pump, a No. 2 hydrogen buffer tank, a No. 2 flowmeter, and a hydrogen inlet valve. The No. 2 flowmeter is used to control the flow rate and velocity of hydrogen entering the fuel cell. The hydrogen inlet valve is used to control the opening and closing of the pipeline where it is located. Hydrogen enters the No. 2 hydrogen buffer tank for buffering before entering the fuel cell and then is transported to the fuel cell.

[0077] In an implementable manner, the oxygen supply unit at least includes an air pump, an air purifier, a No. 4 pressure regulator, a No. 4 heat exchanger, and an air inlet valve. The air purifier is used to increase the oxygen content in the inhaled air and reduce other impurities. The No. 4 pressure regulator is used to preprocess the pressure of the entering air, and the No. 4 heat exchanger is used to preprocess the temperature of the entering air. The air inlet valve is used to control the opening and closing of the air pipeline.

[0078] In an implementable manner, the present application further includes a control unit, which is electrically connected to the liquid cargo storage unit, the cracking unit, the separation unit, and the fuel cell unit respectively, and controls the coordinated operation among multiple units.

[0079] Specifically, there are electrical connections between the control unit and the No. 1 pump and the No. 1 flowmeter. There is an electrical connection between the catalyst cabinet and the control unit, and the catalyst cabinet receives the instruction of the control unit to discharge an appropriate amount of catalyst into the catalytic reaction tank. The outlet valve, the pressure supply device, the heat source supply unit, etc. are all connected to the control unit and work under the control of the control unit. The control unit is connected and controlled with the vaporizer, the pressure maintaining device, the gas storage valve, and the catalyst cabinet through electrical signals.

[0080] In an implementable manner, the pipelines used for connection in the present application are all double-wall pipes.

[0081] In an implementable manner, the present application further includes a fire protection system for eliminating potential safety hazards brought by the fuel cell compartment. The fire protection system can monitor the situations of fire or liquefied gas leakage.

[0082] Specifically, the fire protection system at least includes an alarm controller, a gas fire extinguisher head valve, a solenoid valve, a fire extinguishing agent bottle group, a composite detection module, a fire alarm indicator light, a gas leakage indicator light, a communication bus, and an alarm wire. The composite detection module is used to identify dangerous situations and levels. The composite detection module at least includes a temperature detector, a smoke detector, a gas detector, and a pressure detector. Through the setting of 4 detectors, the composite detection module can provide multi-dimensional safety monitoring information.

[0083] Further, two fire levels are defined in the fire protection system, namely unit-level fire and compartment-level fire. A unit-level fire refers to the ignition of one or more units in this application, and a compartment-level fire refers to the ignition of the fuel cell compartment. The fire alarm indicator lights include unit-level indicator lights and compartment-level indicator lights, which are respectively used to indicate different fire levels, so as to implement different fire prevention operations according to different fire levels. The extinguishing agent in the extinguishing agent bottle group is set according to the different liquid cargos carried by the ship. The alarm controller is electrically connected to the composite detector unit, the gas fire extinguishing bottle head valve, the solenoid valve, the gas leakage indicator light, and the fire alarm indicator light.

[0084] It should be noted that the alarm controller is also communicatively connected to the control unit, the cab, the centralized control room, the cargo control room, etc., and can transmit signals to the main areas in time when a fire occurs.

[0085] In an implementable manner, the working process of the fire protection system at least includes the following:

[0086] S1. Determine whether there is a fire situation based on the composite detection module.

[0087] S2. Judge whether there is a liquefied gas leakage situation in the case of no fire. In the case of a fire, further judge the fire level and perform different levels of fire extinguishing operations according to the fire level.

[0088] S3. After the composite detection module transmits the monitoring information to the alarm controller, the alarm controller issues corresponding operation instructions, and the solenoid valve and the gas fire extinguishing bottle head valve execute operations such as fire extinguishing.

[0089] In an implementable manner, as Figure 2 、 Figure 3 、 Figure 4 shown, the cracking unit and the separation unit are respectively arranged in different containers, and the fuel cell unit is arranged in the fuel cell compartment 3. Through the containerized layout, the present application is convenient for loading and unloading.

[0090] Specifically, the cracking unit is integrated into the first container 7, and the hydrogen branch and the nitrogen branch in the separation unit are respectively integrated into the second container 8 and the third container 9.

[0091] It should be noted that the storage unit is arranged in the structural compartment of the ship, so it is not designed in a containerized manner. The fuel cell unit is arranged in the fuel cell compartment 3 and is also not designed in a containerized manner.

[0092] It should also be noted that as Figure 6 shown, when the first container 7, the second container 8, and the third container 9 are all small containers, the fuel cell compartment 3 can be designed in the form of a large container.

[0093] In an implementable manner, the fuel cell compartment 3 is arranged on the convex deck 2 in the midship area. Considering the relatively large weight of the fuel cell compartment 3, arranging it at the midship position can increase the weight at the midship position, thereby improving the stable weight distribution of the ship in the length direction of the ship, avoiding the situation of excessive midship position bending moment caused by the full load of the No. 1 liquid cargo tank 5 and the No. 2 liquid cargo tank 6, which may lead to hogging and instability, and optimizing the overall stability of the ship.

[0094] Specifically, the fuel cells are respectively connected to the engine circuit, the electric boiler circuit and other electrical equipment on the ship and supply power.

[0095] In this embodiment, taking a ship with a double-numbered liquid cargo tank type as an example, and using fuel cells as the only power propulsion method. As shown in Figure 6, the liquid tank area of the liquefied gas carrier includes a plurality of liquid tanks, and each liquid tank is equipped with a set of No. 1 pump and No. 1 flowmeter.

[0096] It should be noted that for the arrangement of a single-numbered liquid cargo tank, only an adaptive change in the number of liquid cargo tanks is required.

[0097] In an implementable manner, as Figure 6 and Figure 5 shown, arranging the area of the fuel cell compartment 3 on the convex deck 2 can increase the capacity of the liquid cargo tank and the liquid cargo loading capacity of the ship without changing the main dimensions of the ship, ensuring the normal operation of the hydrogen fuel cell-powered ship.

[0098] Specifically, below the main deck 1, from the bow to the stern, there are successively a bow peak tank, a No. 1 isolation empty tank, a No. 1 liquid cargo tank 5, a No. 2 liquid cargo tank 6, a No. 2 isolation empty tank, an engine room, and a stern peak tank. A No. 1 isolation empty tank is arranged between the No. 1 liquid cargo tank 5 and the bow area of the ship; a No. 2 isolation empty tank is arranged between the No. 2 liquid cargo tank 6 and the engine room area. The space between the liquid cargo tank and the inner hull of the ship is the cargo empty tank. The No. 1 liquid cargo tank 5 corresponds to the No. 1 cargo empty tank, and the No. 2 liquid cargo tank 6 corresponds to the No. 2 cargo empty tank. Ballast tanks are symmetrically arranged at the top, side, and bottom spaces of the No. 1 liquid cargo tank 5, the No. 2 liquid cargo tank 6, the No. 1 isolation empty tank, the No. 2 isolation empty tank, the No. 1 cargo empty tank, and the No. 2 cargo empty tank. The ballast tanks successively include symmetrically arranged No. 1 ballast tank, No. 2 ballast tank, No. 3 ballast tank, and No. 4 ballast tank from the bow to the stern. Pipe galleries are arranged at the bottoms of the No. 1 liquid cargo tank 5, the No. 2 liquid cargo tank 6, the No. 1 isolation empty tank, the No. 2 isolation empty tank, the No. 1 cargo empty tank, and the No. 2 cargo empty tank; the pipe galleries extend from the bow to the stern.

[0099] In an implementable manner, the No. 1 liquid cargo tank 5, the No. 2 liquid cargo tank 6, the No. 1 isolation empty tank, and the No. 2 isolation empty tank are of double-shell structure.

[0100] In an practicable manner, a dome void is provided on the top of the No. 1 cargo tank 5, the No. 2 cargo tank 6, the No. 1 cofferdam, the No. 2 cofferdam, the No. 1 cargo void, and the No. 2 cargo void, so that a convex deck 2 structure is formed in the cargo tank area to increase the volume of the cargo tank. The No. 1 cargo tank 5 and the No. 2 cargo tank 6 have the same length in the ship length direction and are approximately similar in volume.

[0101] From the bow to the stern, the No. 1 ballast tank and the No. 2 ballast tank are sequentially arranged in the area spanned by the No. 1 liquid cargo tank 5 and the No. 1 cargo empty tank; from the bow to the stern, the No. 3 ballast tank and the No. 4 ballast tank are sequentially arranged in the area spanned by the No. 2 liquid cargo tank 6 and the No. 2 cargo empty tank. The number of ballast tanks is greater than the number of liquid cargo tanks, which improves the flexibility of ballast control when the ship is empty of cargo.

[0102] It should be noted that the ship type in the implementation case does not use traditional fuel oil or gas as power fuel, so there is no fuel tank, gas tank, fuel tank 11, fuel overflow tank, oil change tank, etc., to provide more effective tank capacity for ship loading.

[0103] In one practicable manner, Figure 6 As shown, by setting the forecastle cabin, the upper structures 4 such as the wheelhouse are arranged in the bow area, considering that when liquid cargo leaks, dangerous gas escapes, etc., there will be no harm to the upper structure 4 area. And it is ensured that the wheelhouse has a good field of view to improve navigation safety.

[0104] In an practicable manner, the convex deck 2 and the main deck 1 are both configured with a predetermined inclination angle so as to cooperate in discharging spray water after the water spray system is in operation.

[0105] In one practicable manner, Figure 7 As shown, when the ship adopts the dual propulsion form of fuel main engine and hydrogen fuel cell, the fuel cell room 3 and the fuel tank are arranged in the midship area, and the fuel cell room 3 is arranged below the convex deck 2 to optimize the field of view of the upper building 4 cab while ensuring the stability performance of the ship.

[0106] In another possible implementation, Figure 8 As shown, when the ship adopts the dual propulsion form of gas fuel main engine and hydrogen fuel cell, the fuel cell room 3 and the fuel tank are arranged in the midship area, and the fuel cell room 3 is arranged under the main deck 1 to optimize the field of view of the upper building 4 cab; at the same time, the stability performance of the ship is guaranteed, and the gas tank and the No. 1 liquid cargo tank 5 can also be designed with a common wall to increase the liquid cargo tank capacity. A common liquid storage tank 12 is set between the gas tank and the No. 1 liquid cargo tank 5, and a common liquid storage tray design is adopted to save materials.

[0107] In another practicable manner, if Figure 9As shown, the fuel tank 11 or the gas tank is arranged under the convex deck 2, and the fuel cell room 3 is arranged above the convex deck 2.

[0108] In another practicable manner, if Figure 10 As shown, a deck tank 10 is provided on the deck as a fuel tank, and the number of the deck tank 10 is one or two.

[0109] In summary, the present application provides a hydrogen fuel cell powered ship, which uses liquid cargo as the basis of fuel cells, and supplies power to the ship through fuel cells, solving the endurance problem of hydrogen fuel cell ships. Using liquid cargo on the ship as raw materials for power generation can ensure the supply of raw materials for the fuel cell and achieve zero carbon emissions at the same time. Powering the ship with fuel cells replaces the main engine, auxiliary engine and other equipment of the fuel ship. The weight of the fuel cell equipment is lower than the weight of the equipment of the original fuel power system such as the main engine and auxiliary engine, which reduces the weight of the empty ship, increases the cabin capacity, and optimizes the stability performance of the ship. By arranging the fuel cell room 3 and the compressor room in the middle of the ship, it can be ensured that the ship has good total longitudinal strength and bending moment, and improves the overall stability of the ship. By placing multiple units in different containers, it is convenient to load and unload hydrogen fuel cell powered ships in units, which is convenient for management. By setting up a fire protection system, the safety hazards brought by the fuel cell room 3 can be eliminated. The heat energy generated by the fuel cell during the reaction is transported to the heat source supply unit to assist the cracking unit to complete the catalytic reaction, and the heat energy generated by the fuel cell can be reused to save energy.

[0110] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A hydrogen fuel cell powered ship, characterized in that: include: Liquid cargo storage units, including cargo tanks, are used to store liquid cargo; The cracking unit comprises a vaporizer and a catalytic reaction tank. The vaporizer is used to convert liquid cargo into gaseous liquid cargo, and the catalytic reaction tank is used to receive the gaseous liquid cargo and output it after catalytic reaction. The gaseous liquid cargo is converted into a mixture of hydrogen, nitrogen, water vapor and solid particles after passing through the cracking unit. A separation unit, the separation unit comprising a purification section, the purification section being used to separate hydrogen from the mixture and output it; A fuel cell unit, connected to the separation unit, for receiving the hydrogen output by the separation unit, the fuel cell unit at least comprising an oxygen supply unit and a fuel cell, the oxygen supply unit being used to supply oxygen; the anode of the fuel cell being used to introduce hydrogen, the cathode of the fuel cell being used to introduce oxygen, hydrogen and oxygen undergoing a chemical reaction inside the fuel cell to generate electrical energy and be transmitted to a power system or a power system on the ship; The cracking unit and the separation unit are respectively arranged in different containers, and the fuel cell unit is arranged in the fuel cell room.

2. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The liquid cargo storage unit also includes a No. 1 pump and a No. 1 flow meter; the No. 1 pump is used to control the output of the liquid cargo, and the No. 1 flow meter is used to control the output flow rate and output flow rate of the liquid cargo.

3. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The cracking unit at least includes a No. 1 pressure regulator and a No. 1 heat exchanger. The No. 1 pressure regulator and the No. 1 heat exchanger are both arranged before the catalytic reaction tank and are used to convert the liquefied gas into a predetermined pressure and a predetermined temperature respectively.

4. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The inner wall of the catalytic reaction tank is provided with a plurality of temperature sensors and a plurality of pressure sensors. The temperature sensors or the pressure sensors are used to monitor the internal state of the catalytic reaction tank and output state data.

5. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The catalytic reaction tank is also provided with a catalyst cabin cabinet, which is used to store catalytic reagents and put different types of catalysts according to the needs of the catalytic reaction tank.

6. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The tank wall of the catalytic reaction tank at least includes an insulating layer and a heat insulating layer.

7. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The catalytic reaction tank is also provided with a heat source supply unit, and the heat source supply unit is used to provide a heat source to the catalytic reaction tank.

8. The hydrogen fuel cell powered ship according to claim 1, characterized in that: The purification section also includes a filtering section and a drying section before the purification section; the filtering section is used to filter out solid particles in the mixture; and the drying section is used to remove water in the mixture.

9. The hydrogen fuel cell powered ship according to claim 8, characterized in that: The output end of the purification section is connected to the nitrogen branch and the hydrogen branch respectively. The purification section separates the hydrogen and nitrogen in the mixture and transports them to the hydrogen branch and the nitrogen branch respectively; a No. 2 pressure regulator and a No. 2 heat exchanger are sequentially arranged on the hydrogen branch, and the nitrogen branch is used to adjust the hydrogen to a predetermined temperature and a predetermined pressure before outputting it; the nitrogen branch is used to output nitrogen.

10. The hydrogen fuel cell powered ship according to claim 9, characterized in that: A No. 1 hydrogen buffer tank is arranged on the hydrogen branch line, and the No. 1 hydrogen buffer tank is arranged at the output end of the hydrogen branch line, and the No. 1 hydrogen buffer tank is used for temporarily storing hydrogen.

11. The hydrogen fuel cell powered ship according to claim 9, characterized in that: The nitrogen branch is provided with a No. 3 pressure regulator, a No. 3 heat exchanger, a compressor, and a by-product gas collection tank; the nitrogen branch is used to adjust the nitrogen to a predetermined temperature and a predetermined pressure and then output it to the by-product gas collection tank.

12. The hydrogen fuel cell powered ship according to claim 7, characterized in that: The heat energy generated by the fuel cell during the reaction is transported to the heat source supply unit to assist the cracking unit in completing the catalytic reaction.

13. The hydrogen fuel cell powered ship according to claim 12, characterized in that: The fuel cell unit includes at least a No. 3 pump, a No. 2 hydrogen buffer tank, a No. 2 flow meter, and a hydrogen inlet valve; the No. 2 flow meter is used to control the flow rate and flow velocity of hydrogen entering the fuel cell; the hydrogen inlet valve is used to control the opening and closing of the pipeline.

14. The hydrogen fuel cell powered ship according to claim 12, characterized in that: The oxygen supply unit includes at least an air pump, an air purifier, a No. 4 pressure regulator, a No. 4 heat exchanger, and an air intake valve; the air purifier is used to increase the oxygen content in the inhaled air and reduce other impurities; the No. 4 pressure regulator is used to pre-treat the pressure of the incoming air, and the No. 4 heat exchanger is used to pre-treat the temperature of the incoming air.

15. The hydrogen fuel cell powered ship according to claim 1, characterized in that: It also includes a control unit, which is electrically connected to the liquid cargo storage unit, the cracking unit, the separation unit and the fuel cell unit respectively.

16. The hydrogen fuel cell powered ship according to claim 15, characterized in that: The fuel cell room is arranged on a convex deck in the midship area.

17. The hydrogen fuel cell powered ship according to claim 15, characterized in that: The fuel cell room is arranged in the area between two adjacent liquid cargo tanks.

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