CN115370467A - Carbon reduction system for LNG power ship and EEDI calculation method - Google Patents
Carbon reduction system for LNG power ship and EEDI calculation method Download PDFInfo
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- CN115370467A CN115370467A CN202210923308.8A CN202210923308A CN115370467A CN 115370467 A CN115370467 A CN 115370467A CN 202210923308 A CN202210923308 A CN 202210923308A CN 115370467 A CN115370467 A CN 115370467A
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- 229910052799 carbon Inorganic materials 0.000 title claims abstract description 48
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 title claims abstract description 43
- 230000009467 reduction Effects 0.000 title claims abstract description 39
- 238000004364 calculation method Methods 0.000 title claims abstract description 16
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 claims abstract description 68
- 239000003546 flue gas Substances 0.000 claims abstract description 68
- 238000000034 method Methods 0.000 claims abstract description 26
- 230000008569 process Effects 0.000 claims abstract description 19
- 239000007789 gas Substances 0.000 claims abstract description 18
- -1 alcohol amine Chemical class 0.000 claims abstract description 13
- 238000002309 gasification Methods 0.000 claims abstract description 12
- 239000002918 waste heat Substances 0.000 claims abstract description 12
- 238000002485 combustion reaction Methods 0.000 claims abstract description 8
- 238000005265 energy consumption Methods 0.000 claims abstract description 6
- 239000003949 liquefied natural gas Substances 0.000 claims description 87
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 claims description 75
- 239000007788 liquid Substances 0.000 claims description 60
- 239000012530 fluid Substances 0.000 claims description 53
- 229910002092 carbon dioxide Inorganic materials 0.000 claims description 37
- 238000010521 absorption reaction Methods 0.000 claims description 24
- 230000001172 regenerating effect Effects 0.000 claims description 23
- 238000011084 recovery Methods 0.000 claims description 22
- 230000006835 compression Effects 0.000 claims description 20
- 238000007906 compression Methods 0.000 claims description 20
- 238000003795 desorption Methods 0.000 claims description 20
- 239000000446 fuel Substances 0.000 claims description 19
- 239000003344 environmental pollutant Substances 0.000 claims description 18
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims description 18
- 231100000719 pollutant Toxicity 0.000 claims description 18
- 238000005338 heat storage Methods 0.000 claims description 15
- 239000006200 vaporizer Substances 0.000 claims description 11
- 239000001569 carbon dioxide Substances 0.000 claims description 9
- 239000003345 natural gas Substances 0.000 claims description 9
- 230000009919 sequestration Effects 0.000 claims description 9
- 238000006243 chemical reaction Methods 0.000 claims description 7
- 230000001502 supplementing effect Effects 0.000 claims description 7
- 239000013535 sea water Substances 0.000 claims description 4
- 238000009833 condensation Methods 0.000 claims description 3
- 230000005494 condensation Effects 0.000 claims description 3
- 238000012937 correction Methods 0.000 claims description 3
- 238000006073 displacement reaction Methods 0.000 claims description 3
- 238000011038 discontinuous diafiltration by volume reduction Methods 0.000 claims description 2
- 230000008901 benefit Effects 0.000 abstract description 4
- 230000008929 regeneration Effects 0.000 abstract description 4
- 238000011069 regeneration method Methods 0.000 abstract description 4
- 230000008859 change Effects 0.000 abstract description 2
- 238000004134 energy conservation Methods 0.000 abstract description 2
- 238000005516 engineering process Methods 0.000 abstract description 2
- 239000002699 waste material Substances 0.000 abstract description 2
- 235000011089 carbon dioxide Nutrition 0.000 description 24
- 230000009977 dual effect Effects 0.000 description 3
- GLUUGHFHXGJENI-UHFFFAOYSA-N Piperazine Chemical compound C1CNCCN1 GLUUGHFHXGJENI-UHFFFAOYSA-N 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000005262 decarbonization Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 238000001802 infusion Methods 0.000 description 2
- CRVGTESFCCXCTH-UHFFFAOYSA-N methyl diethanolamine Chemical compound OCCN(C)CCO CRVGTESFCCXCTH-UHFFFAOYSA-N 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 230000002745 absorbent Effects 0.000 description 1
- 239000002250 absorbent Substances 0.000 description 1
- 239000012190 activator Substances 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000005261 decarburization Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
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- 238000007667 floating Methods 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
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- 238000000926 separation method Methods 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
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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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0857—Carbon oxides
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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
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
-
- 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
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
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- 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
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
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- 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
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
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- 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
- F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
- F25J1/0002—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures characterised by the fluid to be liquefied
- F25J1/0027—Oxides of carbon, e.g. CO2
Abstract
The invention discloses a carbon reduction system for an LNG power ship and an EEDI (energy efficiency index) calculation method, and belongs to the technical field of ship energy conservation and emission reduction. The system comprises an LNG gas supply combustion unit, a flue gas treatment unit and a carbon reduction unit. The invention solves the problem of high energy consumption of regeneration heat of alcohol amine solution by using the waste heat of ship flue gas, and solves CO by using the waste cold released in the LNG gasification process 2 The cold energy required by liquefaction is collected to collect CO in the flue gas 2 Meanwhile, the energy utilization rate of the ship is improved; the system has clear structure, simple pipeline, mature technology, little change to the prior device of the ship, strong practicability,easy to be popularized in scale; CO of the carbon reduction system 2 Integrating emission reduction capacity into EEDI calculation, and quantitatively evaluating CO carrying LNG power ship with carbon reduction system 2 Emission reduction benefit to meet the requirements of IMO on EEDI, and has important engineering application and popularization value.
Description
Technical Field
The invention relates to the technical field of energy conservation and emission reduction of ships, in particular to a carbon reduction system for an LNG power ship and an EEDI calculation method.
Background
The greenhouse gas emission of the shipping industry accounts for 3% of the total global emissions. To slow global warming trends and achieve the goal of Paris climate agreements, the International Maritime Organization (IMO) released ship-related COs 2 Emission control criteria such as Energy Efficiency Design Index (EEDI). IMO required that before the end of 2050, the shipping industry achieved a 50% carbon reduction on a 2008 basis, which means approximately 85% CO reduction per ship 2 And (5) discharging.
To solve the problems of pollution control and CO 2 The emission reduction problem, the energy-saving measure and the zero-carbon fuel are continuously emerging, but are limited by the actual conditions and the technical maturity of the ships at present, and the implementation possibility of the zero-carbon fuel on the ships is low. Compared with heavy oil, the Liquefied Natural Gas (LNG) can reduce SOx by 90%, NOx by 80% and CO by 20% 2 And 100% particulates. With improvements in global gas station layouts and the development of dual fuel engines, LNG powered vessels are gradually emerging as large ocean-going vessels. In addition to CO 2 LNG may be considered to be a clean fuel to some extent.
In order to solve the CO of the LNG power ship 2 Emissions issues, decarbonization of flue gas by post combustion carbon capture systems (PCCS) is an effective and viable approach. Common PCCS methods include chemical absorption, physical adsorption, membrane separation, and the like. Among them, the chemical absorption method based on the alcohol amine solution has the characteristics of high efficiency, regenerability of an absorbent, low cost and the like, and has become a main decarburization method, but the process needs a large amount of regeneration heat. Trapped CO for ease of storage and transportation 2 Liquefaction is required and a large amount of cold is required for this process.
LNG stored at a low temperature of-162 c requires regasification before entering a dual fuel engine, a process that releases about 830kJ/kg of residual cold. In the prior art, patent numbersThe Chinese patent CN112833325A discloses a decarbonization system of an LNG power ship by using cold energy of fuel, and the invention utilizes the cold energy of the fuel on the LNG power ship to combust CO generated by the fuel of a ship main engine 2 The gas is liquefied to prepare dry ice to be put into the seabed for sealing, but CO is not involved 2 Enrichment problem; chinese patent No. CN113669175A discloses a low-temperature desublimated carbon capture system and method for tail gas of a marine natural gas engine, and the low-temperature desublimated carbon capture system and method can realize more than 95% of CO in normal-pressure tail gas by combining LNG cold energy 2 Trap sequestration, but does not involve quantitative assessment of the effectiveness of the carbon capture system.
Disclosure of Invention
Aiming at the problems, the invention reduces CO by utilizing high-grade residual cold and flue gas waste heat released in the LNG gasification process 2 The additional energy consumption required by liquefaction and regeneration of the alcohol amine solution is mature in theory and strong in feasibility of implementation.
In order to achieve the aim, the invention provides a carbon reduction system for an LNG power ship, which comprises an LNG gas supply combustion unit, a flue gas treatment unit and a carbon reduction unit;
the LNG gas supply combustion unit comprises an LNG tank, an LNG booster pump, an LNG primary vaporizer, an LNG secondary vaporizer, a temperature regulator, a ship host and a gas inlet compressor which are connected in sequence;
the flue gas treatment unit comprises a first flue gas control valve, a heat storage boiler, a pollutant processor and a second flue gas control valve which are connected in sequence;
the carbon reduction unit comprises CO 2 Enrichment module and CO 2 A liquefaction storage module; said CO 2 The enrichment module comprises sequentially connected CO 2 Absorption device, rich in CO 2 Solution circulating pump, lean-rich liquid heat regenerator and CO 2 Desorption apparatus, regenerative heat recovery apparatus, lean CO 2 Solution circulating pump, liquid supplementing device and lean CO 2 A solution cooler; the CO is 2 The liquefaction storage module comprises sequentially connected CO 2 Precooler, CO 2 Compression device, CO 2 A liquid storage tank and a safety valve.
Further, the LNG tank is connected to a cold fluid inlet end of the LNG primary gasifier through the LNG booster pump;
the inlet end of the marine main engine is respectively connected with the cold fluid outlet end of the thermostat and the outlet end of the air inlet compressor;
further, the inlet end of the first flue gas control valve is connected with the outlet end of the marine main engine, and the outlet end of the first flue gas control valve is respectively connected with the inlet end of the heat storage boiler and the inlet end of the pollutant processor; the outlet end of the heat storage boiler is connected with the inlet end of the pollutant processor;
the inlet end of the second flue gas control valve is connected with the outlet end of the pollutant processor, and the outlet ends of the second flue gas control valve are respectively connected with the CO 2 The air inlet end of the absorption device is connected with the air inlet end of the regenerative heat recovery device;
further, the outlet end of the regenerative heat recovery device and the CO 2 The air inlet end of the absorption device is connected; the CO is 2 The liquid outlet end of the absorption device and the rich CO 2 The inlet ends of the solution circulating pumps are connected;
the rich CO 2 The outlet end of the solution circulating pump is connected with the cold fluid inlet end of the lean-rich liquid heat regenerator; the cold fluid outlet end of the lean-rich liquid heat regenerator and the CO 2 The liquid inlet end of the desorption device is connected; the CO is 2 The liquid outlet end of the desorption device and the lean CO 2 The inlet ends of the solution circulating pumps are connected; the lean CO 2 The outlet end of the solution circulating pump is connected with the hot fluid inlet end of the lean-rich liquid heat regenerator; the hot fluid outlet end of the lean-rich liquid regenerator is connected with the inlet end of the liquid supplementing device; the outlet end of the liquid supplementing device and the lean CO 2 The hot fluid inlet end of the solution cooler is connected; the lean CO 2 Hot fluid outlet end of solution cooler and said CO 2 The liquid inlet ends of the absorption devices are connected to realize CO 2 An enrichment process;
the CO is 2 The gas outlet end of the desorption device and the CO 2 The hot fluid inlet ends of the precoolers are connected; the CO is 2 The hot fluid outlet end of the precooler is connected with the hot fluid inlet end of the LNG secondary gasifier; the LNG secondary gasHot fluid outlet of the gasifier and said CO 2 The inlet ends of the compression devices are connected; said CO 2 The outlet end of the compression device is connected with the hot fluid inlet end of the LNG primary gasifier; a hot fluid outlet of the LNG primary gasifier and the CO 2 The liquid storage tanks are connected; the safety valve and the CO 2 Liquid storage tank and the CO 2 The compression devices are connected to realize CO 2 And (4) liquefying and storing the mixture.
Further, said CO 2 The enrichment module adopts an alcohol amine solution.
Further, said CO 2 The liquefaction storage module obtains CO through the LNG primary gasifier and the LNG secondary gasifier 2 The cold energy required by condensation and liquefaction; said CO 2 The liquid storage tank is positioned at the downstream of the LNG secondary gasifier and receives liquid CO2; the safety valve is located in the CO 2 At the top end of the liquid storage tank, uncondensed CO is discharged 2 Gas return to the CO 2 The compression device is pressurized and liquefied again.
Furthermore, the flue gas waste heat of the flue gas treatment unit can be utilized by the heat storage boiler and the carbon reduction unit, and the functions of reducing the flue gas temperature and reducing the energy consumption of regenerative heat are achieved; determining the opening of the first flue gas control valve according to the load of the heat storage boiler, and adjusting the amount of flue gas entering the pollutant processor; and determining the opening degree of the second flue gas control valve according to the outlet flue gas temperature of the pollutant processor, and adjusting the amount of the flue gas entering the regenerative heat recovery device.
Further, the lean CO 2 Solution cooler and CO 2 The cold source of the precooler is seawater.
Furthermore, the regenerative heat recovery device is a built-in coil reboiler, and the waste heat of flue gas of the marine main engine can be used as the CO 2 The desorption device provides heat.
The invention also provides an EEDI calculation method for the LING power ship, which is based on the carbon reduction system for the LNG power ship and comprises the following steps:
(1) Determining the LNG gasification amount and the inlet air temperature according to the ship load and the host demand, and calculating the cold energy released in the LNG gasification process;
(2) Calculating liquefied CO according to cold energy released in the LNG gasification process 2 Mass M of CO2,cap Further calculating the amount of flue gas to be processed by the carbon reduction unit;
(3) Setting parameters: involving the introduction of CO 2 Flue gas temperature of absorption device, mass flow and feed liquid temperature of alcohol amine solution, and CO 2 Liquid inlet temperature of desorption apparatus, CO 2 Hot fluid outlet temperature, CO, of precooler 2 Outlet pressure, CO, of a compression device 2 The temperature of the liquid storage tank;
(4) Calculating the power consumption: power consumption P of regenerative heat recovery device 1 Lean in CO 2 Power consumption P of solution cooler 2 Lean in CO 2 Power consumption P of solution circulating pump 3 Rich in CO 2 Power consumption P of solution circulating pump 4 ，CO 2 Power consumption P of the precooler 309 5 ，CO 2 Power consumption P of compressor 6 ；
(5) Determining CO from the power consumption 2 Emission increment:
M CO2,add ＝3600ε*ρ*(P 1 +P 2 +P 3 +P 4 +P 5 +P 6 )/δ；
wherein: epsilon is ship fuel and CO 2 Conversion coefficient, rho is natural gas density, and delta is natural gas heat value;
(6) Calculating CO 2 Volume reduction: phi = M CO2,cap -M CO2,add ；
(7) Introducing CO 2 Coupling the reduced displacement phi into an EEDI calculation formula to obtain an EEDI calculation method:
wherein: p is power; c is the conversion coefficient between ship fuel consumption and carbon dioxide emission; SFC is specific fuel consumption; PTI is used to calculate carbon dioxide emissions for shaft motor assisted propulsion; EFF is for calculating cause of renewabilityReduced carbon dioxide emissions from energy and waste heat recovery; capacity represents the load tonnage of the ship; v ref Represents a reference speed of the vessel; f is a correction coefficient based on the ship type; subscripts ME and AE denote master and slave, respectively.
The invention has the beneficial effects that:
1. in the system, the problem of high energy consumption of regeneration heat of the alcohol amine solution is solved by using the waste heat of the flue gas of the ship, and CO is solved by using the waste cold released in the LNG gasification process 2 The cold energy required by liquefaction is collected to collect CO in the flue gas 2 Meanwhile, the energy utilization rate of the ship is improved;
2. the system has clear structure, simple pipeline, mature technology, little change on the existing device of the ship, strong practicability and easy large-scale popularization;
3. CO of the carbon reduction system 2 Integrating emission reduction into EEDI calculation, and quantitatively evaluating CO carrying LNG power ship with carbon reduction system 2 Emission reduction benefit to meet the requirements of IMO on EEDI, and has important engineering application and popularization value.
Drawings
Fig. 1 is a schematic structural diagram of a carbon reduction system for an LNG-powered ship according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.
As shown in fig. 1, the carbon reduction system for LNG-powered vessels according to the present invention includes an LNG gas supply combustion unit 100, a flue gas treatment unit 200, and a carbon reduction unit 300;
the LNG gas supply combustion unit mainly comprises an LNG tank 101, an LNG booster pump 102, an LNG primary vaporizer 103, an LNG secondary vaporizer 104, a thermostat 105, a marine main engine 106 and a gas inlet compressor 107;
the flue gas treatment unit mainly comprises a flue gas first control valve 201, a heat storage boiler 202, a pollutant processor 203 and a flue gas second control valve 204;
the carbon reduction unit mainly comprises CO 2 Enrichment Process and CO 2 Liquefied storageA process; CO2 2 The enrichment process mainly comprises CO 2 Absorption plant 301, rich in CO 2 Solution circulating pump 302, lean-rich liquid heat regenerator 303 and CO 2 Desorption apparatus 304, regenerative heat recovery apparatus 305, and lean CO 2 Solution circulating pump 306, liquid supplementing device 307 and lean CO 2 A solution cooler 308; CO2 2 Alcohol amine solution is adopted in the enrichment process; CO2 2 The liquefied storage process mainly comprises CO 2 Precooler 309, CO 2 Compression apparatus 310, CO 2 A liquid storage tank 311 and a safety valve 312.
An outlet of the LNG tank 101 is sequentially connected with cold fluid inlet ends of an LNG booster pump 102 and an LNG primary vaporizer 103; the cold fluid outlet end of the LNG primary gasifier 103 is connected with the cold fluid inlet end of the LNG secondary gasifier 104; the cold fluid outlet end of the LNG secondary gasifier 104 is connected with the cold fluid inlet end of the temperature regulator 105; the inlet end of the marine main engine 106 is respectively connected with the cold fluid outlet end of the thermostat 105 and the outlet end of the air inlet compressor 107;
the outlet end of the marine main engine 106 is connected with the inlet end of the first flue gas control valve 201; the outlet end of the first flue gas control valve 201 is respectively connected with the inlet end of the heat storage boiler 202 and the inlet end of the pollutant processor 203; the outlet end of the heat storage boiler 202 is connected with the inlet end of the pollutant processor 203; the outlet end of the pollutant reactor 203 is connected with the inlet end of a second control valve 204 for flue gas; the outlet ends of the second flue gas control valves 204 are respectively connected with the CO 2 The air inlet end of the absorption device 301 is connected with the air inlet end of the regenerative heat recovery device 305; outlet end and CO of regenerative heat recovery device 305 2 The air inlet end of the absorption device 301 is connected; CO2 2 The liquid outlet end of the absorption device 301 and rich CO 2 The inlet ends of the solution circulating pumps 302 are connected; rich in CO 2 The outlet end of the solution circulating pump 302 is connected with the cold fluid inlet end of the lean-rich liquid heat regenerator 303; the cold fluid outlet of the lean-rich liquid regenerator 303 and the CO 2 The liquid inlet end of the desorption device 304 is connected; CO2 2 The liquid outlet end of the desorption device 304 and the lean CO 2 The inlet ends of the solution circulating pumps 306 are connected; lean in CO 2 The outlet end of the solution circulating pump 306 is connected with the hot fluid inlet end of the lean-rich liquid heat regenerator 303; heat flow of lean-rich regenerator 303The outlet end of the body is connected with the inlet end of a liquid supplementing device 307; outlet of the fluid infusion device 307 and lean CO 2 The hot fluid inlet end of the solution cooler 308 is connected; lean in CO 2 Hot fluid outlet port of solution cooler 308 and CO 2 The liquid inlet end of the absorption device 301 is connected; CO2 2 The outlet end of the desorption apparatus 304 and CO 2 The hot fluid inlet ports of the precoolers 309 are connected; CO2 2 The hot fluid outlet end of the precooler 309 is connected to the hot fluid inlet end of the LNG secondary gasifier 104; hot fluid outlet port and CO of LNG secondary gasifier 104 2 The inlet ends of the compression devices 310 are connected; CO2 2 The outlet end of the compression device 310 is connected with the hot fluid inlet end of the LNG primary gasifier 103; hot fluid outlet port and CO of LNG primary gasifier 103 2 The liquid storage tank 311 is connected; relief valve 312 and CO 2 Liquid storage tank 312 and CO 2 The compression device 310 is connected.
CO 2 CO captured during liquefied storage 2 CO capture via LNG primary vaporizer 103 and LNG secondary vaporizer 104 2 The cold energy required by condensation and liquefaction; CO2 2 The liquid storage tank 311 is located downstream of the LNG secondary gasifier 103, receiving liquid CO 2 (ii) a The safety valve is located in the CO 2 At the top of the liquid storage tank 311, uncondensed CO 2 Return of gas to CO 2 The compression device 310 is re-pressurized for liquefaction.
The flue gas waste heat of the flue gas treatment unit 200 can be utilized by the heat storage boiler 202 and the carbon reduction unit 300, and simultaneously, the flue gas temperature and the regenerative heat energy consumption are reduced; determining the opening degree of a first flue gas control valve 201 according to the load of the heat storage boiler 202, and adjusting the amount of flue gas entering a pollutant processor 203; the opening degree of the second flue gas control valve 204 is determined according to the outlet flue gas temperature of the pollutant processor 203, and the flue gas amount entering the regenerative heat recovery device 305 is adjusted.
Lean in CO 2 Solution cooler 308 and CO 2 The cold sources of the precooler 309 are seawater;
the regenerative heat recovery device 305 is a built-in coil reboiler and can utilize flue gas waste heat of the marine main engine as CO 2 The desorption device 304 provides heat.
Inlet of fluid infusion device 307The end and the outlet end are respectively connected with a hot fluid outlet end and a lean CO outlet end of the lean-rich liquid regenerator 303 2 The hot fluid inlet port of solution cooler 308 is connected.
The EEDI calculation method includes the following steps:
(a) Determining the LNG gasification amount and the inlet air temperature according to the ship load and the host demand, and calculating the cold energy released in the LNG gasification process;
(b) Calculating liquefied CO according to cold released in LNG gasification process 2 Mass M of CO2,cap Further calculating the amount of flue gas processed by the carbon reduction unit 300;
(c) Set to enter CO 2 Flue gas temperature, mass flow of alcohol amine solution, and CO of absorption device 301 2 Liquid inlet temperature, CO, of the absorption apparatus 301 2 Feed temperature, CO, of the desorption apparatus 304 2 Hot fluid outlet temperature, CO, of the precooler 309 2 Outlet pressure, CO, of the compression device 310 2 The temperature of the liquid storage tank 311;
(d) The power consumption P of the regenerative heat recovery device 303 is calculated 1 Lean in CO 2 Power consumption P of solution cooler 308 2 Lean in CO 2 Power consumption P of the solution circulation pump 306 3 Rich in CO 2 Power consumption P of the solution circulation pump 302 4 、CO 2 Power consumption P of the precooler 309 5 、CO 2 Power consumption P of compressor 310 6 ；
(e) According to ship fuel and CO 2 Determining the CO of the carbon reduction system for the LNG powered vessel by using a conversion coefficient epsilon, a natural gas density rho and a natural gas heat value delta 2 Emission increase M CO2,add ＝3600ε*ρ*(P 1 +P 2 +P 3 +P 4 +P 5 +P 6 )/δ；
(f) Calculating CO for carbon reduction system of LNG powered vessel 2 Reduced volume phi = M CO2,cap -M CO2,add (ii) a Introducing CO 2 Coupling the reduced displacement phi into an EEDI calculation formula to obtain an EEDI calculation method adopting a carbon reduction system for the LNG power ship:
wherein: p is power; c is the conversion coefficient between the ship fuel consumption and the carbon dioxide emission; SFC is specific fuel consumption; PTI is used to calculate carbon dioxide emissions for shaft motor assisted propulsion; the EFF is used to calculate the carbon dioxide emissions reduced by renewable energy and waste heat recovery; capacity represents the load tonnage of the ship; v ref Represents a reference speed of the vessel; f is a correction coefficient based on the ship type; subscripts ME and AE denote the master and slave, respectively.
The following is described in connection with one embodiment:
with one equipped with a dual fuel host (
12V50 DF) as a reference vessel. The ship load is 81190DWT, the reference speed is 14 knots, and the maximum continuous power is 9930kW. CO capture 2 The alcohol amine solution used was 22wt% Methyldiethanolamine (MDEA) and 8wt% PZ (piperazine), where PZ is the activator. CO2 2 Absorption column and CO 2 The desorption tower is a floating valve tower, and the isentropic efficiency of the compressor and the pump is respectively set to be 85 percent and 75 percent; the heat exchanger is a shell-and-tube heat exchanger, and the cooler is cooled by seawater. The pressure of an LNG tank 101 is 100kPa, and the temperature is-162 ℃; the LNG temperature and pressure at the inlet of the marine main engine 106 are 60 ℃ and 600kPa; the LNG air input is 2196kg/h at full load, and the LNG release residual cold is 602.4kW; liquefied CO 2 Mass flow rate M of CO2,cap =627.4kg/h; the full-load discharged flue gas amount of the ship main engine 106 is 68400kg/h, and the flue gas contains 75wt% of N 2 16.6wt% of O 2 4% by weight of H 2 O and 4.4wt% CO 2 (ii) a The flue gas amount processed by the carbon reduction unit 300 is 20000kg/h; set to enter CO 2 The smoke temperature of the absorption device 301 is 80 ℃, the mass flow of the alcohol amine solution is 18700kg/h, and CO is 2 The feed temperature of the absorption apparatus 301 was 30 ℃ and CO 2 The feed temperature of the desorption device 304 is 80 ℃, and CO is 2 The hot fluid outlet temperature of the precooler 309 is 100 ℃, CO 2 Outlet pressure 15bar, CO of the compression device 310 2 Liquid storage tank311 at a stock temperature of-30 ℃; calculating the power consumption amount P of the regenerative heat recovery device 303 1 =1400kW, CO lean 2 Power consumption P of solution cooler 308 2 =5kW, lean in CO 2 Power consumption P of the solution circulation pump 306 3 =1.7kW, rich in CO 2 Power consumption P of solution circulation pump 302 4 ＝0.6kW、CO 2 Power consumption P of the precooler 309 5 ＝2.5kW、CO 2 Power consumption P of compressor 310 6 =49.5kW. Marine fuel and CO 2 Conversion coefficient epsilon =2.75, natural gas density rho =0.8kg/m 3 Natural gas heat value delta =35590kJ/m 3 Thus, the ship CO can be carried with the proposed system 2 Emission increase M CO2,add ＝3600*2.75*0.8*(1400+5+1.7+0.6+2.5+49.5)/35590＝324.7kg/h。CO 2 Reduced volume phi = M CO2,cap -M CO2,add =627.4-324.7=302.7kg/h. After the proposed system is mounted, the ship EEDI =3.11, and the requirements of the IMO in the third stage are met.
According to the invention, the residual cold and the residual heat of the LNG power ship are utilized in a cascade manner to carry out CO in the ship flue gas 2 Reduces emission and overcomes the defect of LNG fuel CO 2 The problem of high emission is solved, the regenerative heat of the alcohol amine solution is reduced, and the energy utilization efficiency of the ship is improved; the system provided only needs to transform the existing pipeline, and adds related heat exchange equipment, water pumps, valves and the like, thereby avoiding CO 2 The compression refrigeration equipment required by liquefaction has low construction difficulty, small occupation on ship storage and transportation space, high safety and good technical feasibility and economy. Meanwhile, an EEDI calculation method for building the invented system is provided, the effectiveness of the invented system is verified, and the requirements of IMO on the EEDI third stage are met.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (10)
1. A subtract carbon system for LNG power ship which characterized in that: the system comprises an LNG gas supply combustion unit (100), a flue gas treatment unit (200) and a carbon reduction unit (300);
the LNG gas supply combustion unit (100) comprises an LNG tank (101), an LNG booster pump (102), an LNG primary vaporizer (103), an LNG secondary vaporizer (104), a temperature regulator (105), a ship main engine (106) and a gas inlet compressor (107) which are connected in sequence; the flue gas treatment unit (200) comprises a first flue gas control valve (201), a heat storage boiler (202), a pollutant processor (203) and a second flue gas control valve (204) which are connected in sequence; the carbon reduction unit comprises CO 2 Enrichment module and CO 2 A liquefaction storage module; said CO 2 The enrichment module comprises sequentially connected CO 2 An absorption device (301) rich in CO 2 A solution circulating pump (302), a lean-rich liquid regenerator (303), CO 2 A desorption device (304), a regenerative heat recovery device (305), a lean CO 2 A solution circulating pump (306), a liquid supplementing device (307) and a lean CO 2 A solution cooler (308); said CO 2 The liquefaction storage module comprises sequentially connected CO 2 A precooler (309), CO 2 A compression device (310), CO 2 A liquid storage tank (311) and a safety valve (312).
2. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that:
the LNG tank (101) is connected to the cold fluid inlet of the LNG primary gasifier (103) via the LNG booster pump (102);
the inlet end of the marine main engine (106) is respectively connected with the cold fluid outlet end of the temperature regulator (105) and the outlet end of the air inlet compressor (107).
3. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that:
the inlet end of the first flue gas control valve (201) is connected with the outlet end of the marine main engine (106), and the outlet ends of the first flue gas control valve are respectively connected with the inlet end of the heat storage boiler (202) and the inlet end of the pollutant processor (203); the outlet end of the heat storage boiler (202) is connected with the inlet end of the pollutant processor (203);
the inlet end of the second flue gas control valve (204) is connected with the outlet end of the pollutant processor (203), and the outlet ends of the second flue gas control valve are respectively connected with the CO 2 The air inlet end of the absorption device (301) is connected with the air inlet end of the regenerative heat recovery device (305).
4. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that:
an outlet end of the regenerative heat recovery device (305) and the CO 2 The air inlet end of the absorption device (301) is connected; the CO is 2 The liquid outlet end of the absorption device (301) and the CO-rich 2 The inlet ends of the solution circulating pumps (302) are connected;
said rich CO 2 The outlet end of the solution circulating pump (302) is connected with the cold fluid inlet end of the lean-rich liquid regenerator (303); a cold fluid outlet end of the lean-rich liquid regenerator (303) and the CO 2 The liquid inlet end of the desorption device (304) is connected; the CO is 2 A liquid outlet end of the desorption device (304) and the CO lean 2 The inlet ends of the solution circulating pumps (306) are connected; the lean CO 2 The outlet end of the solution circulating pump (306) is connected with the hot fluid inlet end of the lean-rich liquid regenerator (303); the hot fluid outlet end of the lean-rich liquid regenerator (303) is connected with the inlet end of the liquid supplementing device (307); an outlet end of the liquid replenishing device (307) and the lean CO 2 The hot fluid inlet end of the solution cooler (308) is connected; the lean CO 2 A hot fluid outlet of the solution cooler (308) and the CO 2 The liquid inlet ends of the absorption devices (301) are connected to realize the CO2 enrichment process;
the CO is 2 An outlet end of the desorption device (304) and the CO 2 The hot fluid inlet end of the precooler (309) is connected; the CO is 2 The hot fluid outlet end of the precooler (309) is connected with the hot fluid inlet end of the LNG secondary gasifier (104); a hot fluid outlet end of the LNG secondary gasifier (104) and a heat exchangerCO mentioned above 2 The inlet ends of the compression devices (310) are connected; said CO 2 The outlet end of the compression device (310) is connected with the hot fluid inlet end of the LNG primary gasifier (103); a hot fluid outlet of the LNG primary gasifier (103) and the CO 2 The liquid storage tanks (311) are connected; the safety valve (312) and the CO 2 A liquid storage tank (312) and the CO 2 The compression devices (310) are connected to realize CO 2 And (4) liquefying and storing.
5. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that: the CO is 2 The enrichment module adopts an alcohol amine solution.
6. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that: the CO is 2 The liquefaction storage module obtains CO through the LNG primary vaporizer (103) and the LNG secondary vaporizer (104) 2 The cold energy required by condensation and liquefaction; the CO is 2 A liquid storage tank (311) is located downstream of the LNG secondary gasifier (103) and receives liquid CO 2 (ii) a The safety valve is positioned at the CO 2 At the top of the liquid storage tank (311), uncondensed CO is discharged 2 Gas return to the CO 2 The compression device (310) is re-pressurized for liquefaction.
7. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that: the flue gas waste heat of the flue gas treatment unit (200) can be utilized by the heat storage boiler (202) and the carbon reduction unit (300), and meanwhile, the flue gas temperature is reduced, and the energy consumption of regenerative heat is reduced; determining the opening degree of the first flue gas control valve (201) according to the load of the heat storage boiler (202), and adjusting the amount of flue gas entering the pollutant processor (203); and determining the opening degree of the second flue gas control valve (204) according to the outlet flue gas temperature of the pollutant processor (203), and adjusting the flue gas amount entering the regenerative heat recovery device (305).
8. The method of claim 1 for LNG powerCarbon reduction system of ship, its characterized in that: the lean CO 2 Solution cooler (308) and CO 2 The cold source of the precooler (309) is seawater.
9. A carbon sequestration system for LNG-powered vessels, according to claim 1, characterized in that: the regenerative heat recovery device (305) is a built-in coil reboiler, and the waste heat of flue gas of the marine main engine can be used as the CO 2 The desorption device (304) provides heat.
10. A method of EEDI calculation for a LING-powered vessel based on the carbon sequestration system for LNG-powered vessels of any of claims 1 to 9, characterized by the steps of:
(1) Determining the LNG gasification amount and the inlet air temperature according to the ship load and the host demand, and calculating the cold energy released in the LNG gasification process;
(2) Calculating liquefied CO according to cold energy released in the LNG gasification process 2 Mass M of CO2,cap Further calculating the amount of flue gas to be processed by the carbon reduction unit (300);
(3) Setting parameters: involving the introduction of CO 2 Flue gas temperature of the absorption device (301), mass flow and feed liquor temperature of the alcohol amine solution, and CO 2 Feed temperature, CO, of the desorption unit (304) 2 Hot fluid outlet temperature, CO, of precooler (309) 2 Outlet pressure, CO, of a compression device (310) 2 The temperature of the liquid storage tank (311);
(4) Calculating the power consumption: the power consumption P of the regenerative heat recovery device 303 1 Lean in CO 2 The power consumption P of the solution cooler (308) 2 Lean in CO 2 Power consumption P of the solution circulation pump (306) 3 Rich in CO 2 Power consumption P of solution circulation pump (302) 4 ，CO 2 Power consumption P of the precooler 309 5 ，CO 2 Power consumption P of the compressor (310) 6 ；
(5) Determining CO from the power consumption 2 Emission increase amount:
M CO2,add ＝3600ε*ρ*(P 1 +P 2 +P 3 +P 4 +P 5 +P 6 )/δ；
wherein: epsilon is ship fuel and CO 2 Conversion coefficient, rho is natural gas density, and delta is natural gas heat value;
(6) Calculating CO 2 Volume reduction: phi = M CO2,cap -M CO2,add ；
(7) CO is introduced into 2 The reduced displacement phi is coupled into an EEDI calculation formula to obtain an EEDI calculation method:
wherein: p is power; c is the conversion coefficient between ship fuel consumption and carbon dioxide emission; SFC is specific fuel consumption; PTI is used to calculate carbon dioxide emissions for shaft motor assisted propulsion; the EFF is used to calculate the carbon dioxide emissions reduced by renewable energy and waste heat recovery; capacity represents the load tonnage of the ship; v ref Represents a reference speed of the vessel; f is a correction coefficient based on the ship type; subscripts ME and AE denote the master and slave, respectively.
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