Ship engine tail gas treatment device and using method

Abstract

The invention provides a ship engine tail gas treatment device and a use method. A recovery system comprises a first desulfurization reactor, a second desulfurization reactor, a turbocharger, a methane escape oxidation reactor and a turbocharger, the first desulfurization device, the second desulfurization device and the methane escape oxidation reactor which are mounted in front of the turbocharger are integrally mounted and arranged in front of the turbocharger, so that the reaction efficiency is improved by utilizing high temperature of tail gas, and the cost is reduced. The first desulfurization device and the second desulfurization device are arranged on the upstream of the methane escape oxidation reactor to remove sulfur-containing compounds, so that the activity inhibition on a methane oxidation catalyst is avoided, and the methane removal efficiency is improved. The two desulfurization devices are arranged in parallel, replacement and mutual backup are facilitated, the maintenance process is simplified, the downtime is shortened, the reliability and stability of the system are improved, and the environmental protection requirement is met.

Description

Technical Field

[0001] The present invention relates to the field of ship engine exhaust purification, and in particular to a ship engine exhaust gas treatment device and a use method thereof. Background Art

[0002] Methane slip refers to the direct discharge of part of methane (CH4) due to insufficient oxygen, insufficient combustion temperature or uneven combustion mixing during the combustion process, which fails to completely oxidize it into carbon dioxide (CO2) and water (H2O). As a highly efficient greenhouse gas, methane has a greenhouse effect potential that is more than 25 times that of carbon dioxide. Therefore, it is critical to promote the complete oxidation of methane through a methane oxidation catalytic device. The methane oxidation reaction can be carried out under the action of a metal oxide catalyst (such as PdO, Pt, CeO2, etc.). The catalyst accelerates the reaction rate by providing active sites, so that methane can be completely oxidized at a relatively low temperature, thereby reducing methane slip. At the same time, sulfur dioxide (SO2) produced by the combustion of sulfides in ship fuel is a harmful pollutant that can inhibit the activity of methane oxidation catalysts and needs to be removed by solid desulfurizers. Commonly used desulfurizers include calcium oxide (CaO) and zinc oxide (ZnO), which reduce the concentration of sulfur dioxide entering the methane treatment device by absorbing or converting sulfides.

[0003] Conventional ship methane escape control is to install a methane oxidation post-treatment device at the engine exhaust end, but there are the following problems: first, due to the low exhaust temperature, the catalyst activity is not high, and methane cannot be removed efficiently; second, the exhaust of dual-fuel engines using diesel and LNG as fuel still contains sulfur oxides, which have a poisoning effect on methane oxidation catalysts. Solid desulfurizers must be installed in front of the catalyst, and the desulfurization effect of the desulfurizer has high requirements for exhaust temperature. Under the current technical level, it is impossible to completely and efficiently remove sulfur oxides from engine exhaust, especially when the exhaust temperature of low-speed engines is particularly low, and the published methods require additional heating devices, the system is relatively complex and energy-intensive, so a more compact, efficient and low-energy methane escape control method is needed.

[0004] Therefore, a ship engine exhaust treatment device and a method of use are needed to at least partially solve the problems existing in the prior art. Summary of the invention

[0005] The purpose of the present invention is to provide a ship engine exhaust gas treatment device and a method of use, by arranging a methane slip oxidation reactor and a first and a second desulfurization device installed in front of a ship engine turbocharger as a whole, and utilizing the higher exhaust temperature itself to obtain a more efficient exhaust gas treatment effect; by arranging the first and the second desulfurization devices upstream of the methane slip oxidation reactor, the problem of sulfur oxides inhibiting the activity of the methane oxidation catalyst is solved; by arranging the first and the second desulfurization devices in parallel, the difficulty of maintenance is reduced and the reliability is improved.

[0006] In order to achieve the above-mentioned purpose, the present invention provides a ship engine exhaust gas treatment device and a method of use, comprising: a controller, a first desulfurization reactor, a second desulfurization reactor, a turbocharger, a methane escape oxidation reactor and a turbocharger, the controller detects the operation status of the first desulfurization reactor, the second desulfurization reactor, the turbocharger, the methane escape oxidation reactor and the turbocharger in real time, the first desulfurization reactor and the second desulfurization reactor are used to desorb sulfur-containing compounds in the ship exhaust gas, the first desulfurization reactor and the second desulfurization reactor are arranged in parallel and standby for each other, the turbocharger is installed downstream of the methane escape oxidation reactor, the methane escape oxidation reactor can oxidize methane in the exhaust gas to reduce the methane content in the exhaust gas, and the methane escape oxidation reactor is installed downstream of the first desulfurization reactor.

[0007] The first desulfurization reactor comprises a tank body, a fixed pin, an air inlet pipe and an air outlet pipe. The first desulfurization reactor is fixed to the bulkhead by means of the fixed pin. The tank body is provided with handles symmetrically arranged along the central axis. Docking ports B are installed at both ends of the tank body. The air inlet pipe is located upstream of the tank body. A telescopic tube is coaxially installed on the side of the air inlet pipe close to the tank body. A docking port A is installed on the side of the telescopic tube close to the tank body. The docking port A can be connected with the docking port B in cooperation with each other. The air outlet pipe is located downstream of the tank body. A telescopic tube is coaxially installed on the side of the air outlet pipe close to the tank body.

[0008] The tank body is penetrated by a fixing hole along the vertical central axis direction, the fixing holes are symmetrically arranged along the central axis of the tank body, the fixing hole is coaxially arranged with a fixing pin, the fixing pin can slide along the fixing hole, the diameter R1 of the rear section of the fixing pin rod is larger than the diameter R2 of the front section of the fixing pin rod, a groove is provided at the middle end of the fixing pin, a clamping block is vertically arranged above the fixing hole, a first spring is installed above the clamping block, the clamping block can slide along the compression direction of the first spring, the oblique angle below the clamping block can extend out of the fixing hole, a through hole is provided in the middle of the clamping block, an inclined block is installed at the upper end of the through hole, a protrusion is passed through the through hole, the protrusion is installed at the rear end of the handle, a second spring is installed at the rear end of the protrusion, and the handle and the protrusion can move along the tension direction of the second spring.

[0009] The first spring, the clamping block, the inclined plane block and the second spring are arranged in a mirror-like manner up and down along the fixing latch.

[0010] The first desulfurization reactor is connected to the engine through the S1 pipeline. A first control valve is installed upstream of the first desulfurization reactor on the S1 pipeline, and a second control valve is installed downstream of the first desulfurization reactor.

[0011] The second desulfurization reactor is connected to the engine through the S2 pipeline. A third control valve is installed upstream of the second desulfurization reactor on the S2 pipeline, and a fourth control valve is installed downstream of the second desulfurization reactor.

[0012] The methane slip oxidation reactor is installed downstream of the second desulfurization reactor, a sulfur oxide concentration sensor is installed upstream of the methane slip oxidation reactor, the sulfur oxide concentration sensor is located downstream of the second control valve, and the sulfur oxide concentration sensor is located downstream of the fourth control valve.

[0013] A second temperature sensor and a second pressure sensor are installed between the methane slip oxidation reactor and the turbocharger, and the second temperature sensor and the second pressure sensor are arranged in series.

[0014] The turbocharger is connected to the engine through the S3 pipeline. A fifth control valve is installed upstream of the turbocharger on the S3 pipeline. The turbocharger collects all the exhaust gas and discharges it into the waste heat recovery device.

[0015] A first temperature sensor and a first pressure sensor are installed upstream of the S1, S2, and S3 pipelines. The first temperature sensor and the first pressure sensor are arranged in series. The first temperature sensor and the first pressure sensor are both located downstream of the engine, and the engine is located upstream of the first desulfurization reactor and the second desulfurization reactor.

[0016] The controller can control the valve openings of the first control valve, the second control valve, the third control valve, the fourth control valve, and the fifth control valve.

[0017] The method for using the ship engine exhaust treatment device comprises the following steps: Step a: When the sulfur oxide concentration in the exhaust gas of the sulfur oxide sensor exceeds a certain value, and the readings of the first pressure sensor and the second pressure sensor are within the normal range, the controller alarms, opens the third control valve and the fourth control valve, and closes the first control valve and the second control valve; Step b: Rotate the docking port A to separate the tank body from the telescopic tube, pull the handle and drive the protrusion to move in the outward stretching direction of the second spring, the inclined surface of the protrusion contacts the inclined surface block, so that the inclined surface block drives the card block to move upward in the compression direction of the first spring, the oblique angle of the card block gradually withdraws from the groove, the fixing pin is completely pulled out of the fixing hole, and the device is unlocked; Step c: Push the tank body with the replaced desulfurizer along the fixed pin, gradually insert the fixed pin into the fixed hole, the front section of the fixed pin contacts the bottom bevel of the card block and continues to be pushed in, the card block moves upward along the compression direction of the first spring, when the lower bevel of the card block is aligned with the middle groove of the fixed pin, the first spring resets, drives the card block to move downward, contacts the bottom bevel of the card block and extends into the middle groove of the fixed pin, and the device is locked; Step d: Rotate the docking port A to combine the tank body with the telescopic tube, reset the alarm of the controller, and record the replacement time.

[0018] Compared with the related art, the present invention has the following beneficial effects: (1) The methane slip oxidation reactor and the first and second pre-installed desulfurization devices are arranged as a whole in front of the ship engine turbocharger, which can make full use of the high temperature of the exhaust gas near the engine, provide a higher reaction temperature for the subsequent reaction, improve the exhaust gas treatment efficiency, avoid the installation of additional heating equipment, and reduce costs; (2) The first and second desulfurization devices are arranged upstream of the methane escape oxidation reactor. Before the tail gas is subjected to the methane removal process, the sulfur-containing compounds that affect the methane removal process are removed, thereby solving the problem of sulfur compounds inhibiting the activity of the methane oxidation catalyst and improving the methane removal efficiency; (3) The first and second desulfurization devices are arranged in parallel, which enables convenient replacement and mutual backup of desulfurization equipment, simplifies the maintenance process and reduces downtime, and significantly improves the reliability and stability of the system, ensuring that the desulfurization process can be carried out continuously and efficiently to meet environmental protection requirements; (4) The method for using the ship engine exhaust treatment device is to lock the device by cooperating with the fixing pin and the clamping block, so that the device can be replaced promptly and quickly when needed. The method for using the device is simple and easy to use. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic structural diagram of a ship engine exhaust gas treatment device according to the present invention; Figure 2 It is a structural schematic diagram of the first desulfurization reactor of the present invention; Figure 3 It is a structural schematic diagram of the tank body of the present invention; Figure 4 It is a schematic diagram of the internal structure of the first desulfurization reactor of the present invention in a locked state; Figure 5 It is a schematic diagram of the internal structure of the first desulfurization reactor of the present invention in an uninstalled state; Figure 6 It is a schematic diagram of the internal structure of the first desulfurization reactor of the present invention in a state about to be locked; Figure 7 It is a schematic diagram of the internal structure of the first desulfurization reactor of the present invention in an unlocked state; Figure 8 The operation control logic of a ship engine exhaust treatment device of the present invention is shown in the figure; The following are marked in the figure: 1-controller, 2-engine, 3-first desulfurization reactor, 4-second desulfurization reactor, 5-first control valve, 6-second control valve, 7-third control valve, 8-fourth control valve, 9-first temperature sensor, 10-first pressure sensor, 11-sulfur oxide concentration sensor, 12-second temperature sensor, 13-second pressure sensor, 14-turbocharger, 15-fifth control valve, 16-methane slip oxidation reactor, 301-intake pipe, 302-telescopic pipe, 303-docking port A, 304-docking port B, 305-exhaust pipe, 306-tank body, 307-fixing pin, 308-fixing hole, 309-handle, 310-first spring, 311-block, 312-through hole, 313-inclined block, 314-second spring, 315-bump. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the present invention more clear, the present invention is further described in detail in conjunction with the accompanying drawings and embodiments. In the description of the present invention, it should be noted that the ordinal words such as "first" and "second" cited in the present invention are only identifications and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term "first component" itself does not imply the existence of the "second component", and the term "second component" itself does not imply the existence of the "first component"; for directional words, such as the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right" and the like indicating directions and positional relationships are based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and cannot be understood as limiting the specific protection scope of the present invention.

[0021] like Figure 1As shown, it includes a controller 1, a first desulfurization reactor 3, a second desulfurization reactor 4, a turbocharger 14, a methane slip oxidation reactor 16 and a turbocharger 14. The controller 1 detects the operation of the first desulfurization reactor 3, the second desulfurization reactor 4, the turbocharger 14, the methane slip oxidation reactor 16 and the turbocharger 14 in real time. The first desulfurization reactor 3 and the second desulfurization reactor 4 are used to desorb sulfur-containing compounds in the ship's exhaust gas. The first desulfurization reactor 3 and the second desulfurization reactor 4 are arranged in parallel and standby for each other. The turbocharger 14 is installed under the methane slip oxidation reactor 16 The methane slip oxidation reactor 16 can oxidize the methane in the exhaust gas to reduce the methane content in the exhaust gas. The methane slip oxidation reactor 16 is installed downstream of the first desulfurization reactor 3. The first desulfurization reactor 3 is connected to the engine 2 through the S1 pipeline. A first control valve 5 is installed upstream of the first desulfurization reactor 3 on the S1 pipeline, and a second control valve 6 is installed downstream of the first desulfurization reactor 3. The second desulfurization reactor 4 is connected to the engine 2 through the S2 pipeline. A third control valve 7 is installed upstream of the second desulfurization reactor 4 on the S2 pipeline, and a fourth control valve 8 is installed downstream of the second desulfurization reactor 4. The methane slip oxidation reactor 16 is installed downstream of the second desulfurization reactor 4, a sulfur oxide concentration sensor 11 is installed upstream of the methane slip oxidation reactor 16, the sulfur oxide concentration sensor 11 is located downstream of the second control valve 6, the sulfur oxide concentration sensor 11 is located downstream of the fourth control valve 8, a second temperature sensor 12 and a second pressure sensor 13 are installed between the methane slip oxidation reactor 16 and the turbocharger 14, the second temperature sensor 12 and the second pressure sensor 13 are arranged in series, the turbocharger 14 is connected to the engine 2 through the S3 pipeline, and the turbocharger 14 upstream of the S3 pipeline is installed A fifth control valve 15 is installed, and the turbocharger 14 collects all the exhaust gas and discharges it into the waste heat recovery device HRSG. The first temperature sensor 9 and the first pressure sensor 10 are installed upstream of the S1, S2, and S3 pipelines. The first temperature sensor 9 and the first pressure sensor 10 are arranged in series. The first temperature sensor 9 and the first pressure sensor 10 are both located downstream of the engine 2. The engine 2 is located upstream of the first desulfurization reactor 3 and the second desulfurization reactor 4. The controller 1 can control the valve openings of the first control valve 5, the second control valve 6, the third control valve 7, the fourth control valve 8, and the fifth control valve 15.

[0022] like Figures 2 to 3As shown, the first desulfurization reactor 3 includes a tank body 306, a fixing pin 307, an air inlet pipe 301 and an air outlet pipe 305. The first desulfurization reactor 3 is fixed to the bulkhead by the fixing pin 307. The tank body 306 is provided with handles 309 symmetrically arranged along the central axis, and docking ports B 304 are installed at both ends of the tank body 306. The air inlet pipe 301 is located upstream of the tank body 306, and a telescopic pipe 302 is coaxially installed on the side of the air inlet pipe 301 close to the tank body 306. A docking port A 303 is installed on the side of the telescopic pipe 302 close to the tank body 306. The docking port A 303 can be connected with the docking port B 304 in cooperation with each other. The air outlet pipe 305 is located downstream of the tank body 306, and a telescopic pipe 302 is coaxially installed on the side of the air outlet pipe 305 close to the tank body 306.

[0023] like Figures 2 to 7 As shown, the tank body 306 is provided with a fixing hole 308 along the vertical central axis direction, the fixing hole 308 is symmetrically arranged along the central axis of the tank body 306, the fixing hole 308 is coaxially arranged with the fixing pin 307, the fixing pin 307 can slide along the fixing hole 308, the diameter R1 of the rear section of the rod of the fixing pin 307 is greater than the diameter R2 of the front section of the rod of the fixing pin 307, the fixing pin 307 has a groove in the middle end, a clamping block 311 is vertically arranged above the fixing hole 308, a first spring 310 is installed above the clamping block 311, and the clamping block 311 can slide along the first spring 310 slides in the compression direction, the lower bevel of the block 311 can extend out of the fixing hole 308, a through hole 312 is provided in the middle of the block 311, an inclined block 313 is installed on the upper end of the through hole 312, a protrusion 315 passes through the through hole 312, the protrusion 315 is installed at the rear end of the handle 309, and a second spring 314 is installed at the rear end of the protrusion 315, the handle 309 and the protrusion 315 can move along the tension direction of the second spring 314, the first spring 310, the block 311, the inclined block 313, and the second spring 314 are arranged in a mirror image up and down along the fixing pin 307.

[0024] like Figure 1-7 As shown, a method for using a ship engine exhaust treatment device is characterized by comprising the following steps: Step a: When the sulfur oxide concentration in the exhaust gas of the sulfur oxide sensor 11 exceeds a certain value, and the readings of the first pressure sensor 10 and the second pressure sensor 13 are within the normal range, the controller 1 alarms, opens the third control valve 7 and the fourth control valve 8, and closes the first control valve 5 and the second control valve 6; Step b: Rotate the docking port A 303 to separate the tank body 306 from the telescopic tube 302, pull the handle 309 and drive the protrusion 315 to move in the outward stretching direction of the second spring 314, the inclined surface of the protrusion 315 contacts the inclined surface block 313, so that the inclined surface block 313 drives the clamping block 311 to move upward in the compression direction of the first spring 310, the oblique angle of the clamping block 311 gradually withdraws from the groove 307, the fixing pin 307 is completely withdrawn from the fixing hole 308, and the device is unlocked; Step c: Push the tank 306 with the replaced desulfurizer along the fixed pin 307, and the fixed pin 307 is gradually inserted into the fixed hole 308. The front section of the fixed pin 307 contacts the bottom bevel of the card block 311 and continues to be pushed in. The card block 311 moves upward along the compression direction of the first spring 310. When the lower bevel of the card block 311 is aligned with the middle groove of the fixed pin 307, the first spring 310 is reset, driving the card block 311 to move downward, and the bottom bevel of the contact card block 311 extends into the middle groove of the fixed pin 307, and the device is locked; Step d: Rotate the docking port A 303 to combine the tank body 306 with the telescopic tube 302, reset the alarm of the controller 1, and record the replacement time.

[0025] like Figure 8 As shown, the control logic of a ship engine exhaust treatment device is as follows: in normal operation, when the sulfur oxide concentration sensor 11 detects that the sulfur oxide concentration in the exhaust gas exceeds a certain value, such as 10ppm, and the first pressure sensor 10 and the second pressure sensor 13 are within the normal range, the controller 1 issues an alarm, opens the third control valve 7 and the fourth control valve 8 and closes the first control valve 5 and the second control valve 6, and the maintenance personnel can replace the first desulfurization reactor 3, reset the alarm of the controller 1, and record the replacement time; similarly, when the sulfur oxide concentration sensor 11 detects that the sulfur oxide concentration in the exhaust gas exceeds a certain value, such as 10ppm, the same operation is performed, the controller 1 issues an alarm, opens the first Control valve 5 and the second control valve 6, close the third control valve 7 and the fourth control valve 8, reset the alarm of controller 1, and record the replacement time, so as to realize the replacement of the second desulfurization reactor 4 without affecting the normal operation of the system; when the values ​​of the first pressure sensor 10 and the second pressure sensor 13 exceed a certain limit (such as 7kPa), it means that there is a fault in the system resulting in excessive pressure loss, which may affect the normal operation of the turbocharger 14 and the operation of the engine 2. At this time, the controller 1 opens the fifth control valve 15 and issues a system fault alarm until the fault point is found and the problem is solved. The values ​​of the first pressure sensor 10 and the second pressure sensor 13 are restored to a safe range, and then continue to operate in the mode before the alarm.

[0026] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the above description is only for explaining the principles of the present invention, and that various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention, and these changes and improvements all fall within the scope of the present invention claimed for protection.

[0027] The protection scope of the present invention is defined by the following claims and their equivalents.

Claims

1. A ship engine exhaust treatment device, characterized in that: include, A controller (1), a first desulfurization reactor (3), a second desulfurization reactor (4), a turbocharger (14), a methane slip oxidation reactor (16) and a turbocharger (14), wherein the controller (1) detects in real time the operating conditions of the first desulfurization reactor (3), the second desulfurization reactor (4), the turbocharger (14), the methane slip oxidation reactor (16) and the turbocharger (14), wherein the first desulfurization reactor (3) and the second desulfurization reactor (4) are used to desorb sulfur-containing compounds in the exhaust gas of a ship, wherein the first desulfurization reactor (3) and the second desulfurization reactor (4) are arranged in parallel and standby for each other, wherein the turbocharger (14) is installed downstream of the methane slip oxidation reactor (16), wherein the methane slip oxidation reactor (16) can oxidize methane in the exhaust gas to reduce the methane content in the exhaust gas, and wherein the methane slip oxidation reactor (16) is installed downstream of the first desulfurization reactor (3); The first desulfurization reactor (3) comprises a tank body (306), a fixing pin (307), an air inlet pipe (301) and an air outlet pipe (305). The first desulfurization reactor (3) is fixed to the bulkhead by means of the fixing pin (307). The tank body (306) is provided with handles (309) symmetrically arranged up and down along the central axis. The tank body (306) is provided with docking ports B (304) at both ends. The air inlet pipe (301) is located upstream of the tank body (306). A telescopic tube (302) is coaxially mounted on the side of the air pipe (301) close to the tank body (306); a docking port A (303) is mounted on the side of the telescopic tube (302) close to the tank body (306); the docking port A (303) can be connected to the docking port B (304) in cooperation with each other; the air outlet pipe (305) is located downstream of the tank body (306); and the telescopic tube (302) is coaxially mounted on the side of the air outlet pipe (305) close to the tank body (306).

2. A marine engine exhaust treatment device according to claim 1, characterized in that: The tank body (306) is provided with a fixing hole (308) extending through it in a direction perpendicular to the central axis. The fixing holes (308) are symmetrically arranged along the central axis of the tank body (306) in the vertical direction. The fixing holes (308) are coaxially arranged with the fixing pin (307). The fixing pin (307) can slide along the fixing hole (308). The diameter R1 of the rear section of the rod of the fixing pin (307) is greater than the diameter R2 of the front section of the rod of the fixing pin (307). A groove is provided at the middle end of the fixing pin (307). A clamping block (311) is vertically arranged above the fixing hole (308). A first spring is installed above the clamping block (311). (310), the block (311) can slide along the compression direction of the first spring (310), the lower oblique angle of the block (311) can extend out of the fixing hole (308), a through hole (312) is provided in the middle of the block (311), an inclined block (313) is installed at the upper end of the through hole (312), a protrusion (315) is passed through the through hole (312), the protrusion (315) is installed at the rear end of the handle (309), a second spring (314) is installed at the rear end of the protrusion (315), and the handle (309) and the protrusion (315) can move along the tension direction of the second spring (314).

3. A marine engine exhaust treatment device according to claim 1, characterized in that: The first spring (310), the clamping block (311), the inclined block (313), and the second spring (314) are arranged in a mirror-like manner up and down along the fixing latch (307).

4. A marine engine exhaust treatment device according to claim 1, characterized in that: The first desulfurization reactor (3) is connected to the engine (2) via an S1 pipeline, a first control valve (5) is installed upstream of the first desulfurization reactor (3) on the S1 pipeline, and a second control valve (6) is installed downstream of the first desulfurization reactor (3); The second desulfurization reactor (4) is connected to the engine (2) via the S2 pipeline. A third control valve (7) is installed upstream of the second desulfurization reactor (4) on the S2 pipeline, and a fourth control valve (8) is installed downstream of the second desulfurization reactor (4).

5. The marine engine exhaust treatment device according to claim 1, characterized in that: The methane slip oxidation reactor (16) is installed downstream of the second desulfurization reactor (4), a sulfur oxide concentration sensor (11) is installed upstream of the methane slip oxidation reactor (16), the sulfur oxide concentration sensor (11) is located downstream of the second control valve (6), and the sulfur oxide concentration sensor (11) is located downstream of the fourth control valve (8).

6. A ship engine exhaust treatment device according to claim 1, characterized in that: A second temperature sensor (12) and a second pressure sensor (13) are installed between the methane slip oxidation reactor (16) and the turbocharger (14), and the second temperature sensor (12) and the second pressure sensor (13) are arranged in series.

7. A ship engine exhaust treatment device according to claim 1, characterized in that: The turbocharger (14) is connected to the engine (2) via an S3 pipeline, a fifth control valve (15) is installed upstream of the turbocharger (14) on the S3 pipeline, and the turbocharger (14) collects all exhaust gases and discharges them into a waste heat recovery device (HRSG).

8. A ship engine exhaust treatment device according to claim 7, characterized in that: A first temperature sensor (9) and a first pressure sensor (10) are installed upstream of the S1, S2, and S3 pipelines. The first temperature sensor (9) and the first pressure sensor (10) are arranged in series. The first temperature sensor (9) and the first pressure sensor (10) are both located downstream of the engine (2). The engine (2) is located upstream of the first desulfurization reactor (3) and the second desulfurization reactor (4).

9. A ship engine exhaust treatment device according to claim 1, characterized in that: The controller (1) can control the valve openings of the first control valve (5), the second control valve (6), the third control valve (7), the fourth control valve (8), and the fifth control valve (15).

10. The method for using the ship engine exhaust treatment device according to any one of claims 1 to 9 comprises the following steps: Step a: When the sulfur oxide concentration in the exhaust gas detected by the sulfur oxide sensor (11) exceeds a certain value and the readings of the first pressure sensor (10) and the second pressure sensor (13) are within a normal range, the controller (1) sounds an alarm, opens the third control valve (7) and the fourth control valve (8) and closes the first control valve (5) and the second control valve (6); Step b: Rotate the docking port A (303) to separate the tank body (306) from the telescopic tube (302), pull the handle (309) and drive the protrusion (315) to move in the outward stretching direction of the second spring (314), the inclined surface of the protrusion (315) contacts the inclined surface block (313), so that the inclined surface block (313) drives the clamping block (311) to move upward in the compression direction of the first spring (310), the oblique angle of the clamping block (311) gradually withdraws from the (307) slot, the fixing pin (307) is completely withdrawn from the fixing hole (308), and the device is unlocked; Step c: Push the tank body (306) with the replaced desulfurizer along the fixed pin (307), and gradually insert the fixed pin (307) into the fixed hole (308). The front end of the fixed pin (307) contacts the bottom bevel of the card block (311) and continues to be pushed in. The card block (311) moves upward along the compression direction of the first spring (310). When the bottom bevel of the card block (311) is aligned with the middle groove of the fixed pin (307), the first spring (310) is reset, driving the card block (311) to move downward, and the bottom bevel of the contact card block (311) extends into the middle groove of the fixed pin (307), and the device is locked; Step d: Rotate the docking port A (303) so that the tank body (306) is combined with the telescopic tube (302), reset the alarm of the controller, and record the replacement time.

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