A coupled carbon capture marine hydrogen fuel cell cogeneration system and methods of use thereof

Abstract

The application discloses a marine hydrogen fuel cell thermoelectric system coupled with carbon capture and a use method thereof, comprising a methanol autothermal reforming hydrogen production system, a proton exchange membrane fuel stack power generation system and a carbon capture system; the methanol autothermal reforming hydrogen production system comprises a methanol storage tank, a water storage tank, a mixer A, a heat exchanger A, a methanol reforming reactor, a self-heating reactor and a hydrogen purification module; the proton exchange membrane fuel stack power generation system comprises a heat exchanger B, a proton exchange membrane fuel cell stack, a mixer B, a heat exchanger C, a blower and a combustion chamber; and the carbon capture system comprises a mixer C, a carbonation reactor, a calcination reactor, a compressor and a carbon dioxide storage tank. The methanol reforming hydrogen production technology, the proton exchange membrane fuel cell and the carbon capture technology are combined, the production and consumption of hydrogen are matched, the CO2 in the exhaust gas of the ship is captured, the fuel cell system based on the methanol reforming hydrogen production realizes zero carbon emission and high energy utilization.

Description

Technical Field

[0001] The present invention relates to the field of clean energy technology, and more particularly to a marine hydrogen fuel cell thermoelectric system coupled with carbon capture and a method for using the system. Background Art

[0002] Hydrogen energy is widely considered to be the most promising clean energy in the world today. Compared with traditional energy, hydrogen energy has many incomparable advantages, including the following: (1) As a new type of energy-containing body, hydrogen energy can completely break away from dependence on fossil energy; (2) The calorific value of hydrogen is second only to nuclear fuel and far higher than traditional energy sources such as gasoline and coal. Its energy density has a significant advantage over conventional energy sources; (3) The only product after hydrogen combustion is water, so it is considered to be the cleanest and most environmentally friendly energy in the world; (4) The most critical point is that hydrogen resources are widely distributed, the source is sufficient, and it can be used in many ways. Currently, the main ways to prepare hydrogen include water electrolysis, partial oxidation of heavy oil, hydrocarbon and alcohol reforming, coal gasification, and microbial hydrogen production. Among them, water electrolysis has the problem of high energy consumption, and heavy oil reforming may generate sulfides, which can poison catalysts and fuel cell electrodes. In contrast, hydrogen production through reforming of hydrocarbons and alcohols as raw materials is becoming an important method that has attracted much attention in the field of hydrogen production due to its abundant raw material sources, low prices and low overall costs.

[0003] Hydrogen fuel cell technology plays a vital role in the efficient utilization of hydrogen energy and alleviating the global conventional energy crisis. It achieves clean and efficient energy utilization by directly converting the chemical energy of hydrogen and oxygen into electrical energy. Its operating principle is the reverse process of water electrolysis, with water as the sole product, resulting in zero pollution and zero carbon emissions. However, the widespread application of hydrogen fuel cells requires a stable, efficient, safe, and economical hydrogen source, which is also a key link in achieving widespread adoption. Currently, mainstream hydrogen storage technologies include high-pressure gaseous hydrogen storage, low-temperature liquid hydrogen storage, solid alloy hydrogen storage, and organic liquid hydrogen storage. These technologies each have advantages in terms of hydrogen storage density, cost, and temperature, but in terms of overall performance, they do not yet fully meet the stringent hydrogen source requirements of hydrogen fuel cells.

[0004] In contrast, methanol reforming hydrogen production systems have attracted attention due to their unique advantages. Methanol steam reforming hydrogen production technology reforms methanol and steam in the presence of a catalyst at a specific temperature (typically 200-300°C) and pressure to produce hydrogen and CO2. This technology offers the following advantages: The raw material methanol is widely available and renewable, ensuring high safety during storage and transportation; The methanol reforming catalyst has stable performance and high energy density, providing stable, efficient, and cost-effective hydrogen production, providing strong support for the widespread application of hydrogen fuel cells.

[0005] The key to this technology lies in the performance of the catalyst, which usually uses a copper-based catalyst with high activity and selectivity. In addition, in order to improve the reaction efficiency, the system is usually equipped with heat exchange equipment to recover waste heat, improve methanol conversion rate and thermal efficiency. However, this technology still has some challenges, including the thermal stability and anti-poisoning performance of the catalyst, and the generation of by-product CO. CO may have a toxic effect on subsequent fuel cells, so supporting hydrogen purification technology (such as pressure swing adsorption or selective oxidation) is required to remove impurities. The optimization and innovation of these technologies remain important research directions for the development of methanol steam reforming to produce hydrogen. The methanol steam reforming reaction is an endothermic reaction, and the reaction is as follows:

[0006]

[0007] CH3OH→CO+2H2(DE)

[0008]

[0009] Proton exchange membrane fuel cells (PEMFCs) are a highly promising type of fuel cell. They operate by directly converting the chemical energy of hydrogen and oxygen into electricity through a proton exchange membrane (PEM). They offer advantages such as high energy conversion efficiency, zero emissions, low noise, and a modular design. Existing technologies primarily focus on improving the conductivity, durability, and anti-fouling properties of PEMs, improving catalyst activity and reducing reliance on precious metals, and optimizing cell stack design to increase power density and heat dissipation. Extensive research has been conducted in these areas in recent years. However, research on their application in fully integrated systems remains limited.

[0010] Shipboard carbon capture technology is considered an important way to mitigate carbon emissions from the shipping industry, but carbon capture systems for ships are still in the research and development stage. Currently, liquid adsorbents remain the main choice for large-scale industrial carbon capture, with amine solutions (such as monoethanolamine, MEA), ionic liquids, and functionalized solvents being the most commonly studied materials. Liquid adsorbents generally have high adsorption capacity and rapid adsorption rates. Among them, ionic liquids have gradually become a research hotspot due to their low volatility and high thermal stability; functionalized solvents improve their CO2 capture capacity by introducing specific functional groups. However, liquid adsorbents still face many challenges in their application. For example, amine solutions are highly corrosive and can easily damage equipment, requiring frequent maintenance and replacement. Some liquid adsorbents may degrade during the adsorption-desorption cycle, resulting in a significant decrease in adsorption efficiency and increased operating costs. In addition, liquid adsorbents require high regeneration energy consumption, and some may also produce toxic byproducts. At the same time, their preparation costs are relatively high. Especially when the ship is moving, facing the shaking ship operation conditions, the adsorbent will be subjected to multi-directional inertial forces and shear forces in the hull, causing it to fluctuate or tilt irregularly in the adsorption device, which may cause uneven liquid level, local overflow or poor circulation, complicating the operation of the system. These phenomena not only increase the complexity of system operation, but also put higher requirements on stable operation. For this reason, solid CO2 adsorbents have gradually received attention. Compared with liquid adsorbents, solid adsorbents have many advantages, including higher adsorption capacity, good thermal and chemical stability, lower regeneration energy consumption and more environmentally friendly characteristics. These advantages make it an important research direction in the field of carbon capture, providing a potential alternative to solve the shortcomings of existing liquid adsorbents. Summary of the Invention

[0011] The purpose of the present invention is to overcome the above-mentioned defects of the prior art and provide a marine hydrogen fuel cell thermoelectric system coupled with carbon capture that combines methanol reforming hydrogen production technology, proton exchange membrane fuel cells and carbon capture technology, and a method for using the system, so that the production and consumption of hydrogen are matched and the CO2 in the ship's exhaust gas can be captured, so that the fuel cell system based on methanol reforming hydrogen production can achieve zero carbon emissions and efficient energy utilization.

[0012] To achieve the above object, the technical solution of the present invention is as follows:

[0013] A marine hydrogen fuel cell thermoelectric system coupled with carbon capture, comprising: a methanol autothermal reforming hydrogen production system 1, a proton exchange membrane fuel cell power generation system 2 and a carbon capture system 3; the methanol autothermal reforming hydrogen production system 1 comprises a methanol storage tank 11, a water storage tank 12, a mixer A13, a heat exchanger A14, a methanol reforming reactor 15, a self-heating reactor 16, and a hydrogen purification module 17; the proton exchange membrane fuel cell power generation system 2 comprises a heat exchanger B21, a proton exchange membrane fuel cell stack 22, a mixer B23, a heat exchanger C24, a blower 25, and a combustion chamber 26; the carbon capture system 3 The invention comprises a mixer C31, a carbonation reactor 32, a calcination reactor 33, a compressor 34, and a carbon dioxide storage tank 35 connected in sequence; the methanol storage tank 11 is branched into two paths by a pump, one of which is connected to the self-heating reactor 16 through a valve, and the other is connected to the feed port of the mixer A13 in parallel with the water storage tank 12 through a pump, and the discharge port of the mixer is connected to the methanol reforming reactor 15 through a heat exchanger A14, one end of the self-heating reactor 16 is connected to the methanol reforming reactor 15, and the discharge port of the methanol reforming reactor 15 is connected to the hydrogen The purification module 17 is connected, and the outlet of the hydrogen purification module 17 is branched into two paths, one of which is connected to the anode of the proton exchange membrane fuel cell stack 22 through the heat exchanger B21, and the other is connected to the carbonation reactor 32 through the mixer B23. The feed port of the mixer C31 is also connected to the ship exhaust pretreatment module 4 and the self-heating reactor 16 respectively; the blower 25 is connected to the cathode of the proton exchange membrane fuel cell stack 22 and the combustion chamber 26 respectively through the heat exchanger C24, and the outlet of the proton exchange membrane fuel cell stack 22 is connected in parallel The system is connected to the feed port of the mixer B23, and the discharge port of the mixer B23 is connected to the combustion chamber 26; the system also includes a heat transmission pipeline, and the heat generated by the combustion chamber 26 is supplied through the heat transmission pipeline; the system also includes an electric energy transmission pipeline, and the electric energy generated by the proton exchange membrane fuel cell stack 22 is supplied through the electric energy transmission pipeline; the system also includes a water transmission pipeline, and the water generated by the proton exchange membrane fuel cell stack 22, the combustion chamber 26 and the self-heating reactor 16 is connected to the water storage tank 12 through the water transmission pipeline.

[0014] The present invention also discloses a method for using the above-mentioned marine hydrogen fuel cell thermoelectric system coupled with carbon capture, which is divided into a startup phase and an operation phase, including the following steps:

[0015] During the startup phase, methanol is pumped from the methanol storage tank 11 into the self-heating reactor 16 for combustion to provide heat required for vaporization in the heat exchanger A14 and methanol reforming in the methanol reforming reactor 15;

[0016] During the operation phase, methanol and water are pumped from the methanol storage tank 11 and the water storage tank 12 into the mixer A13 for mixing. The resulting methanol-water solution is vaporized in the heat exchanger A14 to form methanol-water vapor, which then enters the methanol reforming reactor 15 to undergo a catalytic reaction with the catalyst to produce synthesis gas.

[0017] The synthesis gas is purified by the hydrogen purification module 17 to obtain high-purity hydrogen. The obtained high-purity hydrogen is heated by the heat exchanger B21 and then input to the anode of the proton exchange membrane fuel cell stack 22 for oxidation reaction. The air is heated by the blower 25 through the heat exchanger C24 and then enters the cathode of the proton exchange membrane fuel cell stack 22 for reduction reaction. The electric energy generated by the reaction is supplied through the electric energy transmission pipeline. The high-purity hydrogen and air not utilized in the reaction are mixed by the mixer B23 and then enter the combustion chamber 26 for combustion reaction. The heat generated by the combustion chamber 26 is supplied through the heat transmission pipeline.

[0018] The CO2 obtained after the ship exhaust is treated by the ship exhaust pretreatment module 4, the CO2 in the synthesis gas separated by the hydrogen purification module 17, and the CO2 generated by the methanol combustion reaction in the self-heating reactor 16 enter the carbonation reactor 32 through the mixer C31, and the CO2 is adsorbed by the adsorbent. The carbonated adsorbent then enters the calcination reactor 33 for calcination. The calcined CO2 is compressed by the compressor 34 and then enters the carbon dioxide storage tank 35 for storage.

[0019] The water generated by the proton exchange membrane fuel cell stack 22 , the combustion chamber 26 , and the self-heating reactor 16 is transported to the water storage tank 12 through the water transport pipeline.

[0020] The implementation of the present invention will have the following beneficial effects:

[0021] The marine hydrogen fuel cell thermoelectric system coupled with carbon capture, provided by this invention, directly converts chemical energy into electrical energy through the fuel cell's efficient electrochemical reaction, avoiding the heat-to-work conversion losses of traditional heat engine systems. Furthermore, unreacted hydrogen is mixed with air for combustion, and the heat generated is recycled for methanol-water vaporization and air preheating, further improving energy efficiency and achieving high energy utilization.

[0022] 2. The carbon capture-coupled marine hydrogen fuel cell thermoelectric system provided by the present invention converts CO2 and compresses and stores it through carbonation and calcination processes, which is convenient for subsequent treatment or utilization. It realizes the capture and storage of ship exhaust CO2, reduces the carbon emissions of ships, and complies with the requirements of the International Maritime Organization (IMO) for carbon emission reduction of ships.

[0023] 3. The marine hydrogen fuel cell thermoelectric system coupled with carbon capture provided by the present invention has a high degree of integration and organically combines multiple functional modules such as methanol reforming, hydrogen purification, fuel cell power generation, combustion waste heat recovery and carbon capture, thus realizing multi-level comprehensive utilization of energy and system optimization.

[0024] 4. The carbon capture-coupled marine hydrogen fuel cell thermoelectric system provided by the present invention has the advantage of flexible fuel supply. It uses methanol as a fuel source and produces hydrogen through a methanol reforming reaction. Methanol has the easy storage and convenient transportation of liquid fuel, and is suitable for the long-distance voyage needs of ships.

[0025] 5. The marine hydrogen fuel cell thermoelectric system coupled with carbon capture provided by this invention fully utilizes waste heat. Waste heat generated in the combustion chamber is recovered through a heat exchanger and used to improve the vaporization efficiency of the methanol-water solution and the preheating of the air, further enhancing the thermal efficiency of the entire system. Furthermore, the system adopts a modular design with the methanol storage tank, reforming reactor, fuel cell stack, and carbon capture module independently located, facilitating maintenance and overhaul, and improving system reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 Schematic diagram of a marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to an embodiment of the present invention.

[0027] Among them: 1. Methanol autothermal reforming hydrogen production system: 11. Methanol storage tank, 12. Water storage tank, 13. Mixer A, 14. Heat exchanger A, 15. Methanol reforming reactor, 16. Self-heating reactor, 17. Hydrogen purification module; 2. Proton exchange membrane fuel cell stack power generation system: 21. Heat exchanger B, 22. Proton exchange membrane fuel cell stack, 23. Mixer B, 24. Heat exchanger C, 25. Blower, 26. Combustion chamber; 3. Carbon capture system: 31. Mixer C, 32. Carbonation reactor, 33. Calcination reactor, 34. Compressor, 35. Carbon dioxide storage tank; 4. Ship exhaust pretreatment module; 5. Ship heating device; 6. Ship electrical device: 61. Ship power distribution device, 62. Ship power grid, 63. Ship electrical load device; DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to specific examples, but the present invention is not limited thereto in any way.

[0029] The present invention discloses a marine hydrogen fuel cell thermoelectric system coupled with carbon capture, such as Figure 1 As shown, it includes: a methanol autothermal reforming hydrogen production system 1, a proton exchange membrane fuel cell power generation system 2 and a carbon capture system 3.

[0030] Furthermore, the methanol autothermal reforming hydrogen production system 1 includes a methanol storage tank 11 , a water storage tank 12 , a mixer A13 , a heat exchanger A14 , a methanol reforming reactor 15 , a self-heating reactor 16 , and a hydrogen purification module 17 .

[0031] Furthermore, the proton exchange membrane fuel cell stack power generation system 2 includes a heat exchanger B21, a proton exchange membrane fuel cell stack 22, a mixer B23, a heat exchanger C24, a blower 25, and a combustion chamber 26.

[0032] Furthermore, the carbon capture system 3 includes a mixer C31 , a carbonation reactor 32 , a calcination reactor 33 , a compressor 34 , and a carbon dioxide storage tank 35 , which are connected in sequence.

[0033] Furthermore, the methanol storage tank 11 is branched into two paths through a pump, one of which is connected to the self-heating reactor 16 through a valve, and the other is connected to the water storage tank 12 through a pump in parallel with the feed port of the mixer A13, the discharge port of the mixer is connected to the methanol reforming reactor 15 through the heat exchanger A14, one end of the self-heating reactor 16 is connected to the methanol reforming reactor 15, the discharge port of the methanol reforming reactor 15 is connected to the hydrogen purification module 17, and the discharge port of the hydrogen purification module 17 is branched into two paths, one of which is connected to the heat exchanger A14. B21 is connected to the anode of the proton exchange membrane fuel cell stack 22, and the other way is connected to the carbonation reactor 32 through the mixer B23. The feed port of the mixer C31 is also connected to the ship exhaust pretreatment module 4 and the self-heating reactor 16 respectively; the blower 25 is connected to the cathode of the proton exchange membrane fuel cell stack 22 and the combustion chamber 26 respectively through the heat exchanger C24, and the outlet of the proton exchange membrane fuel cell stack 22 is connected to the feed port of the mixer B23 in parallel, and the discharge port of the mixer B23 is connected to the combustion chamber 26.

[0034] Furthermore, the system also includes a heat transfer pipeline, and the heat generated by the combustion chamber 26 is supplied through the heat transfer pipeline.

[0035] Furthermore, the system also includes an electric energy transmission pipeline, and the electric energy generated by the proton exchange membrane fuel cell stack 22 is supplied through the electric energy transmission pipeline.

[0036] Furthermore, the system also includes a water delivery pipeline, through which the water generated by the proton exchange membrane fuel cell stack 22, the combustion chamber 26 and the self-heating reactor 16 is connected to the water storage tank 12.

[0037] In a specific embodiment, the discharge port of the calcination reactor 33 is divided into two paths, one of which is connected to the carbon dioxide storage tank 35 through the compressor 34 , and the other is connected to the carbonation reactor 32 .

[0038] In a specific embodiment, the outlet end of the heat transfer pipeline is respectively connected to the heat exchanger A14, the self-heating reactor 16, the heat exchanger B21, the heat exchanger C24, the carbonation reactor 32 and the calcination reactor 33 for heat supply, and the remaining heat is used for the ship heating device 5.

[0039] In a specific embodiment, the outlet end of the electric energy transmission pipeline is connected to the ship electrical device 6, the blower 25, the compressor 34 and the pump respectively, and the redundant electric energy is stored by the lithium battery energy storage device 7.

[0040] In a specific embodiment, the ship electrical device 6 includes a ship power distribution device 61 , a ship power grid 62 , and a ship electrical load device 63 , which are connected in sequence.

[0041] Specifically, the present invention combines methanol reforming hydrogen production technology, proton exchange membrane fuel cells and carbon capture technology to match hydrogen production and consumption, and to capture CO2 in ship exhaust, thereby achieving a zero-carbon emission system suitable for application in ship operating conditions.

[0042] The present invention also discloses a method for using a marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to any embodiment of the present invention, which is divided into a startup phase and an operation phase, including the following steps:

[0043] S1. During the startup phase, methanol is pumped from the methanol storage tank 11 into the self-heating reactor 16 for combustion to provide heat required for vaporization in the heat exchanger A14 and methanol reforming in the methanol reforming reactor 15.

[0044] S2, during the operation phase:

[0045] S21. Methanol and water are respectively input from the methanol storage tank 11 and the water storage tank 12 into the mixer A13 through a pump for mixing, and the obtained methanol-water solution is vaporized through the heat exchanger A14 to form methanol-water vapor, which then enters the methanol reforming reactor 15 to undergo a catalytic reaction with the catalyst to obtain synthesis gas.

[0046] S22. The synthesis gas is purified by the hydrogen purification module 17 to obtain high-purity hydrogen. The obtained high-purity hydrogen is heated by the heat exchanger B21 and input to the anode of the proton exchange membrane fuel cell stack 22 for oxidation reaction. The air flows through the heat exchanger C24 through the blower 25 and is heated and then enters the cathode of the proton exchange membrane fuel cell stack 22 for reduction reaction. The electric energy generated by the reaction is supplied through the electric energy transmission pipeline. The high-purity hydrogen and air not utilized in the reaction are mixed by the mixer B23 and enter the combustion chamber 26 for combustion reaction. The heat generated by the combustion chamber 26 is supplied through the heat transmission pipeline.

[0047] S23, the CO2 obtained after the ship's exhaust gas is treated by the ship's exhaust gas pretreatment module 4, the CO2 in the synthesis gas separated by the hydrogen purification module 17, and the CO2 generated by the methanol combustion reaction in the self-heating reactor 16 enter the carbonation reactor 32 through the mixer C31 and use the adsorbent to adsorb CO2, and then the carbonated adsorbent enters the calcination reactor 33 for calcination, and the calcined CO2 is compressed by the 1 compressor 34 and then enters the carbon dioxide storage tank 35 for storage; the water generated by the proton exchange membrane fuel cell stack 22, the combustion chamber 26 and the self-heating reactor 16 is transported to the water storage tank 12 through the water delivery pipeline.

[0048] In a specific embodiment, the reaction process in the proton exchange membrane fuel cell stack 22 specifically includes:

[0049] High-purity hydrogen enters the anode of the proton exchange membrane fuel cell stack 22 and undergoes an oxidation reaction H2→2H + +2e - , hydrogen molecules are decomposed into protons H + and electronic - , protons then migrate to the cathode through the proton exchange membrane, and electrons flow to the cathode through the external circuit to form an electric current; the air flows through the blower 25 through the heat exchanger C24 and is heated before entering the cathode of the proton exchange membrane fuel cell stack 22 to undergo a reduction reaction, and the O2 in the air enters the battery and combines with the protons that reach the cathode through the proton exchange membrane and the electrons from the external circuit to generate water; the overall reaction of the proton exchange membrane fuel cell is: 2H2+O2→2H2O+electric energy+heat energy.

[0050] In one embodiment, the adsorbent includes at least one of a magnesium-based adsorbent or a calcium-based adsorbent.

[0051] In one embodiment, the catalyst includes at least one of a copper-based spinel catalyst or a perovskite-type catalyst.

[0052] In a specific embodiment, the reaction temperature in the methanol reforming reactor (15) is 200°C to 300°C.

[0053] In one embodiment, the temperature in the carbonation reactor (32) is 250°C to 350°C.

[0054] In one embodiment, the temperature in the calcination reactor (33) is 400°C to 500°C.

[0055] In one embodiment, the adsorbent obtained after calcination in the calcination reactor 33 is recycled back to the carbonation reactor 32 to continue CO2 adsorption.

[0056] In a specific embodiment, the heat generated by the combustion chamber 26 is transported to the heat exchanger A14, the self-heating reactor 16, the heat exchanger B21, the heat exchanger C24, the carbonation reactor 32 and the calcination reactor 33 through the heat transfer pipeline, and the remaining heat is used for the ship heating device 5.

[0057] In a specific embodiment, the electric energy generated by the proton exchange membrane fuel cell stack 22 is transmitted to the ship electrical device 6, the blower 25, the compressor 34 and the pump respectively through the electric energy transmission pipeline, and the redundant electric energy is stored in the lithium battery energy storage device 7.

[0058] In a specific embodiment, the ship electrical device 6 includes a ship power distribution device 61 , a ship power grid 62 , and a ship electrical load device 63 , which are connected in sequence.

[0059] The above-described embodiments merely represent several implementation methods of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A marine hydrogen fuel cell thermoelectric system coupled with carbon capture, characterized in that: include: Methanol autothermal reforming hydrogen production system (1), proton exchange membrane fuel cell power generation system (2) and carbon capture system (3); The methanol autothermal reforming hydrogen production system (1) comprises a methanol storage tank (11), a water storage tank (12), a mixer A (13), a heat exchanger A (14), a methanol reforming reactor (15), a self-heating reactor (16), and a hydrogen purification module (17); The proton exchange membrane fuel cell stack power generation system (2) includes a heat exchanger B (21), a proton exchange membrane fuel cell stack (22), a mixer B (23), a heat exchanger C (24), a blower (25), and a combustion chamber (26); The carbon capture system (3) includes a mixer C (31), a carbonation reactor (32), a calcination reactor (33), a compressor (34), and a carbon dioxide storage tank (35) connected in sequence; The methanol storage tank (11) is branched into two paths through a pump, one of which is connected to the self-heating reactor (16) through a valve, and the other is connected to the feed port of the mixer A (13) in parallel with the water storage tank (12) through a pump, and the discharge port of the mixer is connected to the methanol reforming reactor (15) through a heat exchanger A (14), one end of the self-heating reactor (16) is connected to the methanol reforming reactor (15), and the discharge port of the methanol reforming reactor (15) is connected to the hydrogen purification module (17), and the discharge port of the hydrogen purification module (17) is branched into two paths, one of which is connected to the anode of the proton exchange membrane fuel cell stack (22) through a heat exchanger B (21), and the other is connected to the carbonation reactor (32) through a mixer B (23), and the feed port of the mixer C (31) is also connected to the ship exhaust pretreatment module (4) and the self-heating reactor (16) respectively; The blower (25) is connected to the cathode of the proton exchange membrane fuel cell stack (22) and the combustion chamber (26) respectively through a heat exchanger C (24); the outlet of the proton exchange membrane fuel cell stack (22) is connected to the feed port of the mixer B (23) in parallel; and the outlet of the mixer B (23) is connected to the combustion chamber (26); The system further comprises a heat transport pipeline, and the heat generated by the combustion chamber (26) is supplied through the heat transport pipeline; The system further comprises an electric energy transmission pipeline, and the electric energy generated by the proton exchange membrane fuel cell stack (22) is supplied through the electric energy transmission pipeline; The system further comprises a water delivery pipeline, through which water generated by the proton exchange membrane fuel cell stack (22), the combustion chamber (26) and the self-heating reactor (16) is connected to the water storage tank (12).

2. The marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to claim 1, characterized in that: The discharge port of the calcination reactor (33) is divided into two paths, one of which is connected to the carbon dioxide storage tank (35) through a compressor (34), and the other is connected to the carbonation reactor (32).

3. The marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to claim 1, characterized in that: The outlet end of the heat transport pipeline is respectively connected to the heat exchanger A (14), the self-heating reactor (16), the heat exchanger B (21), the heat exchanger C (24), the carbonation reactor (32) and the calcination reactor (33) for heat supply, and the remaining heat is used for the ship heating device (5).

4. The marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to claim 1, characterized in that: The outlet end of the electric energy transmission pipeline is connected to the ship's electrical device (6), the blower (25), the compressor (34) and the pump respectively, and the redundant electric energy is stored by the lithium battery energy storage device (7); The ship electrical device (6) comprises a ship power distribution device (61), a ship power grid (62), and a ship electrical load device (63) which are connected in sequence.

5. A method for using the marine hydrogen fuel cell thermoelectric system coupled with carbon capture according to any one of claims 1 to 4, characterized in that: It is divided into the startup phase and the operation phase, including the following steps: During the startup phase, methanol is pumped from the methanol storage tank (11) into the self-heating reactor (16) for combustion, thereby providing heat required for vaporization in the heat exchanger A (14) and methanol reforming in the methanol reforming reactor (15); During the operation phase, methanol and water are respectively fed from a methanol storage tank (11) and a water storage tank (12) into a mixer A (13) by a pump for mixing, and the resulting methanol-water solution is vaporized in a heat exchanger A (14) to form methanol-water vapor, which then enters a methanol reforming reactor (15) to react with a catalyst to produce synthesis gas; The synthesis gas is purified by a hydrogen purification module (17) to obtain high-purity hydrogen. The obtained high-purity hydrogen is heated by a heat exchanger B (21) and then input to the anode of a proton exchange membrane fuel cell stack (22) for oxidation reaction. Air is heated by a blower (25) through a heat exchanger C (24) and then enters the cathode of a proton exchange membrane fuel cell stack (22) for reduction reaction. Electric energy generated by the reaction is supplied via an electric energy transmission pipeline. The high-purity hydrogen and air not utilized in the reaction are mixed by a mixer B (23) and then enter a combustion chamber (26) for combustion reaction. The heat generated by the combustion chamber (26) is supplied via a heat transmission pipeline. The CO2 obtained after the ship exhaust is treated by the ship exhaust pretreatment module (4), the CO2 in the synthesis gas separated by the hydrogen purification module (17), and the CO2 generated by the methanol combustion reaction in the self-heating reactor (16) are fed into the carbonation reactor (32) through the mixer C (31) and the CO2 is adsorbed by the adsorbent. The adsorbent after carbonation is then fed into the calcination reactor (33) for calcination. The calcined CO2 is compressed by a compressor (34) and then fed into the carbon dioxide storage tank (35) for storage. The water generated by the proton exchange membrane fuel cell stack (22), the combustion chamber (26) and the self-heating reactor (16) is transported to the water storage tank (12) through the water transport pipeline.

6. The method of use according to claim 5, characterized in that: The reaction process in the proton exchange membrane fuel cell stack (22) specifically includes: High-purity hydrogen enters the anode of the proton exchange membrane fuel cell stack (22) and undergoes oxidation reaction H2→2H + +2e - , hydrogen molecules are decomposed into protons H + and electronic - , protons then migrate to the cathode through the proton exchange membrane, and electrons flow to the cathode through the external circuit to form current; The air is heated by the blower (25) and flows through the heat exchanger C (24) before entering the cathode of the proton exchange membrane fuel cell stack (22) to undergo a reduction reaction. O2 in the air enters the battery and combines with the protons that pass through the proton exchange membrane and reach the cathode and the electrons transmitted from the external circuit to generate water. The overall reaction of the proton exchange membrane fuel cell is: 2H2+O2→2H2O+electrical energy+thermal energy.

7. The method of use according to claim 5, characterized in that: The adsorbent includes at least one of a magnesium-based adsorbent and a calcium-based adsorbent; The catalyst comprises at least one of a copper-based spinel catalyst or a perovskite-type catalyst; The reaction temperature in the methanol reforming reactor (15) is 200°C to 300°C; The temperature in the carbonation reactor (32) is 250°C to 350°C; The temperature in the calcination reactor (33) is 400°C to 500°C.

8. The method of use according to claim 5, characterized in that: The adsorbent obtained after calcination in the calcination reactor (33) is circulated back to the carbonation reactor (32) to continue CO2 adsorption.

9. The method of use according to claim 5, characterized in that: The heat generated by the combustion chamber (26) is transported to the heat exchanger A (14), the self-heating reactor (16), the heat exchanger B (21), the heat exchanger C (24), the carbonation reactor (32) and the calcination reactor (33) respectively through the heat transport pipeline, and the remaining heat is used for the ship heating device (5).

10. The method of use according to claim 5, characterized in that: The electric energy generated by the proton exchange membrane fuel cell stack (22) is respectively transmitted to the ship's electrical device (6), the blower (25), the compressor (34) and the pump through the electric energy transmission pipeline, and the redundant electric energy is stored in the lithium battery energy storage device (7); The ship electrical device (6) comprises a ship power distribution device (61), a ship power grid (62), and a ship electrical load device (63) which are connected in sequence.

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