A ship decarbonization compression liquefaction system driven by waste heat and its control method

Abstract

The present application relates to a ship decarbonization compression and liquefaction system driven by waste heat and a control method thereof. A ship decarbonization compression and liquefaction system driven by waste heat includes a working fluid heat exchange mechanism, a working fluid circulation mechanism, a carbon dioxide compression and liquefaction mechanism and a refrigerant heat exchange mechanism. The working fluid heat exchange mechanism is respectively connected to the diesel engine exhaust gas pipeline and the working fluid circulation mechanism, the working fluid circulation mechanism is respectively connected to the carbon dioxide compression and liquefaction mechanism and the refrigerant heat exchange mechanism, and the carbon dioxide compression and liquefaction mechanism is connected to the refrigerant heat exchange mechanism, so that the compressed carbon dioxide is liquefied into liquid carbon dioxide for storage after the compressed refrigerant undergoes heat exchange. The waste heat of ship exhaust is fully utilized to avoid excessive consumption of electric energy, and efficient energy conversion driven by waste heat is realized, thereby greatly reducing carbon dioxide emissions and system energy consumption, making the entire decarbonization compression and liquefaction process more energy-saving and environmentally friendly, and having the advantages of both high efficiency and sustainability.

Description

Technical Field

[0001] The present invention relates to the technical field of a ship decarbonization compression liquefaction system driven by waste heat, and in particular to a ship decarbonization compression liquefaction system driven by waste heat and a control method thereof. Background Art

[0002] At present, after capturing carbon dioxide gas, the ship decarbonization system must compress and liquefy it for easy storage. However, the power consumption of carbon dioxide compressors and refrigerators is very large. It takes about 250KWh of electricity to compress and liquefy each ton of carbon dioxide, which puts a huge burden on the ship's power supply system. It is neither energy-saving nor environmentally friendly. Because for every 1KWh of electricity generated by the ship, an additional 622 grams of carbon dioxide will be emitted, which means that for every ton of carbon dioxide captured, an additional 0.16 tons of carbon dioxide will be emitted, resulting in a reduction in capture efficiency of about 15%;

[0003] The existing ship decarbonization compression liquefaction system uses an electric motor to drive the compressor, which consumes a lot of electricity and emits a large amount of carbon dioxide, which is neither economical nor environmentally friendly. Summary of the invention

[0004] In order to solve the problem that the existing ship decarbonization compression liquefaction system relies on electric energy to drive the compressor, resulting in high energy consumption and large amounts of carbon dioxide emissions, which is neither economical nor environmentally friendly, the present application provides a ship decarbonization compression liquefaction system driven by waste heat and a control method thereof.

[0005] A ship decarbonization compression and liquefaction system driven by waste heat, the ship decarbonization compression and liquefaction system driven by waste heat comprises a working fluid heat exchange mechanism, a working fluid circulation mechanism, a carbon dioxide compression and liquefaction mechanism and a refrigerant heat exchange mechanism, the working fluid heat exchange mechanism is respectively connected to a diesel engine exhaust gas pipeline and the working fluid circulation mechanism, so that the exhaust gas discharged through the diesel engine exhaust gas pipeline is used to perform heat exchange with the working fluid in the working fluid circulation mechanism, the working fluid circulation mechanism is respectively connected to the carbon dioxide compression and liquefaction mechanism and the refrigerant heat exchange mechanism, so that the energy of the working fluid after heat exchange is converted, on the one hand, the carbon dioxide in the carbon dioxide compression and liquefaction mechanism is compressed to generate compressed carbon dioxide, and on the other hand, the refrigerant in the refrigerant heat exchange mechanism is compressed to generate compressed refrigerant, the carbon dioxide compression and liquefaction mechanism is connected to the refrigerant heat exchange mechanism, so that after the compressed carbon dioxide is heat exchanged with the compressed refrigerant, the compressed carbon dioxide is liquefied into liquid carbon dioxide for storage.

[0006] By adopting the above technical solution, the system introduces the high-temperature exhaust gas discharged into the working fluid heat exchange mechanism through the diesel engine exhaust gas pipeline, so that the working fluid in the working fluid circulation mechanism absorbs the heat of the exhaust gas and heats it to a high-temperature and high-pressure state, and uses the high-temperature and high-pressure working fluid to drive the compression end of the carbon dioxide compression and liquefaction mechanism and the refrigerant heat exchange mechanism to work. Specifically, the working fluid energy is divided into two parts, one part is used to compress carbon dioxide to generate high-pressure compressed carbon dioxide, and the other part is used to compress refrigerant to generate high-pressure refrigerant. The carbon dioxide compression and liquefaction mechanism is connected to the refrigerant heat exchange mechanism, and the temperature of the compressed carbon dioxide is further reduced through the heat exchange effect of the refrigerant, so that it is condensed into liquid carbon dioxide for easy storage. Through this system, the waste heat of ship exhaust is fully utilized, the excessive consumption of electric energy is avoided, and the efficient energy conversion driven by waste heat is realized, thereby greatly reducing the emission of carbon dioxide and the energy consumption of the system, making the entire decarbonization compression and liquefaction process more energy-saving and environmentally friendly, and having the advantages of both high efficiency and sustainability.

[0007] Preferably, the working fluid circulation mechanism includes a flue gas heat exchange pipeline, a circulation drive component, a carbon dioxide compression drive component and a refrigerant compression drive component, the output end of the circulation drive component is connected to the input end of the flue gas heat exchange pipeline, the output end of the flue gas heat exchange pipeline is connected to the input end of the carbon dioxide compression drive component, the output end of the carbon dioxide compression drive component is connected to the input end of the circulation drive component, the output end of the flue gas heat exchange pipeline is connected to the input end of the refrigerant compression drive component, and the output end of the refrigerant compression drive component is connected to the input end of the circulation drive component.

[0008] By adopting the above technical solution, it is possible to achieve effective transfer of heat from diesel engine exhaust gas through the connection of the flue gas heat exchange pipeline and the circulation drive components, and by driving the carbon dioxide compression and refrigerant compression drive components, the energy of the working fluid can be efficiently utilized, ensuring that the compression process of carbon dioxide and refrigerant proceeds smoothly with low energy consumption, thereby improving the energy utilization rate of the entire system and reducing the energy consumption burden during the ship's decarbonization process.

[0009] Preferably, the circulation drive component includes a working fluid circulation pump, a working fluid expansion tank and a working fluid condenser, the input end of the working fluid condenser is respectively connected to the output end of the carbon dioxide compression drive component and the output end of the refrigerant compression drive component, the output end of the working fluid condenser is connected to the input end of the working fluid circulation pump, the output end of the working fluid circulation pump is connected to the input end of the flue gas heat exchange pipeline, and the pipeline between the output end of the working fluid condenser and the input end of the working fluid circulation pump is interconnected with the working fluid expansion tank.

[0010] By adopting the above technical solution, the temperature regulation and pressure balance of the working fluid in the circulation process can be achieved through the combined structure of the working fluid circulation pump, expansion tank and condenser, ensuring that the working fluid can maintain the best operating conditions under different working conditions, thereby improving the operating efficiency of the system, and ensuring the stability and reliability of the carbon dioxide compression and refrigerant compression processes, thereby improving the working performance of the entire compression and liquefaction system.

[0011] Preferably, the carbon dioxide compression drive component includes a carbon dioxide compressor, which includes a first expansion end and a first compression end, one end of the first expansion end is connected to the output end of the flue gas heat exchange pipeline, and the other end of the first expansion end is connected to the input end of the circulation drive component, and sufficient mechanical energy is generated by the expansion of the working fluid in the first expansion end to drive the first compression end to perform compression.

[0012] By adopting the above technical solution, the mechanical energy generated by the first expansion end in the carbon dioxide compressor can be used to drive the first compression end to complete the compression operation of the carbon dioxide, thereby making full use of the energy released during the expansion process, so that the compression process no longer relies on external electric energy, thereby improving the energy efficiency of the system, reducing the energy consumption of carbon dioxide compression, and improving the overall operating efficiency of the carbon dioxide compression and liquefaction system.

[0013] Preferably, the carbon dioxide compression and liquefaction mechanism includes a carbon dioxide dryer and a carbon dioxide heat exchange pipeline, one end of the first compression end is connected to a decomposition tower for providing gaseous carbon dioxide, the other end of the first compression end is connected to an input end of the carbon dioxide dryer, the output end of the carbon dioxide dryer is connected to an input end of the carbon dioxide heat exchange pipeline, the output end of the carbon dioxide heat exchange pipeline is connected to a liquid carbon dioxide storage tank, and the carbon dioxide heat exchange pipeline is connected to the refrigerant heat exchange mechanism to exchange heat with the refrigerant in the refrigerant heat exchange mechanism.

[0014] By adopting the above technical solution, the combination of the carbon dioxide dryer and the heat exchange pipeline can ensure that the compressed carbon dioxide can fully remove moisture and other impurities during the liquefaction process, and then through heat exchange with the refrigerant, the compressed carbon dioxide can be quickly cooled and liquefied, ensuring that the carbon dioxide liquefaction efficiency is high and the quality is pure, thereby improving the safety and stability of carbon dioxide storage.

[0015] Preferably, the refrigerant compression drive component includes a refrigerant compressor, and the refrigerant compressor includes a second expansion end and a second compression end, one end of the second expansion end is connected to the output end of the flue gas heat exchange pipeline, and the other end of the second expansion end is connected to the input end of the circulation drive component, and sufficient mechanical energy is generated by the expansion of the working fluid in the second expansion end to drive the second compression end to perform compression.

[0016] By adopting the above technical solution, the mechanical energy released by the second expansion end of the refrigerant compressor can be used to drive the second compression end to compress the refrigerant, thereby fully utilizing the energy generated during the expansion process to achieve refrigerant compression. At the same time, the energy consumption of the compression process is reduced, and the compression efficiency of the refrigerant is improved, so that the system can achieve efficient refrigeration without relying on external electric energy.

[0017] Preferably, the refrigerant heat exchange mechanism includes a liquid reservoir, a refrigerant condenser and an evaporator, one end of the second compression end is connected to the input end of the evaporator, the output end of the evaporator is connected to the input end of the refrigerant condenser, the output end of the refrigerant condenser is connected to the other end of the second compression end, and a pipeline between one end of the second compression end and the input end of the evaporator is interconnected with the liquid reservoir.

[0018] By adopting the above technical scheme, the temperature regulation and heat exchange efficiency of the refrigerant in the circulation process can be ensured through the combined structure of the liquid receiver, condenser and evaporator, especially the connection structure between the compression end and the evaporator, which can ensure that the refrigerant is quickly condensed and liquefied after compression, thereby improving the heat exchange efficiency and condensation effect of the refrigerant and ensuring the operating stability and reliability of the system.

[0019] Preferably, the working fluid heat exchange mechanism includes a rich liquid heat exchange component and a flue gas heat exchange component, the input end of the rich liquid heat exchange component is connected to the diesel engine exhaust pipe, and the output end of the rich liquid heat exchange component is connected to the input end of the flue gas heat exchange component, the rich liquid heat exchange component is used to cool the exhaust gas output from the diesel engine exhaust pipe to the corresponding preheated exhaust gas, the flue gas heat exchange pipeline is arranged on the inner side of the flue gas heat exchange component to exchange heat with the working fluid in the heat exchange pipeline through the preheated exhaust gas, and the output end of the flue gas heat exchange component is used to discharge the preheated exhaust gas after heat exchange.

[0020] By adopting the above technical scheme, the heat of diesel engine exhaust gas can be effectively utilized through the combined structure of rich liquid heat exchange components and flue gas heat exchange components, and the thermal energy in the exhaust gas can be converted into the thermal energy of the working fluid, so that the working fluid can efficiently absorb the heat of the exhaust gas and achieve efficient heating of the working fluid, thereby improving the energy utilization efficiency of the working fluid in the subsequent compression and heat exchange process and improving the energy-saving effect of the entire system.

[0021] Preferably, the working medium heat exchange mechanism further comprises a booster fan, one end of the booster fan is connected to the diesel engine exhaust pipeline, and the other end of the booster fan is connected to the input end of the rich liquid heat exchange component.

[0022] By adopting the above technical solution, the flow speed and pressure of the exhaust gas can be effectively improved through the design of the booster fan, so that the exhaust gas can quickly transfer heat when entering the rich liquid heat exchange component, thereby improving the heating efficiency of the working fluid, ensuring that the working fluid can fully absorb the heat in the exhaust gas during the heat exchange process, thereby improving the heat exchange efficiency of the entire system and the utilization rate of the working fluid.

[0023] A control method for a ship decarbonization compression liquefaction system driven by waste heat is applied to a ship decarbonization compression liquefaction system driven by waste heat, and the control method comprises:

[0024] Obtaining a diesel engine exhaust gas temperature value, determining whether the diesel engine exhaust gas temperature value is greater than a determined first preset temperature value, and if so, executing a rich liquid heat exchange process, and if not, closing the rich liquid heat exchange process;

[0025] Acquire a working fluid temperature value, and determine a preset interval within which the working fluid temperature value falls, wherein the preset interval includes at least a first preset temperature interval and a second preset temperature interval, and a maximum value of the first preset temperature interval is less than or equal to a minimum value of the second preset temperature interval;

[0026] According to the preset interval, determining the operating frequency parameters of the working medium circulation pump in the working medium circulation mechanism, and determining the operating start and stop state parameters of the working medium condenser in the working medium circulation mechanism;

[0027] According to the operating frequency parameter, a first control parameter of a refrigerant condenser in the refrigerant heat exchange mechanism is determined, and a second control parameter of an evaporator in the refrigerant heat exchange mechanism is determined.

[0028] By adopting the above technical scheme, it is possible to detect and control the diesel engine exhaust temperature and the working fluid temperature, realize dynamic adjustment of the working fluid circulation pump and condenser in the system, ensure the operating stability of the working fluid in different temperature ranges, and at the same time, by adjusting the control parameters of the refrigerant condenser and evaporator, make the compression and liquefaction process of the refrigerant and carbon dioxide more efficient, ensure that the entire system maintains the best working state under different working conditions, thereby improving the overall operating efficiency of the compression and liquefaction system.

[0029] In summary, the present application includes at least one of the following beneficial technical effects:

[0030] The system introduces the high-temperature exhaust gas discharged into the working fluid heat exchange mechanism through the diesel engine exhaust gas pipeline, so that the working fluid in the working fluid circulation mechanism absorbs the heat of the exhaust gas and heats it to a high-temperature and high-pressure state, and uses the high-temperature and high-pressure working fluid to drive the compression end of the carbon dioxide compression and liquefaction mechanism and the refrigerant heat exchange mechanism to work. Specifically, the working fluid energy is divided into two parts, one part is used to compress carbon dioxide to generate high-pressure compressed carbon dioxide, and the other part is used to compress refrigerant to generate high-pressure refrigerant. The carbon dioxide compression and liquefaction mechanism is connected to the refrigerant heat exchange mechanism, and the temperature of the compressed carbon dioxide is further reduced through the heat exchange effect of the refrigerant, so that it is condensed into liquid carbon dioxide for easy storage. Through this system, the waste heat of ship exhaust is fully utilized, the excessive consumption of electrical energy is avoided, and the efficient energy conversion driven by waste heat is realized, thereby greatly reducing the emission of carbon dioxide and the energy consumption of the system, making the entire decarbonization compression and liquefaction process more energy-saving and environmentally friendly, and having the advantages of both high efficiency and sustainability. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a flow chart of a ship decarbonization compression liquefaction system driven by waste heat in one embodiment of the present application.

[0032] Figure 2 This is a schematic diagram of the specific structure of a ship decarbonization compression liquefaction system driven by waste heat in one embodiment of the present application;

[0033] Figure 3 It is a flow chart of a control method of a ship decarbonization compression liquefaction system driven by waste heat in one embodiment of the present application.

[0034] Explanation of the reference numerals in the accompanying drawings: 1. working fluid heat exchange mechanism; 11. rich liquid heat exchange component; 12. flue gas heat exchange component; 13. booster fan; 2. working fluid circulation mechanism; 21. flue gas heat exchange pipeline; 22. circulation drive component; 221. working fluid circulation pump; 222. working fluid expansion tank; 223. working fluid condenser; 231. carbon dioxide compressor; 2311. first expansion end; 2312. first compression end; 241. refrigerant compressor; 2411. second expansion end; 2412. second compression end; 3. carbon dioxide compression and liquefaction mechanism; 31. carbon dioxide dryer; 32. carbon dioxide heat exchange pipeline; 4. refrigerant heat exchange mechanism; 41. liquid storage tank; 42. refrigerant condenser; 43. evaporator. DETAILED DESCRIPTION

[0035] The present application is further described in detail below in conjunction with the accompanying drawings.

[0036] In one embodiment, if Figure 1As shown, the present application discloses a ship decarbonization compression and liquefaction system driven by waste heat, the ship decarbonization compression and liquefaction system driven by waste heat comprises a working fluid heat exchange mechanism 1, a working fluid circulation mechanism 2, a carbon dioxide compression and liquefaction mechanism 3 and a refrigerant heat exchange mechanism 4, the working fluid heat exchange mechanism 1 is respectively connected to the diesel engine exhaust gas pipeline and the working fluid circulation mechanism 2, so that the exhaust gas discharged from the diesel engine exhaust gas pipeline is used to perform heat exchange with the working fluid in the working fluid circulation mechanism 2, the working fluid circulation mechanism 2 is respectively connected to the carbon dioxide compression and liquefaction mechanism 3 and the refrigerant heat exchange mechanism 4, so that by converting the energy of the working fluid after heat exchange, on the one hand, the carbon dioxide in the carbon dioxide compression and liquefaction mechanism 3 is compressed to generate compressed carbon dioxide, and on the other hand, the refrigerant in the refrigerant heat exchange mechanism 4 is compressed to generate compressed refrigerant, the carbon dioxide compression and liquefaction mechanism 3 is connected to the refrigerant heat exchange mechanism 4, so that after the compressed carbon dioxide is heat exchanged with the compressed refrigerant, the compressed carbon dioxide is liquefied into liquid carbon dioxide for storage.

[0037] In this embodiment, in the system, the port connection relationship between each module reflects the continuity and logic of energy transfer and system operation. The working fluid heat exchange mechanism 1 is first connected to the diesel engine exhaust pipeline, and the heat of the exhaust gas is used to heat the working fluid in the working fluid circulation mechanism 2, so that the working fluid temperature rises to a high temperature and high pressure state. The heated working fluid passes through the working fluid circulation mechanism 2, and on the one hand, it is connected to the carbon dioxide compression and liquefaction mechanism 3, driving the carbon dioxide compression end to compress and generate high-pressure carbon dioxide; on the other hand, the working fluid is connected to the refrigerant heat exchange mechanism 4 through the working fluid circulation mechanism 2, driving the refrigerant compression end to compress and generate high-pressure refrigerant. The carbon dioxide compression and liquefaction mechanism 3 and the refrigerant heat exchange mechanism 4 are interconnected, and the compressed carbon dioxide is further heat exchanged through the refrigerant heat exchange mechanism 4, so that its temperature is reduced and liquefied into liquid carbon dioxide. This connection relationship and control logic realize the efficient utilization of waste heat, and the compression and liquefaction process of carbon dioxide and refrigerant is promoted through the high temperature and high pressure state of the working fluid. In terms of control logic, the operation of each module is dynamically adjusted according to the changes in the working fluid temperature and pressure, thereby ensuring the stability and efficiency of the system under different working conditions. The expansion and heat exchange of the working fluid play a core role in each module. The mechanical energy generated by the expansion drives the compression process, and the heat exchange regulates the temperature of carbon dioxide and refrigerant, so that they are finally liquefied and stored, realizing an energy-saving and efficient ship decarbonization system.

[0038] Furthermore, the "working fluid" mentioned in this technical solution generally refers to the organic working fluid used in the organic Rankine cycle (ORC). This working fluid generally has the characteristics of low boiling point and high vapor pressure, which enables it to vaporize at a lower temperature and produce a higher pressure. Common organic working fluids include refrigerants such as ethanol, isobutane, R245fa, and R134a. Due to their low boiling points, these working fluids can efficiently vaporize and condense in the waste heat-driven thermodynamic cycle, thereby converting waste heat into mechanical energy; in this technical solution, the working fluid is heated to a high temperature and high pressure state through a rich liquid heat exchanger and a working fluid heat exchanger, and then expands to drive the compressor to do work. Therefore, the working fluid here may specifically be a certain refrigerant or a low-boiling point organic substance, which is suitable for efficient heat transfer and work at a lower temperature.

[0039] In summary, the system introduces the high-temperature exhaust gas discharged into the working fluid heat exchange mechanism 1 through the diesel engine exhaust gas pipeline, so that the working fluid in the working fluid circulation mechanism 2 absorbs the heat of the exhaust gas and heats it to a high-temperature and high-pressure state, and uses the high-temperature and high-pressure working fluid to drive the compression end of the carbon dioxide compression and liquefaction mechanism 3 and the refrigerant heat exchange mechanism 4 to work. Specifically, the working fluid energy is divided into two parts, one part is used to compress carbon dioxide to generate high-pressure compressed carbon dioxide, and the other part is used to compress refrigerant to generate high-pressure refrigerant. The carbon dioxide compression and liquefaction mechanism 3 is connected to the refrigerant heat exchange mechanism 4, and the temperature of the compressed carbon dioxide is further reduced through the heat exchange effect of the refrigerant, so that it is condensed into liquid carbon dioxide for easy storage. Through this system, the waste heat of ship exhaust is fully utilized, the excessive consumption of electric energy is avoided, and the efficient energy conversion driven by waste heat is realized, thereby greatly reducing the emission of carbon dioxide and the energy consumption of the system, making the entire decarbonization compression and liquefaction process more energy-saving and environmentally friendly, and having the advantages of both high efficiency and sustainability.

[0040] Further, such as Figure 2 As shown, the working fluid circulation mechanism 2 includes a flue gas heat exchange pipeline 21, a circulation drive component 22, a carbon dioxide compression drive component and a refrigerant compression drive component. The output end of the circulation drive component 22 is connected to the input end of the flue gas heat exchange pipeline 21, the output end of the flue gas heat exchange pipeline 21 is connected to the input end of the carbon dioxide compression drive component, the output end of the carbon dioxide compression drive component is connected to the input end of the circulation drive component 22, the output end of the flue gas heat exchange pipeline 21 is connected to the input end of the refrigerant compression drive component, and the output end of the refrigerant compression drive component is connected to the input end of the circulation drive component 22.

[0041] In this embodiment, in the system, the working medium circulation mechanism 2 is interconnected through the flue gas heat exchange pipeline 21, the circulation drive component 22, the carbon dioxide compression drive component and the refrigerant compression drive component, forming a complete energy transfer and circulation path. First, the output end of the circulation drive component 22 is connected to the input end of the flue gas heat exchange pipeline 21, which means that the working medium enters the flue gas heat exchange pipeline 21 under the drive of the circulation drive component 22 and is heated by absorbing heat from the diesel engine exhaust gas. The heated working medium flows from the output end of the flue gas heat exchange pipeline 21 to the carbon dioxide compression drive component and the refrigerant compression drive component, respectively, to provide energy to drive these compression components to perform compression work. In the carbon dioxide compression drive component, the high temperature and high pressure state of the working medium causes it to expand, and the mechanical energy generated drives the compression end to complete the compression operation of carbon dioxide. The same logic also applies to the refrigerant compression drive component, and the working medium expands to drive the compression of the refrigerant. Then, the output ends of the carbon dioxide compression drive component and the refrigerant compression drive component are connected back to the input end of the circulation drive component 22. Such a closed-loop design ensures that after the working fluid is compressed, it can enter the circulation drive component 22 again after cooling or condensation for a new round of circulation. This connection relationship ensures the continuous circulation of the working fluid in the system and the efficient use of energy. In terms of control logic, the working fluid absorbs the heat of the exhaust gas through the heat exchange pipeline, and then drives each compression component through expansion, and finally returns to the drive cycle, thereby achieving energy saving and efficient operation of the system. Throughout the process, the temperature and pressure changes of the working fluid are the key to system control, ensuring that each compression component operates efficiently at an appropriate energy level.

[0042] In summary, by connecting the flue gas heat exchange pipeline 21 and the circulation drive component 22, the effective transfer of heat from the diesel engine exhaust gas can be achieved, and by driving the carbon dioxide compression and refrigerant compression drive components, the energy of the working fluid can be efficiently utilized, ensuring that the compression process of carbon dioxide and refrigerant proceeds smoothly with low energy consumption, thereby improving the energy utilization rate of the entire system and reducing the energy consumption burden during the ship's decarbonization process.

[0043] Further, such as Figure 2 As shown, the circulation drive component 22 includes a working fluid circulation pump 221, a working fluid expansion tank 222 and a working fluid condenser 223, the input end of the working fluid condenser 223 is respectively connected to the output end of the carbon dioxide compression drive component and the output end of the refrigerant compression drive component, the output end of the working fluid condenser 223 is connected to the input end of the working fluid circulation pump 221, the output end of the working fluid circulation pump 221 is connected to the input end of the flue gas heat exchange pipeline 21, and the pipeline between the output end of the working fluid condenser 223 and the input end of the working fluid circulation pump 221 is interconnected with the working fluid expansion tank 222.

[0044] In this embodiment, in the system, the circulation drive component 22 is composed of a working medium circulation pump 221, a working medium expansion tank 222 and a working medium condenser 223. The port connection relationship of each module ensures the efficient circulation and energy transfer of the working medium. The output ends of the carbon dioxide compression drive component and the refrigerant compression drive component are respectively connected to the input end of the working medium condenser 223. After completing the compression drive task, the working medium enters the working medium condenser 223, and is cooled and condensed in the process to ensure that the working medium can be restored to a liquid state. The output end of the working medium condenser 223 is connected to the working medium expansion tank 222 through a pipeline. The working medium expansion tank 222 is used to adjust and store the condensed working medium, and is connected to the input end of the working medium circulation pump 221 to ensure that the expanded working medium can flow smoothly into the working medium circulation pump 221. The output end of the working medium circulation pump 221 is connected to the input end of the flue gas heat exchange pipeline 21, which pushes the working medium to enter the heat exchange process again, absorbs the heat of the exhaust gas, and heats it up and pressurizes it to enter the next round of circulation. The control logic of the whole process is to continuously promote the circulation of the working fluid between the modules through the working fluid circulation pump 221, cool the high-temperature working fluid through the working fluid condenser 223 and adjust the working fluid state through the expansion tank to ensure that the working fluid can complete heat exchange and compression drive operations under appropriate pressure and temperature conditions. This design ensures the maximum energy utilization of the working fluid in the efficient cycle, and at the same time adjusts the state of the working fluid through the condensation and expansion process to ensure the stable operation of the system.

[0045] In summary, the combined structure of the working fluid circulation pump 221, the expansion tank and the condenser can realize temperature regulation and pressure balance of the working fluid during the circulation process, ensuring that the working fluid can maintain optimal operating conditions under different working conditions, thereby improving the operating efficiency of the system, and ensuring the stability and reliability of the carbon dioxide compression and refrigerant compression processes, thereby improving the working performance of the entire compression and liquefaction system.

[0046] Further, such as Figure 2 As shown, the carbon dioxide compression drive component includes a carbon dioxide compressor 231, and the carbon dioxide compressor 231 includes a first expansion end 2311 and a first compression end 2312. One end of the first expansion end 2311 is connected to the output end of the flue gas heat exchange pipeline 21, and the other end of the first expansion end 2311 is connected to the input end of the circulation drive component 22. Sufficient mechanical energy is generated by the expansion of the working fluid in the first expansion end 2311 to drive the first compression end 2312 to perform compression.

[0047] In this embodiment, in the system, the core of the carbon dioxide compression drive component is the carbon dioxide compressor 231, which consists of a first expansion end 2311 and a first compression end 2312. The output end of the flue gas heat exchange pipeline 21 is connected to the first expansion end 2311, which means that the working fluid enters the expansion end of the carbon dioxide compressor 231 after absorbing heat through the heat exchange pipeline and reaching a high temperature and high pressure state. At the expansion end, mechanical energy is released during the expansion of the working fluid, and this part of energy is used to drive the first compression end 2312 of the compressor for compression operation. After expansion, the working fluid flows from the other end of the first expansion end 2311 to the circulation drive component 22 and continues to participate in the circulation process. Through this design, the system can use the energy released when the working fluid expands to drive the compression end to compress carbon dioxide, avoid dependence on external electrical energy, and maximize the use of energy generated by waste heat. At the same time, the low temperature and low pressure state after the working fluid expands can be heated again through the regulation of the subsequent circulation system, thereby forming a continuous energy cycle. The entire logic ensures the efficient use of the working fluid energy, while maintaining the compression process of carbon dioxide, and improving the operating efficiency of the system.

[0048] In summary, the mechanical energy generated by the first expansion end 2311 in the carbon dioxide compressor 231 can drive the first compression end 2312 to complete the compression operation of carbon dioxide, making full use of the energy released in the expansion process, so that the compression process no longer relies on external electric energy, thereby improving the energy efficiency of the system, reducing the energy consumption of carbon dioxide compression, and improving the overall operating efficiency of the carbon dioxide compression and liquefaction system.

[0049] Further, such as Figure 2 As shown, the carbon dioxide compression and liquefaction mechanism 3 includes a carbon dioxide dryer 31 and a carbon dioxide heat exchange pipeline 32, one end of the first compression end 2312 is connected to a decomposition tower for providing gaseous carbon dioxide, the other end of the first compression end 2312 is connected to the input end of the carbon dioxide dryer 31, the output end of the carbon dioxide dryer 31 is connected to the input end of the carbon dioxide heat exchange pipeline 32, the output end of the carbon dioxide heat exchange pipeline 32 is connected to a liquid carbon dioxide storage tank, and the carbon dioxide heat exchange pipeline 32 is connected to the refrigerant heat exchange mechanism 4 to exchange heat with the refrigerant in the refrigerant heat exchange mechanism 4.

[0050] In this embodiment, in the system, each module of the carbon dioxide compression and liquefaction mechanism 3 realizes the compression, drying and liquefaction of carbon dioxide through a reasonable connection relationship. First, one end of the first compression end 2312 is connected to the analysis tower, and the analysis tower provides gaseous carbon dioxide. The compressed carbon dioxide enters the carbon dioxide dryer 31 from the other end of the first compression end 2312. In the dryer, the gaseous carbon dioxide removes moisture and other impurities through the drying process to ensure the purity during subsequent liquefaction. The output end of the carbon dioxide dryer 31 is connected to the carbon dioxide heat exchange pipeline 32, and the gaseous carbon dioxide is further cooled through the heat exchange pipeline. In this process, the carbon dioxide heat exchange pipeline 32 is connected to the refrigerant heat exchange mechanism 4, and the compressed carbon dioxide is further cooled through the heat exchange effect of the refrigerant. The cooled carbon dioxide flows into the liquid carbon dioxide storage tank through the heat exchange pipeline to complete the liquefied storage. The control logic of the whole process is that the gaseous carbon dioxide is gradually reduced in temperature through compression, drying and heat exchange, and finally liquefied through the action of the refrigerant heat exchange mechanism 4, ensuring that the carbon dioxide reaches an appropriate purity and temperature before liquefaction and storage, thereby improving the efficiency and reliability of the system.

[0051] In summary, the combination of the carbon dioxide dryer 31 and the heat exchange pipeline can ensure that the compressed carbon dioxide can fully remove moisture and other impurities during the liquefaction process, and then through heat exchange with the refrigerant, the compressed carbon dioxide can be quickly cooled and liquefied, ensuring that the carbon dioxide liquefaction efficiency is high and the quality is pure, thereby improving the safety and stability of carbon dioxide storage.

[0052] Further, such as Figure 2 As shown, the refrigerant compression drive component includes a refrigerant compressor 241, and the refrigerant compressor 241 includes a second expansion end 2411 and a second compression end 2412. One end of the second expansion end 2411 is connected to the output end of the flue gas heat exchange pipeline 21, and the other end of the second expansion end 2411 is connected to the input end of the circulation drive component 22. Sufficient mechanical energy is generated by the expansion of the working fluid in the second expansion end 2411 to drive the second compression end 2412 to perform compression.

[0053] In this embodiment, in the system, the various ports of the refrigerant compression drive component realize the efficient transmission of the working fluid energy and the compression operation of the refrigerant through reasonable connection. The refrigerant compressor 241 includes a second expansion end 2411 and a second compression end 2412, wherein one end of the second expansion end 2411 is connected to the output end of the flue gas heat exchange pipeline 21, and the working fluid heated by the flue gas heat exchange pipeline 21 enters the second expansion end 2411, and the working fluid releases sufficient mechanical energy during the expansion process to drive the second compression end 2412. The expanded working fluid enters the circulation drive component 22 through the other end of the second expansion end 2411, and continues to participate in the circulation after completing the utilization of the expansion energy. In this process, the mechanical energy generated by the expansion is effectively transmitted to the second compression end 2412, driving the compression end to perform the compression operation of the refrigerant. This design realizes energy conversion through the expansion process of the working fluid, avoids the consumption of additional electric energy, and promotes the compression of the refrigerant through the efficient circulation of the working fluid, so that the entire system can save energy while ensuring efficient refrigeration operation, ensuring the continuous and stable operation of the system.

[0054] To summarize, the mechanical energy released by the second expansion end 2411 of the refrigerant compressor 241 can drive the second compression end 2412 to compress the refrigerant, thereby making full use of the energy generated during the expansion process to realize the compression of the refrigerant. At the same time, the energy consumption of the compression process is reduced, and the compression efficiency of the refrigerant is improved, so that the system can achieve efficient refrigeration without relying on external electric energy.

[0055] Further, such as Figure 2 As shown, the refrigerant heat exchange mechanism 4 includes a liquid reservoir 41, a refrigerant condenser 42 and an evaporator 43, one end of the second compression end 2412 is connected to the input end of the evaporator 43, the output end of the evaporator 43 is connected to the input end of the refrigerant condenser 42, the output end of the refrigerant condenser 42 is connected to the other end of the second compression end 2412, and the pipeline between one end of the second compression end 2412 and the input end of the evaporator 43 is interconnected with the liquid reservoir 41.

[0056] In this embodiment, in the system, the refrigerant heat exchange mechanism 4 is composed of a liquid reservoir 41, a refrigerant condenser 42 and an evaporator 43, and a complete refrigeration cycle path is formed between each module through reasonable port connection. One end of the second compression end 2412 is connected to the input end of the evaporator 43, and the compressed refrigerant enters the evaporator 43 from the compression end, and a phase change occurs in the evaporator 43, absorbing heat and lowering the temperature to form a low-temperature and low-pressure gaseous refrigerant. The output end of the evaporator 43 is connected to the input end of the refrigerant condenser 42, and the gaseous refrigerant enters the condenser, and is further cooled and condensed into a liquid state through heat exchange in the condenser. The condensed liquid refrigerant flows back from the output end of the refrigerant condenser 42 to the other end of the second compression end 2412, and continues to circulate and compress. At the same time, the pipeline between one end of the second compression end 2412 and the input end of the evaporator 43 is connected to the liquid reservoir 41, and the liquid reservoir 41 is used to store the condensed refrigerant to ensure that there is enough liquid refrigerant for circulation during the operation of the system. Through this connection relationship, the refrigerant realizes a complete thermodynamic cycle during the compression, evaporation and condensation process. The control logic ensures the effective cooling and phase change of the refrigerant through the linkage operation of the compression end, condenser and evaporator 43, maintains the efficient refrigeration capacity of the system, and ensures the stability of the system under different working conditions.

[0057] Furthermore, only high-temperature and high-pressure organic working fluids can drive the first expansion end 2311 and the second expansion end 2411, because the expansion end of the compressor relies on the expansion of the working fluid to generate sufficient mechanical energy to drive the compression end to compress. If the temperature and pressure of the working fluid are insufficient, it cannot release enough energy during its expansion, and the expansion end cannot provide enough power to drive the compression end to work. In the organic Rankine cycle (ORC) system, high-temperature and high-pressure working fluids can generate greater mechanical energy through expansion, which is the key to driving the compressor or other equipment to work. The energy released by the expanded organic working fluid depends on its initial temperature and pressure conditions. If the working fluid does not reach a sufficiently high temperature and pressure, the energy released during expansion is insufficient and the compressor cannot be effectively driven.

[0058] In summary, the combined structure of the liquid storage tank 41, the condenser and the evaporator 43 can ensure the temperature regulation and heat exchange efficiency of the refrigerant during the circulation process, especially the connection structure between the compression end and the evaporator 43, which can ensure that the refrigerant is quickly condensed and liquefied after compression, thereby improving the heat exchange efficiency and condensation effect of the refrigerant and ensuring the operating stability and reliability of the system.

[0059] Further, such as Figure 2As shown, the working fluid heat exchange mechanism 1 includes a rich liquid heat exchange component 11 and a flue gas heat exchange component 12, the input end of the rich liquid heat exchange component 11 is connected to the diesel engine exhaust pipe, and the output end of the rich liquid heat exchange component 11 is connected to the input end of the flue gas heat exchange component 12, the rich liquid heat exchange component 11 is used to cool the exhaust gas output from the diesel engine exhaust pipe to the corresponding preheated exhaust gas, the flue gas heat exchange pipeline 21 is arranged on the inner side of the flue gas heat exchange component 12, so as to exchange heat with the working fluid in the heat exchange pipeline through the preheated exhaust gas, and the output end of the flue gas heat exchange component 12 is used to discharge the preheated exhaust gas after heat exchange.

[0060] In this embodiment, in the system, the working fluid heat exchange mechanism 1 includes a rich liquid heat exchange component 11 and a flue gas heat exchange component 12, and the connection relationship between the various ports ensures full utilization of the heat energy of the exhaust gas. First, the input end of the rich liquid heat exchange component 11 is connected to the exhaust gas pipeline of the diesel engine, and the exhaust gas enters the rich liquid heat exchange component 11 after being discharged from the diesel engine. Through the heat exchange process, the temperature of the exhaust gas is reduced to a preset preheating state. The output end of the rich liquid heat exchange component 11 is connected to the input end of the flue gas heat exchange component 12, and the preheated exhaust gas enters the flue gas heat exchange component 12 from the rich liquid heat exchange component 11. In the flue gas heat exchange component 12, the preheated exhaust gas is used to perform secondary heat exchange on the working fluid in the flue gas heat exchange pipeline 21. The working fluid absorbs the waste heat of the exhaust gas through the pipeline, so that its temperature is further increased, thereby providing sufficient heat energy support for the subsequent compression and expansion process. The output end of the flue gas heat exchange component 12 is responsible for discharging the preheated exhaust gas after heat exchange to ensure that the exhaust gas emission process in the system proceeds smoothly. The control relationship of the entire logic lies in that the thermal energy of the exhaust gas is maximized through the two-stage heat exchange process, and the working fluid obtains a high-temperature state after rich liquid heat exchange and flue gas heat exchange, thereby realizing efficient energy transfer and conversion. At the same time, the exhaust gas temperature is effectively controlled to avoid energy waste.

[0061] In summary, the combined structure of the rich liquid heat exchange component 11 and the flue gas heat exchange component 12 can effectively utilize the heat of the diesel engine exhaust gas, convert the thermal energy in the exhaust gas into the thermal energy of the working fluid, enable the working fluid to efficiently absorb the heat of the exhaust gas, and achieve efficient heating of the working fluid, thereby improving the energy utilization efficiency of the working fluid in the subsequent compression and heat exchange process, and improving the energy-saving effect of the entire system.

[0062] Further, such as Figure 2 As shown, the working medium heat exchange mechanism 1 further includes a booster fan 13 , one end of which is connected to the diesel engine exhaust pipeline, and the other end of which is connected to the input end of the rich liquid heat exchange component 11 .

[0063] In this embodiment, in the system, the port connection relationship of the booster fan 13 in the working fluid heat exchange mechanism 1 ensures the smooth flow of exhaust gas and the efficient heat exchange process. One end of the booster fan 13 is connected to the diesel engine exhaust pipe, and the exhaust gas discharged by the diesel engine first enters the booster fan 13. The function of the fan is to increase the pressure and flow rate of the exhaust gas so that it can flow to the rich liquid heat exchange component 11 more quickly and effectively. The other end of the booster fan 13 is connected to the input end of the rich liquid heat exchange component 11, and the pressurized exhaust gas is transported to the rich liquid heat exchange component 11 for preliminary heat exchange treatment. In this process, the booster fan 13 not only ensures a stable supply of exhaust gas, but also improves the efficiency of the exhaust gas flow, so that the heat energy in the exhaust gas can be more fully transferred to the working fluid heat exchange system, ensuring the efficient operation of the heat exchange process. The entire control logic shows that the function of the booster fan 13 is to maintain the efficient flow of the exhaust gas to avoid affecting the heat exchange effect due to insufficient pressure or poor flow, thereby ensuring that the system can fully utilize its thermal energy when processing the exhaust gas and improve the efficiency of the entire working fluid cycle and heat exchange process.

[0064] In summary, the design of the booster fan 13 can effectively increase the flow velocity and pressure of the exhaust gas, so that the exhaust gas can quickly transfer heat when entering the rich liquid heat exchange component 11, thereby improving the heating efficiency of the working fluid and ensuring that the working fluid can fully absorb the heat in the exhaust gas during the heat exchange process, thereby improving the heat exchange efficiency of the entire system and the utilization rate of the working fluid.

[0065] like Figure 3 As shown, a control method for a ship decarbonization compression liquefaction system driven by waste heat is applied to a ship decarbonization compression liquefaction system driven by waste heat, and the control method includes:

[0066] S10, obtaining a diesel engine exhaust gas temperature value, and determining whether the diesel engine exhaust gas temperature value is greater than a determined first preset temperature value, if so, executing a rich liquid heat exchange process, and if not, closing the rich liquid heat exchange process;

[0067] In this embodiment, the diesel engine exhaust temperature value is obtained to determine whether the current system working state is suitable for heat recovery. The diesel engine exhaust temperature is the source of waste heat in the system. If the exhaust temperature is higher than the preset first temperature value, it means that the heat in the exhaust gas is sufficient for working fluid heat exchange, so the rich liquid heat exchange process is executed to allow the working fluid to absorb the heat of the exhaust gas; conversely, if the exhaust temperature is lower than the preset temperature value, the heat energy in the exhaust gas is insufficient, and the execution of the heat exchange process will not effectively increase the working fluid temperature, so the rich liquid heat exchange process is closed. This control logic can effectively avoid the consumption of invalid energy and ensure the efficiency of the heat exchange process.

[0068] S20, obtaining a working fluid temperature value, and determining a preset interval into which the working fluid temperature value falls, wherein the preset interval includes at least a first preset temperature interval and a second preset temperature interval, and the maximum value of the first preset temperature interval is less than or equal to the minimum value of the second preset temperature interval;

[0069] In this embodiment, the working fluid temperature value is obtained in order to further optimize the operating state of the working fluid. Changes in the working fluid temperature directly affect its energy transfer effect in the entire system. By comparing the working fluid temperature with the preset temperature range, it is possible to determine whether the current state of the working fluid is suitable for continuing to participate in compression or heat exchange operations. The first preset temperature range is generally used to describe the working range of lower temperature working fluids, while the second preset temperature range is used to describe the range of high temperature working fluids, ensuring that the working fluid can match the corresponding system requirements when operating in different temperature ranges. This logic can be dynamically adjusted according to actual changes in the working fluid temperature to enhance the flexibility of the overall operation of the system.

[0070] S30, determining the operating frequency parameters of the working medium circulation pump 221 in the working medium circulation mechanism 2 and determining the operating start and stop state parameters of the working medium condenser 223 in the working medium circulation mechanism 2 according to the preset interval;

[0071] In this embodiment, the operating frequency parameters of the working fluid circulation pump 221 and the operating start-stop state parameters of the working fluid condenser 223 in the working fluid circulation mechanism 2 are determined in order to adjust the flow rate and condensation effect of the working fluid in the system. The operating frequency of the working fluid circulation pump 221 directly determines the flow rate of the working fluid, which in turn affects the heat absorption efficiency of the working fluid in the heat exchanger. If the working fluid temperature is low, the operating frequency of the circulation pump should be high to ensure that the working fluid can pass through the heat exchanger quickly and absorb enough heat. The start-stop state of the working fluid condenser 223 is adjusted according to the actual temperature and operating requirements of the working fluid to ensure that when the working fluid temperature is too high, it can be effectively cooled through the condenser, ensuring that the working fluid maintains an appropriate state for circulation in the system.

[0072] Preferably, in the real-time monitoring and adjustment step, the system continuously monitors the temperature and operating status of the working fluid through sensors and control logic, and makes dynamic adjustments to ensure efficient operation of the working fluid circulation mechanism 2. The following are specific sub-steps:

[0073] Real-time collection of working fluid temperature: The temperature sensors in the system continuously collect working fluid temperature data. These sensors are usually distributed in key locations, such as the inlet of the working fluid circulation pump 221 and the outlet of the working fluid condenser 223. The sensors collect temperature data at a high frequency and transmit it to the control module. For example, if the working fluid temperature at the outlet of the working fluid condenser 223 is higher than the set value, the system will immediately recognize and make adjustments.

[0074] Compare with set parameters: The control module compares the temperature data collected in real time with the preset temperature threshold and interval. For example, if the working fluid temperature exceeds the upper limit of the second preset interval (such as 120°C), it indicates that the working fluid is in a high temperature state and needs to be cooled down. On the contrary, if the temperature is lower than the lower limit of the first preset interval (such as 50°C), it is necessary to accelerate the circulation of the working fluid or stop the operation of the condenser.

[0075] Dynamically adjust the frequency of the circulating pump: According to the comparison results, the system will adjust the operating frequency of the working medium circulating pump 221. If the temperature is high and exceeds the upper limit of the second interval, the system will reduce the frequency of the circulating pump to extend the residence time of the working medium in the heat exchanger so that it can be cooled more fully; if the temperature is low, the system will increase the frequency of the circulating pump to speed up the speed of the working medium passing through the working medium condenser 223 to avoid overcooling. For example, when the system detects that the working medium temperature is lower than 50°C, the frequency of the circulating pump will automatically increase to speed up the flow of the working medium so that it can reach the heating process faster.

[0076] Working fluid condenser 223 start and stop control: The system determines the start and stop state of the working fluid condenser 223 according to the current working fluid temperature. For example, when the working fluid temperature is lower than the minimum value of the first preset interval (e.g., 50°C), the system will automatically shut down the condenser to prevent the working fluid temperature from being too low; when the temperature exceeds the maximum value of the second preset interval (e.g., 120°C), the condenser will automatically start to ensure that the working fluid is fully cooled and maintained within a suitable working temperature range.

[0077] Feedback control and automatic adjustment: The system uses a feedback control algorithm to continuously adjust the frequency of the working fluid circulation pump 221 and the state of the working fluid condenser 223 according to real-time temperature changes. The control system monitors the effect of each adjustment and makes secondary adjustments based on the results to ensure that the temperature always remains within the set optimal range. For example, if the working fluid temperature still does not return to the preset range after the first adjustment, the system will further reduce the frequency of the circulation pump or increase the cooling of the condenser until the temperature returns to the preset range.

[0078] Abnormal status monitoring and processing: During real-time monitoring, the system will also monitor abnormal conditions, such as sensor failure, drastic temperature fluctuations, etc. When abnormal conditions are detected, the system will trigger an alarm mechanism or automatically take countermeasures, such as switching the system to manual control mode or starting the backup cooling system to ensure safe and stable operation of the system.

[0079] Through these sub-steps, the system can continuously make dynamic adjustments based on actual temperature conditions to ensure that the working fluid always remains within the appropriate temperature range to optimize the overall energy efficiency and operating results of the system.

[0080] S40. Determine a first control parameter of the refrigerant condenser 42 in the refrigerant heat exchange mechanism 4 according to the operating frequency parameter, and determine a second control parameter of the evaporator 43 in the refrigerant heat exchange mechanism 4.

[0081] In this embodiment, the first control parameter of the refrigerant condenser 42 and the second control parameter of the evaporator 43 in the refrigerant heat exchange mechanism 4 are determined in order to achieve precise temperature control of the refrigerant. The control parameter of the refrigerant condenser 42 determines the condensation efficiency of the refrigerant. By adjusting the operating state of the condenser, it can be ensured that the refrigerant can fully exchange heat after entering the condenser and reduce its temperature to the level required for liquefaction. The control parameter of the evaporator 43 determines the heat absorption efficiency of the refrigerant during the gasification process. By reasonably setting the parameters of the evaporator 43, it can be ensured that the refrigerant fully absorbs external heat in the evaporator 43 to achieve a cooling effect. This logic enables the refrigerant to always maintain the best thermal state in the cycle of compression, condensation, and evaporation, thereby improving the refrigeration efficiency of the entire system.

[0082] Preferably, in the process of determining the first control parameter of the refrigerant condenser 42 and the second control parameter of the evaporator 43 in the refrigerant heat exchange mechanism 4 according to the operating frequency parameter, the system ensures that the operation of the refrigerant condenser 42 and the evaporator 43 is always maintained in the best state through dynamic monitoring and adjustment. The following are the specific steps:

[0083] Collecting the operating frequency of the circulating pump: The system first monitors the operating frequency of the working medium circulating pump 221 in real time through the sensor. The operating frequency is an important parameter that determines the efficiency of refrigerant condensation and evaporation in the entire system. For example, when the operating frequency of the working medium circulating pump 221 is high, the working medium flow rate increases, and the demand for refrigerant condensation and evaporation may increase simultaneously.

[0084] Determine the first control parameter of the refrigerant condenser 42: The system adjusts the first control parameter of the refrigerant condenser 42 according to the operating frequency of the working medium circulation pump 221. Specifically, the first control parameter usually involves the cooling power of the condenser or the opening of the flow control valve. For example, when the frequency of the working medium circulation pump 221 is high, the system will increase the cooling power of the condenser to speed up the condensation of the refrigerant to maintain flow balance. If the circulation pump frequency is low, the control parameter of the condenser will reduce the cooling amount to avoid overcooling.

[0085] Dynamically adjust the cooling effect of the condenser: The system detects the condensation effect in real time through a feedback loop to ensure that the refrigerant can be effectively converted into liquid in the condenser. By monitoring the temperature and pressure changes of the refrigerant, the system can dynamically adjust the cooling intensity of the condenser. For example, when it is detected that the refrigerant condensation effect is insufficient, the system will increase the cooling power or adjust the valve opening to ensure that the refrigerant is fully condensed and maintain a suitable liquid refrigerant outflow.

[0086] Determine the second control parameter of the evaporator 43: According to the operating frequency of the working medium circulation pump 221, the system synchronously adjusts the second control parameter of the evaporator 43. The control parameter usually includes the heat absorption power of the evaporator 43 or the opening of the flow valve of the evaporator 43. When the operating frequency of the circulation pump is high, the working medium flow rate increases, and the system may need to increase the heat absorption capacity of the evaporator 43 to complete the vaporization of more refrigerant to ensure that the refrigeration effect of the system remains in the best state. Conversely, when the frequency of the circulation pump decreases, the system will reduce the heat absorption power of the evaporator 43 to avoid excessive vaporization of the refrigerant.

[0087] Real-time monitoring of evaporation effect and adjustment parameters: The system monitors the state of the refrigerant in the evaporator 43 in real time through temperature and pressure sensors to ensure that the refrigerant can fully absorb heat and vaporize in the evaporator 43. In this process, the system continuously adjusts the working state of the evaporator 43 through a feedback control algorithm. If the refrigerant vaporization effect is insufficient, the system will increase the vaporization rate by increasing the heat absorption power of the evaporator 43; if the vaporization is excessive, the heat absorption power will be reduced or the opening of the flow valve will be reduced to ensure that the refrigerant is in a balanced state.

[0088] Comprehensively adjust the correlation between the condenser and the evaporator 43: The control parameters of the condenser and the evaporator 43 are interrelated in the entire refrigerant cycle. When the cooling effect of the condenser is enhanced, the supply of liquid refrigerant increases, and the evaporator 43 needs to increase its heat absorption capacity accordingly to ensure the gasification efficiency; similarly, when the heat absorption capacity of the evaporator 43 decreases, the cooling power of the condenser also needs to be adjusted synchronously to ensure the flow balance between the two. This linkage adjustment mechanism ensures stable operation during the entire refrigerant heat exchange process.

[0089] Through these specific sub-steps, the system can accurately adjust the operating status of the refrigerant condenser 42 and the evaporator 43 according to the operating frequency of the working fluid circulation pump 221, realize efficient condensation and vaporization of the refrigerant, and ensure that the system always maintains the best energy utilization and refrigeration effect under different operating conditions.

[0090] The specific working principle is: waste heat is extracted and converted into mechanical energy. The high-temperature flue gas of the diesel engine is pressurized by the booster fan 13, and then passes through the rich liquid heat exchange component 11 to raise the flue gas temperature to about 125°C, and then passes through the flue gas heat exchange component 12, so that the flue gas transfers heat to the organic working fluid. Due to the low boiling point of the organic working fluid, the working fluid after heat exchange becomes a high-temperature and high-pressure state. The high-temperature and high-pressure organic working fluid is divided into two routes, one route is transported to the expansion end of the carbon dioxide compressor 231 by the working fluid circulation pump 221, and the rotation of the expansion end drives the compression end of the compressor to do work to compress the carbon dioxide of the decarbonization system gas; the other route is transported to the expansion end of the refrigerant compressor 241 by the working fluid circulation pump 221, and the rotation of the expansion end drives the compression end to do work to compress the organic working fluid of the refrigerator. After doing work, the two working fluids become low-temperature and low-pressure states. The low-temperature and low-pressure working fluid is cooled by the working fluid condenser 223 and becomes liquid, and then goes to the working fluid circulation pump 221, and the cycle continues; then it is liquefied into gas, and the gaseous carbon dioxide is compressed by the compression end of the carbon dioxide compressor 231, and then dried by the carbon dioxide dryer 31. The high-pressure carbon dioxide goes to the evaporator 43 of the carbon dioxide heat exchange pipeline 32, and becomes liquid after the working fluid evaporates and condenses, thus completing the compression and liquefaction process. Then it goes to the liquid carbon dioxide storage tank.

[0091] In summary, by detecting and controlling the diesel engine exhaust temperature and the working fluid temperature, dynamic adjustment of the working fluid circulation pump 221 and the condenser in the system can be achieved, ensuring the operating stability of the working fluid in different temperature ranges. At the same time, by adjusting the control parameters of the refrigerant condenser 42 and the evaporator 43, the compression and liquefaction process of the refrigerant and carbon dioxide is made more efficient, ensuring that the entire system maintains the best working state under different working conditions, thereby improving the overall operating efficiency of the compression and liquefaction system.

[0092] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0093] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A ship decarbonization compression liquefaction system driven by waste heat, characterized in that: The ship decarbonization compression and liquefaction system driven by waste heat comprises a working fluid heat exchange mechanism (1), a working fluid circulation mechanism (2), a carbon dioxide compression and liquefaction mechanism (3) and a refrigerant heat exchange mechanism (4). The working fluid heat exchange mechanism (1) is connected to a diesel engine exhaust pipeline and the working fluid circulation mechanism (2) respectively, so that the exhaust gas discharged from the diesel engine exhaust pipeline is used to perform heat exchange with the working fluid in the working fluid circulation mechanism (2). The working fluid circulation mechanism (2) is connected to the carbon dioxide compression and liquefaction mechanism (3) and the refrigerant heat exchange mechanism (4) respectively, so that the energy of the working fluid after heat exchange is converted, on the one hand, the carbon dioxide in the carbon dioxide compression and liquefaction mechanism (3) is compressed to generate compressed carbon dioxide, and on the other hand, the refrigerant in the refrigerant heat exchange mechanism (4) is compressed to generate compressed refrigerant. The carbon dioxide compression and liquefaction mechanism (3) is connected to the refrigerant heat exchange mechanism (4), so that after the compressed carbon dioxide is heat exchanged with the compressed refrigerant, the compressed carbon dioxide is liquefied into liquid carbon dioxide for storage. The working medium circulation mechanism (2) comprises a flue gas heat exchange pipeline (21), a circulation drive component (22), a carbon dioxide compression drive component and a refrigerant compression drive component, the output end of the circulation drive component (22) being connected to the input end of the flue gas heat exchange pipeline (21), the output end of the flue gas heat exchange pipeline (21) being connected to the input end of the carbon dioxide compression drive component, the output end of the carbon dioxide compression drive component being connected to the input end of the circulation drive component (22), the output end of the flue gas heat exchange pipeline (21) being connected to the input end of the refrigerant compression drive component, and the output end of the refrigerant compression drive component being connected to the input end of the circulation drive component (22); The circulation drive component (22) comprises a working fluid circulation pump (221), a working fluid expansion tank (222) and a working fluid condenser (223); the input end of the working fluid condenser (223) is respectively connected to the output end of the carbon dioxide compression drive component and the output end of the refrigerant compression drive component; the output end of the working fluid condenser (223) is connected to the input end of the working fluid circulation pump (221); the output end of the working fluid circulation pump (221) is connected to the input end of the flue gas heat exchange pipeline (21); and the pipeline between the output end of the working fluid condenser (223) and the input end of the working fluid circulation pump (221) is interconnected with the working fluid expansion tank (222).

2. The ship decarbonization compression liquefaction system driven by waste heat according to claim 1, characterized in that: The carbon dioxide compression drive component comprises a carbon dioxide compressor (231), and the carbon dioxide compressor (231) comprises a first expansion end (2311) and a first compression end (2312), one end of the first expansion end (2311) is connected to the output end of the flue gas heat exchange pipeline (21), and the other end of the first expansion end (2311) is connected to the input end of the circulation drive component (22), and sufficient mechanical energy is generated by the expansion of the working fluid in the first expansion end (2311) to drive the first compression end (2312) to perform compression.

3. The ship decarbonization compression liquefaction system driven by waste heat according to claim 2, characterized in that: The carbon dioxide compression and liquefaction mechanism (3) comprises a carbon dioxide dryer (31) and a carbon dioxide heat exchange pipeline (32); one end of the first compression end (2312) is connected to a decomposition tower for providing gaseous carbon dioxide; the other end of the first compression end (2312) is connected to an input end of the carbon dioxide dryer (31); the output end of the carbon dioxide dryer (31) is connected to an input end of the carbon dioxide heat exchange pipeline (32); the output end of the carbon dioxide heat exchange pipeline (32) is connected to a liquid carbon dioxide storage tank; and the carbon dioxide heat exchange pipeline (32) is connected to the refrigerant heat exchange mechanism (4) to exchange heat with the refrigerant in the refrigerant heat exchange mechanism (4).

4. The ship decarbonization compression liquefaction system driven by waste heat according to claim 1, characterized in that: The refrigerant compression drive component includes a refrigerant compressor (241), and the refrigerant compressor (241) includes a second expansion end (2411) and a second compression end (2412), one end of the second expansion end (2411) is connected to the output end of the flue gas heat exchange pipeline (21), and the other end of the second expansion end (2411) is connected to the input end of the circulation drive component (22), and sufficient mechanical energy is generated by the expansion of the working fluid in the second expansion end (2411) to drive the second compression end (2412) to perform compression.

5. The ship decarbonization compression liquefaction system driven by waste heat according to claim 4, characterized in that: The refrigerant heat exchange mechanism (4) includes a liquid reservoir (41), a refrigerant condenser (42) and an evaporator (43); one end of the second compression end (2412) is connected to the input end of the evaporator (43); the output end of the evaporator (43) is connected to the input end of the refrigerant condenser (42); the output end of the refrigerant condenser (42) is connected to the other end of the second compression end (2412); and a pipeline between one end of the second compression end (2412) and the input end of the evaporator (43) is interconnected with the liquid reservoir (41).

6. The ship decarbonization compression liquefaction system driven by waste heat according to claim 1, characterized in that: The working fluid heat exchange mechanism (1) comprises a rich liquid heat exchange component (11) and a flue gas heat exchange component (12); the input end of the rich liquid heat exchange component (11) is connected to the exhaust gas pipeline of the diesel engine; the output end of the rich liquid heat exchange component (11) is connected to the input end of the flue gas heat exchange component (12); the rich liquid heat exchange component (11) is used to cool the exhaust gas output from the exhaust gas pipeline of the diesel engine to corresponding preheated exhaust gas; the flue gas heat exchange pipeline (21) is arranged on the inner side of the flue gas heat exchange component (12) so as to perform heat exchange on the working fluid in the heat exchange pipeline through the preheated exhaust gas; the output end of the flue gas heat exchange component (12) is used to discharge the preheated exhaust gas after heat exchange.

7. The ship decarbonization compression liquefaction system driven by waste heat according to claim 6, characterized in that: The working medium heat exchange mechanism (1) further comprises a booster fan (13), one end of the booster fan (13) being connected to the diesel engine exhaust pipeline, and the other end of the booster fan (13) being connected to the input end of the rich liquid heat exchange component (11).

8. A control method for a ship decarbonization compression liquefaction system driven by waste heat, applied to a ship decarbonization compression liquefaction system driven by waste heat as claimed in any one of claims 1 to 7, characterized in that: The control method comprises: Obtaining a diesel engine exhaust gas temperature value, determining whether the diesel engine exhaust gas temperature value is greater than a determined first preset temperature value, and if so, executing a rich liquid heat exchange process, and if not, closing the rich liquid heat exchange process; Acquire a working fluid temperature value, and determine a preset interval within which the working fluid temperature value falls, wherein the preset interval includes at least a first preset temperature interval and a second preset temperature interval, and a maximum value of the first preset temperature interval is less than or equal to a minimum value of the second preset temperature interval; According to the preset interval, determining the operating frequency parameters of the working medium circulation pump (221) in the working medium circulation mechanism (2), and determining the operating start and stop state parameters of the working medium condenser (223) in the working medium circulation mechanism (2); According to the operating frequency parameter, a first control parameter of the refrigerant condenser (42) in the refrigerant heat exchange mechanism (4) is determined, and a second control parameter of the evaporator (43) in the refrigerant heat exchange mechanism (4) is determined.

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