Egr and icer combined greenhouse gas reduction device for ships and ship equipped with the device

Abstract

Disclosed is a greenhouse gas reduction device combining EGR and iCER for a ship, including: an exhaust gas receiver 110 temporarily storing exhaust gas discharged from each cylinder of a ship engine 10 and removing pulsation; a supercharger 120 compressing and supplying combustion air by means of exhaust gas supplied from the exhaust gas receiver 110; a washing section 130 spraying washing water to exhaust gas supplied through the supercharger 120, washing and removing SO X and soot, and circulating coolant to cool exhaust gas; a CO2 absorbing section 140 spraying absorbing liquid to exhaust gas passing through the washing section 130 to absorb and remove CO2; a combustion air receiver 150 temporarily storing combustion air compressed by the supercharger 120, removing pulsation, and supplying air to each cylinder of the ship engine 10; and an exhaust gas circulation section 160 supplying exhaust gas passing through the CO2 absorbing section 140 to the supercharger 120 so as to be mixed with outside air; by combining EGR with iCER, it is possible to reduce NO X generation by means of EGR, while absorbing CO2 and SO X x and converting them into substances that do not affect the environment, prevent corrosion of the engine, improve combustion quality, improve engine efficiency by means of iCER, and reduce methane escape.

Description

Technical Field

[0001] This invention relates to a combined EGR and iCER greenhouse gas emission reduction device for ships and a ship equipped with the device, which combines EGR and iCER to reduce NO emissions by means of EGR. X The generated product absorbs both CO2 and SO2. X It converts into substances that do not harm the environment, prevents engine corrosion, improves combustion quality, enhances engine efficiency through iCER, and reduces methane escape. Background Technology

[0002] Recently, global warming and related environmental disasters are occurring due to greenhouse gas emissions from the indiscriminate use of fossil fuels.

[0003] Therefore, a series of technologies related to capturing and storing carbon dioxide, a typical greenhouse gas, without releasing it, are known as carbon dioxide capture and storage (CCS) technologies, which have recently attracted much attention. Among CCS technologies, chemical absorption is the most commercially available due to its ability to process on a large scale.

[0004] In addition, carbon dioxide emissions are regulated through the International Maritime Organization's (IMO) Energy Efficiency Design Index (EEDI), with the goal of reducing emissions by more than 50% of 2008 levels by 2050. Since emissions need to be reduced to 40% of 2008 levels by 2030, technologies that do not emit CO2 or capture emitted CO2 are attracting much attention.

[0005] The technologies mentioned above for reducing carbon dioxide emissions or capturing generated carbon dioxide have not yet been commercialized in ships, and methods for using hydrogen or ammonia as fuel are also under development and have not yet reached the stage of commercialization.

[0006] On the other hand, as a way to reduce NO emissions from ship engines... X The method being applied is to clean and cool the exhaust gas, then mix a portion of it with external gas and recirculate the mixture back into the intake system of the ship's engine (EGR).

[0007] However, relying solely on EGR can reduce NO X There are limits to generating and improving engine efficiency, thus necessitating the application of a technology that, for ships currently navigating or planned to be built using conventional fossil fuels, can reduce NOx—the very purpose of EGR—while maintaining EGR. Xgenerate, in addition to CO2 which is a typical greenhouse gas, SO X , convert into a substance which does not affect the environment and discharge, or store as a useful substance, can drastically reduce the amount of methane gas escape emission generated by a dual fuel (DF) engine for a ship, and improve combustion efficiency. SUMMARY

[0008] PROBLEMS

[0009] The technical problem to be solved by the idea of the present application is to provide an EGR and iCER combined greenhouse gas emission reduction device for a ship and a ship provided with the device, which combines EGR and iCER, can reduce NO X generated at the same time as absorbing CO2 and SO X , converts into a substance which does not affect the environment, prevents corrosion of the engine, improves combustion quality, improves engine efficiency by means of iCER, and reduces methane escape.

[0010] TECHNICAL SOLUTION

[0011] In order to achieve the foregoing object, the present application provides an EGR and iCER combined greenhouse gas emission reduction device for a ship, comprising: an exhaust gas receiver which temporarily stores exhaust gas discharged from each cylinder of a ship engine and removes pulsation; a supercharger which compresses combustion air by means of exhaust gas supplied from the exhaust gas receiver and supplies it; a washing section which sprays washing water to exhaust gas supplied through the supercharger, washes and removes SO X and soot, and circulates coolant to cool the exhaust gas; a CO2 absorption section which sprays absorption liquid to exhaust gas passing through the washing section to absorb and remove CO2; a combustion air receiver which temporarily stores combustion air compressed by the supercharger, removes pulsation, and supplies it to each cylinder of the ship engine; and an exhaust gas circulation section which supplies exhaust gas passing through the CO2 absorption section to the supercharger so as to be mixed with outside air.

[0012] Here, the ship engine can be a low-pressure 2-stroke dual fuel engine or a 4-stroke dual fuel engine.

[0013] Further, the supercharger can include a turbine rotating by means of high-temperature and high-pressure exhaust gas supplied from the exhaust gas receiver, a compressor rotating in conjunction with a rotating shaft of the turbine, compressing combustion air and supplying the combustion air to the combustion air receiver, an air suction filter formed at a suction port side of the compressor, filtering foreign substances from the exhaust gas and external air which have removed CO2 by passing through the CO2 absorption section and mixing the exhaust gas and the external air, a combustion air cooling module cooling the combustion air supplied from the compressor to the combustion air receiver, a first regulating valve regulating exhaust gas flow from the turbine to the washing section, and a second regulating valve regulating exhaust gas flow from the turbine to the exhaust gas utilization-related device.

[0014] Further, the second regulating valve can control opening and closing in a case where the exhaust gas utilization-related device connected to the exhaust gas pipe of the turbine is damaged by high-load or high-temperature exhaust gas, so that exhaust gas flow to the washing section is increased, and the temperature of the exhaust gas is lowered.

[0015] Further, the combustion air cooling module can include one or more cooling jacket pipes circulating cooling liquid to cool the combustion air, and a mist eliminator formed in a zigzag multi-piece shape to remove moisture from the combustion air passing through the cooling jacket pipes.

[0016] Further, the washing section can include a washing water supply module neutralizing and supplying circulating washing water by receiving clean water, a washing module cooling and washing the exhaust gas by spraying the washing water from the washing water supply module to the exhaust gas from the supercharger, a cooling module cooling the exhaust gas by circulating cooling liquid, a washing water circulation module circulating the washing water in the washing module, and a water treatment module performing water treatment on the washing water.

[0017] Further, the washing water supply module can include a washing water replenishing pump replenishing the washing water by receiving supply of clean water and supplying the washing module, and a neutralizing agent supply valve injecting a neutralizing agent for adjusting pH into the washing water supplied from the washing water replenishing pump to the washing module and circulating the washing water, and the washing module can include one or more washing units spraying the washing water to wash and remove SOx and NOx from the exhaust gas. Xand soot; the cooling module can include one or more cooling units formed at a lower end of the one or more washing units, which cool exhaust gas to a predetermined temperature according to a kind of the absorption liquid by means of a cooling liquid circulating; the washing water circulation module can include a washing water circulation tank collecting washing water passing through the washing module, a pH meter measuring pH of the washing water from the washing water circulation tank so that a neutralizer supply valve is adjusted to set a neutralizer input amount, a buffer tank storing a washing water initial water amount to supplement washing water, a washing water circulation pump and a washing water regulating valve supplying a part of the washing water passing through the washing module to the buffer tank and circulating the remaining washing water to the washing module, and a washing water cooling unit installed at a rear end of the washing water circulation pump to cool the circulating washing water; and the water treatment module can include a water treatment unit performing water treatment on the washing water discharged from the buffer tank to return the water-treated washing water to the buffer tank, a sludge tank storing sludge generated by the water treatment unit, an overboard discharge valve discharging washing water satisfying a predetermined discharge condition overboard by means of the water treatment unit, and a washing water drain tank temporarily storing the washing water from the buffer tank.

[0018] In addition, the CO2 absorption section can include an absorption liquid storage tank storing the absorption liquid, one or more injection nozzles injecting the absorption liquid, one or more flow paths contacting CO2 with the absorption liquid to convert the CO2 into a predetermined substance by means of a chemical reaction, an absorption liquid injection pump pumping the absorption liquid to the one or more injection nozzles, a cooling module circulating a cooling liquid to the one or more flow paths to cool heat generated due to a CO2 absorption reaction, a mist eliminator formed in a zigzag sheet shape at a terminal end of the flow path to remove moisture of exhaust gas passing through the flow path, and an absorption liquid tank separately storing the absorption liquid passing through the flow path.

[0019] In addition, the one or more injection nozzles can include an upper end injection nozzle and a lower end injection nozzle injecting the absorption liquid downward, the one or more flow paths can include an upper end flow path and a lower end flow path contacting CO2 with the absorption liquid to convert the CO2 into the predetermined substance by means of a chemical reaction, the absorption liquid injection pump can pump the absorption liquid to the upper end injection nozzle and the lower end injection nozzle, and the cooling module can circulate a cooling liquid between the upper end flow path and the lower end flow path to cool heat generated due to a CO2 absorption reaction.

[0020] In addition, the upper end flow path or the lower end flow path can be composed of a plurality of segments and partition walls, and a flow path can be formed long to increase the contact time of the absorbent liquid with the exhaust gas.

[0021] In addition, a packing material composed of a distillation tower packing designed to increase the contact area per unit volume to increase the contact time of the absorbent liquid with the exhaust gas and a solution redistributor formed between the distillation tower packings composed of a plurality of segments can be formed on the upper end flow path or the lower end flow path.

[0022] In addition, the absorbent liquid storage tank can store NH4OH(aq) as the absorbent liquid, and by means of the upper end flow path and the lower end flow path, NH4OH(aq) can be converted into NH4HCO3(aq) by absorbing CO2, and the cooling module can be configured in the form of a cooling jacket or a cooling coil in the upper end flow path and the lower end flow path to cool the heat generated due to the CO2 absorption reaction to 20°C to 50°C.

[0023] In addition, the absorbent liquid storage tank can store NaOH(aq) as the absorbent liquid, and by means of the upper end flow path and the lower end flow path, NaOH(aq) can be converted into NaHCO3 or Na2CO3 by absorbing CO2, and the cooling module can cool the heat generated due to the CO2 absorption reaction to 80°C to 100°C.

[0024] In addition, the predetermined substance discharged through the flow path can be stored in a sludge tank or discharged outside the ship.

[0025] In addition, the exhaust gas circulation part can include a first valve adjusting the flow of the exhaust gas supplied to the air suction filter and a second valve adjusting the flow of the exhaust gas supplied to the exhaust gas utilization-related device through the exhaust gas pipe.

[0026] In addition, the exhaust gas circulation part can adjust the flow of the exhaust gas supplied to the supercharger to be mixed with the outside air and the flow of the exhaust gas supplied to the exhaust gas pipe, respectively.

[0027] In addition, the cleaning part, the CO2 absorption part, and the exhaust gas circulation part can be configured in the form of being installed inside the ship engine.

[0028] On the other hand, in order to achieve the foregoing object, the present application can provide a ship equipped with an EGR and iCER combined greenhouse gas reduction device of the foregoing ship.

[0029] Technical Effects

[0030] According to the present application, the EGR and the iCER can be combined, and the NOX generate, at the same time, absorb CO2 and SO X and convert into a substance that does not affect the environment, prevent corrosion of the engine, improve combustion quality, increase engine efficiency with the aid of iCER, reduce methane slip, can remove SO X and CO2 in the exhaust gas that is recirculated, prevent corrosion of the engine, reduce environmental pollution, can be configured in a form that is installed inside the marine engine, save installation space, can ensure the free space of the engine room, enable additional installation to a marine vessel that has installed the original EGR system, and have the effect of being configured to reduce the number of changes. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 FIG. 1 illustrates a schematic configuration diagram of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to an embodiment of the present application.

[0032] Figure 2 FIG. 2 illustrates a system circuit diagram of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to Figure 1

[0033] Figure 3 FIG. 4 illustrates an exhaust gas receiver and a supercharger of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to Figure 2

[0034] Figure 4 FIG. 6 illustrates a cleaning section of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to Figure 2

[0035] Figure 5 FIG. 8 illustrates a CO2 absorption section of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to Figure 2

[0036] Figure 6 FIG. 10 illustrates an exhaust gas circulation section of an EGR and iCER combined greenhouse gas reduction device of a marine vessel according to Figure 2 DETAILED DESCRIPTION

[0037] Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present application pertains can easily practice the present application. The present application can be embodied in many different forms and is not limited to the embodiments described herein.

[0038] ​​​​​The essence of the ship's EGR and iCER combined greenhouse gas emission reduction device according to embodiments of the present invention is that it includes: an exhaust gas receiver 110, which temporarily stores exhaust gas discharged from each cylinder of the ship's engine 10 and removes pulsations; a turbocharger 120, which compresses and supplies combustion air by means of exhaust gas supplied from the exhaust gas receiver 110; and a cleaning unit 130, which sprays cleaning water into the exhaust gas supplied through the turbocharger 120 to clean and remove SO2. X The system includes a CO2 absorption section 140, which sprays absorbent liquid onto the exhaust gas passing through the cleaning section 130 to absorb and remove CO2; a combustion air receiver 150, which temporarily stores combustion air compressed by the turbocharger 120, removes pulsations, and supplies air to each cylinder of the marine engine 10; and an exhaust gas recirculation section 160, which supplies the exhaust gas passing through the CO2 absorption section 140 to the turbocharger 120, allowing it to mix with external gas; and a combination of EGR and iCER, which reduces NO by means of EGR. X While generating, it absorbs CO2 and SO2. X It converts into substances that do not harm the environment, prevents engine corrosion, improves combustion quality, enhances engine efficiency, and reduces methane escape with the help of iCER.

[0039] The following reference Figures 1 to 6 The following details the EGR and iCER combined greenhouse gas emission reduction devices of the aforementioned ships.

[0040] First, the exhaust gas receiver 110 temporarily stores the exhaust gas discharged from each cylinder of the ship engine 10 and removes pulsations.

[0041] First, the exhaust gas receiver 110, as... Figure 2 and Figure 3 As shown, the high-temperature and high-pressure exhaust gas, which is discharged from the exhaust outlet by means of the exhaust stroke after combustion from the combustion chamber of the multiple cylinders (not shown in the figure) of the ship engine 10, is temporarily stored. The exhaust gas pulsation is removed, and the exhaust gas is supplied to exhaust gas utilization related devices such as the cleaning unit 130 or the waste heat recovery device via the opening and closing of the regulating valve through the turbocharger 120 (not shown in the figure).

[0042] For example, the firing order of each cylinder in the ship engine 10 is different, so the exhaust gas discharge time is also different and pulsation occurs. The exhaust gas receiver 110 has a capacity suitable for removing the pulsation of exhaust gas pressure. It is formed in the shape of a heat-insulating cylinder, with one side connected to the exhaust gas outlet of the combustion chamber and the other side connected to the turbine 121 inlet side of the turbocharger 120.

[0043] The marine engine 10 can be a low-pressure two-stroke dual-fuel engine operating at a combustion gas pressure ranging from 5 barg to 20 barg, based on the Otto cycle. Low-pressure two-stroke dual-fuel engines are characterized by NO... X It has low emissions and can meet IMO NO standards even when using fuel oil such as diesel for short periods of time. X It meets the emission standard of Class III. Compared to a high-pressure two-stroke dual-fuel engine, the combustion gas pressure is less than 1 / 10, which allows the use of a cheaper gas compressor. The gas compressor consumes less electricity, which can save on sailing costs.

[0044] On the other hand, not limited to a low-pressure 2-stroke dual-fuel engine, a 4-stroke dual-fuel engine capable of generating auxiliary electricity using available evaporated gas can also be used as a marine engine 10.

[0045] Then, the turbocharger 120 uses the high temperature and high pressure energy of the exhaust gas supplied from the exhaust gas receiver 110 to compress the combustion air and supply it to the combustion air receiver 150, thereby improving engine efficiency.

[0046] Specifically, the turbocharger 120, such as Figure 3 As shown, it may include: a turbine 121, which rotates by means of high-temperature, high-pressure exhaust gas supplied from the exhaust gas receiver 110; a compressor 122, which rotates in conjunction with the rotating shaft of the turbine 121 to compress combustion air that mixes recirculated exhaust gas with external gas and supplies it to the combustion air receiver 150; an air intake filter 123, which is formed on the intake side of the compressor 122 and filters and mixes exhaust gas that has had CO2 removed by passing through the CO2 absorption section 140 and external gas; a combustion air cooling module 124, which cools the combustion air supplied from the compressor 122 to the combustion air receiver 150; a first regulating valve 125, which regulates the exhaust gas flow rate from the turbine 121 to the cleaning section 130; and a second regulating valve 126, which regulates the exhaust gas flow rate supplied from the turbine 121 to the exhaust gas utilization device.

[0047] In addition, the second regulating valve 126 can control the opening and closing of the exhaust gas utilization device connected to the exhaust gas pipe of the turbine 121 in case of damage due to high load or high temperature exhaust gas, thereby increasing the exhaust gas flow to the cleaning section 130 and reducing the temperature of the exhaust gas.

[0048] In addition, the combustion air cooling module 124 can include 1 or more cooling jackets 124a that circulate coolant to cool the combustion air, a mist eliminator 124b formed in a zigzag multi-plate shape to remove moisture from the combustion air passing through the cooling jackets 124a, and can suppress a temperature rise due to the compression of the combustion air by the compressor 122, improve the efficiency of the supercharger, increase the air density, and improve the efficiency of the marine engine 10.

[0049] Then, the washing section (EGR) 130, as a constituent element that performs washing, cooling, and neutralization of the exhaust gas, sequentially sprays washing water to the exhaust gas supplied through the supercharger 120 first and second to remove SOx and soot contained in the exhaust gas and to wash, circulate coolant to cool the exhaust gas, and supply the exhaust gas to the CO2 absorption section 140. X X X X

[0050] For reference, in the combustion chamber of the marine engine 10, a part of oxygen contained in the combustion air is generated as CO2 by combustion of fuel, and the rest is generated as NOx by the combustion of fuel.

[0051] Specifically, the washing section 130, as shown in FIG. 1, can include a washing water supply module 131 that receives supply of fresh water, neutralizes, and supplies washing water circulating, a washing module 132 that sprays the washing water from the washing water supply module 131 to the exhaust gas from the supercharger 120 to cool and wash the same, a cooling module 133 that circulates coolant to cool the exhaust gas, a washing water circulation module 134 that circulates the washing water in the washing module 132, and a water treatment module (WTS) 135 that performs water treatment on the washing water. Figure 4

[0052] ​​​​​The cleaning water supply module 131 can include a cleaning water replenishment pump 131b which receives the supply of clean water by opening a clean water supply valve 131a, replenishes the cleaning water circulating, and supplies it to the cleaning module 132, and a neutralizer supply valve 131c which injects a neutralizer for adjusting the pH to the cleaning water circulating from the cleaning water replenishment pump 131b to the cleaning module 132. Here, the neutralizer can be an alkaline neutralizer which removes sulfuric acid generated by the reaction of the cleaning water with SOx X in the exhaust gas.

[0053] The cleaning module 132 includes a spray cleaning water to clean SOx X and soot, and is composed of a first cleaning unit 132a at the front end which first sprays the cleaning water supplied from the cleaning water supply module 131 or the cleaning water circulating module 134 to the exhaust gas, cools the high-temperature exhaust gas to 200 to 300°C, and cleans SOx X and soot, and a second cleaning unit 132b at the rear end which second sprays the cleaning water to the exhaust gas, cools the exhaust gas to about 45°C, and cleans SOx X and soot.

[0054] The cooling module 133 includes one or more cooling units formed at the lower end of the one or more cleaning units and cooling the exhaust gas to a predetermined temperature according to the kind of the absorbing liquid by means of the circulating cooling liquid, and is composed of a first cooling unit 133a formed at the lower end of the first cleaning unit 132a and cooling the exhaust gas to a predetermined temperature according to the kind of the absorbing liquid by means of the circulating cooling liquid, and a second cooling unit 133b formed at the lower end of the second cleaning unit 132b and cooling the exhaust gas to a predetermined temperature according to the kind of the absorbing liquid by means of the circulating cooling liquid.

[0055] The cleaning water circulation module 134 includes a cleaning water circulation tank 134a which collects the cleaning water passing through the cleaning module 132, a pH meter 134b which measures the pH of the cleaning water from the cleaning water circulation tank 134a, a neutralizer supply valve 131c which adjusts the amount of neutralizer to be supplied, a buffer tank 134c which stores the initial amount of cleaning water to supplement the cleaning water, a cleaning water circulation pump 134d and a cleaning water regulating valve 134e which supply a portion of the cleaning water passing through the cleaning module 132 to the buffer tank 134c and circulate the remaining cleaning water to the cleaning module 132, and a cleaning water cooling unit 134f which is installed at the rear end of the cleaning water circulation pump 134d to cool the circulating cleaning water.

[0056] The pH meter 134b measures the pH of the circulating cleaning water containing sulfuric acid, and the amount of the basic neutralizer, for example, NaOH, is adjusted by the neutralizer supply valve 131c according to the measured pH to neutralize the cleaning water and prevent corrosion of the components related to the pipeline through which the cleaning water is circulated. The buffer tank 134c collects and removes additional moisture incidentally generated by the combustion of the exhaust gas, and stores and supplements the cleaning water purified by the water treatment performed by the water treatment module 135.

[0057] On the other hand, in the case where NH4OH(aq) is used as the absorption liquid of the CO2 absorption section 140, the temperature of the exhaust gas passing through the cleaning module 132 is preferably about 20 to 50°C, and in the case where NaOH is used as the absorption liquid of the CO2 absorption section 140, the temperature of the exhaust gas is preferably about 80 to 100°C. Depending on the absorption liquid used, the amount and temperature of the cleaning water can be different, and the combination of the cleaning module 132 and the cleaning water cooling unit 134f can be variously configured to satisfy the CO2 absorption temperature condition of the CO2 absorption section 140 while maintaining the cleaning power of the cleaning water on the exhaust gas. Also, the heat exchanger specifications of the first cleaning unit 132a and the second cleaning unit 132b can be variously configured.

[0058] The water treatment module 135 includes: a water treatment unit 135a, which treats the cleaning water discharged from the buffer tank 134c, so that the treated cleaning water returns to the buffer tank 134c; a sludge tank 135b, which stores the sludge produced by the water treatment unit 135a; an external discharge valve 135c, which discharges cleaning water that meets predetermined discharge conditions outside the ship with the aid of the water treatment unit 135a; and a cleaning water drain tank 135d, which temporarily stores the cleaning water from the buffer tank 134c; thereby separating and storing sediments such as carbon soot contained in the cleaning water, and discharging the separated effluent outside the ship.

[0059] Then, the CO2 absorption section 140 sprays absorbent liquid into the exhaust gas passing through the cleaning section 130 to absorb and remove CO2, thereby reducing the O2 concentration in the exhaust gas recirculated to the combustion chamber and suppressing NO. X generate.

[0060] Specifically, such as Figure 2 and Figure 5 As shown, the CO2 absorption unit 140 includes: an absorbent storage tank 141 storing absorbent that removes CO2 through a chemical reaction; an upper spray nozzle 142 spraying the absorbent downwards; an upper flow path 143 enabling physical contact between CO2 and the absorbent, converting CO2 into NH4HCO3, NaHCO3, or Na2CO3 through a chemical reaction; a lower spray nozzle 144 spraying the absorbent downwards; and a lower flow path 145 enabling physical contact between CO2 and the absorbent, converting CO2 into NH4HCO3, NaHCO3, or Na2CO3 through a chemical reaction. CO2 is converted into NH4HCO3, NaHCO3, or Na2CO3; an absorbent injection pump 146 draws absorbent from an upper injection nozzle 142 and a lower injection nozzle 144; a cooling module 147 circulates coolant between an upper flow path 143 and a lower flow path 145 to cool the heat generated by the CO2 absorption reaction; a mist eliminator 148 is formed in a tortuous multi-blade shape to remove moisture from the exhaust gas passing through the lower flow path 145; and an absorbent tank 149 separately stores the absorbent that passes through the upper flow path 143 and the lower flow path 145.

[0061] The absorbent can be prepared and supplied immediately by other equipment on board, or it can be drawn and supplied in the form of an absorbent storage tank 141. The upper spray nozzle 142 and the lower spray nozzle 144 can be configured with multiple auxiliary pipes connected to the main pipe, forming multiple spray holes.

[0062] On the other hand, the upper flow path 143 or the lower flow path 145 is composed of multiple sections and partitions, forming a long flow path in order to increase the contact time between the absorbent and the exhaust gas, and to fully absorb and dissolve CO2 with the help of the absorbent, or convert it into a substance that meets the conditions for discharge outside the ship.

[0063] Additionally, packing materials 143a and 145a and a solution redistributor (not shown in the figure) may be formed on the upper flow path 143 or the lower flow path 145. The packing materials 143a and 145a are composed of multiple segments of distilling column packing. The distilling column packing is designed to increase the contact area per unit volume in order to increase the contact time between the absorbent and the waste gas. The solution redistributor is formed between the multiple segments of the distilling column packing.

[0064] For example, by taking into account the contact area per unit volume, the pressure drop of the gas, and the overflow rate, a suitable distillation column packing can be selected for the process, which can prevent channeling of the water by means of a solution redistributor.

[0065] On the other hand, depending on the choice of absorbent for absorbing CO2, the products and cooling methods will be different. That is, when NH4OH(aq) is used as the absorbent, the absorbent storage tank 141 stores NH4OH(aq) as the absorbent. By means of NH4OH(aq) passing through the upper flow path 143 and the lower flow path 145, CO2 is absorbed and converted into NH4HCO3(aq) according to the following [Chemical Formula 1] or [Chemical Formula 2]. The cooling module 147 is arranged in the form of a cooling sleeve or a cooling coil in the upper flow path 143 and the lower flow path 145 to cool the heat generated by the CO2 absorption reaction to 20°C to 50°C, which can induce a smooth forward reaction of [Chemical Formula 1] or [Chemical Formula 2].

[0066] That is, the CO2 absorption rate decreases when the temperature is below 20°C, and increases when the temperature exceeds 50°C, but there is a drawback of loss due to NH3 vaporization. It is preferable to maintain the temperature between 20°C and 50°C.

[0067]

Chemical Formula 1

[0068] NH4OH + H2CO3 → H2O + NH4HCO3

[0069]

Chemical Formula 2

[0070] 2NH4OH + CO2 → (NH4)2CO3 + H2O

[0071] (NH4)2CO3 + CO2 + H2O → 2NH4HCO3

[0072] Alternatively, in the case of using NaOH as the absorbent liquid, the absorbent liquid storage tank 141 stores NaOH as the absorbent liquid, absorbs CO2 to be converted into Na2CO3 or NaHCO3 by means of NaOH passing through the upper end flow path 143 and the lower end flow path 145, for example, according to [Chemical Formula 3] or [Chemical Formula 4] below, and the cooling module 147 cools the heat generated due to the CO2 absorption reaction to 80 to 100°C, which can induce the smooth forward reaction of [Chemical Formula 3] or [Chemical Formula 4].

[0073]

Chemical Formula 3

[0074] 2NaOH (aq) + CO2 (g) → Na2CO3 (aq) + H2O (I)

[0075]

Chemical Formula 4

[0076] Na2CO3 (aq) + H2O (I) → 2NaHCO3 (aq)

[0077] On the other hand, the absorbent liquid stored in the absorbent liquid tank 149 passing through the upper end flow path 143 and the lower end flow path 145 can be subjected to a regeneration treatment or a disposal treatment, and the exhaust from the CO2 absorption section 140 can be stored in the sludge tank 135b or discharged outside the ship by means of a valve adjustment.

[0078] Then, the scavenge air receiver 150 temporarily stores the scavenge air that has removed CO2, the O2 concentration has decreased, and has been compressed by the supercharger 120 passing through the CO2 absorption section 140, removes pulsation, and supplies air to each cylinder of the ship engine 10 in the intake stroke, as shown in Figure 3

[0079] For example, since the ignition order of each cylinder is different, the intake timing of the scavenge air is also different and pulsation occurs, and the scavenge air receiver 150 has a capacity suitable for removing the pulsation of the scavenge air pressure, is formed in a cylindrical shape that can be thermally insulated, and is connected at one side to the scavenge air intake port of the combustion chamber and at the other side to the outlet side of the compressor 122 of the supercharger 120.

[0080] Then, the iCER (intelligent Control by Exhaust Recycling) 160 supplies the exhaust gas passing through the CO2 absorption section 140 to the supercharger 120 so as to be mixed with the outside air.

[0081] That is, as shown in Figure 6 ​As shown, the exhaust gas circulation section 160 can adjust the flow rates of the exhaust gas supplied to the supercharger 120 to be mixed with outside air and the exhaust gas supplied to the exhaust gas pipe, respectively, as the combustion air pipeline that supplies the exhaust gas that has passed through the lower end flow path 145 of the CO2 absorption section 140 and the mist eliminator 148 to the air intake filter 123 of the supercharger 120.

[0082] For example, the flow rate of the exhaust gas supplied to the air intake filter 123 can be adjusted by means of the opening / closing adjustment of the first valve 161, and the flow rate of the exhaust gas supplied to the exhaust gas utilization-related device through the exhaust gas pipe can be adjusted by means of the opening / closing adjustment of the second valve 162

[0083] On the other hand, the reduction amount of NO X is also increased in proportion to the exhaust gas recirculation ratio based on the exhaust gas circulation section 160, and about 30% to 40% of the total exhaust gas can be recirculated and supplied to the marine engine 10.

[0084] Therefore, by combining the washing section 130 with the exhaust gas circulation section 160, it is possible to reduce the methane slip that occurs in the Otto cycle of the dual-fuel engine, increase the CO2 ratio by replacing O2 in the combustion air, and adjust the CO2 concentration.

[0085] In addition, the aforementioned washing section 130, CO2 absorption section 140, and exhaust gas circulation section 160 are configured in a form of being installed inside the marine engine 10, and it is possible to save the installation space of the engine room, enable additional installation to a marine vessel in which the original EGR system has been installed, and reduce the change items.

[0086] On the other hand, the present application can provide a marine vessel equipped with the EGR and iCER combined greenhouse gas reduction device of the marine vessel.

[0087] Therefore, according to the EGR and iCER combined greenhouse gas reduction device of the marine vessel and the marine vessel equipped with the device, by combining the EGR with the iCER, it is possible to reduce the NO X generation at the same time as absorbing CO2 and SO X and converting them into substances that do not affect the environment, prevent the corrosion of the engine, improve the combustion quality, improve the engine efficiency by means of the iCER, reduce the methane slip, remove SO X and CO2 in the recirculated exhaust gas, prevent the corrosion of the engine, reduce environmental pollution, can be configured in a form of being installed inside the marine engine, save the installation space, can ensure the free space of the engine room, enable additional installation to a marine vessel in which the original EGR system has been installed, and reduce the change items.

[0088] The present application has been described above with reference to the embodiments illustrated in the accompanying drawings. However, the present application is not limited to the embodiments, and various modifications or other embodiments that belong to the equivalent scope of the present application can be implemented by those skilled in the art to which the present application pertains. Therefore, the true scope of the present application should be determined based on the claims.

Claims

1. A shipboard EGR and iCER combined greenhouse gas emission reduction device, comprising: An exhaust gas receiver that temporarily stores and removes pulsations from the exhaust gases emitted from the cylinders of a ship's engine; A turbocharger that compresses and supplies combustion air by means of exhaust gas supplied from the exhaust gas receiver; The cleaning section sprays cleaning water onto the exhaust gas supplied through the turbocharger to remove SO2. X The carbon soot and coolant are circulated to cool the exhaust gas; The CO2 absorption section sprays an absorbent liquid onto the waste gas passing through the cleaning section to absorb and remove CO2. A combustion air receiver, which temporarily stores the combustion air compressed by the supercharger, removes pulsations, and supplies air to the cylinders of the ship's engine; and The exhaust gas recirculation section supplies the exhaust gas that has passed through the CO2 absorption section to the booster, allowing it to mix with the external gas. The CO2 absorption section includes: The system comprises: an absorbent storage tank for storing the absorbent; one or more spray nozzles for spraying the absorbent; one or more flow paths for contacting CO2 with the absorbent, thereby converting CO2 into a predetermined substance through a chemical reaction; an absorbent spray pump for drawing the absorbent into the one or more spray nozzles; a cooling module for circulating coolant through the one or more flow paths to cool the heat generated by the CO2 absorption reaction; a mist eliminator formed in a tortuous multi-bladed shape at the end of the flow path to remove moisture from the exhaust gas passing through the flow path; and an absorbent tank for separately storing the absorbent that has passed through the flow path. The absorbent storage tank stores NH4OH(aq) as the absorbent, which absorbs CO2 and is converted into NH4HCO3(aq) via one or more flow paths; or it stores NaOH(aq) as the absorbent, which absorbs CO2 and is converted into NaHCO3 or Na2CO3 via one or more flow paths. The cooling module is configured in the form of a cooling sleeve or cooling coil in one or more flow paths. When the absorbent is NH4OH(aq), it cools the heat generated by the CO2 absorption reaction to 20°C to 50°C. When the absorbent is NaOH(aq), it cools the heat generated by the CO2 absorption reaction to 80°C to 100°C.

2. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The ship's engine is a low-pressure 2-stroke dual-fuel engine or a 4-stroke dual-fuel engine.

3. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The booster includes: A turbine, which rotates by means of high-temperature, high-pressure exhaust gas supplied from the exhaust gas receiver; a compressor, which rotates in conjunction with the rotating shaft of the turbine, compresses combustion air and supplies it to the combustion air receiver; an air intake filter, formed on the intake side of the compressor, filters and mixes exhaust gas that has removed CO2 and external gases passing through the CO2 absorption section; a combustion air cooling module, which cools the combustion air supplied from the compressor to the combustion air receiver; a first regulating valve, which regulates the exhaust gas flow rate from the turbine to the cleaning section; and a second regulating valve, which regulates the exhaust gas flow rate supplied from the turbine to the exhaust gas utilization device.

4. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 3, characterized in that, The second regulating valve controls the opening and closing of the exhaust gas utilization device connected to the exhaust gas pipe of the turbine in case of damage caused by high load or high temperature exhaust gas, thereby increasing the exhaust gas flow to the cleaning section and reducing the temperature of the exhaust gas.

5. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 3, characterized in that, The combustion air cooling module includes: one or more cooling sleeves that circulate coolant to cool the combustion air; and a mist eliminator formed in a tortuous multi-bladed shape to remove moisture from the combustion air passing through the cooling sleeves.

6. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The cleaning unit includes: The system includes: a cleaning water supply module that receives clean water, neutralizes it, and supplies circulating cleaning water; a cleaning module that sprays the cleaning water from the cleaning water supply module onto the exhaust gas from the turbocharger to cool and clean the exhaust gas; a cooling module that circulates coolant to cool the exhaust gas; a cleaning water circulation module that circulates cleaning water within the cleaning module; and a water treatment module that treats the cleaning water.

7. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 6, characterized in that, The cleaning water supply module includes: a cleaning water replenishment pump, which receives clean water to replenish the cleaning water and supplies it to the cleaning module; and a neutralizing agent supply valve, which adds a neutralizing agent for adjusting the pH of the cleaning water supplied from the cleaning water replenishment pump to the cleaning module and circulated thereon. The cleaning module includes one or more cleaning units, which spray cleaning water to remove SO₂. X And carbon soot; The cooling module includes one or more cooling units formed at the lower end of one or more cleaning units, which cool the exhaust gas to a predetermined temperature by means of circulating coolant, depending on the type of absorbent. The cleaning water circulation module includes: a cleaning water circulation tank that collects cleaning water passing through the cleaning module; a pH meter that measures the pH of the cleaning water from the cleaning water circulation tank, thereby adjusting the neutralizing agent supply valve to set the neutralizing agent dosage; a buffer tank that stores the initial volume of cleaning water and replenishes it; a cleaning water circulation pump and a cleaning water regulating valve that supply a portion of the cleaning water passing through the cleaning module to the buffer tank, while the remaining cleaning water is circulated back to the cleaning module; and a cleaning water cooling unit installed at the rear end of the cleaning water circulation pump to cool the circulating cleaning water. The water treatment module includes: a water treatment unit that treats the cleaning water discharged from the buffer tank, so that the treated cleaning water returns to the buffer tank; a sludge tank that stores sludge generated by the water treatment unit; an external discharge valve that discharges cleaning water that meets predetermined discharge conditions overboard by means of the water treatment unit; and a cleaning water drain tank that temporarily stores cleaning water from the buffer tank.

8. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The one or more spray nozzles include an upper spray nozzle and a lower spray nozzle that spray the absorbent liquid downwards. The one or more flow paths include an upper flow path and a lower flow path that allow CO2 to contact with the absorbent liquid and be converted into the predetermined substance by means of a chemical reaction. The absorbent injection pump draws the absorbent liquid into the upper and lower injection nozzles. The cooling module circulates the coolant between the upper and lower flow paths to cool the heat generated by the CO2 absorption reaction.

9. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 8, characterized in that, The upper or lower flow path is composed of multiple segments and partitions, forming a long flow path to increase the contact time between the absorbent liquid and the exhaust gas.

10. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 8, characterized in that, A packing material and a solution redistributor are formed in the upper or lower flow path. The packing material is composed of multiple sections of distillation column packing. The distillation column packing is designed to increase the contact area per unit volume in order to increase the contact time between the absorbent and the waste gas. The solution redistributor is formed between the multiple sections of the distillation column packing.

11. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The predetermined material discharged through the flow path is stored in a sludge tank or discharged off the ship.

12. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 4, characterized in that, The exhaust gas recirculation unit includes: A first valve regulates the flow rate of exhaust gas supplied to the air intake filter; and The second valve regulates the flow rate of the exhaust gas supplied to the exhaust gas utilization device through the exhaust gas pipe.

13. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 4, characterized in that, The flow rates of the exhaust gas supplied to the booster and mixed with the external gas and the exhaust gas supplied to the exhaust pipe are adjusted respectively.

14. The ship's EGR and iCER combined greenhouse gas emission reduction device according to claim 1, characterized in that, The cleaning section, the CO2 absorption section, and the exhaust gas recirculation section are configured to be installed inside the ship's engine.

15. A ship equipped with an EGR and iCER combined greenhouse gas emission reduction device according to any one of claims 1 to 14.

Images