A combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust

Abstract

The present invention relates to the technical field of exhaust emission reduction devices for ships, and specifically to a combined desulfurization and denitrification emission reduction device for exhaust gas from diesel engines of ships, comprising a connected desulfurization tower and a denitrification tower, a denitrification catalyst being arranged in the denitrification tower, and the desulfurization tower and the denitrification tower being connected via a warmer; the warmer comprises an outer tube and an inner tube, the two ends of the inner tube being respectively connected to the outlet of the desulfurization tower and the inlet of the denitrification tower, and the outer tube being sleeved outside the inner tube, a high-pressure cavity for storing steam being arranged between the outer tube and the inner tube, and an electric heating tube being arranged in the high-pressure cavity; a spraying mechanism is arranged in the denitrification tower, the spraying mechanism comprising a spraying strip arranged above the denitrification catalyst, the spraying strip being rotatably arranged in the denitrification tower, and the spraying strip being connected to the high-pressure cavity via a second steam release pipe, and the present invention can heat the exhaust gas after desulfurization by the desulfurization tower, increase the exhaust gas temperature, thereby reducing the generation of NH4HSo4 and preventing the channel of the denitrification catalyst from being blocked.

Description

Technical Field

[0001] The present invention relates to the technical field of ship exhaust emission reduction devices, in particular to a combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust. Background Art

[0002] With the rapid increase in the number of transport vessels, the pollution and harm caused by ship-generated pollutants to the atmospheric and marine environments are becoming increasingly serious. Exhaust emissions from ship diesel engines are primarily composed of sulfur dioxide (SO2) and nitrogen oxides (NO2). According to statistics from the International Maritime Organization, annual emissions of SO2 and NO2 from ship exhaust account for approximately 13% and 15% of global emissions, respectively. Related reports also indicate that atmospheric pollution from ship exhaust accounts for approximately 5% to 11% of total atmospheric pollution. To reduce the impact of sulfur oxides (SO2), nitrogen oxides (NO2), and particulate matter in ship exhaust on the atmospheric environment, the most direct way is to reduce the sulfur and nitrogen content of ship fuel oil. The International Maritime Organization and developed countries in Europe and the United States have established and enforced limits for the sulfur and nitrogen content of marine fuel oil through the development of relevant regulations.

[0003] The prior art has the following problems:

[0004] Commonly used desulfurization and denitrification combined emission reduction schemes include SCR denitrification and sodium alkali desulfurization schemes. When used in power plants, they can achieve flue gas desulfurization and denitrification, but some problems arise in the combined treatment of ship exhaust. When the ship exhaust temperature is lower than 350℃, the SO x When high-concentration exhaust gas undergoes SCR denitrification, NH4HSo4 with high viscosity will be generated, which will adhere to the catalyst, block the catalyst pores and reduce the activity of the catalyst. Therefore, ship SCR denitrification suppliers have stipulated that only low-sulfur oil with a sulfur content of less than 0.2% can be used when applying SCR denitrification. This will undoubtedly increase the operating cost of the ship, and even if low-sulfur oil is used, the generation of NH4HSo4 cannot be completely avoided. Therefore, the SCR denitrification + sodium alkali desulfurization process is difficult to apply to ship exhaust emission reduction at lower temperatures and has certain limitations. Summary of the Invention

[0005] The object of the present invention is to provide a combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust to solve the problems raised in the above background technology.

[0006] The technical solution of the present invention is: a combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust, comprising a desulfurization tower and a denitrification tower connected to each other, a denitrification catalyst being provided in the denitrification tower, and the desulfurization tower and the denitrification tower being connected via a temperature increaser;

[0007] The temperature increaser includes an outer tube and an inner tube. The two ends of the inner tube are respectively connected to the outlet of the desulfurization tower and the inlet of the denitrification tower. The outer tube is sleeved outside the inner tube. A high-pressure cavity for storing steam is provided between the outer tube and the inner tube. The high-pressure cavity is provided with an electric heating tube.

[0008] The denitration tower is provided with a spray mechanism, which includes a spray bar arranged above the denitration catalyst. The spray bar is rotatably arranged in the denitration tower and is connected to the high-pressure cavity through a second steam release pipe.

[0009] Furthermore, a spray head is provided in the desulfurization tower, and the spray head is connected to a seawater supply pipe.

[0010] Furthermore, the air inlet of the desulfurization tower is connected to a cooler, which includes staggered guide plates and several heat exchange tubes running through the guide plates. The staggered guide plates partition the inner cavity of the cooler to form a tortuous channel, one end of the channel is connected to the ship's exhaust pipe, and the other end of the channel is connected to the air inlet of the desulfurization tower.

[0011] Furthermore, one end of the heat exchange tube is connected to the seawater supply pipe through a flow limiting valve, and the other end of the heat exchange tube is connected to a seawater recovery tank, which is connected to the seawater supply pipe through the first pump body;

[0012] A steam pipe is vertically connected to the upper side of the heat exchange tube, and one end of the steam pipe away from the heat exchange tube is connected to the high-pressure cavity of the temperature increaser through a suction pump.

[0013] Furthermore, the air outlet of the denitrification tower is connected to a condensation discharge pipe, a reflux pipe is provided at the lower end of the condensation discharge pipe, the bottom of the denitrification tower is connected to the reflux pipe, and one end of the reflux pipe is connected to an acid water collection tank, which is connected to the inlet end of the heat exchange tube through a second pump body.

[0014] Furthermore, a blowing port is provided on the lower side of the blowing strip, and one end of the blowing strip is connected to the central axis, and the end of the blowing strip corresponding to the central axis is rotatably connected to a rotary joint, the rotary joint is rotatably sleeved outside the central axis, and one side of the rotary joint is fixedly connected to a second steam release pipe, and one end of the second steam release pipe is connected to the high-pressure cavity of the heater.

[0015] Furthermore, one end of the spray bar away from the central axis is fixedly connected to a swivel, which is rotatably arranged in the denitrification tower, and a gear ring is provided on the outer shell of the swivel, one side of the gear ring is meshed with a driving gear, and the driving gear is transmission-connected to a motor.

[0016] Furthermore, an injection head is provided in the denitration tower, the injection head is located above the denitration catalyst, and the injection head is fixedly connected to the central axis;

[0017] The upper end of the central shaft passes through the denitrification tower and is connected to a steam power mechanism. The steam power mechanism includes a steam wheel. The output shaft of the steam wheel is connected to a transmission gear. The transmission gear is meshed with a driven gear. The driven gear is fixedly sleeved on the central shaft. The steam inlet of the steam wheel is connected to the high-pressure cavity of the warmer through a first steam release pipe.

[0018] Furthermore, the middle of the central shaft is a hollow structure, and the steam outlet of the steam wheel is connected to the inner cavity of the central shaft, and the inner cavity of the central shaft is connected to the injection head.

[0019] Furthermore, fin structures are evenly and vertically arranged on the inner and outer side walls of the inner tube;

[0020] The electric heating tube is spirally arranged in the high-pressure cavity of the temperature increaser.

[0021] The present invention provides a combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust through improvements. Compared with the prior art, it has the following improvements and advantages:

[0022] First, in the present invention, the temperature of the exhaust gas after desulfurization in the desulfurization tower drops, and when it enters the denitrification tower, NH4HSo4 with relatively high viscosity will be generated. If it adheres to the channel of the denitrification catalyst for a long time, it will block the denitrification catalyst and prevent the exhaust gas from flowing normally. The electric heating tube in the warmer can heat the exhaust gas before entering the desulfurization tower, thereby increasing the exhaust gas temperature. The high temperature exceeding 200°C will decompose NH4HSo4, thereby reducing the generation of NH4HSo4 and preventing the channel of the denitrification catalyst from being blocked.

[0023] Secondly, in the present invention, a blowing mechanism is provided for NH4HSo4 that has not been completely decomposed. The warmer can not only use steam to heat the exhaust gas, but also release high-temperature steam directly from the second steam release pipe to the blowing strip in the blowing mechanism. The blowing strip is used to directly blow the channel of the denitration catalyst to remove the NH4HSo4 attached therein. This has both the effect of high-temperature decomposition of NH4HSo4 and the physical removal effect of the kinetic energy of the high-temperature steam injection. Under this dual effect, NH4HSo4 is removed more thoroughly, preventing the channel of the denitration catalyst from being blocked, so that the combined emission reduction device can also be used to reduce the exhaust gas of ships with lower temperatures, and has a wider applicability.

[0024] Thirdly, in the present invention, while the heat exchange tube is exchanging heat and cooling, the evaporated steam in the heat exchange tube enters the steam pipe. The suction pump continuously pumps the steam pipe, causing the supersaturated steam to enter the high-pressure cavity of the temperature increaser. In the high-pressure cavity of the temperature increaser, the supersaturated steam is further evaporated at high temperature to form dry steam with higher pressure, so that the temperature inside the temperature increaser is higher. By heating the preheated steam, the energy consumption of the temperature increaser can be reduced.

[0025] Fourthly, in the present invention, NH4HSo4 after thermal decomposition forms ammonia and sulfuric acid. Ammonia has a low boiling point and is discharged together with the purified tail gas, while sulfuric acid has a high boiling point and flows downward in a liquid state. It flows downward in the denitrification tower into the acid water collection tank and enters the acid water collection tank through the reflux pipe at the lower end of the condensation discharge pipe. The acid stored in the acid water collection tank can be pumped out by the second pump body and then enter the heat exchange tube. Seawater is alkaline. During the heat exchange process, alkaline scale will inevitably form in the heat exchange tube. By returning the collected acidic substances to the heat exchange tube, the alkaline scale in the heat exchange tube can be decomposed, the acidic substances can be recycled, and the acid and alkali are neutralized, thereby reducing pollution.

[0026] Fifth: In the present invention, while the seawater in the heat exchange tube absorbs heat, part of the water evaporates. The concentration of the evaporated seawater increases, and then it flows back to the seawater supply pipe, which can increase the concentration of the seawater in the seawater supply pipe. The higher the concentration of seawater, the stronger the desulfurization effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention will be further explained below in conjunction with the accompanying drawings and Examples:

[0028] Figure 1 It is a front view of the present invention;

[0029] Figure 2 The present invention Figure 1 The enlarged structural diagram at a in the middle;

[0030] Figure 3 The present invention Figure 1 The enlarged structural diagram at point b in the middle;

[0031] Figure 4 is a side view of the steam pipe of the present invention;

[0032] Figure 5 is a cross-sectional view of a temperature increaser of the present invention;

[0033] Figure 6 This is a top view of the internal structure of the steam turbine of the present invention;

[0034] Figure 7 is a top view of the blow strip of the present invention;

[0035] Figure 8 It is a top view of the driven gear and the transmission gear of the present invention.

[0036] Explanation of reference numerals: desulfurization tower -1, spray head -2, seawater supply pipe -3, cooler -4, guide plate -41, heat exchange pipe -42, flow limiting valve -43, steam pipe -44, warmer -5, electric heating pipe -51, first steam release pipe -52, second steam release pipe -53, inner pipe -54, denitrification tower -6, denitrification catalyst -61, injection mechanism -62, rotary joint -621, injection strip -622, rotary Ring 623, gear ring 624, drive gear 625, motor 627, ejector head 63, center shaft 64, steam power mechanism 65, driven gear 651, transmission gear 652, steam turbine 653, seawater recovery tank 7, first pump body 71, acid water collection tank 8, second pump body 81, condensate discharge pipe 9, return pipe 91, suction pump 10, ship exhaust pipe 11. DETAILED DESCRIPTION

[0037] The present invention is described in detail below, clearly and completely describing the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0038] The present invention provides a combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust through improvement, such as Figure 1 - Figure 8 As shown, a combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust includes a desulfurization tower 1 and a denitrification tower 6 connected to each other, a denitrification catalyst 61 is provided in the denitrification tower 6, and the desulfurization tower 1 and the denitrification tower 6 are connected through a warmer 5;

[0039] The warmer 5 includes an outer tube 55 and an inner tube 54. The two ends of the inner tube 54 are connected to the outlet of the desulfurization tower 1 and the inlet of the denitrification tower 6 respectively. The outer tube 55 is sleeved outside the inner tube 54. A high-pressure chamber for storing steam is provided between the outer tube 55 and the inner tube. The electric heating tube 51 is provided in the high-pressure chamber.

[0040] A spray mechanism 62 is provided in the denitration tower 6 , and the spray mechanism 62 includes a spray bar 622 provided above the denitration catalyst 61 . The spray bar 622 is rotatably provided in the denitration tower 6 , and the spray bar 622 is connected to the high-pressure cavity through the second steam release pipe 53 .

[0041] After the exhaust gas passes through the desulfurization tower 1, its temperature drops. When it enters the denitration tower 6, NH4HSo4 with high viscosity is generated. If it adheres to the channel of the denitration catalyst 61 for a long time, it will block the denitration catalyst 61, resulting in the exhaust gas not being able to circulate normally. The electric heating tube 51 in the warmer 5 can heat the exhaust gas before it enters the desulfurization tower 1, thereby increasing the exhaust gas temperature. The high temperature exceeding 200°C will decompose NH4HSo4, thereby reducing the generation of NH4HSo4 and preventing the channel of the denitration catalyst 61 from being blocked.

[0042] For the NH4HSo4 that has not been completely decomposed, a blowing mechanism 62 is also provided. The warmer 5 can not only use steam to heat the exhaust gas, but also release the high-temperature steam directly from the second steam release pipe 53 to the blowing strip 622 in the blowing mechanism 62. The blowing strip 622 is used to directly blow the channel of the denitration catalyst 61 to remove the NH4HSo4 attached therein. It has both the effect of high-temperature decomposition of NH4HSo4 and the physical removal effect of the kinetic energy of the high-temperature steam injection. Under the dual effect, NH4HSo4 can be removed more thoroughly, and the channel of the denitration catalyst 61 can be prevented from being blocked, so that the combined emission reduction device can also be used for ship exhaust emission reduction at lower temperatures, and has a wider applicability.

[0043] A spray head 2 is provided in the desulfurization tower 1, and the spray head 2 is connected to a seawater supply pipe 3; the spray head 2 sprays seawater, which can absorb sulfur dioxide in the tail gas to achieve the purpose of desulfurization.

[0044] The air inlet of the desulfurization tower 1 is connected to a cooler 4, which includes staggered guide plates 41 and several heat exchange tubes 42 extending through the guide plates 41. The staggered guide plates 41 partition the inner cavity of the cooler 4 to form a tortuous channel. One end of the channel is connected to the ship's exhaust pipe 11, and the other end of the channel is connected to the air inlet of the desulfurization tower 1. The exhaust gas enters from one end of the tortuous channel and is then discharged to the desulfurization tower 1 from the other end. During this process, the exhaust gas fully contacts and exchanges heat with the heat exchange tubes 42, causing the exhaust gas temperature to drop while the temperature of the heat exchange tubes 42 rises.

[0045] If the desulfurization work of the desulfurization tower 1 is carried out at too high a temperature, a reverse reaction will occur, so a cooler 4 is added to cool the exhaust gas intake so that the desulfurization work can be carried out stably.

[0046] One end of the heat exchange tube 42 is connected to the seawater supply pipe 3 via a flow limiting valve 43, and the other end of the heat exchange tube 42 is connected to a seawater recovery tank 7, which is connected to the seawater supply pipe 3 via a first pump body 71. As the seawater in the heat exchange tube 42 absorbs heat, some water evaporates, increasing the concentration of the evaporated seawater. This water then flows back into the seawater supply pipe 3, thereby increasing the concentration of the seawater in the seawater supply pipe 3. Higher concentration seawater provides a stronger desulfurization effect.

[0047] A steam pipe 44 is vertically connected to the upper side of the heat exchange tube 42. The end of the steam pipe 44 away from the heat exchange tube 42 is connected to the high-pressure cavity of the warmer 5 through a suction pump 10. The suction pump 10 is specifically a plunger pump. The function of the flow limiting valve 43 is to allow seawater to enter the heat exchange tube 42 at a relatively low and controllable flow rate. When the seawater flows in the heat exchange tube 42, it will not fill the heat exchange tube 42, but only occupy a part of the inner cavity of the heat exchange tube 42. The function is to form a seawater-free cavity at the top of the inner cavity of the horizontally arranged heat exchange tube 42 for the evaporating water vapor to flow, so that the steam enters the steam pipe 44. The suction pump 10 continuously sucks the steam pipe 44, so that the supersaturated steam enters the high-pressure cavity of the warmer 5, and is further evaporated at high temperature in the high-pressure cavity of the warmer 5 to form higher-pressure dry steam, so that the temperature inside the warmer 5 is higher. By heating the preheated steam, the energy consumption of the warmer 5 can be reduced.

[0048] The outlet of the denitrification tower 6 is connected to a condensation discharge pipe 9, and a reflux pipe 91 is provided at the lower end of the condensation discharge pipe 9. The bottom of the denitrification tower 6 is connected to the reflux pipe 91, and one end of the reflux pipe 91 is connected to the acid water collection tank 8. The acid water collection tank 8 is connected to the inlet end of the heat exchange pipe 42 through the second pump body 81. After thermal decomposition, NH4HSo4 forms ammonia and sulfuric acid. Ammonia has a low boiling point and is discharged together with the purified tail gas, while sulfuric acid has a high boiling point and flows downward in a liquid state, flowing downward in the denitrification tower 6. The acidic substances enter the acid water collection tank 8 and enter the acid water collection tank 8 through the reflux pipe 91 at the lower end of the condensation discharge pipe 9. The acidic substances stored in the acid water collection tank 8 can be pumped out by the second pump body 81 and then enter the heat exchange tube 42. Seawater is alkaline. During the heat exchange process, alkaline scale will inevitably form in the heat exchange tube 42. By returning the collected acidic substances to the heat exchange tube 42, the alkaline scale in the heat exchange tube 42 can be decomposed, the acidic substances can be recycled, and the acid and alkali can be neutralized at the same time, reducing pollution.

[0049] A blowing port is provided on the lower side of the blowing strip 622, and one end of the blowing strip 622 is connected to the central shaft 64. The blowing strip 622 is rotatably connected to one end of the central shaft 64 with a rotary joint 621. The rotary joint 621 is rotatably sleeved outside the central shaft 64, and one side of the rotary joint 621 is fixedly connected to a second steam release pipe 53. One end of the second steam release pipe 53 is communicated with the high-pressure cavity of the warmer 5. The blowing strip 622 can rotate with the central shaft 64 to comprehensively blow and clean the denitrification catalyst 61.

[0050] One end of the blowing strip 622 away from the central axis 64 is fixedly connected to a swivel 623, and the swivel 623 is rotatably arranged in the denitrification tower 6, and a gear ring 624 is provided on the outer cover of the swivel 623, and one side of the gear ring 624 is meshed with a driving gear 625, and the driving gear 625 is transmission-connected to the motor 627; the blowing strip 622 can also rotate under the drive of the motor 627, and the dual drive guarantee makes the operation of the blowing strip 622 more stable.

[0051] An injection head 63 is provided in the denitration tower 6. The injection head 63 is located above the denitration catalyst 61 and is fixedly connected to a central shaft 64.

[0052] The upper end of the central shaft 64 passes through the denitrification tower 6 and is connected to the steam power mechanism 65. The steam power mechanism 65 includes a steam wheel 653. The structure of the steam wheel 653 is as follows: Figure 6 As shown in , it is composed of a volute, an impeller and a shaft. The steam passing through it will drive the impeller to rotate. The output shaft of the steam-driven wheel 653 is connected to the transmission gear 652, and the transmission gear 652 is meshed with the driven gear 651. The driven gear 651 is fixedly sleeved on the central shaft 64. The steam inlet of the steam-driven wheel 653 is connected to the high-pressure cavity of the warmer 5 through the first steam release pipe 52; the steam entering the steam-driven wheel 653 will drive the impeller therein to rotate, and then drive the central shaft 64 to rotate synchronously, so that the injection head 63 can spray during rotation, thereby realizing uniform injection of the reducing agent. By utilizing steam, more energy is saved.

[0053] The center shaft 64 is hollow, and the steam outlet of the steam impeller 653 is connected to the inner cavity of the center shaft 64, which is in turn connected to the injection head 63. The reducing agent can enter the injection head 63 through the center shaft 64. The center shaft 64 is connected to the reducing agent input pipe via a rotary joint, thereby supplying the reducing agent during rotation.

[0054] The steam in the steam wheel 653 can be mixed into the central shaft 64 while being discharged, thereby increasing the injection power of the reducing agent flow.

[0055] Fin structures are evenly and vertically arranged on both the inner and outer side walls of the inner tube 54;

[0056] The electric heating tube 51 is spirally arranged in the high-pressure cavity of the temperature increaser 5; this structure can improve the temperature increase efficiency.

[0057] Working principle: exhaust gas enters cooler 4 from ship exhaust pipe 11, and after being cooled by cooler 4, exhaust gas enters desulfurization tower 1. Seawater is transported to spray head 2 through seawater supply pipe 3, and the exhaust gas in desulfurization tower 1 is sprayed, adsorbed and purified.

[0058] After desulfurization, the exhaust gas passes through the warmer 5 and enters the denitrification tower 6. In the denitrification tower 6, the exhaust gas is subjected to the combined action of the denitrification catalyst 61 and the reducing agent sprayed from the injection head 63 to cause a catalytic surface chemical reaction, reducing nitrogen oxides into nitrogen and water, thereby achieving desulfurization.

[0059] During the above process, since the temperature of the exhaust gas after desulfurization in the desulfurization tower 1 drops, NH4HSo4 with high viscosity will be generated when entering the denitration tower 6. This will adhere to the channel of the denitration catalyst 61 for a long time, blocking the denitration catalyst 61 and preventing the exhaust gas from flowing normally. Therefore, a warmer 5 is added. The electric heating tube 51 in the warmer 5 can heat the exhaust gas before entering the desulfurization tower 1, thereby increasing the exhaust gas temperature. A high temperature exceeding 200°C will decompose NH4HSo4, thereby reducing the generation of NH4HSo4 and preventing the channel of the denitration catalyst 61 from being blocked.

[0060] For the NH4HSo4 that has not been completely decomposed, a blowing mechanism 62 is also provided. The warmer 5 can not only use steam to heat the exhaust gas, but also release the high-temperature steam directly from the second steam release pipe 53 to the blowing strip 622 in the blowing mechanism 62. The blowing strip 622 is used to directly blow the channel of the denitration catalyst 61 to remove the NH4HSo4 attached therein. It has both the effect of high-temperature decomposition of NH4HSo4 and the physical removal effect of the kinetic energy of the high-temperature steam injection. Under the dual effect, NH4HSo4 can be removed more thoroughly, and the channel of the denitration catalyst 61 can be prevented from being blocked, so that the combined emission reduction device can also be used for ship exhaust emission reduction at lower temperatures, and has a wider applicability.

Claims

1. A combined desulfurization and denitrification emission reduction device for ship diesel engine exhaust, comprising a desulfurization tower (1) and a denitrification tower (6) connected to each other, wherein a denitrification catalyst (61) is provided in the denitrification tower (6), characterized in that: The desulfurization tower (1) and the denitration tower (6) are connected via a temperature increaser (5); The temperature increaser (5) comprises an outer tube (55) and an inner tube (54), the two ends of the inner tube (54) are respectively connected to the outlet of the desulfurization tower (1) and the inlet of the denitrification tower (6), and the outer tube (55) is sleeved outside the inner tube (54), and a high-pressure cavity capable of storing steam is provided between the outer tube (55) and the inner tube, and an electric heating tube (51) is provided in the high-pressure cavity; The denitration tower (6) is provided with a spray mechanism (62), the spray mechanism (62) comprising a spray bar (622) provided above the denitration catalyst (61), the spray bar (622) being rotatably provided in the denitration tower (6), and the spray bar (622) being connected to the high-pressure cavity via a second steam release pipe (53); The air inlet of the desulfurization tower (1) is connected to a cooler (4), and the cooler (4) includes staggered guide plates (41) and a plurality of heat exchange tubes (42) running through the guide plates (41). The staggered guide plates (41) block the inner cavity of the cooler (4) to form a tortuous channel, one end of which is connected to the ship exhaust pipe (11), and the other end of which is connected to the air inlet of the desulfurization tower (1); one end of the heat exchange tube (42) is connected to the seawater supply pipe (3) through a flow limiting valve (43), and the other end of the heat exchange tube (42) is connected to a seawater recovery tank (7), and the seawater recovery tank (7) is connected to the seawater supply pipe (3) through a first pump body (71); A steam pipe (44) is vertically connected to the upper side of the heat exchange tube (42), and one end of the steam pipe (44) away from the heat exchange tube (42) is connected to the high-pressure cavity of the temperature increaser (5) through a suction pump (10); The air outlet of the denitrification tower (6) is connected to a condensation discharge pipe (9), the lower end of the condensation discharge pipe (9) is provided with a reflux pipe (91), the bottom of the denitrification tower (6) is connected to the reflux pipe (91), and one end of the reflux pipe (91) is connected to an acid water collection tank (8), and the acid water collection tank (8) is connected to the inlet end of the heat exchange pipe (42) through a second pump body (81).

2. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 1, characterized in that: A spray head (2) is provided in the desulfurization tower (1), and the spray head (2) is connected to a seawater supply pipe (3).

3. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 1, characterized in that: A blowing port is provided on the lower side of the blowing strip (622), and one end of the blowing strip (622) is connected to the central shaft (64). One end of the blowing strip (622) corresponding to the central shaft (64) is rotatably connected to a rotary joint (621). The rotary joint (621) is rotatably sleeved outside the central shaft (64), and one side of the rotary joint (621) is fixedly connected to a second steam release pipe (53). One end of the second steam release pipe (53) is connected to the high-pressure cavity of the warmer (5).

4. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 1, characterized in that: One end of the spray bar (622) away from the central axis (64) is fixedly connected to a rotating ring (623), the rotating ring (623) is rotatably arranged in the denitrification tower (6), and a gear ring (624) is provided on the outer shell of the rotating ring (623), one side of the gear ring (624) is meshedly connected to a driving gear (625), and the driving gear (625) is transmission-connected to a motor (627).

5. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 1, characterized in that: The denitration tower (6) is provided with an injection head (63), the injection head (63) is located above the denitration catalyst (61), and the injection head (63) is fixedly connected to a central shaft (64); The upper end of the central shaft (64) passes through the denitrification tower (6) and is connected to a steam power mechanism (65). The steam power mechanism (65) includes a steam wheel (653). The output shaft of the steam wheel (653) is connected to a transmission gear (652). The transmission gear (652) is meshed with a driven gear (651). The driven gear (651) is fixedly sleeved on the central shaft (64). The steam inlet of the steam wheel (653) is connected to the high-pressure cavity of the warmer (5) through the first steam release pipe (52).

6. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 5, characterized in that: The center of the central shaft (64) is a hollow structure, and the steam outlet of the steam-driven wheel (653) is connected to the inner cavity of the central shaft (64), and the inner cavity of the central shaft (64) is connected to the injection head (63).

7. The combined desulfurization and denitrification emission reduction device for marine diesel engine exhaust according to claim 1, characterized in that: Fin structures are evenly and vertically arranged on both inner and outer side walls of the inner tube (54); The electric heating tube (51) is spirally arranged in the high-pressure cavity of the temperature increaser (5).

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