Ship combustion-supporting emission reduction control system and control method

Abstract

The invention provides a ship combustion-supporting emission reduction system. The ship combustion-supporting emission reduction system comprises a controller, a water tank area, an electrolysis area, a drying area, a water supplementing unit, a water level sensor, a temperature sensor and an air pressure sensor. Therefore, the controller automatically controls water replenishing, power failure and alarm functions, and stable operation and safety of the system are ensured. The electrolysis area efficiently electrolyzes alkaline water into hydrogen and oxygen mixed gas, catalysis and combustion supporting are provided for combustion of engine fuel oil, the combustion efficiency of the engine fuel oil is improved, and emission of harmful substances is reduced. And the drying area ensures that moisture in the hydrogen-oxygen mixed gas is removed before the hydrogen-oxygen mixed gas enters a combustion chamber of the engine, so that high efficiency and safety of combustion are ensured. Besides, the system also has multiple safety guarantee measures of water level monitoring, temperature monitoring and air pressure monitoring, and alarms or powers off in time when abnormal conditions occur, so that equipment damage and safety accidents are avoided. The system not only realizes emission reduction and energy conservation, but also has high automation and safety performance.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and in particular to a ship combustion-supporting and emission-reduction control system and a control method. Background Art

[0002] At present, the carbon emissions of the international shipping industry exceed 1 billion tons, accounting for 2-3% of the world's total. It is urgent to reduce carbon emissions in shipping. Shipping is the main form of freight in international trade, accounting for more than 85% of the world's international trade volume. Although shipping has the characteristics of low unit energy consumption, the global shipping industry still emits a considerable amount of greenhouse gases every year. 2 Emissions account for 2% to 3% of the world's total emissions. In order to reduce ship emissions, improve fuel efficiency, and ensure safety and stability, the research and development of ship combustion-supporting and emission-reduction systems has become particularly important.

[0003] Therefore, how to provide a device system that can achieve emission reduction effects efficiently, stably and safely is a problem that needs to be solved urgently. Summary of the invention

[0004] The main purpose of the present invention is to provide a ship combustion-supporting and emission-reduction control system and control method, so as to at least solve the problems of low fuel combustion efficiency and poor safety in the prior art.

[0005] In order to achieve the above-mentioned objectives, the present invention provides a ship combustion-supporting and emission-reduction system, comprising a controller, a water tank area, an electrolysis area, a drying area, a water replenishment unit, a water level sensor, a temperature sensor, an air pressure sensor and a shell; the controller is connected to a power supply and is used to control the power off and on of the power supply; the water tank area is connected to the controller and is used to provide alkaline water to be electrolyzed; the electrolysis area is connected to the controller and is used to electrolyze alkaline water to produce a hydrogen-oxygen mixture, and pass the hydrogen-oxygen mixture into the water tank area; the drying area is connected to the water tank area and is used to dry the hydrogen-oxygen mixture and pass the dried hydrogen-oxygen mixture into the combustion chamber of the ship engine; the water replenishment unit is connected to the controller and is used to replenish electrolyte to the water tank area; the water level sensor is arranged in the water tank area and is connected to the controller, and the water level sensor is used to send the liquid level information of the water tank area to the controller; the controller is also used to receive the liquid level information of the water tank area according to the received The liquid level information sends out an alarm or controls the water replenishment unit to start replenishing liquid to the water tank area or controls the water replenishment unit to stop replenishing liquid to the water tank area; a temperature sensor is arranged in the electrolysis area and electrically connected to the controller, the temperature sensor is used to detect the temperature of the electrolysis area and send the detected temperature information to the controller, and the controller is also used to control the power supply to be cut off when it is judged that the temperature of the electrolysis area is abnormal according to the temperature information; an air pressure sensor is arranged in the air supply pipeline between the air outlet of the drying area and the engine combustion chamber, the air pressure sensor is used to send the air pressure information in the air supply pipeline to the controller, and the controller is also used to judge that the pressure in the air supply pipeline is abnormal according to the air pressure information and alarm; the drying area, the water tank area and the electrolysis area are arranged in the shell from top to bottom in sequence; wherein, the power supply is connected to the main power supply of the ship.

[0006] Optionally, the water tank area includes a water tank, a water tank liquid inlet pipe, a water tank liquid outlet pipe and a water tank air outlet pipe; the water tank is used to temporarily store alkaline water to be electrolyzed; the water tank liquid inlet pipe is connected to the water replenishment unit, the water tank liquid inlet pipe passes through the top cover of the water tank, extends toward the bottom plate of the water tank and does not contact the bottom plate of the water tank; the water tank liquid outlet pipe is arranged at the bottom of the water tank, and the water tank liquid outlet pipe is used to discharge the electrolyte to be electrolyzed in the water tank; the water tank air outlet pipe is arranged on the top cover of the water tank, and the water tank air outlet pipe is used to discharge the gas in the water tank.

[0007] Optionally, the electrolysis zone includes multiple groups of parallel electrolysis reactors and electrolysis reactor air outlet pipes; the liquid inlet at the bottom of the electrolysis reactor is connected to the liquid outlet of the water tank liquid outlet pipe; the electrolysis reactor is used to electrolyze alkaline water; one end of the electrolysis reactor air outlet pipe passes through the bottom plate of the water tank and extends toward the top cover of the water tank without contacting the top cover of the water tank, and the other end is connected to the air outlet at the top of the electrolysis reactor, and the electrolysis reactor air outlet pipe is used to introduce the hydrogen and oxygen mixed gas generated by the electrolysis reactor into the water tank.

[0008] Optionally, the drying area includes multiple filter bottles, return pipes and filter bottle outlet pipes; multiple filter bottles are equipped with gas-liquid separators, and the filter bottles are used to separate the liquid-containing gas entering the filter bottles; the return pipe is connected to the water tank inlet pipe, and the return pipe is used to introduce the liquid filtered from the filter bottle into the water tank; the filter bottle outlet pipe is connected to the engine combustion chamber, and the filter bottle outlet pipe is used to pass the hydrogen-oxygen mixture obtained after filtration into the engine combustion chamber.

[0009] Optionally, the water tank area also includes a gas-liquid separation network; the gas-liquid separation network is arranged inside the water tank and located between the liquid level of the water tank and the air inlet of the water tank air outlet pipe, and is used to perform gas-liquid separation on the hydrogen-oxygen mixed gas coming out of the water tank.

[0010] Optionally, the water replenishment unit includes a water replenishment tank and a delivery pump; the water replenishment tank pre-stores alkaline water to be electrolyzed; the delivery pump is connected to the controller; the controller is used to control the water replenishment tank to replenish liquid to the water tank or control the water replenishment tank to stop replenishing liquid to the water tank by controlling the opening and closing of the delivery pump.

[0011] Optionally, the water tank is further provided with a spare water inlet, which is used to manually open the spare water inlet to replenish liquid into the water tank when the water replenishment unit fails.

[0012] Optionally, the ship combustion-supporting and emission-reduction system further includes:

[0013] A speed collector is connected to the controller, and is used to collect engine speed information and send the engine speed information to the controller. The controller adjusts the electrolysis current of the electrolysis zone according to the engine speed information.

[0014] The present invention also provides a ship combustion-supporting and emission-reduction control method, which is applied to the ship combustion-supporting and emission-reduction system of the present invention. The control method comprises:

[0015] When the ship has surplus electricity, supplying power to the power supply through the ship's main power supply;

[0016] When the water level in the water tank area reaches a first preset water level threshold, the water level sensor sends first water level information to the controller. After receiving the first water level information, the controller issues a first alarm message and controls the water replenishment unit to replenish liquid to the water tank area; if the controller does not receive second water level information after a first period of time after issuing the first alarm message, the controller issues a second alarm message; if the controller still does not receive the second water level information after a second period of time after issuing the second alarm message, the controller controls the power supply to be cut off; the second water level information is the water level information sent by the water level sensor to the controller when the water level in the water tank area reaches a second preset water level threshold;

[0017] When the water level in the water tank area reaches the second preset water level threshold, the water level sensor sends second water level information to the controller, and after receiving the second water level information, the controller controls the water replenishment unit to stop replenishing liquid to the water tank area;

[0018] The controller receives the temperature information sent by the temperature sensor and compares the temperature value in the temperature information with a preset temperature threshold. When the controller determines that the temperature value is higher than the preset temperature threshold, the controller controls the power supply to be cut off;

[0019] The controller receives pressure information sent by the air pressure sensor and compares the pressure value in the pressure information with a preset pressure threshold. When the controller determines that the pressure value is higher than the preset pressure threshold, the controller controls the power supply to be cut off.

[0020] Optionally, the control method further includes:

[0021] The controller receives the engine speed information sent by the speed collector,

[0022] When the controller determines that the engine speed is greater than or equal to a first speed threshold and less than a second speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a first preset current value;

[0023] When the controller determines that the engine speed is greater than or equal to the second speed threshold and less than the third speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a second preset current value;

[0024] When the controller determines that the engine speed is greater than or equal to the third speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a third preset current value;

[0025] The first preset current value is smaller than the second preset current value, and the second preset current value is smaller than the third preset current value.

[0026] A ship combustion-supporting and emission-reduction system of the technical solution of the present invention comprises: a controller connected to a power supply for controlling the power off and on of the power supply; a water tank area connected to the controller for providing alkaline water to be electrolyzed; an electrolysis area connected to the controller for electrolyzing alkaline water to produce a hydrogen-oxygen mixed gas, and passing the hydrogen-oxygen mixed gas into the water tank area; a drying area connected to the water tank area for drying the hydrogen-oxygen mixed gas, and passing the dried hydrogen-oxygen mixed gas into a combustion chamber of a ship engine; a water replenishment unit connected to the controller for replenishing electrolyte to the water tank area; a water level sensor placed in the water tank area and connected to the controller, the water level sensor for sending liquid level information of the water tank area to the controller; the controller is also used to issue an alarm or control according to the received liquid level information The water replenishment unit starts replenishing liquid to the water tank area or controls the water replenishment unit to stop replenishing liquid to the water tank area; the temperature sensor is arranged in the electrolysis area and is electrically connected to the controller. The temperature sensor is used to detect the temperature of the electrolysis area and send the detected temperature information to the controller. The controller is also used to control the power supply to cut off when judging that the temperature of the electrolysis area is abnormal according to the temperature information; the air pressure sensor is arranged in the gas pipeline between the air outlet of the dry area and the engine combustion chamber. The air pressure sensor is used to send the air pressure information in the gas pipeline to the controller. The controller is also used to alarm when judging that the pressure in the gas pipeline is abnormal according to the air pressure information; the dry area, the water tank area and the electrolysis area are arranged in the shell from top to bottom; wherein the power supply is connected to the main power supply of the ship. Thus, the controller, as a central control unit, can accurately control the water replenishment, power off and alarm functions according to the information of each sensor, so as to ensure the stable operation and safety of the system. Among them, the electrolysis area electrolyzes alkaline water to obtain a hydrogen-oxygen mixture, which provides catalysis and combustion-supporting effects for the combustion process of the engine fuel, improves the combustion efficiency of the engine fuel, and reduces the emission of harmful substances. At the same time, the drying area can remove the moisture from the hydrogen-oxygen mixture before it enters the engine combustion chamber, ensuring efficient and safe combustion. In addition, the combustion-supporting and emission-reduction system in this application also has multiple safety measures such as water level monitoring, temperature monitoring, and air pressure monitoring, which can promptly alarm or cut off power when abnormal conditions occur. The system not only achieves the dual effects of emission reduction and energy saving, but also has a high degree of automation and safety performance, providing strong support for the environmental protection and energy-saving operation of ships. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0028] Figure 1 This is a diagram of a ship combustion-supporting and emission-reduction system that can be selected according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of an optional water tank according to an embodiment of the present invention.

[0030] Reference numerals:

[0031] 10. Controller; 20. Water tank area; 21. Water tank; 22. Water tank liquid inlet pipe; 23. Water tank liquid outlet pipe; 24. Water tank air outlet pipe; 25. Gas-liquid separation net; 26. Alternate water inlet; 30. Electrolysis area; 31. Electrolysis reactor; 32. Electrolysis reactor air outlet pipe; 40. Drying area; 41. Filter bottle; 42. Return pipe; 43. Filter bottle air outlet pipe; 50. Shell. DETAILED DESCRIPTION

[0032] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0033] like Figure 1 As shown, a ship combustion-supporting and emission-reduction system includes a controller 10, a water tank area 20, an electrolysis area 30, a drying area 40, a water replenishment unit, a water level sensor, a temperature sensor, an air pressure sensor and a shell 50; the controller 10 is connected to a power supply and is used to control the power supply to be powered on and off; the water tank area 20 is connected to the controller 10 and is used to provide alkaline water to be electrolyzed; the electrolysis area 30 is connected to the controller 10 and is used to electrolyze alkaline water to produce a hydrogen-oxygen mixed gas, and pass the hydrogen-oxygen mixed gas into the water tank area 20; the drying area 40 is connected to the water tank area 20 and is used to dry the hydrogen-oxygen mixed gas and pass the dried hydrogen-oxygen mixed gas into the combustion chamber of the ship engine; the water replenishment unit is connected to the controller 10 and is used to replenish electrolyte to the water tank area 20; the water level sensor is arranged in the water tank area 20 and is connected to the controller 10, and the water level sensor is used to send liquid level information of the water tank area 20 to the controller 10; The controller 10 is also used to issue an alarm according to the received liquid level information or control the water replenishment unit to start replenishing liquid to the water tank area 20 or control the water replenishment unit to stop replenishing liquid to the water tank area 20; a temperature sensor is arranged in the electrolysis area 30 and is electrically connected to the controller 10. The temperature sensor is used to detect the temperature of the electrolysis area 30 and send the detected temperature information to the controller 10. The controller 10 is also used to control the power supply to be cut off when it is determined that the temperature of the electrolysis area 30 is abnormal according to the temperature information; an air pressure sensor is arranged in the air pipeline between the air outlet of the drying area 40 and the engine combustion chamber. The air pressure sensor is used to send the air pressure information in the air pipeline to the controller 10. The controller 10 is also used to alarm when it is determined that the pressure in the air pipeline is abnormal according to the air pressure information; the drying area 40, the water tank area 20 and the electrolysis area 30 are arranged in the shell 50 from top to bottom; wherein the power supply is connected to the main power supply of the ship.

[0034] Specifically, the housing 50 serves as the supporting structure of the entire system, and the drying area 40, the water tank area 20 and the electrolysis area 30 are sequentially arranged inside from top to bottom to ensure the stability and safety of each component. The controller 10, as a central command unit, is connected to the power supply and is responsible for the power-off and power-on control of the entire system. While controlling the system, the controller 10 also receives information from other sensors, and makes decisions based on this to control the water replenishment unit, issue an alarm or control the power-on and power-off, etc., to ensure the safe and stable operation of the emission reduction system. Among them, the controller 10 is also installed inside the housing 50, and the display screen end of the controller 10 can be embedded in the housing 50, and the display screen end can display the fault information of the emission reduction system in real time. The entire emission reduction system has a high degree of integration and occupies a small space. In addition, a vent is provided on the housing 50 where the electrolysis area 30 is located, and a certain amount of heat is generated during the electrolysis process, resulting in an increase in the temperature of the electrolysis area 30. The setting of the vent can effectively promote air circulation, take away the heat, thereby reducing the temperature of the electrolysis area 30 and maintaining the stability of the electrolysis process. The housing 50 is made of lightweight 304 stainless steel, which not only provides a strong structure, but also ensures the lightness of the device, making it easy to carry and install. 304 stainless steel has good corrosion resistance and processing properties, and can protect internal components from erosion by the external environment.

[0035] The hydrogen-oxygen mixture has catalytic properties. Dry CO reacts slowly with oxygen. When the gas contains 20ppm of hydrogen, an accelerated multiphase reaction occurs. Active atoms such as O, H and OH can be produced during the high-temperature combustion process. On the one hand, it can promote the high-temperature cracking of the medium and long hydrocarbon chains in diesel, and accelerate the oxidation reaction. The mixed combustion of hydrogen and oxygen is a typical branch chain reaction process. When a molecule of water is formed, two new active substances are obtained. The production process of hydrogen and oxygen only consumes water and electricity. 1 liter of water can produce 705 liters of hydrogen and oxygen gas, and the power consumption is about 3kWH.

[0036] The electrolysis zone 30 electrolyzes alkaline water into hydrogen and oxygen in a ratio of 2:1. After the two gases are mixed inside the electrolysis zone 30, a hydrogen-oxygen mixture, i.e., Brown gas, is formed and output to the water tank zone 20. After passing through the water tank zone 20, the hydrogen-oxygen mixture enters the drying zone 40 for gas-liquid separation to obtain a dried hydrogen-oxygen mixture. After the hydrogen-oxygen mixture enters the engine combustion chamber through the engine intake manifold and mixes with the fuel, oxygen assists combustion, and hydrogen catalyzes and participates in combustion, which promotes a more complete combustion of the fuel, not only reducing the emission of harmful substances, but also improving the utilization rate of the fuel, achieving the dual effects of emission reduction and energy saving. In addition, the hydrogen-oxygen mixture is passed into the combustion chamber of the engine, and the engine carbon deposits can also be cleaned, specifically because: the combustion speed of hydrogen is very fast, and the combustion temperature is high, which can produce a strong thermal shock. When this high-temperature flame spreads in the combustion chamber, it will directly impact the carbon deposits attached to the surface of the engine components. Carbon deposits are usually carbonaceous deposits formed due to incomplete combustion of fuel. Under the strong thermal shock of high-temperature flames, carbon deposits will become loose due to heat, and the chemical bonds inside them will be destroyed under the action of high temperature, so that carbon deposits are not easy to remain on the surface of engine parts; hydrogen is reducing and oxygen is oxidizing. Under the specific environment in the engine combustion chamber, a series of redox reactions will occur during the combustion of hydrogen-oxygen mixed gas. For carbon deposits, hydrogen can react with carbon in carbon deposits to reduce carbon to gaseous substances such as carbon monoxide or carbon dioxide. For example, hydrogen and carbon in carbon deposits can react to generate carbon monoxide under certain conditions. These generated gaseous products can be naturally discharged from the engine during the exhaust process of the engine, thereby achieving the purpose of removing carbon deposits from engine parts. After the hydrogen-oxygen mixed gas is burned in the combustion chamber, it will expand rapidly to form a gas flow with high pressure and flow rate. These gases will have a scouring effect on the surface of engine parts in the combustion chamber and when they are discharged to the outside through the exhaust passage. The flushing action removes the loosened carbon deposit particles from the surfaces of engine components such as the piston, valve, and cylinder wall, allowing them to leave the engine along with the exhaust gas, thereby achieving the purpose of cleaning the carbon deposits.

[0037] The hydrogen-oxygen mixture enters the intake manifold of the diesel engine group directly through the gas pipeline. During the intake stroke of the diesel engine, the hydrogen-oxygen mixture introduced can be initially mixed by the movement of the intake air flow. When the piston moves downward, the air (including the hydrogen-oxygen mixture) at the intake port quickly rushes into the cylinder, and turbulence will be generated in this process. This turbulence can initially mix the hydrogen-oxygen mixture with the diesel fuel (which enters the cylinder during the subsequent injection process). When the diesel engine is operating normally, the turbulence generated by the high-speed intake air flow can entrain the hydrogen-oxygen mixture and mix it with the diesel spray part. In addition, the diesel engine injects diesel into the cylinder through the fuel injector, and the fuel injector usually makes the diesel form a spray. When the hydrogen-oxygen mixture exists in the cylinder, the sprayed diesel can increase the contact area with the hydrogen-oxygen mixture. The injection pressure of the diesel fuel injector is generally high, which can atomize the diesel into fine particles. These particles are dispersed in the cylinder and interspersed with the hydrogen-oxygen mixture. Since the hydrogen-oxygen mixture also has fluidity, the hydrogen-oxygen mixture and the diesel particles can be evenly mixed during the diffusion process of the diesel particles. The hydrogen-oxygen mixture is evenly mixed with the engine fuel, which can further accelerate the combustion process of the fuel, make the combustion more complete, and thus improve the combustion efficiency. After hydrogen is burned, only water is produced, and no carbon dioxide or other greenhouse gases are produced. Therefore, mixing it with fuel can reduce greenhouse gas emissions. At the same time, hydrogen can also promote the complete combustion of fuel and reduce the generation of harmful emissions such as unburned hydrocarbons (HC) and carbon monoxide (CO), thereby achieving the purpose of combustion-aiding and emission-reducing.

[0038] The mixed gas produced by the electrolysis area 30 is passed into the water tank area 20, and after coming out of the water tank area 20, it will be accompanied by some moisture. In order to ensure that the hydrogen-oxygen mixed gas can be burned efficiently and safely when it is input into the combustion chamber of the ship engine, it is necessary to separate the gas and liquid through the drying area 40 to remove the moisture in the hydrogen-oxygen mixed gas entering the engine combustion chamber.

[0039] The water replenishment unit realizes the automatic water replenishment function by connecting with the controller 10. When the water level sensor of the water tank area 20 detects that the water level is lower than the set value, the controller 10 will automatically start the water replenishment unit to replenish the electrolyte to the water tank area 20, ensuring that the water tank area 20 always has enough alkaline water for the electrolysis area 30 to use, thereby ensuring the stable operation of the entire system. The water level sensor can monitor the water level changes in the water tank area 20 in real time. When the water level is lower than the safety threshold, the water level sensor will immediately send a signal to the controller 10. In the electrolysis hydrogen production system, if the water level in the water tank area 20 is too low, it may cause the electrolysis area 30 to dry burn and damage the equipment; if the water level is too high, it may cause safety problems such as water overflow. The real-time monitoring function of the water level sensor can detect these potential risks in time and take corresponding preventive measures through the joint controller 10.

[0040] The temperature sensor provided in the electrolysis zone 30 monitors the temperature of the electrolysis zone 30 and sends the temperature information to the controller 10. When the controller 10 determines that the temperature exceeds a preset safety value, the controller 10 controls the power supply to be cut off, thereby effectively cutting off the heat source of the electrolysis process, preventing the temperature from continuing to rise, and ensuring the safety of equipment and personnel.

[0041] The air pressure sensor can monitor the air pressure in the gas pipeline in real time. When the air pressure is abnormal (such as too high or too low), the controller 10 will immediately issue an alarm, allowing the operator to promptly discover and deal with potential safety hazards, and prevent equipment damage or safety accidents caused by abnormal air pressure. In addition, by monitoring the air pressure in real time, the controller 10 can ensure that the hydrogen-oxygen mixture maintains an appropriate pressure before being delivered to the engine combustion chamber, which can optimize the engine's combustion efficiency and improve the ship's power performance and fuel economy.

[0042] The ship combustion-supporting and emission-reduction system in this application is highly integrated, achieving effective emission reduction and energy saving of ship engine emissions. Among them, the controller 10, as a central control unit, can accurately and automatically control the water replenishment, power off and alarm functions according to the information of each sensor, thereby ensuring the stable operation and safety of the system. Among them, the electrolysis zone 30 can efficiently electrolyze alkaline water into a hydrogen-oxygen mixture, provide catalysis and combustion-supporting effects for the combustion process of the engine fuel, significantly improve the combustion efficiency of the engine fuel, and reduce the emission of harmful substances. At the same time, the drying zone 40 ensures that the hydrogen-oxygen mixture can remove the moisture therein before entering the engine combustion chamber, thereby ensuring the efficient and safe combustion. In addition, the ship combustion-supporting and emission-reduction system in this application also has multiple safety measures such as water level monitoring, temperature monitoring and air pressure monitoring, which can timely alarm or power off when abnormal conditions occur, effectively avoiding equipment damage and safety accidents. Therefore, the system not only achieves the dual effects of emission reduction and energy saving, but also has a high degree of automation and safety performance, which provides strong support for the environmental protection and energy-saving operation of ships.

[0043] In a possible embodiment, the water tank area 20 includes a water tank 21, a water tank liquid inlet pipe 22, a water tank liquid outlet pipe 23 and a water tank air outlet pipe 24; the water tank 21 is used to temporarily store alkaline water to be electrolyzed; the water tank liquid inlet pipe 22 is connected to the water replenishment unit, the water tank liquid inlet pipe 22 passes through the top cover of the water tank 21, extends toward the bottom plate of the water tank 21 and does not contact the bottom plate of the water tank 21; the water tank liquid outlet pipe 23 is arranged at the bottom of the water tank area 20, and the water tank liquid outlet pipe 23 is used to discharge the electrolyte to be electrolyzed in the water tank 21; the water tank air outlet pipe 24 is arranged on the top cover of the water tank 21, and the water tank air outlet pipe 24 is used to discharge the gas in the water tank 21.

[0044] Specifically, the water tank 21 is mainly used to temporarily store alkaline water to be electrolyzed, providing a stable and continuous electrolysis water source for the electrolysis process. This can ensure the continuity and stability of the electrolysis process and improve the electrolysis efficiency. Figure 2 As shown, the water tank inlet pipe 22 is connected to the water replenishment unit, and the water tank inlet pipe 22 passes through the top cover of the water tank 21, extends toward the bottom plate of the water tank 21 and does not contact the bottom plate of the water tank 21. The water tank outlet pipe 23 is arranged at the bottom of the water tank 21, which can ensure that the alkaline water is smoothly discharged under the action of gravity, improve the efficiency of the electrolyte discharge, and can also maintain the stability of the liquid level in the water tank 21, avoiding the problem of unstable electrolyte supply caused by liquid level fluctuations. Because the gas is lighter than the liquid, it will naturally rise to the top of the water tank 21 and be discharged through the water tank outlet pipe 24. The volume of the water tank 21 in this application is 50-70 liters, which can meet the amount of electrolyzed water required during the operation of the ship. The water tank 21 is made of 316 stainless steel material that is corrosion-resistant and stable at high temperatures. 316 stainless steel has better resistance to chloride ions and is particularly suitable for environments that may contain chloride ions or other corrosive media. In addition, its high temperature stability ensures that the water tank 21 can still maintain its structure and performance under high temperature conditions.

[0045] In one possible embodiment, the electrolysis zone 30 includes multiple groups of parallel electrolysis reactors 31 and electrolysis reactor outlet pipes 32; the liquid inlet at the bottom of the electrolysis reactor 31 is connected to the liquid outlet of the water tank outlet pipe 23; the electrolysis reactor 31 is used to electrolyze alkaline water; one end of the electrolysis reactor outlet pipe 32 passes through the bottom plate of the water tank 21 and extends toward the top cover of the water tank 21 without contacting the top cover of the water tank 21, and the other end is connected to the outlet at the top of the electrolysis reactor 31. The electrolysis reactor outlet pipe 32 is used to introduce the hydrogen and oxygen mixed gas generated by the electrolysis reactor 31 into the water tank 21.

[0046] Specifically, multiple groups of parallel electrolytic reactors 31 can work simultaneously, increasing the capacity and speed of electrolysis, thereby improving the overall electrolysis efficiency. The liquid inlet at the bottom of the electrolytic reactor 31 allows alkaline water to enter each electrolytic reactor 31 evenly and stably, ensuring the continuity and stability of the electrolysis process. Similarly, gas is lighter than liquid, and the generated hydrogen and oxygen will naturally rise to the top of the electrolytic reactor 31 after mixing, and be discharged from the outlet at the top of the electrolytic reactor 31, and enter the water tank 21 through the electrolytic reactor outlet pipe 32. In addition, one end of the electrolytic reactor gas outlet pipe 32 passes through the bottom plate of the water tank 21 and extends toward the top cover of the water tank 21 without contacting the top cover of the water tank 21, so that the gas is gathered at the upper part of the internal space of the water tank 21 after being discharged, forming pressure on the liquid level in the water tank 21, so that the electrolyte in the water tank 21 can flow into the electrolytic reactor 31 more easily. Since the internal chamber of the electrolytic reactor 31 is connected to the water tank 21, at the same time, under the action of pressure, the liquid in the electrolytic reactor 31 will also be discharged from the gas outlet of the electrolytic reactor 31, enter the water tank 21, mix with the electrolyte in the water tank, and then pass into the electrolytic reactor 31 again to form a cycle. The circulation of the electrolyte between the electrolytic reactor 31 and the water tank 21 not only helps to maintain the electrolyte level in the reactor, but also accelerates the transfer and dissipation of heat through continuous flow, thereby achieving cooling of the electrolytic reactor 31. During the circulation process, the electrolyte will continuously take away heat from the electrolytic reactor 31 and transfer it to the crude oil electrolyte in the water tank 21, thereby achieving effective heat transfer and heat dissipation and ensuring the smooth progress of the electrolytic reaction.

[0047] The bottom of the electrolytic reactor 31 is also connected to a drain pipe connected to the outside. When the inner cavity of the electrolytic reactor 31 needs to be cleaned, the drain pipe is opened, and water flows in from the top of the reactor and is discharged through the drain pipe at the bottom, thereby achieving effective cleaning of the inside. The electrolytic reactor 31 is composed of 316 stainless steel and ethylene propylene diene monomer (EPDM) insulating material. The corrosion resistance and high temperature stability of 316 stainless steel ensure the stable operation of the electrolytic reactor 31 in harsh environments. The EPDM insulating material provides good electrical insulation and chemical stability, ensuring the electrical safety and chemical stability of the electrolytic reactor 31.

[0048] In the present application, there are at least 4 groups of electrolytic reactors 31, and in other embodiments, there may be more groups.

[0049] In a possible embodiment, the drying area 40 includes a plurality of filter bottles 41, a return pipe 42 and a filter bottle outlet pipe 43; a gas-liquid separator is installed in the plurality of filter bottles 41, and the filter bottles 41 are used to separate the liquid-containing gas entering the filter bottles 41 into gas and liquid; the return pipe 42 is connected to the water tank liquid inlet pipe 22, and the return pipe 42 is used to introduce the liquid filtered from the filter bottles 41 into the water tank 21; the filter bottle outlet pipe 43 is connected to the engine combustion chamber, and the filter bottle outlet pipe 43 is used to pass the hydrogen-oxygen mixture obtained after filtration into the engine combustion chamber.

[0050] Specifically, the air inlet of the filter bottle 41 is connected to the water tank outlet pipe 24, and the hydrogen-oxygen mixed gas discharged from the water tank outlet pipe 24 enters multiple filter bottles 41 in sequence. The gas-liquid separator installed in each filter bottle 41 can efficiently separate the liquid-containing gas entering the filter bottle 41 into gas and liquid, ensuring the purity of the hydrogen-oxygen mixed gas. The liquid filtered in the filter bottle 41 is introduced into the water tank 21 through the return pipe 42, realizing the recycling of resources. The number of filter bottles 41 can be increased or decreased according to the gas processing volume to meet different needs.

[0051] In a possible embodiment, the water tank area 20 also includes a gas-liquid separation network 25; the gas-liquid separation network 25 is arranged inside the water tank 21 and is located between the liquid level of the water tank 21 and the air inlet of the water tank air outlet pipe 24, and is used to perform gas-liquid separation on the hydrogen-oxygen mixed gas coming out of the water tank 21.

[0052] Specifically, the liquid level of the water tank 21 refers to the highest liquid level that the water tank 21 can reach after being filled with water. Figure 2 As shown, the gas-liquid separation net 25 is located between the air inlet of the water tank air outlet pipe 24 and the liquid level of the water tank 21, and the gas-liquid separation net 25 is higher than the air outlet of the electrolytic reactor air outlet pipe 32. The hydrogen-oxygen mixed gas introduced into the water tank 21 by the electrolytic reactor 31 rises from the water in the water tank 21 to between the liquid level of the water tank 21 and the gas-liquid separation net 25. Since the hydrogen-oxygen mixed gas still carries some liquid, the gas-liquid separation net 25 can separate the liquid, and the liquid obtained after separation enters the water tank 21. The separated hydrogen-oxygen mixed gas enters the water tank air outlet pipe 24 from the air inlet of the water tank air outlet pipe 24, and further enters the drying area 40 from the air outlet of the water tank air outlet pipe 24 to be dried again.

[0053] In a possible embodiment, the water replenishment unit includes a water replenishment tank 21 and a delivery pump; the water replenishment tank 21 pre-stores alkaline water to be electrolyzed; the delivery pump is connected to the controller 10; the controller 10 is used to control the water replenishment tank 21 to replenish liquid into the water tank 21 or control the water replenishment tank 21 to stop replenishing liquid into the water tank 21 by controlling the opening and closing of the delivery pump.

[0054] Specifically, in the present application, a delivery pump is placed on the top cover of the water tank 21 in the housing 50, and the delivery pump is connected to the controller 10. The controller 10 adjusts the amount of liquid replenished from the water replenishment tank 21 to the water tank 21 by controlling the opening and closing of the delivery pump, and the automated control improves the operating efficiency of the system.

[0055] In a possible implementation manner, a spare water inlet is further provided on the water tank 21 , and is used to manually open the spare water inlet to replenish liquid into the water tank 21 when the water replenishment unit fails.

[0056] Specifically, when the water replenishment unit fails, the standby liquid inlet can be opened manually and water can be added to the water tank 21 manually through a water adding tool such as a kettle or a bucket to ensure that the water level in the water tank 21 does not drop due to lack of water, thereby maintaining the normal operation of the system, reducing the risk of system downtime caused by water replenishment system failure, and improving the reliability and stability of the entire system. A small window is provided on the housing 50 on the side corresponding to the standby water inlet. When manual water addition is required, the small window is manually opened first, and then the standby liquid inlet is opened.

[0057] In a possible embodiment, the ship combustion support and emission reduction system also includes a speed collector connected to the controller 10, the speed collector is used to collect engine speed information and send the engine speed information to the controller 10, and the controller 10 adjusts the electrolysis current of the electrolysis zone 30 according to the engine speed information.

[0058] Specifically, the controller 10 can accurately grasp the working state of the engine by collecting the engine speed information in real time through the speed collector. The electrolysis current of the electrolysis zone 30 is adjusted according to the engine speed to ensure that the electrolysis process matches the output power of the engine, avoiding energy waste caused by excessive electrolysis current or low electrolysis efficiency caused by too small electrolysis current, which cannot produce enough hydrogen-oxygen mixed gas to mix with diesel.

[0059] The present invention also provides a ship combustion-supporting and emission-reduction control method, which is applied to the ship combustion-supporting and emission-reduction system in this application. The control method includes:

[0060] When the ship has surplus electricity, the ship's main power source supplies power to the power supply;

[0061] When the water level in the water tank area 20 reaches a first preset water level threshold, the water level sensor sends a first water level information to the controller 10. After receiving the first water level information, the controller 10 sends a first alarm message and controls the water replenishment unit to replenish liquid to the water tank area 20; if the controller 10 does not receive the second water level information after a first time period after sending the first alarm message, the controller 10 sends a second alarm message; if the controller 10 still does not receive the second water level information after a second time period after sending the second alarm message, the controller 10 controls the power supply to be cut off; the second water level information is the water level information sent by the water level sensor to the controller 10 when the water level in the water tank area 20 reaches the second preset water level threshold;

[0062] When the water level in the water tank area 20 reaches a second preset water level threshold, the water level sensor sends second water level information to the controller 10. After receiving the second water level information, the controller 10 controls the water replenishment unit to stop replenishing liquid to the water tank area 20.

[0063] The controller 10 receives the temperature information sent by the temperature sensor and compares the temperature value in the temperature information with the preset temperature threshold. When the controller 10 determines that the temperature value is higher than the preset temperature threshold, the power supply is cut off.

[0064] The controller 10 receives the pressure information sent by the air pressure sensor and compares the pressure value in the pressure information with a preset pressure threshold. When the controller 10 determines that the pressure value is higher than the preset pressure threshold, the controller 10 controls the power supply to be cut off.

[0065] Specifically, under normal operating conditions, the ship's generator set is designed to have a capacity and operates continuously according to the ship's overall power demand. Various types of electrical equipment, based on their respective work tasks and operating modes, form a relatively stable but not constant power consumption curve. Based on the principles of redundancy and reliability in power system design, the rated power generation of the ship's generator set must be able to cover all possible peak power demand under extreme conditions and reserve a certain safety margin. In actual daily operation, the ship is not in such an extreme power demand state for most of the time, which leads to the fact that the electricity generated by the generator set has a continuous residual current after meeting the real-time actual power consumption of the electrical equipment, that is, the surplus current. The power supply of the power supply of the present application is supplied by the surplus current of the main power supply, thereby improving the comprehensive utilization efficiency of the ship's energy. Since the power supply is connected to the main power supply of the ship, when the ship's engine starts working (that is, the engine is powered on), the ship's combustion-supporting and emission-reduction system will start synchronously.

[0066] The water level sensor is set with a maximum liquid level threshold and a minimum liquid level threshold, the first preset water level threshold is the minimum water level threshold, and the second preset water level threshold is the maximum liquid level threshold.

[0067] During the electrolysis process in the electrolysis zone 30, when the electrolyte level drops to the minimum level threshold, the water level sensor sends a water level information signal to the controller 10, and the controller 10 immediately issues the first alarm, i.e., the first alarm information, and at the same time, the controller 10 starts the water replenishment unit to start adding electrolyte to the water tank zone 20. If the controller 10 does not receive the second water level information after the first time after the first alarm information is issued, it means that the water replenishment unit fails to add electrolyte normally, and the controller 10 issues a second alarm information to remind the operator again; if the controller 10 still does not receive the second water level information after the second time after the second alarm information is issued, it means that the water replenishment unit still fails to add electrolyte normally, which means that the water replenishment unit is faulty. In order to prevent the electrolysis zone 30 from drying out, the controller 10 controls the power supply to be cut off, thereby ensuring the safety and stability of the system operation. The first time is the time when the water replenishment unit is working normally, and the liquid level in the water tank zone 20 rises from the minimum level threshold to the maximum level threshold. The second time is the time when the liquid level in the water tank zone 20 increases from zero to the minimum level threshold.

[0068] If the controller 10 starts the water replenishment unit and receives the second water level information sent by the water level sensor after the first period of time, it means that the electrolyte in the water tank 21 has reached the maximum liquid level threshold. Then the controller 10 controls the water replenishment unit to stop replenishing liquid to the water tank area 20.

[0069] The temperature sensor transmits the monitored temperature information to the controller 10, and the controller 10 compares the temperature value in the received temperature information with the preset temperature threshold. When the controller 10 determines that the actual temperature value of the electrolysis zone 30 is higher than the preset temperature threshold, it means that there is a risk of overheating in the electrolysis zone 30. If measures are not taken in time, it may cause damage to the equipment. Therefore, the controller 10 will immediately start the emergency protection mechanism, by sending a power-off command to the power supply, quickly cutting off the power supply of the equipment, thereby effectively curbing the further increase of temperature and protecting the safety of equipment and personnel.

[0070] The air pressure sensor is installed in the gas outlet pipeline of the electrolysis area 30. When the hydrogen-oxygen mixed gas generated by the electrolysis area 30 flows through the air pressure sensor, the I / O port of the air pressure sensor converts the air pressure signal into a digital signal and sends it to the controller 10, which displays the real-time pressure value after calculation. Once it is detected that the pressure value exceeds the preset pressure threshold in the controller 10, the controller 10 controls the power supply to cut off the power supply and stop the system from running, so as to ensure the safety and stability of the system and avoid potential dangerous conditions or equipment failures caused by excessive pressure.

[0071] In a possible implementation manner, the control method further includes:

[0072] The controller 10 receives the engine speed information sent by the speed collector.

[0073] When the controller 10 determines that the engine speed is greater than or equal to the first speed threshold and less than the second speed threshold, the controller 10 adjusts the electrolysis current value of the electrolysis zone 30 to the first preset current value;

[0074] When the controller 10 determines that the engine speed is greater than or equal to the second speed threshold and less than the third speed threshold, the controller 10 adjusts the electrolysis current value of the electrolysis zone 30 to the second preset current value;

[0075] When the controller 10 determines that the engine speed is greater than or equal to the third speed threshold, the controller 10 adjusts the electrolysis current value of the electrolysis zone 30 to a third preset current value;

[0076] The first preset current value is smaller than the second preset current value, and the second preset current value is smaller than the third preset current value.

[0077] Specifically, at different engine speeds, the amount of hydrogen-oxygen mixed gas supplied to achieve the best working condition improvement effect is also different. The controller 10 adjusts the current according to the engine speed. When the engine speed increases, the controller 10 increases the electrolysis current of the electrolysis zone 30. When the engine speed decreases, the controller 10 decreases the electrolysis current of the electrolysis zone 30. The working conditions of the engine mainly include three categories, low speed working conditions, medium speed working conditions and high speed working conditions.

[0078] Among them, in the low speed condition, the engine speed is greater than or equal to the first speed threshold and less than the second speed threshold. The low speed condition mainly includes:

[0079] 1. Ships sailing at low speed: When ships are traveling slowly near ports, entering and leaving ports, or traveling at low speed in narrow waterways, the main engine speed is at a relatively low level. For example, the main engine speed of large ships is about 50-100 rpm. Under this condition, the ship's power demand is small, and the intake volume and fuel injection volume are relatively small. At this time, introducing a small amount of hydrogen-oxygen mixed gas into the intake system has a significant effect on improving the fuel combustion condition. Commonly used fuels for ships, such as heavy oil, have high viscosity and are difficult to atomize and burn. The hydrogen in the hydrogen-oxygen mixed gas is highly active. It can reduce the ignition energy of the fuel, allowing the heavy oil to be ignited at a lower temperature, thereby making the combustion process more stable and effectively reducing the engine's shaking.

[0080] 2. Vessel idling at anchor:

[0081] When a ship is docked at a port, the main engine is in an idling state, mainly to maintain the operation of basic equipment such as power supply, and the speed is generally 30-50 rpm (depending on the type and size of the ship). Even under idling conditions, the addition of a small amount of hydrogen-oxygen mixture can optimize the combustion process. If the fuel is not burned completely at idle speed, more pollutants such as carbon monoxide and sulfur oxides will be produced. The hydrogen in the hydrogen-oxygen mixture can accelerate the combustion reaction, make the fuel burn more completely, and reduce pollutant emissions. Carbon monoxide emissions can be reduced by about 10%-15%, and sulfur oxide emissions can also be reduced, which will help improve the air quality around the port and reduce pollution to the environment.

[0082] In the low speed range, only a small amount of hydrogen-oxygen mixed gas is needed to assist combustion, stabilize engine operation, reduce jitter and reduce pollutant emissions. Therefore, under low speed conditions, the controller 10 controls the electrolysis current of the electrolysis zone 30 to a first preset current value.

[0083] The medium speed working condition mainly includes the working condition of normal cruising of the ship. When the ship is cruising normally, the main engine speed is usually 100-200 rpm (depending on the type and size of the ship). Increasing the supply of hydrogen-oxygen mixed gas has a significant effect on improving fuel economy. During cruising, fuel consumption is a key part of the ship's operating costs. The oxygen in the hydrogen-oxygen mixed gas can make the fuel and air mix more evenly, and the rapid combustion characteristics of hydrogen can accelerate the combustion reaction, greatly improving the efficiency of fuel energy release. Taking a medium-sized cargo ship as an example, under normal cruising conditions, after adding an appropriate amount of hydrogen-oxygen mixed gas, fuel consumption can be reduced by about 8%-12%. This not only reduces operating costs, but also reduces dependence on fuel resources. In addition, optimizing the combustion process makes the power output of the ship's main engine more stable. The improvement of combustion efficiency avoids fluctuations in power output and reduces the generation of vibration and noise. For precision instruments and equipment on ships, a stable operating environment can reduce the failure rate and extend service life; for crew members, a quiet and comfortable working environment helps to improve work efficiency and comfort. In this working condition, the controller 10 controls the current of the electrolysis zone 30 to a second preset current value.

[0084] High speed operating conditions mainly include:

[0085] 1. Ships sailing at high speed:

[0086] When a ship needs to sail at high speed, such as when sailing in a hurry or avoiding bad weather, the main engine speed will rise to 200-300 rpm or even higher. At this time, the ship needs to overcome huge water resistance and has an urgent need for power. Supplying more hydrogen-oxygen mixed gas can effectively meet this high power demand. The combustion heat of hydrogen is relatively high, about 142.9kJ / g, and it can release a lot of energy when it burns, providing strong power supplement for the ship's main engine. At the same time, the oxygen in the hydrogen-oxygen mixed gas ensures that the fuel is fully burned, so that the power output of the main engine can be maximized.

[0087] 2. Emergency acceleration of ships:

[0088] When an emergency requires the ship to accelerate urgently, the main engine speed increases instantly. At this time, more hydrogen-oxygen mixed gas quickly participates in the combustion, providing additional and rapid energy support for the ship. The high activity and high combustion heat characteristics of hydrogen enable it to release a large amount of energy in a very short time, significantly shortening the acceleration time of the ship. After adding the hydrogen-oxygen mixed gas, the time it takes for the ship to accelerate to the specified speed can be shortened by about 0.8-1.2 seconds. Moreover, during and after the emergency acceleration process, the addition of the hydrogen-oxygen mixed gas ensures the stable operation of the main engine, avoids the occurrence of adverse conditions such as sudden power drop or abnormal vibration of the main engine, and greatly improves the maneuverability and safety of the ship in emergency situations.

[0089] Under high speed conditions, the controller 10 controls the current of the electrolysis zone 30 to be increased to a third preset current value.

[0090] In the present application, the first speed threshold is 30 rpm, the second speed threshold is 100 rpm, and the third speed threshold is 200 rpm. In other embodiments, it can also be set to other specific values ​​according to specific needs.

[0091] In general, when the engine speed changes, the controller 10 adjusts the electrolysis current of the electrolysis zone 30 according to the ideal hydrogen-oxygen mixed gas supply corresponding to the current speed. By setting different speed thresholds and corresponding preset current values, the controller 10 can accurately match the hydrogen-oxygen mixed gas demand of the engine under different working conditions, ensuring that the engine can obtain the best combustion effect and power performance at different speeds. In addition, adjusting the electrolysis current value according to the engine speed can avoid unnecessary energy waste. At low speeds, reducing the amount of hydrogen-oxygen mixed gas generated can reduce the energy consumption in the electrolysis process; at medium and high speeds, increasing the supply of hydrogen-oxygen mixed gas can ensure that the engine obtains sufficient power while maintaining a high combustion efficiency. The entire adjustment process is automatically completed by the controller 10 without manual intervention, which improves the intelligence level of the system and reduces the difficulty and complexity of operation.

[0092] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A ship combustion-supporting and emission-reduction system, characterized in that: include: A controller, connected to the power supply, for controlling power-off and power-on of the power supply; A water tank area, connected to the controller, for providing alkaline water to be electrolyzed; An electrolysis area, connected to the controller, for electrolyzing alkaline water to generate hydrogen and oxygen mixed gas, and passing the hydrogen and oxygen mixed gas into the water tank area; A drying area, connected to the water tank area, for drying the hydrogen-oxygen mixture and passing the dried hydrogen-oxygen mixture into the combustion chamber of the ship engine; a water replenishing unit, connected to the controller, for replenishing electrolyte to the water tank area; A water level sensor is arranged in the water tank area and connected to the controller, and the water level sensor is used to send the liquid level information of the water tank area to the controller; the controller is also used to issue an alarm or control the water replenishment unit to start replenishing liquid to the water tank area or control the water replenishment unit to stop replenishing liquid to the water tank area according to the received liquid level information; a temperature sensor, arranged in the electrolysis zone and electrically connected to the controller, the temperature sensor being used to detect the temperature of the electrolysis zone and sending the detected temperature information to the controller, the controller being further used to control the power supply to be cut off when it is determined that the temperature of the electrolysis zone is abnormal according to the temperature information; An air pressure sensor is arranged in the air pipeline between the air outlet of the drying zone and the combustion chamber of the engine, the air pressure sensor is used to send the air pressure information in the air pipeline to the controller, and the controller is also used to determine according to the air pressure information that the pressure in the air pipeline is abnormal and to alarm; A shell, wherein the drying area, the water tank area and the electrolysis area are sequentially arranged in the shell from top to bottom; Wherein, the power supply is connected to the main power supply of the ship.

2. A ship combustion-supporting and emission-reduction system according to claim 1, characterized in that: The water tank area includes: A water tank, used to temporarily store alkaline water to be electrolyzed; A water tank liquid inlet pipe, the water tank liquid inlet pipe is connected to the water replenishment unit, the water tank liquid inlet pipe passes through the top cover of the water tank, extends toward the bottom plate of the water tank and does not contact the bottom plate of the water tank; A water tank liquid outlet pipe is arranged at the bottom of the water tank, and is used to guide the electrolyte to be electrolyzed in the water tank; The water tank air outlet pipe is arranged on the top cover of the water tank, and the water tank air outlet pipe is used to guide the gas in the water tank.

3. A ship combustion-supporting and emission-reduction system according to claim 2, characterized in that: The electrolysis zone comprises: A plurality of electrolytic reactors connected in parallel, wherein the liquid inlet at the bottom of the electrolytic reactor is connected to the liquid outlet of the liquid outlet pipe of the water tank; the electrolytic reactor is used for electrolyzing alkaline water; The electrolytic reactor gas outlet pipe has one end that penetrates the bottom plate of the water tank and extends toward the top cover of the water tank without contacting the top cover of the water tank, and the other end that is connected to the gas outlet at the top of the electrolytic reactor. The electrolytic reactor gas outlet pipe is used to introduce the hydrogen-oxygen mixed gas generated by the electrolytic reactor into the water tank.

4. A ship combustion-supporting and emission-reduction system according to claim 3, characterized in that: The drying area comprises: A plurality of filter bottles, each of which is equipped with a gas-liquid separator, and the filter bottle is used to separate the liquid-containing gas entering the filter bottle into gas and liquid; A water return pipe connected to the water tank liquid inlet pipe, the water return pipe is used to introduce the liquid filtered in the filter bottle into the water tank; The filter bottle outlet pipe is connected to the engine combustion chamber, and the filter bottle outlet pipe is used to pass the hydrogen-oxygen mixed gas obtained after filtering into the engine combustion chamber.

5. A ship combustion-supporting and emission-reduction system according to claim 2, characterized in that: The water tank area also includes a gas-liquid separation network; The gas-liquid separation network is arranged inside the water tank and is located between the liquid level of the water tank and the air inlet of the water tank air outlet pipe, and is used for gas-liquid separation of the hydrogen-oxygen mixed gas coming out of the water tank.

6. A ship combustion-supporting and emission-reduction system according to claim 2, characterized in that: The water replenishment unit comprises: A water replenishment tank, which stores alkaline water to be electrolyzed; A delivery pump connected to the controller; the controller is used to control the water replenishment tank to replenish liquid to the water tank or control the water replenishment tank to stop replenishing liquid to the water tank by controlling the opening and closing of the delivery pump.

7. A ship combustion-supporting and emission-reduction system according to claim 2, characterized in that: The water tank is also provided with a spare water inlet, which is used to manually open the spare water inlet to replenish liquid into the water tank when the water replenishing unit fails.

8. A ship combustion-supporting and emission-reduction system according to claim 1, characterized in that: The ship combustion-supporting and emission-reduction system also includes: A speed collector is connected to the controller, and is used to collect engine speed information and send the engine speed information to the controller. The controller adjusts the electrolysis current of the electrolysis zone according to the engine speed information.

9. A ship combustion-supporting emission reduction control method, characterized in that: Applied to the ship combustion-supporting and emission-reduction system according to any one of claims 1 to 8, the control method comprises: When the ship has surplus electricity, the ship's main power source supplies power to the power supply; When the water level in the water tank area reaches a first preset water level threshold, the water level sensor sends first water level information to the controller. After receiving the first water level information, the controller issues a first alarm message and controls the water replenishment unit to replenish liquid to the water tank area; if the controller does not receive second water level information after a first period of time after issuing the first alarm message, the controller issues a second alarm message; if the controller still does not receive the second water level information after a second period of time after issuing the second alarm message, the controller controls the power supply to be cut off; the second water level information is the water level information sent by the water level sensor to the controller when the water level in the water tank area reaches a second preset water level threshold; When the water level in the water tank area reaches the second preset water level threshold, the water level sensor sends second water level information to the controller, and after receiving the second water level information, the controller controls the water replenishment unit to stop replenishing liquid to the water tank area; The controller receives the temperature information sent by the temperature sensor and compares the temperature value in the temperature information with a preset temperature threshold. When the controller determines that the temperature value is higher than the preset temperature threshold, the controller controls the power supply to be cut off; The controller receives pressure information sent by the air pressure sensor and compares the pressure value in the pressure information with a preset pressure threshold. When the controller determines that the pressure value is higher than the preset pressure threshold, the controller controls the power supply to be cut off.

10. A ship combustion-supporting emission reduction control method according to claim 9, characterized in that: The control method also includes: The controller receives the engine speed information sent by the speed collector, When the controller determines that the engine speed is greater than or equal to a first speed threshold and less than a second speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a first preset current value; When the controller determines that the engine speed is greater than or equal to the second speed threshold and less than the third speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a second preset current value; When the controller determines that the engine speed is greater than or equal to the third speed threshold, the controller adjusts the electrolysis current value of the electrolysis zone to a third preset current value; The first preset current value is smaller than the second preset current value, and the second preset current value is smaller than the third preset current value.

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