Liquefied cargo carrier

Abstract

A liquefied cargo carrier according to one embodiment of the present invention comprises a hull (100), at least one liquefied hydrogen tank (200) installed on the hull (100) for storing liquefied hydrogen, and at least one liquefied ammonia tank (300) installed on the hull (100) for storing liquefied ammonia, and the number and / or arrangement of the liquefied hydrogen tank (200) and the liquefied ammonia tank (300) is adjusted to satisfy the draft.

Description

Technology Field

[0001] The present invention relates to a liquefied cargo carrier, and more specifically, to a liquefied cargo carrier for transporting hydrogen and ammonia, wherein one or more liquefied hydrogen tanks and at least one liquefied ammonia tank are installed together in the hull and the number and / or arrangement of the liquefied hydrogen tanks and liquefied ammonia tanks can be adjusted to satisfy the draft. Background Technology

[0002] Recently, energy demand has been continuously increasing due to rapid industrialization and population growth. Consequently, there is an urgent need for alternative energy supply following the depletion of fossil fuels. In particular, given that Korea consumes a large amount of energy—ranking among the top 10 in the world—yet relies on imports from abroad for more than 90% of its energy needs, urgent measures are required to secure energy.

[0003] Accordingly, hydrogen fuel is being cited as an alternative energy source attracting attention to solve the complex energy problems facing the world.

[0004] This hydrogen fuel is not only the third most abundant element on Earth after carbon and nitrogen, but it is also a clean energy source that generates only trace amounts of nitrogen oxides during combustion and emits no other pollutants. Furthermore, since it can be produced using the abundant water available on Earth and is recycled back into water after use, it can be considered an optimal alternative energy source with no risk of depletion.

[0005] To efficiently transport such hydrogen fuel by sea, it must be stored and transported as liquid hydrogen (LH2) rather than as high-pressure hydrogen gas.

[0006] However, since the density of liquid hydrogen is about seven times lighter than that of liquefied natural gas (LNG), there is a problem that when liquid hydrogen is loaded onto the hull of a conventional gas carrier, the weight of the loaded liquid hydrogen is too light, so the draft of the ship is not satisfied, making it difficult to propel the ship with a conventional propeller.

[0007] In this case, difficulties in design and placement arise because the ship's draft must be adjusted by installing a substance heavier than water in the ballast tank (permanent ballast or fixed ballast) or by designing for a shallow draft. Prior art literature

[0008] Korean Published Patent Application No. 10-2020-0120730 (Liquid hydrogen carrier and method for protecting hull, Oct. 21, 2020) The problem to be solved

[0009] The technical problem that the concept of the present invention aims to solve is to provide a liquefied cargo carrier capable of transporting liquefied hydrogen and liquefied ammonia while satisfying the draft of the ship. means of solving the problem

[0010] A liquefied cargo carrier according to one embodiment of the present invention comprises a hull (100), one or more liquefied hydrogen tanks (200) installed on the hull (100) for storing liquefied hydrogen, and one or more liquefied ammonia tanks (300) installed on the hull (100) for storing liquefied ammonia, and the number of the liquefied hydrogen tanks (200) and the liquefied ammonia tanks (300) is adjusted to satisfy the draft of the vessel.

[0011] Here, the average density of the liquid hydrogen inside the one or more liquid hydrogen tanks (200) and the liquid ammonia inside the one or more liquid ammonia tanks (300) is 350 to 400 kg / m³ 3 It could be.

[0012] Additionally, it may further include a hydrogen fuel engine (400) that generates propulsion for the vessel using the liquid hydrogen stored in the liquid hydrogen tank (200).

[0013] Additionally, the hydrogen fuel engine (400) may include a hydrogen fuel engine (410) that generates propulsion by burning hydrogen as fuel.

[0014] Additionally, the hydrogen fuel engine (400) may include a hydrogen fuel cell (420) that uses hydrogen as fuel to produce electricity and supplies the produced electricity to a propulsion motor of the ship.

[0015] In addition, the power produced from the hydrogen fuel cell (420) can be supplied to the onboard power requirements of the ship.

[0016] Additionally, the apparatus may further include a decomposer (500) that decomposes the liquid ammonia of the liquid ammonia tank (300) into hydrogen and nitrogen, a hydrogen storage tank (600) that stores the hydrogen decomposed from the decomposer (500), and a nitrogen storage tank (700) that stores the nitrogen decomposed from the decomposer (500).

[0017] In addition, the hydrogen stored in the hydrogen storage tank (600) can be supplied as fuel to the hydrogen fuel engine (400).

[0018] Additionally, it may further include a heater (800) for heating the decomposer (500).

[0019] In addition, the heater (800) can be operated using the liquid hydrogen stored in the liquid hydrogen storage tank (200) or the hydrogen stored in the hydrogen storage tank (600).

[0020] Additionally, a liquefied cargo carrier according to another embodiment of the present invention comprises a hull (100) and a plurality of liquefied cargo storage tanks (10) installed on the hull (100), and the interior of each of the plurality of liquefied cargo storage tanks (10) comprises one or more liquefied hydrogen storage sections (20) for storing liquefied hydrogen and one or more liquefied ammonia storage sections (30) for storing liquefied ammonia, and the number and arrangement of the liquefied hydrogen storage sections (20) and the liquefied ammonia storage sections (30) are adjusted to satisfy the draft of the vessel.

[0021] Here, the interior of each of the above-mentioned liquefied cargo storage tanks (10) may alternately have the liquefied ammonia storage section (30) and the liquefied hydrogen storage section (20).

[0022] At this time, the interior of each of the above-mentioned liquefied cargo storage tanks (10) includes N liquefied ammonia storage units (30) and N-1 liquefied hydrogen storage units (20) (where N is a natural number greater than or equal to 2), and the liquefied ammonia storage units (30) and the liquefied hydrogen storage units (20) are arranged alternately, and the liquefied ammonia storage units (30) may be arranged on both sides of the outermost interior of the liquefied cargo storage tanks (10).

[0023] In addition, the average density of the liquid hydrogen in the one or more liquid hydrogen storage units (20) inside the plurality of liquid cargo storage tanks (10) and the liquid ammonia in the one or more liquid ammonia storage units (30) is 350 to 400 kg / m³ 3 It could be. Effects of the invention

[0024] In the present invention, at least one liquid hydrogen tank for storing liquid hydrogen and at least one liquid ammonia tank for storing liquid ammonia are installed together in the hull, and by adjusting the number and / or arrangement of the liquid hydrogen tank and the liquid ammonia tank to satisfy the draft, liquid hydrogen can be transported while satisfying the draft of the ship without installing heavy materials in the ballast tanks.

[0025] In addition, since liquid hydrogen can be transported while satisfying the draft of the vessel by adjusting the number of liquid hydrogen tanks and the number and / or arrangement of liquid ammonia tanks, it is not necessary to use a hull such as a barge vessel to transport liquid hydrogen, so large quantities of hydrogen can be transported domestically. Brief explanation of the drawing

[0026] FIG. 1 is a schematic drawing of a liquefied cargo carrier according to one embodiment of the present invention. FIG. 2 is a detailed drawing of a liquefied cargo carrier according to one embodiment of the present invention. FIG. 3 is a detailed drawing of a liquefied cargo carrier according to another embodiment of the present invention. FIG. 4 is a schematic drawing of a liquefied cargo carrier according to another embodiment of the present invention. FIG. 5 is a detailed drawing of a liquefied cargo carrier according to another embodiment of the present invention. Specific details for implementing the invention

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings so that those skilled in the art can easily implement the present invention. The present invention may be embodied in various different forms and is not limited to the embodiments described herein.

[0028] Embodiments of the present invention will be described in detail below with reference to the drawings.

[0029] FIG. 1 is a schematic drawing of a liquefied cargo carrier according to one embodiment of the present invention, and FIG. 2 is a detailed drawing of a liquefied cargo carrier according to one embodiment of the present invention.

[0030] As illustrated in FIGS. 1 and 2, a liquefied cargo carrier according to one embodiment of the present invention comprises a hull (100), at least one liquefied hydrogen tank (200), at least one liquefied ammonia tank (300), a hydrogen fuel engine (400), a decomposer (500), a hydrogen storage tank (600), a nitrogen storage tank (700), and a heater (800).

[0031] The hull (100) may be a hull for transporting liquefied cargo, preferably a hull for transporting liquefied gas.

[0032] At least one liquid hydrogen tank (200) is installed in the hull (100) and can store liquid hydrogen. Since the liquid hydrogen tank (200) must maintain a predetermined pressure and temperature to store liquid hydrogen, it may be an insulated tank capable of blocking heat exchange with the outside.

[0033] At least one liquid ammonia tank (300) is installed in the hull (100) and can store liquid ammonia. The liquid ammonia stored in the liquid ammonia tank (300) can be obtained by various known methods, for example, the Haber-Bosch process, the Monsniute process, the NEC process, the Fausa process, the Casaré process, the Claude process, etc.

[0034] Since the liquefied ammonia tank (300) must maintain a predetermined pressure and temperature to store liquefied ammonia, it may be an insulated tank capable of blocking heat exchange with the outside. This liquefied ammonia tank (300) may maintain a pressure of 1 bar and a temperature of -33 degrees, but is not necessarily limited thereto.

[0035] The liquid hydrogen tank (200) and / or liquid ammonia tank (300) may be a membrane-type tank or a stand-alone tank, and if it is a stand-alone tank, it may be an IMO type A, IMO type B, or IMO type C storage tank. However, it is not necessarily limited to this, and storage tanks of various structures are possible.

[0036] At this time, the number of liquid hydrogen tanks (200) and the number of liquid ammonia tanks (300) can be adjusted to satisfy the draft. That is, the average density of liquid hydrogen inside at least one liquid hydrogen tank (200) and liquid ammonia inside at least one liquid ammonia tank (300) is 350 to 400 kg / m³ 3 , preferably 380 to 390 kg / m² 3 It could be.

[0037] Specifically, the density of the liquid ammonia stored in the liquid ammonia tank (300) is approximately 700 kg / m³ 3 And, the density of the liquid hydrogen stored in the liquid hydrogen tank (200) is about 70 kg / m³ 3 Therefore, if only a liquid hydrogen tank (200) is installed on the hull (100) to transport a large amount of hydrogen, it becomes difficult to satisfy the draft of the ship because the density of the liquid hydrogen is very light. However, as in this embodiment, if two liquid hydrogen tanks (210, 220) and two liquid ammonia tanks (310, 320) are installed, the average density is approximately 385 kg / m³ 3 Since it is so that the water surface (1a) of the ocean (1) is adjacent to the waterline (WL) of the ship, the draft of the ship can be satisfied.

[0038] In this embodiment, two liquid hydrogen tanks and two liquid ammonia tanks are arranged alternately, but this is not necessarily limited thereto, and various numbers of liquid hydrogen tanks and liquid ammonia tanks can be arranged in various ways to satisfy the draft.

[0039] In this way, in one embodiment of the present invention, at least one liquid hydrogen tank for storing liquid hydrogen and at least one liquid ammonia tank for storing liquid ammonia are installed together in the hull, and by adjusting the number of liquid hydrogen tanks and the number of liquid ammonia tanks to satisfy the draft, liquid hydrogen can be transported while satisfying the draft of the ship without installing heavy materials in the ballast tanks.

[0040] In addition, since the number of liquid hydrogen tanks and the number of liquid ammonia tanks can be adjusted to satisfy the draft of the vessel and to transport liquid hydrogen, it is not necessary to use a hull (100) such as a barge vessel to transport liquid hydrogen, so a large amount of hydrogen can be transported domestically.

[0041] Meanwhile, as shown in FIG. 2, the hydrogen fuel engine (400) can generate thrust using liquid hydrogen.

[0042] The hydrogen fuel engine (400) may include at least one of a hydrogen fuel engine (410) that generates thrust by burning hydrogen as fuel, and a hydrogen fuel cell (420) that generates thrust by producing electricity using hydrogen as fuel and supplying the produced electricity to a propulsion motor.

[0043] In the embodiment illustrated in FIG. 2, the hydrogen fuel engine (400) includes both a hydrogen fuel engine (410) and a hydrogen fuel cell (420), but is not necessarily limited thereto, and only one of the hydrogen fuel engine (410) or the hydrogen fuel cell (420) may be installed.

[0044] A hydrogen fuel engine (410) is installed in the hull (100) and can provide propulsion to propel the hull (100). The hydrogen fuel engine (410) can provide propulsion by burning hydrogen as fuel.

[0045] A hydrogen fuel cell (420) is installed on the hull (100) and can provide propulsion to propel the hull (100) or supply power to the necessary power supply on board. The hydrogen fuel cell (420) can provide propulsion by producing power using hydrogen as fuel and supplying the produced power to a propulsion motor, and can also supply power to other places on board where power is needed.

[0046] The liquid hydrogen tank (200) can directly supply liquid hydrogen to a hydrogen fuel engine (410), a hydrogen fuel cell (420), or a heater (800). In order to supply hydrogen at a pressure and temperature suitable for the hydrogen fuel engine (410), the hydrogen fuel cell (420), or the heater (800), a heat exchanger (vaporizer), a compressor, a pump, etc., may be used.

[0047] The liquid ammonia tank (300) can supply liquid ammonia to the decomposer (500) and the hydrogen produced in the decomposer (500) can be supplied to the hydrogen fuel engine (410), hydrogen fuel cell (420), or heater (800).

[0048] The decomposer (500) can decompose liquid ammonia in the liquid ammonia tank (300) into hydrogen and nitrogen. The decomposer (500) is a liquid ammonia reforming device using catalytic decomposition, and by pressurizing to 6 to 9 bar and applying a temperature of 450 to 600 degrees, it can decompose liquid ammonia into hydrogen and nitrogen as shown in Chemical Formula 1 below.

[0049]

[0050] However, it is not necessarily limited to this, and hydrogen can be produced by decomposing liquid ammonia in various ways.

[0051] The hydrogen storage tank (600) stores hydrogen generated in the decomposer (500) and can supply hydrogen to a hydrogen fuel engine (410), a hydrogen fuel cell (420), or a heater (800) when necessary.

[0052] Since the hydrogen produced in the decomposer (500) is at high pressure, the hydrogen storage tank (600) may be a high-pressure hydrogen storage tank for storing high-pressure hydrogen.

[0053] Meanwhile, the hydrogen storage tank of the present embodiment may be a membrane-type tank or an independent tank as described above, but more specifically, it may be a high-pressure hydrogen storage tank of type 1 structure comprising only a main tank made of a metal liner, a high-pressure hydrogen storage tank of type 2 structure comprising only the body of a main tank made of a metal liner covering only a reinforcing material made of glass fiber composite material, a high-pressure hydrogen storage tank of type 3 structure comprising a main tank made of an aluminum liner covering the entire body of a main tank made of a carbon fiber composite material, or a high-pressure hydrogen storage tank of type 4 structure comprising a main tank made of a non-metal liner including plastic, etc. covering it with a reinforcing material made of carbon fiber composite material, but is not necessarily limited thereto.

[0054] The nitrogen storage tank (700) stores nitrogen generated in the decomposer (500) and can supply nitrogen to necessary places within the hull (100), such as purge gas, when needed.

[0055] The heater (800) may be a burner that burns oxygen (O2), and may heat the decomposer (500) using hydrogen supplied from the hydrogen storage tank (600) or using hydrogen generated from the liquefied ammonia decomposer (500).

[0056] In this way, in this embodiment, the hydrogen fuel engine (400) can be operated using hydrogen supplied from the liquid hydrogen tank and the liquid ammonia tank to propel the hull (100), so it is efficient as it does not require the use of a separate fuel engine.

[0057] Meanwhile, although the above embodiment propelled the hull using a hydrogen fuel engine, other embodiments are also possible in which the hull is propelled using an ammonia fuel engine.

[0058] Hereinafter, with reference to FIG. 3, a liquefied cargo carrier according to another embodiment of the present invention will be described in detail.

[0059] FIG. 3 is a detailed drawing of a liquefied cargo carrier according to another embodiment of the present invention.

[0060] Another embodiment shown in FIG. 3 is substantially the same as the embodiment shown in FIG. 1 and FIG. 2, except for the ammonia fuel engine, so a repetitive description is omitted.

[0061] As illustrated in FIG. 3, a liquefied cargo carrier according to another embodiment of the present invention comprises a hull (100), at least one liquefied hydrogen tank (200), at least one liquefied ammonia tank (300), an ammonia fuel engine (900), and a hydrogen fuel engine (400).

[0062] At least one liquid hydrogen tank (200) is installed in the hull (100) and can store liquid hydrogen. At least one liquid ammonia tank (300) is installed in the hull (100) and can store liquid ammonia.

[0063] At this time, the number of liquid hydrogen tanks (200) and the number of liquid ammonia tanks (300) can be adjusted to satisfy the draft.

[0064] An ammonia fuel engine (900) is installed in the hull (100) and can provide propulsion to propel the hull (100). The ammonia fuel engine (900) can provide propulsion using liquid ammonia.

[0065] The hydrogen fuel engine (400) may include at least one of a hydrogen fuel engine (410) that generates thrust by burning hydrogen as fuel, and a hydrogen fuel cell (420) that generates thrust by producing electricity using hydrogen as fuel and supplying the produced electricity to a propulsion motor.

[0066] A hydrogen fuel engine (410) is installed in the hull (100) and can provide propulsion to propel the hull (100). The hydrogen fuel engine (410) can provide propulsion by burning hydrogen as fuel.

[0067] A hydrogen fuel cell (420) is installed on the hull (100) and can provide propulsion to propel the hull (100) or supply power to the necessary power supply on board. The hydrogen fuel cell (420) can provide propulsion by producing power using hydrogen as fuel and supplying it to a propulsion motor, and can also supply power to other places on board where power is needed.

[0068] In this way, by using an ammonia fuel engine (900) and a hydrogen fuel cell (420) together to propel the hull (100), it is possible to transport a large amount of hydrogen from overseas to the domestic market.

[0069] Meanwhile, in the above embodiment, the number of separate liquid hydrogen tanks and the number of separate liquid ammonia tanks are adjusted to satisfy the draft, but other embodiments are also possible in which the number and arrangement of the liquid hydrogen storage section and the liquid ammonia storage section inside the plurality of liquid cargo storage tanks are adjusted to satisfy the draft.

[0070] Hereinafter, a liquefied cargo carrier according to another embodiment of the present invention will be described in detail with reference to FIGS. 4 and FIGS. 5.

[0071] FIG. 4 is a schematic drawing of a liquefied cargo carrier according to another embodiment of the present invention, and FIG. 5 is a detailed drawing of a liquefied cargo carrier according to another embodiment of the present invention.

[0072] The other embodiments shown in FIGS. 4 and 5 are substantially the same as the embodiment shown in FIGS. 1 and 2, except for the structure and arrangement of the liquefied cargo storage tank, so a repetitive description is omitted.

[0073] As illustrated in FIGS. 4 and 5, a liquefied cargo carrier according to another embodiment of the present invention comprises a hull (100), a plurality of liquefied cargo storage tanks (10), a hydrogen fuel engine (400), a decomposer (500), a hydrogen storage tank (600), a nitrogen storage tank (700), and a heater (800).

[0074] A plurality of liquefied cargo storage tanks (10) may include a first liquefied cargo storage tank (11), a second liquefied cargo storage tank (12), and a third liquefied cargo storage tank (13). However, the number of liquefied cargo storage tanks (10) is not necessarily limited thereto, and various numbers of liquefied cargo storage tanks may be installed.

[0075] The interior of each liquefied cargo storage tank (10) can be divided into at least one liquefied hydrogen storage section (20) and at least one liquefied ammonia storage section (30). At this time, the number and arrangement of the liquefied hydrogen storage section (20) and the liquefied ammonia storage section (30) can be adjusted to satisfy the draft.

[0076] At this time, the interior of the liquefied cargo storage tank (10) may alternately have a liquefied ammonia storage section (30) and a liquefied hydrogen storage section (20).

[0077] Additionally, the interior of each liquefied cargo storage tank (10) may include N liquefied ammonia storage units (30) and N-1 liquefied hydrogen storage units (20), and the liquefied ammonia storage units (30) and the liquefied hydrogen storage units (20) may be arranged alternately, and liquefied ammonia storage units (30) may be arranged on both sides of the outermost interior of the liquefied cargo storage tank (10), where N means a natural number greater than or equal to 2.

[0078] At this time, the liquid hydrogen storage section (20) and the liquid ammonia storage section (30) divided and partitioned inside the liquid cargo storage tank (10) may be partitioned in the length direction of the hull or in the width direction of the hull, but are not limited thereto.

[0079] Hereinafter, as a specific example, there are three liquefied cargo storage tanks (10), and each liquefied cargo storage tank (10) is divided into three sections: a liquefied hydrogen storage section (20) and a liquefied ammonia storage section (30).

[0080] Referring to FIGS. 4 and 5, the liquid hydrogen storage unit (20) may include a first liquid hydrogen storage unit (21) installed inside a first liquid cargo storage tank (11), a second liquid hydrogen storage unit (22) installed inside a second liquid cargo storage tank (12), and a third liquid hydrogen storage unit (23) installed inside a third liquid cargo storage tank (13).

[0081] Additionally, the liquefied ammonia storage unit (30) may include a first liquefied ammonia storage unit (31) and a second liquefied ammonia storage unit (32) installed inside the first liquefied cargo storage tank (11), a third liquefied ammonia storage unit (33) and a fourth liquefied ammonia storage unit (34) installed inside the second liquefied cargo storage tank (12), and a fifth liquefied ammonia storage unit (35) and a sixth liquefied ammonia storage unit (36) installed inside the third liquefied cargo storage tank (13).

[0082] At this time, in order to minimize tilting of the hull (100), it is preferable to place a liquid hydrogen storage unit (21, 22, 23) between the liquid ammonia storage units (31, 32, 33, 34, 35, 36) of each liquid cargo storage tank (11, 12, 13). Specifically, a first liquid hydrogen storage unit (21) may be located between a first liquid ammonia storage unit (31) and a second liquid ammonia storage unit (32) installed inside a first liquid cargo storage tank (11), a second liquid hydrogen storage unit (22) may be located between a third liquid ammonia storage unit (33) and a fourth liquid ammonia storage unit (34) installed inside a second liquid cargo storage tank (12), and a third liquid hydrogen storage unit (23) may be located between a fifth liquid ammonia storage unit (35) and a sixth liquid ammonia storage unit (36) installed inside a third liquid cargo storage tank (13).

[0083] In this way, in one embodiment of the present invention, a plurality of liquefied cargo storage tanks (10) including at least one liquefied hydrogen storage unit (20) for storing liquefied hydrogen and at least one liquefied ammonia storage unit (30) for storing liquefied ammonia are installed on the hull (100), and by adjusting the number of liquefied hydrogen storage units (20) and the number and arrangement of liquefied ammonia storage units (30) to satisfy the draft, liquefied hydrogen can be transported while satisfying the draft of the ship without installing heavy materials in the ballast tanks.

[0084] The present invention has been described above with reference to the embodiments illustrated in the drawings. However, the present invention is not limited thereto, and various modifications or other embodiments falling within the scope equivalent to the present invention are possible by those skilled in the art to which the present invention pertains. Accordingly, the true scope of protection of the present invention should be determined by the following claims. Explanation of the symbols

[0085] 100: Hull 200: Liquid hydrogen tank 300: Liquefied ammonia tank 400: Hydrogen fuel engine 410: Hydrogen fuel engine 420: Hydrogen fuel cell 500: Decomposer 600: Hydrogen storage tank 700: Nitrogen storage tank 800: Heater

Claims

Claim 1 The vessel comprises a hull (100), a ballast tank for adjusting the draft using ballast water, A liquid hydrogen tanks (200) installed on the hull (100) for storing liquid hydrogen (where A is a natural number greater than or equal to 1), and B liquid ammonia tanks (300) installed on the hull (100) for storing liquid ammonia (where B is a natural number greater than or equal to 1), wherein the average density of the liquid hydrogen and the liquid ammonia is 350 to 400 kg / m³ 3 A liquefied cargo carrier in which the above A and the above B are set to satisfy the above. Claim 2 delete Claim 3 A liquefied cargo carrier according to claim 1, further comprising a hydrogen fuel engine (400) that generates propulsion for the vessel using the liquefied hydrogen stored in the liquefied hydrogen tank (200). Claim 4 In claim 3, the hydrogen fuel engine (400) comprises a hydrogen fuel engine (410) that generates propulsion by burning hydrogen as fuel, a liquefied cargo carrier Claim 5 In claim 3, the hydrogen fuel engine (400) comprises a hydrogen fuel cell (420) that produces electricity using hydrogen as fuel and supplies the produced electricity to a propulsion motor of the ship, a liquefied cargo carrier. Claim 6 In claim 5, the power produced from the hydrogen fuel cell (420) is supplied to the onboard power requirements of the vessel, a liquefied cargo carrier. Claim 7 A liquefied cargo carrier according to claim 4 or 5, further comprising a decomposer (500) for decomposing the liquefied ammonia of the liquefied ammonia tank (300) into hydrogen and nitrogen, a hydrogen storage tank (600) for storing the hydrogen decomposed from the decomposer (500), and a nitrogen storage tank (700) for storing the nitrogen decomposed from the decomposer (500). Claim 8 In claim 7, a liquefied cargo carrier that supplies the hydrogen stored in the hydrogen storage tank (600) as fuel to the hydrogen fuel engine (400). Claim 9 A liquefied cargo carrier according to claim 7, further comprising a heater (800) for heating the decomposer (500). Claim 10 In claim 9, a liquefied cargo carrier that operates the heater (800) using the liquefied hydrogen stored in the liquefied hydrogen storage tank (200) or the hydrogen stored in the hydrogen storage tank (600). Claim 11 The apparatus comprises a hull (100), a ballast tank for adjusting the draft using ballast water, and a plurality of liquefied cargo storage tanks (10) installed on the hull (100). Each of the plurality of liquefied cargo storage tanks (10) has one or more liquefied hydrogen storage sections (20) for storing liquefied hydrogen and one or more liquefied ammonia storage sections (30) for storing liquefied ammonia. Each of the liquefied cargo storage tanks (10) has N liquefied ammonia storage sections (30) and N-1 liquefied hydrogen storage sections (20) (where N is a natural number greater than or equal to 2). The liquefied ammonia storage sections (30) and the liquefied hydrogen storage sections (20) are arranged alternately, wherein the liquefied ammonia storage sections (30) are arranged on both sides of the outermost interior of the liquefied cargo storage tanks (10), and inside each of the liquefied cargo storage tanks (10) The average density of the stored liquid hydrogen and the liquid ammonia is 350 to 400 kg / m³ 3 A liquefied cargo carrier satisfying [condition]. Claim 12 delete Claim 13 delete Claim 14 delete

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