CN219382789U - Zero carbon emission ship - Google Patents
Zero carbon emission ship Download PDFInfo
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- CN219382789U CN219382789U CN202320522468.1U CN202320522468U CN219382789U CN 219382789 U CN219382789 U CN 219382789U CN 202320522468 U CN202320522468 U CN 202320522468U CN 219382789 U CN219382789 U CN 219382789U
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Abstract
The utility model belongs to the technical field of ships and discloses a zero-carbon emission ship, which comprises a fuel supply system, a hydrogen production system, a condensation system, a fuel cell system, a gas collection system and a gas storage system, wherein the hydrogen produced by the hydrogen production system is used for driving the fuel cell system by hydrogen converted by fuel, so that the electric propulsion of the ship is realized, meanwhile, the gas collection system is used for collecting generated carbon dioxide, storing the carbon dioxide by the gas storage system, and receiving and carrying out industrial utilization or sealing storage by a wharf after the ship approaches a port, and the carbon dioxide is effectively collected and stored in the sailing process of the ship, so that the aim of zero-carbon emission of the ship is realized.
Description
Technical Field
The utility model relates to the technical field of ships, in particular to a zero-carbon emission ship.
Background
At present, the fuel used in the field of ships is mainly fossil fuel, and a large amount of harmful gases such as sulfides are released when the traditional marine fuel is combusted, so that the problem of air pollution is increasingly serious. Therefore, the marine diesel international maritime organization makes a preliminary strategy of greenhouse gas emission reduction, plans to reduce the average carbon dioxide emission per unit transportation activity of global maritime by 2030 by at least 40% compared with 2008, strives to reduce by 70% in 2050, and peaks as soon as possible in international maritime greenhouse gas emission, and reduces the total emission of greenhouse gas by at least 50% compared with 2008 by 2050.
With the increasing stricter global carbon emission requirements, ship systems and equipment configurations are mainly based on fossil fuel designs, and all fuels belong to carbon-containing fuels, and the existing ship equipment and system designs cannot meet the requirements of zero-carbon fuel use, and cannot realize carbon emission reduction and carbon neutralization roadmaps and target energy sources.
Therefore, there is a need for a zero carbon emission ship to solve the above problems.
Disclosure of Invention
The utility model aims to provide a zero-carbon emission ship, which drives a fuel cell system by hydrogen converted from fuel to realize electric propulsion of the ship and can realize the aim of zero carbon emission of the ship.
In order to solve the problems existing in the prior art, the utility model adopts the following technical scheme:
a zero carbon emission marine vessel comprising:
a fuel supply system;
the hydrogen production system comprises a water tank, a heat exchanger and a purifying tower, wherein a first input end of the heat exchanger is communicated with the fuel supply system, a first output end of the heat exchanger is communicated with an input end of the purifying tower, and the purifying tower is communicated with the water tank;
the input end of the condensing system is communicated with the output end of the purifying tower, and the condensing system is used for liquefying the mixed gas and separating hydrogen and carbon dioxide;
the fuel cell system is arranged at the side of the hydrogen production system and is communicated with the hydrogen output end of the condensation system;
the gas collection system comprises a gas storage tank, a dryer and a subcooler, wherein the input end of the gas storage tank is communicated with the carbon dioxide output end of the condensing system, the output end of the gas storage tank is communicated with the input end of the dryer, and the output end of the dryer is communicated with the input end of the subcooler;
and the gas storage system is communicated with the output end of the subcooler and is used for storing carbon dioxide.
Preferably, the hydrogen production system further comprises a gasification superheater and a cracking reactor, wherein the second output end of the heat exchanger is communicated with the input end of the gasification superheater, the output end of the gasification superheater is communicated with the input end of the cracking reactor, and the output end of the cracking reactor is communicated with the second input end of the heat exchanger.
Preferably, the hydrogen production system further comprises a pressure swing adsorption tower, and the input end and the output end of the pressure swing adsorption tower are respectively communicated with the purification tower and the condensing system.
Preferably, the fuel supply system is provided in a cargo compartment or a living compartment.
Preferably, the hydrogen production system is disposed in the machine room.
Preferably, the hydrogen production system is arranged beside the fuel cell system.
Preferably, the gas collecting system further comprises an absorption tower and a separation tower, wherein the input end of the absorption tower is communicated with the carbon dioxide output end of the condensing system, the output end of the absorption tower is communicated with the input end of the separation tower, the absorption tower is used for absorbing carbon dioxide, and the output end of the separation tower is communicated with the input end of the gas storage tank.
Preferably, the zero carbon emission vessel further comprises a power distribution system connected to the fuel cell system by a cable.
Preferably, the gas storage system employs a stand-alone C-tank.
Preferably, the gas storage system is provided in a cargo compartment or a steering engine compartment.
The beneficial effects of the utility model are as follows:
the fuel supply system of the ship with zero carbon emission can store fuel, can provide fuel for the hydrogen production system, and can lead methanol fuel to the heat exchanger from the fuel supply system, then lead the purification tower and water to generate chemical reaction under certain conditions to generate hydrogen and carbon dioxide, and can liquefy the mixed gas of the hydrogen and the carbon dioxide by using an independent condensing system for producing hydrogen from the methanol so as to realize the separation of the carbon dioxide and the hydrogen. The hydrogen converted from fuel drives the fuel cell system through the hydrogen production system to realize the electric propulsion of the ship, meanwhile, the gas collection system collects carbon dioxide generated in the chemical reaction process, the carbon dioxide is liquefied and stored sequentially through the gas storage tank, the dryer and the subcooler, and finally, the carbon dioxide is stored through the gas storage system and is received by a wharf after the ship approaches the port and is used or stored industrially, and in the navigation process of the ship, the carbon dioxide is effectively collected and stored, so that the zero carbon emission target of the ship is realized.
Drawings
FIG. 1 is a schematic diagram of the connection of the systems of a zero carbon emission ship in an embodiment of the utility model;
FIG. 2 is a schematic diagram of a hydrogen production system in accordance with an embodiment of the present utility model;
FIG. 3 is a schematic diagram of a gas collection system according to an embodiment of the present utility model.
Reference numerals:
100. a fuel supply system; 200. a hydrogen production system; 201. a water tank; 202. a heat exchanger; 203. a purifying tower; 204. a gasification superheater; 205. a cleavage reactor; 206. a pressure swing adsorption tower; 300. a condensing system; 400. a fuel cell system; 500. a gas collection system; 501. a gas storage tank; 502. a dryer; 503. a subcooler; 504. an absorption tower; 505. a separation tower; 600. a gas storage system.
Detailed Description
The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.
In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are orientation or positional relationships based on those shown in the drawings, merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
At present, the fuel used in the field of ships is mainly fossil fuel, and a large amount of harmful gases such as sulfides are released when the traditional marine fuel is combusted, so that the problem of air pollution is increasingly serious. With the increasing stricter global carbon emission requirements, ship systems and equipment configurations are mainly based on fossil fuel designs, and all fuels belong to carbon-containing fuels, and the existing ship equipment and system designs cannot meet the requirements of zero-carbon fuel use, and cannot realize carbon emission reduction and carbon neutralization roadmaps and target energy sources. In this regard, the present embodiment provides a zero-carbon emission ship, which drives a fuel cell system with hydrogen converted from fuel, to achieve electric propulsion of the ship, and at the same time, to achieve the goal of zero carbon emission of the ship.
As shown in fig. 1-3, in the present embodiment, the zero carbon emission vessel includes a fuel supply system 100, a hydrogen production system 200, a condensation system 300, a fuel cell system 400, a gas collection system 500, and a gas storage system 600. The hydrogen production system 200 comprises a water tank 201, a heat exchanger 202 and a purifying tower 203, wherein a first input end of the heat exchanger 202 is communicated with the fuel supply system 100, a first output end of the heat exchanger 202 is communicated with an input end of the purifying tower 203, and the purifying tower 203 is communicated with the water tank 201. The input end of the condensing system 300 is connected to the output end of the purifying tower 203, the condensing system 300 is used for liquefying the mixed gas and separating hydrogen and carbon dioxide, the fuel cell system 400 is arranged beside the hydrogen production system 200, and the fuel cell system 400 is connected to the hydrogen output end of the condensing system 300. The gas collection system 500 includes a gas storage tank 501, a dryer 502 and a subcooler 503, wherein an input end of the gas storage tank 501 is connected to a carbon dioxide output end of the condensing system 300, an output end of the gas storage tank 501 is connected to an input end of the dryer 502, an output end of the dryer 502 is connected to an input end of the subcooler 503, the gas storage system 600 is connected to an output end of the subcooler 503, and the gas storage system 600 is used for storing carbon dioxide. Specifically, the fuel supply system 100 not only can store fuel, but also can provide fuel for the hydrogen production system 200, methanol fuel is introduced into the heat exchanger 202 from the fuel supply system 100, then is introduced into the purification tower 203 to react with water under certain conditions to generate hydrogen and carbon dioxide, and for hydrogen production from methanol, the independent condensation system 300 can be used to liquefy the mixture of hydrogen and carbon dioxide to realize separation of carbon dioxide and hydrogen. Alternatively, carbon dioxide may be adsorbed by a specific adsorbent and then separated and liquefied. The fuel cell system 400 is disposed nearby the hydrogen production system 200 to reduce the length of the intermediate connection pipe, alternatively, if the ship is difficult to dispose, the fuel cell system 400 may be disposed off-site or distributed by utilizing the modularization of the fuel cell system 400, thereby improving the space utilization. The hydrogen converted from fuel is driven by the hydrogen production system 200 to drive the fuel cell system 400, so that the electric propulsion of the ship is realized, meanwhile, the carbon dioxide generated in the chemical reaction process is collected by the gas collection system 500, and is liquefied and stored sequentially through the gas storage tank 501, the dryer 502 and the subcooler 503, and finally, the carbon dioxide is stored by the gas storage system 600 and is received by a wharf after the ship approaches the port and is industrially utilized or stored, and in the ship sailing process, the carbon dioxide is effectively collected and stored, so that the purpose of zero carbon emission of the ship is realized.
Optionally, the fuel supply system 100 may also supply fuel such as methane, bio-methanol, green ammonia or ammonia, where, for example, methane is used as a reaction raw material, and methane and water are used as reaction products, and carbon dioxide and hydrogen are used as reaction products, and then the products are condensed, so that the separation of carbon dioxide and hydrogen is achieved by using the characteristic that the condensation temperatures of carbon dioxide and hydrogen are different. In the condensation process, the cold energy of low-temperature methane can be utilized, the condensation effect is improved, and the energy consumption is reduced.
Further, with continued reference to fig. 1-3, hydrogen production system 200 further includes a gasification superheater 204 and a cracking reactor 205, wherein a second output of heat exchanger 202 is coupled to an input of gasification superheater 204, an output of gasification superheater 204 is coupled to an input of cracking reactor 205, and an output of cracking reactor 205 is coupled to a second input of heat exchanger 202. Specifically, the gasification superheater 204 heats saturated methanol steam into superheated steam with a certain temperature, the pyrolysis reactor 205 carries out pyrolysis reaction on the superheated steam methanol, and then the superheated steam methanol is sequentially introduced into the heat exchanger 202 and the purification tower 203 to react with water under a certain condition to generate a mixed gas of hydrogen and carbon dioxide.
Further, with continued reference to fig. 1-3, hydrogen production system 200 further includes a pressure swing adsorption column 206, with the input and output ends of pressure swing adsorption column 206 being in communication with purification column 203 and condensing system 300, respectively. Specifically, the pressure swing adsorption tower 206 is mainly applied to hydrogen purification, and can effectively adsorb out impurities such as carbon dioxide in hydrogen, thereby producing pure hydrogen.
Further, with continued reference to fig. 1-3, the fuel supply system 100 is disposed in a cargo compartment or living compartment. Specifically, for natural gas fuelled, fuel supply system 100 may be disposed on the deck of the cargo compartment or on both sides of the living compartment, for methanol fuelled, fuel supply system 100 may use structural compartments disposed in the main deck area with hydrogen production system 200 disposed in the machine compartment, but hydrogen production system 200 disposed beside fuel cell system 400 to reduce the length of the intermediate connecting piping and save materials and costs.
Further, with continued reference to fig. 1-3, the gas collection system 500 further includes an absorption tower 504 and a separation tower 505, wherein an input end of the absorption tower 504 is connected to the carbon dioxide output end of the condensation system 300, an output end of the absorption tower 504 is connected to an input end of the separation tower 505, the absorption tower 504 is used for absorbing carbon dioxide, and an output end of the separation tower 505 is connected to an input end of the gas storage tank 501. Specifically, carbon dioxide is liquefied and stored in the gas storage system 600 and is sequestered by sequentially passing through the collection of the absorption column 504 and the separation of the separation column 505.
Further, with continued reference to fig. 1-3, the zero carbon emission vessel further includes a power distribution system connected to the fuel cell system 400 by a cable, the power generated by the fuel cell system 400 being converged to the power distribution system of the vessel by the cable.
Further, with continued reference to fig. 1-3, the gas storage system 600 employs a stand-alone C-tank. Specifically, the gas storage system 600 may employ a full-pressure independent C-tank, the volume of which is designed to be equal to the volume that can be contained by carbon dioxide discharged from a single vessel voyage, the design pressure of the tank is 19bar, the design temperature is-35 ℃, or a semi-cooled semi-pressure tank, the design pressure of the tank is 8bar, and the design temperature is-55 ℃.
Further, with continued reference to fig. 1-3, the gas storage system 600 is disposed in a cargo compartment or steering engine compartment. In particular, for tankers, the gas storage system 600 may be arranged on the deck of the cargo compartment, and for bulk carriers, the gas storage system 600 may be arranged in the steering engine compartment.
Preferably, the hydrogen fuel cell is used for providing a power source, so that a two-stroke main engine on a traditional large ship can be omitted, and the full-electric propulsion of the ship is realized. After the two-stroke main engine is omitted, the space of the cabin chamber can be greatly compressed, and the advantage of expanding the cabin capacity of the cargo hold can be brought under the condition of keeping the main scale of the existing ship. Or under the condition of ensuring the same hold capacity of the hold, the main scale of the ship can be greatly reduced, so that the energy consumption in the ship propelling process is reduced, and the effect of energy conservation is achieved. In addition, in order to improve the propulsion efficiency, an electric propulsion ship is used, and a motor-driven shaft paddle propulsion and electric pod counter-rotating paddle propulsion mode is adopted, so that efficient propulsion is realized. Alternatively, negative carbon emissions are achieved by using a carbon neutral fuel such as bio-methanol or green ammonia in combination with the gas collection system 500 and gas storage system 600 on the vessel.
It is to be understood that the above examples of the present utility model are provided for clarity of illustration only and are not limiting of the embodiments of the present utility model. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the utility model. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are desired to be protected by the following claims.
Claims (10)
1. Zero carbon emission boats and ships, characterized in that includes:
a fuel supply system (100);
the hydrogen production system (200) comprises a water tank (201), a heat exchanger (202) and a purifying tower (203), wherein a first input end of the heat exchanger (202) is communicated with the fuel supply system (100), a first output end of the heat exchanger (202) is communicated with an input end of the purifying tower (203), and the purifying tower (203) is communicated with the water tank (201);
the input end of the condensing system (300) is communicated with the output end of the purifying tower (203), and the condensing system (300) is used for liquefying the mixed gas and separating hydrogen and carbon dioxide;
the fuel cell system (400) is arranged beside the hydrogen production system (200), and the fuel cell system (400) is communicated with the hydrogen output end of the condensation system (300);
the gas collection system (500) comprises a gas storage tank (501), a dryer (502) and a subcooler (503), wherein the input end of the gas storage tank (501) is communicated with the carbon dioxide output end of the condensing system (300), the output end of the gas storage tank (501) is communicated with the input end of the dryer (502), and the output end of the dryer (502) is communicated with the input end of the subcooler (503);
and the gas storage system (600) is communicated with the output end of the subcooler (503), and the gas storage system (600) is used for storing carbon dioxide.
2. The zero carbon emission vessel of claim 1, wherein the hydrogen production system (200) further comprises a gasification superheater (204) and a cracking reactor (205), the second output of the heat exchanger (202) is in communication with the input of the gasification superheater (204), the output of the gasification superheater (204) is in communication with the input of the cracking reactor (205), and the output of the cracking reactor (205) is in communication with the second input of the heat exchanger (202).
3. The zero carbon emission vessel of claim 1, wherein the hydrogen production system (200) further comprises a pressure swing adsorption column (206), an input and an output of the pressure swing adsorption column (206) being in communication with the purification column (203) and the condensing system (300), respectively.
4. The zero-carbon emission vessel according to claim 1, wherein the fuel supply system (100) is provided in a cargo compartment or a living compartment.
5. The zero carbon emission vessel of claim 1, wherein the hydrogen production system (200) is disposed in an aircraft cabin.
6. The zero carbon emission vessel of claim 1, wherein the hydrogen production system (200) is arranged sideways of the fuel cell system (400).
7. The zero carbon emission vessel of claim 1, wherein the gas collection system (500) further comprises an absorber column (504) and a separator column (505), the input of the absorber column (504) is in communication with the carbon dioxide output of the condensing system (300), the output of the absorber column (504) is in communication with the input of the separator column (505), the absorber column (504) is for adsorbing carbon dioxide, and the output of the separator column (505) is in communication with the input of the gas storage tank (501).
8. The zero carbon emission vessel according to claim 1, further comprising a power distribution system connected to the fuel cell system (400) by a cable.
9. The zero carbon emission vessel of claim 1, wherein the gas storage system (600) employs a stand-alone C-tank.
10. The zero-carbon emission vessel according to claim 1, wherein the gas storage system (600) is provided in a cargo compartment or a steering engine compartment.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202320522468.1U CN219382789U (en) | 2023-03-17 | 2023-03-17 | Zero carbon emission ship |
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| CN202320522468.1U CN219382789U (en) | 2023-03-17 | 2023-03-17 | Zero carbon emission ship |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118163925A (en) * | 2024-05-15 | 2024-06-11 | 山东科技大学 | Zero-carbon multi-mode ship power control system and method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118163925A (en) * | 2024-05-15 | 2024-06-11 | 山东科技大学 | Zero-carbon multi-mode ship power control system and method |
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