CN114922715A - Low-temperature carbon capture system for dual-fuel ship and working method thereof - Google Patents

Low-temperature carbon capture system for dual-fuel ship and working method thereof Download PDF

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CN114922715A
CN114922715A CN202210517430.5A CN202210517430A CN114922715A CN 114922715 A CN114922715 A CN 114922715A CN 202210517430 A CN202210517430 A CN 202210517430A CN 114922715 A CN114922715 A CN 114922715A
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heat exchanger
gas
inlet
outlet
ball valve
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蒋庆峰
宋肖
万世卿
段文青
冯国增
郭霆
冯汉升
陈育平
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Jiangsu University of Science and Technology
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Jiangsu University of Science and Technology
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/0205—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J3/00—Processes or apparatus for separating the constituents of gaseous or liquefied gaseous mixtures involving the use of liquefaction or solidification
    • F25J3/06—Processes or apparatus for separating the constituents of gaseous or liquefied gaseous mixtures involving the use of liquefaction or solidification by partial condensation
    • F25J3/063—Processes or apparatus for separating the constituents of gaseous or liquefied gaseous mixtures involving the use of liquefaction or solidification by partial condensation characterised by the separated product stream
    • F25J3/067—Processes or apparatus for separating the constituents of gaseous or liquefied gaseous mixtures involving the use of liquefaction or solidification by partial condensation characterised by the separated product stream separation of carbon dioxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/10—Adaptations for driving, or combinations with, electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/20—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products
    • F02C3/22—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products the fuel or oxidant being gaseous at standard temperature and pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
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    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
    • F25J1/02—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures requiring the use of refrigeration, e.g. of helium or hydrogen ; Details and kind of the refrigeration system used; Integration with other units or processes; Controlling aspects of the process
    • F25J1/0228—Coupling of the liquefaction unit to other units or processes, so-called integrated processes
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    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2210/00—Processes characterised by the type or other details of the feed stream
    • F25J2210/02—Multiple feed streams, e.g. originating from different sources
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    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2210/00—Processes characterised by the type or other details of the feed stream
    • F25J2210/60—Natural gas or synthetic natural gas [SNG]
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    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
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    • F25J2210/70—Flue or combustion exhaust gas
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    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2210/00—Processes characterised by the type or other details of the feed stream
    • F25J2210/90—Boil-off gas from storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2220/00—Processes or apparatus involving steps for the removal of impurities
    • F25J2220/80—Separating impurities from carbon dioxide, e.g. H2O or water-soluble contaminants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2220/00—Processes or apparatus involving steps for the removal of impurities
    • F25J2220/80—Separating impurities from carbon dioxide, e.g. H2O or water-soluble contaminants
    • F25J2220/82—Separating low boiling, i.e. more volatile components, e.g. He, H2, CO, Air gases, CH4
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
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    • F25J2220/80—Separating impurities from carbon dioxide, e.g. H2O or water-soluble contaminants
    • F25J2220/84—Separating high boiling, i.e. less volatile components, e.g. NOx, SOx, H2S
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2230/00—Processes or apparatus involving steps for increasing the pressure of gaseous process streams
    • F25J2230/04—Compressor cooling arrangement, e.g. inter- or after-stage cooling or condensate removal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2230/00—Processes or apparatus involving steps for increasing the pressure of gaseous process streams
    • F25J2230/22—Compressor driver arrangement, e.g. power supply by motor, gas or steam turbine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
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    • F25J2230/30—Compression of the feed stream
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    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2240/00—Processes or apparatus involving steps for expanding of process streams
    • F25J2240/80—Hot exhaust gas turbine combustion engine
    • F25J2240/82—Hot exhaust gas turbine combustion engine with waste heat recovery, e.g. in a combined cycle, i.e. for generating steam used in a Rankine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2270/00—Refrigeration techniques used
    • F25J2270/90—External refrigeration, e.g. conventional closed-loop mechanical refrigeration unit using Freon or NH3, unspecified external refrigeration
    • F25J2270/904—External refrigeration, e.g. conventional closed-loop mechanical refrigeration unit using Freon or NH3, unspecified external refrigeration by liquid or gaseous cryogen in an open loop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2280/00—Control of the process or apparatus
    • F25J2280/02—Control in general, load changes, different modes ("runs"), measurements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
    • F25J2290/00—Other details not covered by groups F25J2200/00 - F25J2280/00
    • F25J2290/72—Processing device is used off-shore, e.g. on a platform or floating on a ship or barge
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02C—CAPTURE, STORAGE, SEQUESTRATION OR DISPOSAL OF GREENHOUSE GASES [GHG]
    • Y02C20/00—Capture or disposal of greenhouse gases
    • Y02C20/40—Capture or disposal of greenhouse gases of CO2

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Abstract

The invention discloses a low-temperature carbon capture system for a dual-fuel ship and a working method thereof. According to the working method, two working modes are set for treating tail gas discharged by the dual-fuel ship under different working modes (a diesel engine and a gas engine) respectively, the tail gas is subjected to denitration, drying, desulfurization and decarburization treatment when the diesel engine works, and the tail gas is subjected to drying and decarburization treatment when the gas engine works. The invention fully utilizes the cold energy of the BOG to recover the condensed water, the liquefied sulfur dioxide and the liquefied carbon dioxide in stages, not only recovers the cold energy of the BOG from about-160 ℃ to-70 ℃ and converts the cold energy into kinetic energy by arranging the cold energy recovery system, but also arranges the BOG combustion power generation system to combust the BOG which is reheated to the normal temperature and convert the BOG into electric energy to be stored.

Description

Low-temperature carbon capture system for dual-fuel ship and working method thereof
Technical Field
The invention relates to a tail gas treatment system, in particular to a low-temperature carbon capture system for a dual-fuel ship and a working method thereof.
Background
At present, with the development of shipping industry, the problem of carbon emission reduction of the shipping industry is concerned, and the emission of nitrogen oxides, sulfur dioxide and carbon dioxide is limited. Meanwhile, a plurality of ships in service use the LNG-diesel dual-fuel host through modification. The emission of nitrogen oxides, sulfur dioxide and carbon dioxide of the dual-fuel ship in different operation modes is far from the emission of the nitrogen oxides, the sulfur dioxide and the carbon dioxide. For example, in the power mode of a diesel engine, the most pollutants emitted are nitrogen oxides and sulfur dioxide; in the power mode of the gas engine, most of the discharged pollutants are carbon dioxide and water. There is a pressing need to find a system that can address tail gas treatment with different nitrogen oxide, sulfur dioxide and carbon dioxide contents.
The invention patent named "carbon dioxide separation system (publication number CN 103596663B)" provides a mixed gas high-efficiency separation system with a wide range of carbon dioxide concentration and pressure, which can separate the mixed gas with carbon dioxide concentration of 3-75% by sequentially performing primary membrane separation and secondary amine absorption. However, this solution only proposes a solution for the removal of carbon dioxide and does not propose a solution for the treatment of the exhaust gases of nitrogen oxides and sulphur dioxide in the power mode of a diesel engine.
The invention patent named as electrolysis seawater desulfurization method and device (publication number is CN102698583B) for marine combustion engine tail gas treatment proposes a technical scheme that natural seawater is electrolyzed by an electrolytic chlorine production device to generate a sodium hypochlorite seawater solution, and then the sodium hypochlorite seawater solution flows in a reverse direction with flue gas to remove sulfur dioxide. Firstly, the technology provides a solution for the treatment of the tail gas of sulfur dioxide, does not provide a treatment method of carbon dioxide and nitrogen oxides, and secondly, the energy consumption of a mode of electrolyzing to generate a sodium hypochlorite seawater solution is too high.
During the operation of the LNG-diesel dual-fuel ship on the sea, when the ship sails at a low speed in a severe weather environment, the BOG generated by shaking exceeds the use amount of the ship, generally, the part of the BOG is discharged on the sea, and obviously, the treatment mode is obviously uneconomical, and part of the ship is subjected to liquefaction treatment on the part of the BOG. For example, an invention patent entitled "a system and method for integrated liquefaction of VOC and BOG for ships" (CN000041107B) proposes a method for liquefying and recovering part of BOG. However, this solution is not suitable for small amounts of gas, since the energy consumed for reliquefaction is close to the energy saved. The BOG is led out from the LNG storage tank at about-160 ℃, and how to recycle the part of cold energy, combust the reheated BOG and recycle the part of energy is a problem to be solved urgently at present.
Penwangwang and the like (Penwangwang, Wanmie. liquefaction and separation of sulfur dioxide in flue gas desulfurization regeneration tail gas [ J ] coal gas and heat power, 2000(02):3-7.), selective adsorption of sulfur dioxide in flue gas is carried out through desulfurization carbon, desulfurization activated carbon is heated for regeneration, and then a liquid sulfur dioxide byproduct is produced through a physical processing method. However, the energy consumption for obtaining low temperature by physical processing method is high, and a technical scheme for using the cooling energy of BOG for sulfur dioxide liquefaction is lacked.
In addition, the influence rule of the cryogenic temperature, the cryogenic pressure and the sulfur dioxide concentration on the removal efficiency of the cryogenic liquefaction desulfurization process is also researched by using a poplar (the poplar and sulfur dioxide flue gas cryogenic liquefaction separation process experiment and simulation research [ D ] Shandong university of science and technology, 2019 DOI: 10.27276/d.cnki.gsdgc.2019.000330.).
Disclosure of Invention
The invention aims to solve the problems and the defects of the prior art and provides a low-temperature carbon capture system for a dual-fuel ship and a working method thereof.
According to the invention, two working modes are set for treating tail gas discharged by the dual-fuel ship under different working modes (a diesel engine and a gas engine), the tail gas is subjected to denitration, dehydration, desulfurization and decarburization treatment when the diesel engine works, and the tail gas is subjected to dehydration and decarburization treatment by the gas engine. The invention fully utilizes the cold energy of the BOG to recover condensed water, liquefied sulfur dioxide and liquefied carbon dioxide in stages, not only recovers the cold energy of the BOG at about-160 ℃ to-70 ℃ and converts the cold energy into kinetic energy by arranging the cold energy recovery system, but also arranges the BOG combustion power generation system to combust the BOG which is reheated to normal temperature and convert the BOG into electric energy to be stored.
In order to achieve the purpose, the invention is realized by adopting the following technical scheme.
A low-temperature carbon capture system for a dual-fuel ship comprises a tail gas treatment system, a BOG combustion power generation system and a cold energy recovery system, wherein,
the tail gas treatment system comprises a first heat exchanger 1, a denitration device 10, a third heat exchanger 3, a third compressor 16, a fourth heat exchanger 4, a first gas-liquid separation tank 19, a first compressor 25, a fifth heat exchanger 5, a second gas-liquid separation tank 20, a first turbocharger 23, a sixth heat exchanger 6, a third gas-liquid separation tank 21, a second compressor 26, an eighth heat exchanger 8, a fourth gas-liquid separation tank 22, a one-way valve 11, a first ball valve 31, a second ball valve 32, a third ball valve 33, a fourth ball valve 34, a tenth ball valve 12 and a fifth ball valve 35,
an external tail gas outlet is connected with an upper end inlet 1a of a first heat exchanger 1, a lower end outlet 1b of the first heat exchanger 1 is connected in parallel with two pipelines, wherein the first pipeline is connected with a first ball valve 31, the first ball valve 31 is connected with an inlet of a denitration device 10, the second pipeline is connected with a second ball valve 32, the second ball valve 32 is connected with a left end inlet 3c of a third heat exchanger 3 after being converged with an outlet pipeline of the denitration device 10, a right end outlet 3d of the third heat exchanger 3 is connected with an inlet of a third compressor 16, an outlet of the third compressor 16 is connected with an upper end inlet 4a of a fourth heat exchanger 4, a lower end outlet 4b of the fourth heat exchanger 4 is connected with an inlet of a first gas-liquid separation tank 19, a liquid phase outlet of the first gas-liquid separation tank 19 is connected with an inlet of an external condensate water treatment system, and a gas phase outlet of the first gas-liquid separation tank 19 is connected in parallel with a pipeline, respectively, a first path is connected with a fourth ball valve 34, the fourth ball valve 34 is connected with an inlet of a first compressor 25, a second path is connected with a third ball valve 33, the third ball valve 33 is connected with an inlet 23a of a pressure boost end of a first turbo supercharger 23 after being merged with a pipeline at a gas phase outlet of a second gas-liquid separation tank 20, an outlet of the first compressor 25 is connected with an inlet 5a at the upper end of a fifth heat exchanger 5, an outlet 5b at the lower end of the fifth heat exchanger 5 is connected with an inlet of the second gas-liquid separation tank 20, a liquid phase outlet of the second gas-liquid separation tank 20 is connected with an external sulfur dioxide recovery system, an outlet 23b at the pressure boost end of the first turbo supercharger 23 is connected with an inlet 6a at the upper end of a sixth heat exchanger 6, an outlet 6b at the lower end of the sixth heat exchanger 6 is connected with an inlet of a third gas-liquid separation tank 21, and a gas phase outlet of the third gas-liquid separation tank 21 are connected in parallel with two pipelines, respectively, the first path is connected with a tenth ball valve 12, the tenth ball valve 12 is connected with an inlet of a second compressor 26, the second path is connected with a one-way valve 11, the one-way valve 11 is connected with a fifth ball valve 35, the fifth ball valve 35 is connected with a gas phase outlet of a fourth gas-liquid separation tank 22 through a pipeline after being converged and then is connected with an external clean gas discharge system, an outlet of the second compressor 26 is connected with a left end inlet 8c of an eighth heat exchanger 8, a right end outlet 8d of the eighth heat exchanger 8 is connected with an inlet of the fourth gas-liquid separation tank 22, a liquid phase outlet of the fourth gas-liquid separation tank 22 is connected with an external carbon dioxide recovery system, and a liquid phase outlet of the third gas-liquid separation tank 21 is connected with the external carbon dioxide recovery system;
the BOG combustion power generation system comprises a seventh heat exchanger 7, an eighth heat exchanger 8, a sixth heat exchanger 6, a fifth heat exchanger 5, a fourth heat exchanger 4, a third heat exchanger 3, a combustion chamber 29, a second turbocharger 24, a second heat exchanger 2, a power generator 27, an electric storage device 28, an eighth ball valve 14 and a seventh ball valve 15,
the BOG inlet is connected in parallel with two pipelines, respectively, the first pipeline is connected with a right end inlet 7d of a seventh heat exchanger 7, a left end outlet 7c of the seventh heat exchanger 7 is connected with a seventh ball valve 15, the second pipeline is connected with an eighth ball valve 14, the eighth ball valve 14 is connected with an upper end inlet 8a of an eighth heat exchanger 8, a lower end outlet 8b of the eighth heat exchanger 8 and the seventh ball valve 15 are connected with a right end inlet 6d of a sixth heat exchanger 6 after being converged through a pipeline, a left end outlet 6c of the sixth heat exchanger 6 is connected with a right end inlet 5d of a fifth heat exchanger 5, a left end outlet 5c of the fifth heat exchanger 5 is connected with a right end inlet 4d of the fourth heat exchanger 4, a left end outlet 4c of the fourth heat exchanger 4 is connected with a lower end inlet 3b of the third heat exchanger 3, an upper end outlet 3a of the third heat exchanger 3 is connected with a first inlet 29b of a combustion chamber 29, an outlet 29c of the combustion chamber 29 is connected with an expansion section inlet 24b of a second turbine 24, an outlet 24a at the expansion end of the second turbocharger 24 is connected with an inlet 2a at the upper end of the second heat exchanger 2, an outlet 2b at the lower end of the second heat exchanger 2 is connected with an external exhaust gas discharge system, an inlet 24d at the supercharging end of the second turbocharger 24 is connected with external air, an outlet 24c at the supercharging end of the second turbocharger 24 is connected with a second inlet 29a of a combustion chamber 29, a generator 27 is coaxially connected with the second turbocharger 24, and the generator 27 is connected with an electricity storage device 28 through a lead;
the cold energy recovery system comprises a seventh heat exchanger 7, a ninth heat exchanger 9, a refrigerant pump 30, a second heat exchanger 2, a first heat exchanger 1, a first turbo supercharger 23 and a three-way valve 13,
a lower end outlet 7b of the seventh heat exchanger 7 is connected with a right end inlet 9d of the ninth heat exchanger 9, a left end outlet 9c of the ninth heat exchanger 9 is connected with an inlet of the refrigerant pump 30, an outlet of the refrigerant pump 30 is connected in parallel with two pipelines through a three-way valve 13, respectively, the first pipeline is connected with a right end inlet 2d of the second heat exchanger 2, the second pipeline is connected with a right end inlet 1d of the first heat exchanger 1, the left end outlet 2c of the second heat exchanger 2 is converged with the left end outlet 1c of the second heat exchanger 1 and then is connected to an expansion end inlet 23c of the first turbo supercharger 23, an expansion end outlet 23d of the first turbo expander 23 is connected with an upper end inlet 9a of the ninth heat exchanger 9, and a lower end outlet 9b of the ninth heat exchanger 9 is connected with an upper end inlet 7a of the seventh heat exchanger 7.
More preferably, the denitration oxidant used in the denitration device 10 is one of potassium permanganate, sodium hypochlorite, sodium chlorite, potassium persulfate and ozone.
Further preferably, the energy storage mode of the energy storage device 28 is electrochemical energy storage, specifically, is one of a lead-acid storage battery, a lithium ion battery, a sodium-sulfur battery and an all-vanadium redox flow battery.
More preferably, the first heat exchanger 1, the second heat exchanger 2, the third heat exchanger 3, the fourth heat exchanger 4, the fifth heat exchanger 5, the sixth heat exchanger 6, the seventh heat exchanger 7, the eighth heat exchanger 8 and the ninth heat exchanger 9 are dividing wall type heat exchangers, and specifically, are any one of a shell-and-tube heat exchanger, a fin-tube heat exchanger and a double-tube heat exchanger.
Further preferably, the liquid phase outlet of the fourth gas-liquid separation tank 22 is connected with an external carbon dioxide recovery system through a sixth ball valve 17.
Further preferably, the liquid phase outlet of the third gas-liquid separation tank 21 is connected with an external carbon dioxide recovery system through a ninth ball valve 18.
Further preferably, the refrigerant in the cold energy recovery system is supercritical carbon dioxide.
Further preferably, the bottoms of the first gas-liquid separation tank 19, the second gas-liquid separation tank 20, the third gas-liquid separation tank 21, and the fourth gas-liquid separation tank 22 are respectively provided with an evacuation switch.
In order to achieve the above purpose, the present invention is realized by adopting another technical scheme as follows.
The working method of the low-temperature carbon capture system for the dual-fuel ship comprises the following two working modes:
the first mode is as follows: when the diesel engine works;
a tail gas treatment system, opening a first ball valve 31, a fourth ball valve 34 and a fifth ball valve 35, closing a second ball valve 32, a third ball valve 33 and a tenth ball valve 12, cooling the tail gas by a refrigerant in a first heat exchanger 1, then completely entering a denitration device 10, removing nitrogen oxides in the denitration device 10, cooling by BOG in a third heat exchanger 3, then entering a third compressor 16 for boosting, cooling by BOG in a fourth heat exchanger 4, then entering a first gas-liquid separation tank 19 for separating condensed water, boosting dry gas with the condensed water in a first compressor 25, then entering a second gas-liquid separation tank 20 for separating liquefied sulfur dioxide after cooling by BOG in a fifth heat exchanger 5, boosting the dry and desulfurized tail gas in a first turbo charger 23, then continuing cooling by BOG, entering a third gas-liquid separation tank 21 for separating liquefied carbon dioxide, and finally entering an external clean gas discharge system through a one-way valve 11,
the BOG combustion power generation system comprises a BOG combustion power generation system, a eighth valve 14 is closed, a seventh valve 15 is opened, low-temperature BOG enters a sixth heat exchanger 6 after being heated by a refrigerant in a seventh heat exchanger 7 to exchange heat with tail gas subjected to denitration, dehydration and desulfurization, the temperature of the tail gas is reduced to be lower than the liquefaction temperature of carbon dioxide to minus 57 ℃, the tail gas enters a fifth heat exchanger 5 to exchange heat with the tail gas subjected to denitration and dehydration, the temperature of the tail gas is reduced to be about the liquefaction temperature of sulfur dioxide to minus 5 ℃ to minus 8 ℃, the tail gas sequentially enters a fourth heat exchanger 4 and a third heat exchanger 3 to exchange heat with the tail gas subjected to denitration, fluid at an inlet of a first gas-liquid separation tank 19 is reduced to be about 10 ℃ at normal temperature, the fluid enters a combustion chamber 29 to combust with air and drive a second turbine 24 to rotate, power is generated through a power generator 27, and electric energy is stored through an electric energy storage device 28,
a cold energy recovery system, wherein a refrigerant absorbs cold energy of about-160 ℃ of low-temperature BOG in a seventh heat exchanger 7, the low-temperature BOG is heated to about-70 ℃ and then enters a ninth heat exchanger 9 to exchange heat with a returned refrigerant, then the refrigerant passes through a refrigerant pump 30 and is divided into two pipelines through a three-way valve 13, the first pipeline absorbs heat of tail gas introduced from the outside in a first heat exchanger 1, the second pipeline absorbs heat of waste gas at an outlet 24a of an expansion end of a second turbo supercharger 24 in a second heat exchanger 2, converges the heat and enters an expansion end of a first turbo supercharger 23 to do work, and then the heat of the waste gas enters the ninth heat exchanger 9 to exchange heat with the refrigerant cooled by the BOG and then enters the next cycle;
and a second mode: when the gas engine works;
in the tail gas treatment system, a first ball valve 31, a fourth ball valve 34 and a fifth ball valve 35 are closed, a second ball valve 32, a third ball valve 33 and a tenth ball valve 12 are opened, tail gas is cooled by a first heat exchanger 1 and a third heat exchanger 3 in sequence and then enters a third compressor 16 for compression, the heated tail gas is cooled by BOG in the fourth heat exchanger and then enters a first gas-liquid separation tank 19 for separating condensed water, all dry gas without the condensed water enters a first turbo charger 23 through the third ball valve 33 for pressurization and then is cooled by the BOG in a sixth heat exchanger 6, the dry gas enters a third gas-liquid separation tank 21 for separating liquefied carbon dioxide, unliquefied gas enters a second compressor 26 through a gas phase outlet of the third gas-liquid separation tank 21 for pressurization and then enters a fourth gas-liquid separation tank 22 for further separating liquefied carbon dioxide after exchanging heat with low-temperature BOG in an eighth heat exchanger 8, and finally the gas enters an external clean gas discharge system,
in the BOG combustion power generation system, an eighth ball valve 14 and a seventh ball valve 15 are opened, a part of low-temperature BOG is heated by a refrigerant in a seventh heat exchanger 7, the other part of low-temperature BOG exchanges heat with carbon dioxide in an eighth heat exchanger 8, two paths of fluid are converged and then sequentially enter a sixth heat exchanger 6 to exchange heat with tail gas subjected to denitration, dehydration and desulfurization, the temperature of the tail gas is reduced to be lower than the liquefaction temperature of the carbon dioxide by-57 ℃, the tail gas enters a fifth heat exchanger 5 to exchange heat with the tail gas subjected to denitration and dehydration, the temperature of the tail gas is reduced to be the liquefaction temperature of the sulfur dioxide by-5 to-8 ℃, the tail gas sequentially enters a fourth heat exchanger 4 and a third heat exchanger 3 to exchange heat with the tail gas subjected to denitration, the temperature of the inlet fluid at a first gas-liquid separation tank 19 is reduced to be 10 ℃, the inlet fluid enters a combustion chamber 29 to be combusted with air, drives a second turbo charger 24 to rotate, and generates power through a generator 27, the electrical energy is stored by the electrical storage device 28.
The operation of the cold energy recovery system is consistent with mode one.
The invention has the advantages and beneficial effects that:
1. the tail gas treatment system can run in two modes, wherein in the power mode of the diesel engine, the tail gas is treated in a denitration, dehydration, desulfurization and decarburization mode, and in the power mode of the gas engine, the tail gas is treated in a dehydration and decarburization mode.
2. Under the power mode of the gas engine, in order to solve the problems that the content of carbon dioxide in flue gas is high and the cold quantity required by liquefaction is more, a first-stage compression cooling is additionally added to ensure the liquefaction rate of the carbon dioxide. Meanwhile, in this mode, the split flow is also performed at the BOG inlet of the BOG combustion power generation system, and the complete liquefaction of the carbon dioxide in the fourth gas-liquid separation tank 22 is ensured by adjusting the BOG flow entering the seventh heat exchanger 7 and the eighth heat exchanger 8.
3. The cold energy of the liquefied sulfur dioxide and the carbon dioxide is provided by the BOG, so that the problems of energy waste and greenhouse gas emission caused by directly discharging a small amount of BOG gas at sea can be well solved.
4. The liquefaction temperature of the carbon dioxide is about-57 ℃, the outlet temperature of the BOG is about-160 ℃, in order to utilize the temperature of the part, the invention is additionally provided with a cold energy recovery system, the flue gas and the waste gas at the outlet of the second turbocharger are used as high-temperature heat sources, the low temperature of the BOG (about 160 ℃ to about-70 ℃) is used as a cold source to realize Rankine cycle, and the low temperature is used as a power source of the first turbocharger to realize the gradient utilization of condensation.
5. In order to solve the problem that the BOG emission and the cold energy required by tail gas treatment cannot be stably matched when the BOG emission on the sea fluctuates, the invention is additionally provided with a generator to store the energy of the system.
Drawings
FIG. 1 is a schematic view of the construction of the present invention;
wherein: 1. a first heat exchanger; 2. a second heat exchanger; 3. a third heat exchanger; 4. a fourth heat exchanger; 5. a fifth heat exchanger; 6. a sixth heat exchanger; 7. a seventh heat exchanger; 8. an eighth heat exchanger; 9. a ninth heat exchanger; 10. a denitration device; 11. a one-way valve; 12. a tenth ball valve; 13. a three-way valve; 14. an eighth ball valve; 15. a seventh ball valve; 16. a third compressor; 17. a sixth ball valve; 18. a ninth ball valve; 19. a first gas-liquid separation tank; 20. a second knock-out pot; 21. a third gas-liquid separation tank; 22. a fourth gas-liquid separation tank; 23. a first turbocharger; 24. a second turbocharger; 25. a first compressor; 26. a second compressor; 27. a generator; 28. an electricity storage device; 29. a combustion chamber; 30. a refrigerant pump; 31. a first ball valve; 32. a second ball valve; 33. a third ball valve; 34. a fourth ball valve; 35. and a fifth ball valve.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the following further provides a clear and complete description of the technical solution of the present invention with reference to the accompanying drawings.
As shown in fig. 1, the low-temperature carbon capture system for dual-fuel ships of the present invention comprises a tail gas treatment system, a BOG combustion power generation system, and a cold energy recovery system, wherein,
the tail gas treatment system comprises a first heat exchanger 1, a denitration device 10, a third heat exchanger 3, a third compressor 16, a fourth heat exchanger 4, a first gas-liquid separation tank 19, a first compressor 25, a fifth heat exchanger 5, a second gas-liquid separation tank 20, a first turbocharger 23, a sixth heat exchanger 6, a third gas-liquid separation tank 21, a second compressor 26, an eighth heat exchanger 8, a fourth gas-liquid separation tank 22, a check valve 11, a first ball valve 31, a second ball valve 32, a third ball valve 33, a fourth ball valve 34, a tenth ball valve 12 and a fifth ball valve 35.
Further preferably, the tail gas treatment system further comprises a sixth ball valve 17 and a ninth ball valve 18.
An external tail gas outlet is connected with an upper end inlet 1a of a first heat exchanger 1, a lower end outlet 1b of the first heat exchanger 1 is connected in parallel with two pipelines, wherein the first pipeline is connected with a first ball valve 31, the first ball valve 31 is connected with an inlet of a denitration device 10, the second pipeline is connected with a second ball valve 32, the second ball valve 32 is connected with a left end inlet 3c of a third heat exchanger 3 after being converged with an outlet pipeline of the denitration device 10, a right end outlet 3d of the third heat exchanger 3 is connected with an inlet of a third compressor 16, an outlet of the third compressor 16 is connected with an upper end inlet 4a of a fourth heat exchanger 4, a lower end outlet 4b of the fourth heat exchanger 4 is connected with an inlet of a first gas-liquid separation tank 19, a liquid phase outlet of the first gas-liquid separation tank 19 is connected with an inlet of an external condensate water treatment system, and a gas phase outlet of the first gas-liquid separation tank 19 is connected in parallel with a pipeline, respectively, a first path is connected with a fourth ball valve 34, the fourth ball valve 34 is connected with an inlet of a first compressor 25, a second path is connected with a third ball valve 33, the third ball valve 33 is connected with an inlet 23a of a pressure boost end of a first turbo supercharger 23 after being merged with a pipeline at a gas phase outlet of a second gas-liquid separation tank 20, an outlet of the first compressor 25 is connected with an inlet 5a at the upper end of a fifth heat exchanger 5, an outlet 5b at the lower end of the fifth heat exchanger 5 is connected with an inlet of the second gas-liquid separation tank 20, a liquid phase outlet of the second gas-liquid separation tank 20 is connected with an external sulfur dioxide recovery system, an outlet 23b at the pressure boost end of the first turbo supercharger 23 is connected with an inlet 6a at the upper end of a sixth heat exchanger 6, an outlet 6b at the lower end of the sixth heat exchanger 6 is connected with an inlet of a third gas-liquid separation tank 21, and a gas phase outlet of the third gas-liquid separation tank 21 are connected in parallel with two pipelines, the first path is connected with a tenth ball valve 12, the tenth ball valve 12 is connected with an inlet of a second compressor 26, the second path is connected with a one-way valve 11, the one-way valve 11 is connected with a fifth ball valve 35, the fifth ball valve 35 is connected with an outlet of a gas phase of a fourth gas-liquid separation tank 22 through a pipeline after being converged and then is connected with an external clean gas discharge system, an outlet of the second compressor 26 is connected with an inlet 8c at a left end of an eighth heat exchanger 8, an outlet 8d at a right end of the eighth heat exchanger 8 is connected with an inlet of the fourth gas-liquid separation tank 22, a liquid phase outlet of the fourth gas-liquid separation tank 22 is connected with an external carbon dioxide recovery system, and a liquid phase outlet of the third gas-liquid separation tank 21 is connected with the external carbon dioxide recovery system.
The liquid phase outlet of the fourth gas-liquid separation tank 22 is connected with the sixth ball valve 17, and the sixth ball valve 17 is connected with an external carbon dioxide recovery system. The liquid phase outlet of the third gas-liquid separation tank 21 is connected with a ninth ball valve 18, and the ninth ball valve 18 is connected with an external carbon dioxide recovery system.
Wherein, the bottoms of the first gas-liquid separation tank 19, the second gas-liquid separation tank 20, the third gas-liquid separation tank 21 and the fourth gas-liquid separation tank 22 are all provided with emptying switches.
The exhaust gas treatment system comprises two modes of operation. Respectively a tail gas treatment mode when the diesel engine works and a tail gas treatment mode when the gas engine works.
When the diesel engine works: opening the first ball valve 31, the fourth ball valve 34 and the fifth ball valve 35, closing the second ball valve 32, the third ball valve 33 and the tenth ball valve 12, cooling the tail gas in the first heat exchanger 1 by a refrigerant, then feeding the tail gas into the denitration device 10, after nitrogen oxides are removed in the denitration device 10, the nitrogen oxides are cooled by BOG in the third heat exchanger 3 and then enter the third compressor 16 for pressurization, then the temperature of the fourth heat exchanger 4 is reduced by BOG and the gas enters a first gas-liquid separation tank 19 to separate condensed water, the dry gas without the condensed water enters a first compressor 25 to be pressurized, then the tail gas after drying and desulfurization enters a first turbo charger 23 for pressurization and then continues to be cooled by the BOG, enters a third gas-liquid separation tank 21 for separation of liquefied carbon dioxide, and finally enters an external clean gas discharge system through a one-way valve 11.
When the gas engine works: closing the first ball valve 31, the fourth ball valve 34 and the fifth ball valve 35, opening the second ball valve 32, the third ball valve 33 and the tenth ball valve 12, cooling the tail gas by the first heat exchanger 1 and the third heat exchanger 3 in sequence, then compressing the cooled tail gas by the third compressor 16, cooling the heated tail gas by the BOG in the fourth heat exchanger, then separating condensed water in the first gas-liquid separation tank 19, allowing the dried gas without condensed water to enter the first turbo charger 23 through the third ball valve 33, pressurizing the dried gas, then cooling the cooled gas by the BOG in the sixth heat exchanger 6, allowing the cooled gas to enter the third gas-liquid separation tank 21 for separating liquefied carbon dioxide, allowing the unliquefied gas to enter the second compressor 26 through the gas phase outlet of the third gas-liquid separation tank 21 for pressurizing, after exchanging heat with the low-temperature BOG in the eighth heat exchanger 8, the gas enters a fourth gas-liquid separation tank 22 to further separate liquefied carbon dioxide, and finally the gas enters an external clean gas discharge system.
When the ship works by adopting a diesel engine, the flue gas contains nitrogen, nitrogen oxides, sulfur dioxide, carbon dioxide, oxygen, water and a small amount of rare gas. Firstly, the flue gas is cooled by the first heat exchanger 1, then nitrogen oxides are removed in the denitration device 10, and then the flue gas is cooled in the third heat exchanger 3. Compressing and cooling for the first time (a third compressor 16 and a fourth heat exchanger 4), condensing water in the flue gas and discharging; performing secondary compression cooling (the first compressor 25 and the fifth heat exchanger 5), and liquefying and discharging sulfur dioxide in the flue gas; and (4) performing third compression cooling (the first turbo charger 23 and the sixth heat exchanger 6), and liquefying and discharging carbon dioxide in the flue gas. Because the content of carbon dioxide in the flue gas generated by the diesel engine during working is less, the latent heat required by liquefaction is less, and the cold quantity required by low-temperature capture of the flue gas carbon dioxide can be ensured in one-time liquefaction process. In addition, the first turbo charger 23 is used as a compression method for carbon dioxide liquefaction, and mainly considering that the pressure requirement is higher and the energy consumption is relatively higher during the carbon dioxide liquefaction, the cold energy recovered from the BOG is converted into compression energy and is provided for carbon dioxide pressurization through the first turbo charger 23.
When the ship works by adopting a gas engine, the flue gas mainly comprises nitrogen, carbon dioxide, water, oxygen and a small amount of rare gas. Firstly, cooling the flue gas by a first heat exchanger 1, then directly entering a first compression cooling (a third compressor 16 and a fourth heat exchanger 4), condensing water in the flue gas and discharging; then the gas enters a third compression cooling (a first turbocharger 23 and a sixth heat exchanger 6) to liquefy and discharge the carbon dioxide in the flue gas. Considering that the content of carbon dioxide in the tail gas of the gas engine is higher and the cooling capacity required by liquefaction is more, after the third compression cooling, the fourth compression cooling (the second compressor 26 and the eighth heat exchanger 8) is additionally added to ensure that the carbon dioxide in the flue gas is completely liquefied. Wherein, the cold source for cooling the flue gas in the eighth heat exchanger 8 is directly provided by BOG at about-160 ℃, thereby ensuring the cold energy required by the liquefaction of the carbon dioxide. However, since the liquefaction temperature of the carbon dioxide is only about-57 ℃ (the pressure is 5.2bar), the excessive BOG enters the eighth heat exchanger 8 to liquefy the carbon dioxide, which causes waste of cold energy. Therefore, the flow of BOG entering the seventh heat exchanger 7 and the eighth heat exchanger 8 should be controlled by adjusting the valve opening of the eighth ball valve 14 to balance the liquefaction of carbon dioxide and the recovery of cold energy.
The BOG combustion power generation system comprises a seventh heat exchanger 7, an eighth heat exchanger 8, a sixth heat exchanger 6, a fifth heat exchanger 5, a fourth heat exchanger 4, a third heat exchanger 3, a combustion chamber 29, a second turbocharger 24, a second heat exchanger 2, a power generator 27, an electricity storage device 28, an eighth ball valve 14 and a seventh ball valve 15,
the BOG inlet is connected in parallel with two pipelines, respectively, the first pipeline is connected with a right end inlet 7d of the seventh heat exchanger 7, a left end outlet 7c of the seventh heat exchanger 7 is connected with a seventh ball valve 15, the second pipeline is connected with an eighth ball valve 14, the eighth ball valve 14 is connected with an upper end inlet 8a of the eighth heat exchanger 8, a lower end outlet 8b of the eighth heat exchanger 8 and the seventh ball valve 15 are connected with a right end inlet 6d of the sixth heat exchanger 6 after being converged by the pipeline, a left end outlet 6c of the sixth heat exchanger 6 is connected with a right end inlet 5d of the fifth heat exchanger 5, a left end outlet 5c of the fifth heat exchanger 5 is connected with a right end inlet 4d of the fourth heat exchanger 4, a left end outlet 4c of the fourth heat exchanger 4 is connected with a lower end inlet 3b of the third heat exchanger 3, an upper end outlet 3a of the third heat exchanger 3 is connected with a first inlet 29b of the combustion chamber 29, an outlet 29c of the combustion chamber 29 is connected with an expansion section inlet 24b of the second turbine 24, an outlet 24a at the expansion end of the second turbocharger 24 is connected with an inlet 2a at the upper end of the second heat exchanger 2, an outlet 2b at the lower end of the second heat exchanger 2 is connected with an external exhaust gas discharge system, an inlet 24d at the supercharging end of the second turbocharger 24 is connected with external air, an outlet 24c at the supercharging end of the second turbocharger 24 is connected with a second inlet 29a of a combustion chamber 29, a generator 27 is coaxially connected with the second turbocharger 24, and the generator 27 is connected with an electricity storage device 28 through a lead.
The BOG combustion power generation system includes two modes of operation. Respectively a tail gas treatment mode when the diesel engine works and a tail gas treatment mode when the gas engine works.
Tail gas treatment mode when the diesel engine works: closing the eighth ball valve 14, opening the seventh ball valve 15, heating the low-temperature BOG by a refrigerant in the seventh heat exchanger 7, then allowing the low-temperature BOG to enter the sixth heat exchanger 6 to exchange heat with the denitrated, dehydrated and desulfurized tail gas, reducing the temperature of the tail gas to be below the liquefaction temperature of carbon dioxide-57 ℃, then allowing the low-temperature BOG to enter the fifth heat exchanger 5 to exchange heat with the denitrated, dehydrated tail gas, reducing the temperature of the tail gas to be about the liquefaction temperature of sulfur dioxide-5 ℃ to-8 ℃, then allowing the low-temperature BOG to sequentially enter the fourth heat exchanger 4 and the third heat exchanger 3 to exchange heat with the denitrated tail gas, reducing the temperature of the inlet fluid at the first gas-liquid separation tank 19 to be about 10 ℃ at normal temperature, then allowing the inlet fluid to enter the combustion chamber 29 to combust with air, driving the second booster turbine 24 to rotate, generating electricity through the generator 27, and storing the electric energy through the electricity storage device 28.
The tail gas treatment mode of the gas engine during working comprises the following steps: opening the eighth ball valve 14 and the seventh ball valve 15, heating a part of low-temperature BOG in the seventh heat exchanger 7 by a refrigerant, exchanging heat between the other part of low-temperature BOG and carbon dioxide in the eighth heat exchanger 8, converging the two paths of fluid, sequentially entering the sixth heat exchanger 6 to exchange heat with the tail gas subjected to denitration, dehydration and desulfurization, reducing the temperature of the tail gas to be below the liquefaction temperature of the carbon dioxide to-57 ℃, enters a fifth heat exchanger 5 to exchange heat with the denitrated and dehydrated tail gas, so that the temperature of the tail gas is reduced to the liquefaction temperature of sulfur dioxide ranging from minus 5 ℃ to minus 8 ℃, sequentially enters the fourth heat exchanger 4 and the third heat exchanger 3 to exchange heat with the denitrated tail gas, so that the temperature of the fluid at the inlet of the first gas-liquid separation tank 19 is reduced to normal temperature of 10 ℃, and then enters the combustion chamber 29 to be combusted with air, and drives the second turbocharger 24 to rotate, and electricity is generated through the generator 27 and stored through the electricity storage device 28.
When the diesel engine works, the content of carbon dioxide in tail gas is low, so all BOG enters the seventh heat exchanger, carbon dioxide, sulfur dioxide and water are sequentially liquefied, and then the BOG immediately enters the combustion chamber to be combusted and converted into electric energy to be stored. When the gas engine works, the content of carbon dioxide in tail gas is high, so that a flow distribution is arranged at the BOG inlet, and a part of BOG is led out to carry out secondary compression and liquefaction on the carbon dioxide so as to ensure that the cold quantity required by low-temperature capture of the carbon dioxide in the flue gas is ensured.
The cold energy recovery system comprises a seventh heat exchanger 7, a ninth heat exchanger 9, a refrigerant pump 30, a second heat exchanger 2, a first heat exchanger 1, a first turbo supercharger 23 and a three-way valve 13,
a lower end outlet 7b of the seventh heat exchanger 7 is connected with a right end inlet 9d of the ninth heat exchanger 9, a left end outlet 9c of the ninth heat exchanger 9 is connected with an inlet of the refrigerant pump 30, an outlet of the refrigerant pump 30 is connected in parallel with two pipelines through a three-way valve 13, respectively, the first pipeline is connected with a right end inlet 2d of the second heat exchanger 2, the second pipeline is connected with a right end inlet 1d of the first heat exchanger 1, the left end outlet 2c of the second heat exchanger 2 is converged with the left end outlet 1c of the second heat exchanger 1 and then is connected to an expansion end inlet 23c of the first turbo supercharger 23, an expansion end outlet 23d of the first turbo expander 23 is connected with an upper end inlet 9a of the ninth heat exchanger 9, and a lower end outlet 9b of the ninth heat exchanger 9 is connected with an upper end inlet 7a of the seventh heat exchanger 7.
The purpose of the cold energy recovery system is mainly to recover the cold energy of the BOG at the temperature of between 160 ℃ below zero and 70 ℃ below zero. As the desublimation point of the carbon dioxide is about-78 ℃, if BOG with the temperature of-160 ℃ is directly introduced into the heat exchanger for removing the carbon dioxide, the carbon dioxide is completely changed into dry ice, which is not only unfavorable for the storage and transportation of the carbon dioxide, but also causes unnecessary energy waste due to overlarge temperature difference of two sides of the heat exchanger.

Claims (9)

1. A low-temperature carbon capture system for a dual-fuel ship is characterized by comprising a tail gas treatment system, a BOG combustion power generation system and a cold energy recovery system,
the tail gas treatment system is characterized in that an external tail gas outlet is connected with an upper end inlet (1a) of a first heat exchanger (1), a lower end outlet (1b) of the first heat exchanger (1) is connected with two pipelines in parallel, the first pipeline is connected with an inlet of a denitration device (10) through a first ball valve (31), the second pipeline is connected with an outlet pipeline of the denitration device (10) through a second ball valve (32) and then is connected to a left end inlet (3c) of a third heat exchanger (3) together, a right end outlet (3d) of the third heat exchanger (3) is connected with an inlet of a third compressor (16), an outlet of the third compressor (16) is connected with an upper end inlet (4a) of a fourth heat exchanger (4), a lower end outlet (4b) of the fourth heat exchanger (4) is connected with an inlet of a first gas-liquid separation tank (19), a liquid phase outlet of the first gas-liquid separation tank (19) is connected with an inlet of an external condensed water treatment system, the gas phase outlet of the first gas-liquid separation tank (19) is connected in parallel with two pipelines, the first pipeline is connected with the inlet of the first compressor (25) through a fourth ball valve (34), the second pipeline is connected with the gas phase outlet of the second gas-liquid separation tank (20) through a third ball valve (33) and then is connected with the inlet (23a) of the pressure boost end of the first turbo supercharger (23), the outlet of the first compressor (25) is connected with the inlet (5a) at the upper end of the fifth heat exchanger (5), the outlet (5b) at the lower end of the fifth heat exchanger (5) is connected with the inlet of the second gas-liquid separation tank (20), the liquid phase outlet of the second gas-liquid separation tank (20) is connected with an external sulfur dioxide recovery system, the outlet (23b) at the pressure boost end of the first turbo supercharger (23) is connected with the inlet (6a) at the upper end of the sixth heat exchanger (6), and the outlet (6b) at the lower end of the sixth heat exchanger (6) is connected with the inlet of the third gas-liquid separation tank (21), the gas phase outlet of the third gas-liquid separation tank (21) is connected in parallel with two pipelines, the first pipeline is connected with the inlet of a second compressor (26) through a tenth ball valve (12), the second pipeline is converged with the gas phase outlet of a fourth gas-liquid separation tank (22) through a check valve (11), a fifth ball valve (35) and a pipeline of the gas phase outlet of the check valve (11) and then is connected to an external clean gas discharge system, the outlet of the second compressor (26) is connected with the left end inlet (8c) of an eighth heat exchanger (8), the right end outlet (8d) of the eighth heat exchanger (8) is connected with the inlet of the fourth gas-liquid separation tank (22), the liquid phase outlet of the fourth gas-liquid separation tank (22) is connected with an external carbon dioxide recovery system, and the liquid phase outlet of the third gas-liquid separation tank (21) is connected with the external carbon dioxide recovery system;
the BOG combustion power generation system is characterized in that two pipelines are connected in parallel at a BOG inlet, one pipeline is connected with a right end inlet (7d) of a seventh heat exchanger (7), a left end outlet (7c) of the seventh heat exchanger (7) is connected with a seventh ball valve (15), the other pipeline is connected with an upper end inlet (8a) of an eighth heat exchanger (8) through an eighth ball valve (14), a lower end outlet (8b) of the eighth heat exchanger (8) and the seventh ball valve (15) are connected to a right end inlet (6d) of a sixth heat exchanger (6) together after being converged through a pipeline, a left end outlet (6c) of the sixth heat exchanger (6) is connected with a right end inlet (5d) of a fifth heat exchanger (5), a left end outlet (5c) of the fifth heat exchanger (5) is connected with a right end inlet (4d) of a fourth heat exchanger (4), a left end outlet (4c) of the fourth heat exchanger (4) is connected with a lower end inlet (3b) of the third heat exchanger (3), an upper end outlet (3a) of the third heat exchanger (3) is connected with a first inlet (29b) of a combustion chamber (29), an outlet (29c) of the combustion chamber (29) is connected with an expansion section inlet (24b) of the second turbocharger (24), an expansion end outlet (24a) of the second turbocharger (24) is connected with an upper end inlet (2a) of the second heat exchanger (2), a lower end outlet (2b) of the second heat exchanger (2) is connected with an external exhaust gas discharge system, a supercharging end inlet (24d) of the second turbocharger (24) is connected with external air, a supercharging end outlet (24c) of the second turbocharger (24) is connected with a second inlet (29a) of the combustion chamber (29), the generator (27) and the second turbocharger (24) are coaxially connected, and the generator (27) and the electric storage device (28) are connected through conducting wires;
the cold energy recovery system is characterized in that a lower end outlet (7b) of a seventh heat exchanger (7) is connected with a right end inlet (9d) of a ninth heat exchanger (9), a left end outlet (9c) of the ninth heat exchanger (9) is connected with an inlet of a refrigerant pump (30), an outlet of the refrigerant pump (30) is connected with two pipelines in parallel through a three-way valve (13), one pipeline is connected with a right end inlet (2d) of a second heat exchanger (2), the other pipeline is connected with a right end inlet (1d) of a first heat exchanger (1), a left end outlet (2c) of the second heat exchanger (2) is connected with an expansion end inlet (23c) of a first turbo supercharger (23) after being converged with a pipeline at the left end outlet (1c) of the second heat exchanger (1), an expansion end outlet (23d) of the first turbo supercharger (23) is connected with an upper end inlet (9a) of the ninth heat exchanger (9), a lower end outlet (9b) of the ninth heat exchanger (9) is connected with an upper end inlet (7) of the seventh heat exchanger (7), and a lower end outlet (9b) of the ninth heat exchanger (9) of the ninth heat exchanger (7) is connected with an upper end inlet of the seventh heat exchanger (7) a) And (4) connecting to form the structure.
2. The cryogenic carbon capture system for a dual-fuel ship of claim 1, wherein the denitration oxidant used in the denitration device (10) is one of potassium permanganate, sodium hypochlorite, sodium chlorite, potassium persulfate and ozone.
3. The cryogenic carbon capture system for a dual-fuel ship of claim 1, wherein the energy storage means (28) is electrochemical energy storage, in particular one of a lead-acid battery, a lithium-ion battery, a sodium-sulfur battery and an all-vanadium flow battery.
4. The cryogenic carbon capture system for a dual-fuel ship according to claim 1, wherein the first heat exchanger (1), the second heat exchanger (2), the third heat exchanger (3), the fourth heat exchanger (4), the fifth heat exchanger (5), the sixth heat exchanger (6), the seventh heat exchanger (7), the eighth heat exchanger (8) and the ninth heat exchanger (9) are all shell-and-tube heat exchangers, fin-and-tube heat exchangers or double-tube heat exchangers.
5. The cryogenic carbon capture system for a dual fuel ship of claim 1 wherein the liquid phase outlet of the fourth gas-liquid separation tank (22) is connected to an external carbon dioxide recovery system through a sixth ball valve (17).
6. The cryogenic carbon capture system for a dual-fuel ship as claimed in claim 1, characterized in that the liquid phase outlet of the third gas-liquid separation tank (21) is connected to an external carbon dioxide recovery system through a ninth ball valve (18).
7. The dual fuel marine cryogenic carbon capture system of claim 1 wherein the refrigerant in the cold energy recovery system is supercritical carbon dioxide.
8. The cryogenic carbon capture system for a dual-fuel ship according to claim 1, characterized in that the bottoms of the first gas-liquid separation tank (19), the second gas-liquid separation tank (20), the third gas-liquid separation tank (21) and the fourth gas-liquid separation tank (22) are respectively provided with an emptying switch.
9. A method of operating a cryogenic carbon capture system for a dual fuel ship as claimed in any one of claims 1 to 8, comprising the following two modes of operation:
in a first mode: when the diesel engine works;
a tail gas treatment system is characterized in that a first ball valve (31), a fourth ball valve (34) and a fifth ball valve (35) are opened, a second ball valve (32), a third ball valve (33) and a tenth ball valve (12) are closed, tail gas is cooled by a refrigerant in a first heat exchanger (1) and then completely enters a denitration device (10), nitrogen oxides are removed in the denitration device (10), the tail gas is cooled by BOG in a third heat exchanger (3) and then enters a third compressor (16) for pressurization, then the tail gas is cooled by BOG in a fourth heat exchanger (4) and then enters a first gas-liquid separation tank (19) for separating condensed water, dry gas with the condensed water removed enters a first compressor (25) for pressurization, then enters a second gas-liquid separation tank (20) for separating liquefied sulfur dioxide after being cooled by the BOG in a fifth heat exchanger (5), the dry and desulfurized tail gas enters a first turbo charger (23) for pressurization and then continues to be cooled by the BOG, enters a third gas-liquid separation tank (21) to separate liquefied carbon dioxide, and finally enters an external clean gas discharge system through a one-way valve (11),
the BOG combustion power generation system comprises a eighth valve (14) is closed, a seventh valve (15) is opened, low-temperature BOG enters a sixth heat exchanger (6) after being heated by a refrigerant in a seventh heat exchanger (7) to exchange heat with tail gas subjected to denitration, dehydration and desulfurization, the temperature of the tail gas is reduced to be lower than the liquefaction temperature of carbon dioxide to minus 57 ℃, the tail gas enters a fifth heat exchanger (5) to exchange heat with the tail gas subjected to denitration and dehydration, the temperature of the tail gas is reduced to be the liquefaction temperature of sulfur dioxide to minus 5 ℃ to minus 8 ℃, the tail gas sequentially enters a fourth heat exchanger (4) and a third heat exchanger (3) to exchange heat with the tail gas subjected to denitration, fluid at an inlet of a first gas-liquid separation tank (19) is reduced to be 10 ℃ at normal temperature, the fluid enters a combustion chamber (29) to be combusted with air, a second turbo supercharger (24) is driven to rotate, power is generated through a generator (27), and electric energy is stored through an electric energy storage device (28),
a cold energy recovery system, wherein a refrigerant absorbs cold energy of low-temperature BOG at about-160 ℃ in a seventh heat exchanger (7), the low-temperature BOG is heated to-70 ℃, then enters a ninth heat exchanger (9) to exchange heat with a returned refrigerant, then passes through a refrigerant pump (30), is divided into two pipelines through a three-way valve (13), the first pipeline absorbs heat of tail gas introduced from the outside in a first heat exchanger (1), the second pipeline absorbs heat of waste gas at an outlet (24a) of an expansion end of a second turbo supercharger (24) in a second heat exchanger (2), converges and enters an expansion end of a first turbo supercharger (23) to do work, and then enters the ninth heat exchanger (9) to exchange heat with the refrigerant cooled by the BOG and then enters the next cycle;
and a second mode: when the gas engine works;
in the tail gas treatment system, a first ball valve (31), a fourth ball valve (34) and a fifth ball valve (35) are closed, a second ball valve (32), a third ball valve (33) and a tenth ball valve (12) are opened, tail gas is cooled by a first heat exchanger (1) and a third heat exchanger (3) in sequence and then enters a third compressor (16) for compression, the warmed tail gas is cooled by BOG in the fourth heat exchanger (4) and then enters a first gas-liquid separation tank (19) for separating condensed water, all dry gas without condensed water enters a first turbo charger (23) through the third ball valve (33) for pressurization and then is cooled by BOG in a sixth heat exchanger (6) and enters a third gas-liquid separation tank (21) for separating liquefied carbon dioxide, unliquefied gas enters a second compressor (26) for pressurization through a gas phase outlet of the third gas-liquid separation tank (21) and then enters a fourth gas-liquid separation tank (22) for further separating liquefied carbon dioxide after exchanging heat with low-temperature BOG in an eighth heat exchanger (8), finally, the gas enters an external clean gas discharge system,
in the BOG combustion power generation system, an eighth ball valve (14) and a seventh ball valve (15) are opened, one part of low-temperature BOG is heated by a refrigerant in a seventh heat exchanger (7), the other part of low-temperature BOG exchanges heat with carbon dioxide in an eighth heat exchanger (8), two paths of fluid are converged and then sequentially enter a sixth heat exchanger (6) to exchange heat with tail gas subjected to denitration, dehydration and desulfurization, the temperature of the tail gas is reduced to be lower than the liquefaction temperature of the carbon dioxide to minus 57 ℃, then enter a fifth heat exchanger (5) to exchange heat with the tail gas subjected to denitration and dehydration, the temperature of the tail gas is reduced to be lower than the liquefaction temperature of the sulfur dioxide to minus 5 ℃ to minus 8 ℃, then sequentially enter a fourth heat exchanger (4) and a third heat exchanger (3) to exchange heat with the tail gas subjected to denitration, the temperature of an inlet fluid at a first gas-liquid separation tank (19) is reduced to be normal temperature of 10 ℃, and then the inlet fluid enters a combustion chamber (29) to be combusted with air, and drives the second turbo supercharger (24) to rotate, generates electricity through the generator (27), stores the electricity through the electricity storage device (28),
the operation of the cold energy recovery system is consistent with mode one.
CN202210517430.5A 2022-05-12 2022-05-12 Low-temperature carbon capture system for dual-fuel ship and working method thereof Pending CN114922715A (en)

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CN113669175A (en) * 2021-08-27 2021-11-19 江苏科技大学 Low-temperature desublimated carbon capture system and method for tail gas of marine natural gas engine
CN113738467A (en) * 2021-09-23 2021-12-03 浙江浙能温州液化天然气有限公司 Integrated system for carbon-carrying capture power generation by utilizing liquefied natural gas

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014209029A1 (en) * 2013-06-26 2014-12-31 대우조선해양 주식회사 System and method for treating boil-off gas in ship
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