Sea ship tail gas decarburization method, CCS system and blue carbon sea ship

Abstract

According to the marine decarburization method, the marine ship engine tail gas carbon capture and storage (CCS) system and the ship comprising the CCS system, only seawater is used for washing marine ship engine tail gas, CO2 in the tail gas is dissolved and captured, the tail gas is converted into bicarbonate ions (HCO3 <->) and then discharged into the ocean according to a legal standard process, deep carbon capture and storage of the marine ship tail gas are achieved, and the marine ship tail gas is recycled. Meanwhile, tail gas black carbon (BC) emission is deeply removed, the two challenges of CO2 emission and BC emission of green marine transportation development are solved at a time at low cost, and the low-carbon transformation method is suitable for new ships with various fuels and various purposes and existing ships to achieve green marine transportation low-carbon transformation.

Description

Method for decarbonizing exhaust gas from seagoing vessels, CCS system and blue carbon seagoing vessels Technical Field

[0001] The present invention's method for decarbonizing exhaust gas from sea vessels, CCS system, and blue carbon sea vessel are mainly used for carbon capture and storage (CCS) of exhaust gas from fossil energy-driven sea vessels, and belong to the fields of green shipping low-carbon transformation technology and ship engineering technology. Background Art

[0002] The international maritime industry ranks sixth globally in carbon emissions, yet it ranks last in committing to carbon reductions under the Paris Agreement. This is primarily due to the unique characteristics of the maritime industry, making carbon reduction extremely challenging: The industry must overcome technical and economic challenges related to energy and material consumption, commercial payloads, and space occupancy in a mobile maritime environment. This represents a far greater degree of difficulty than reducing carbon emissions in land-based energy and industrial systems. However, it should not be overlooked that the shipping industry, while carrying the largest volume of cargo globally (85%), has the lowest carbon emissions per unit of freight shipped. Consequently, its tolerance for cost risks is low, and the consequences of compromised cost-effectiveness are particularly severe. This not only impacts the green development and just transition of the international maritime industry, but also the global environmental economy, and even the success or failure of the Paris climate goals.

[0003] A serious problem is the lack of low-carbon transformation, particularly deep decarbonization, solutions tailored to the current characteristics of the shipping industry. Proposed climate mitigation solutions for the shipping industry fall into two categories: The mainstream approach involves shifting the energy mix, abandoning existing shipping fuels in favor of low-carbon or carbon-free energy sources such as LNG (liquefied natural gas, still a fossil fuel) or hydrogen. Hydrogen is undoubtedly a promising carbon-free energy source for the shipping and aviation industries, but current efforts are still a long way from achieving climate-relevant, large-scale deployment. Therefore, responsible and feasible practical efforts must adhere to the principle of walking on two legs: reducing current emissions while striving to develop future energy in order to achieve climate goals; therefore, lacking and circumventing current emission reductions and simply expecting a one-legged jump in future energy will only make the vision of changing the energy structure meaningless and unfeasible; another type of technical solutions, which accounts for a very small number of them, are bravely facing the reality of carbon reduction in shipping fossil fuels and following the far less mature chemical absorbent CO2 capture technology route of land-based industrial systems; however, in the field of atmospheric SO2 emission control technology over the past 10 years, the shipping industry has followed the chemical absorbent desulfurization technology route that has been maturely applied for many years in the land-based energy industry, but it still failed due to basic reasons such as the heterogeneity between sea-based and land-based; this process shows that in the more difficult field of atmospheric CO2 emission control technology, the success prospects of the shipping industry will be even bleaker if it follows the unsuccessful chemical absorbent capture technology in the land-based industrial field.

[0004] However, if one does not advance, one will retreat. The international shipping industry has been slow to find key solutions for carbon reduction, instead causing secondary climate and environmental crises such as "carbon leakage." For example, the Finnish and German governments' proposal (IMO MEPC 74 2019) raised the issue of black carbon (BC) emitted from marine fuel exhaust, which has a greenhouse effect far greater than that of CO2, accelerating global warming. This sparked international outrage and calls for the IMO to take urgent measures to prioritize the Arctic environment (a highly climate-sensitive region). However, no concrete measures have been taken to date. Clearly, if deep decarbonization of marine shipping remains unresolved over the next decade, it will be extremely detrimental to the climate goal of net-zero carbon emissions by mid-century.

[0005] As a targeted solution, the seawater CCS technology solution proposed in 2016 (patent number: US 11,045,785 B2) includes a shipping carbon emission reduction (CCS) technology solution that only uses seawater washing (zero chemical addition). However, there are gaps in the depth of carbon emission reduction and deployment speed required to meet the 2050 net zero carbon climate target.

[0006] Summary of the Invention

[0007] The first purpose of the present invention is to overcome the shortcomings of the existing technology and provide a CCS technology solution for deep decarbonization of marine shipping that complies with IMO regulations and is low-cost.

[0008] The second purpose of the present invention is to overcome the shortcomings of the existing technology and provide a technical solution for deep removal of black carbon from ocean shipping that complies with IMO regulations and is nearly zero cost.

[0009] The overall purpose of the present invention is to provide a low-cost, one-time solution to help the green development of the international shipping industry and overcome the two major challenges of CO2 and BC emissions.

[0010] The technical solution of the method for decarbonizing exhaust gas from sea vessels provided by the present invention is:

[0011] The method comprises:

[0012] 1) washing the exhaust gas from the ship engine with pretreated washing seawater to generate pretreated exhaust gas and pretreated seawater;

[0013] 2) washing the pretreated tail gas with decarbonized absorption seawater to absorb carbon dioxide in the captured tail gas, thereby generating decarbonized absorption seawater and decarbonized tail gas;

[0014] 3) discharging the decarbonized tail gas into the atmosphere;

[0015] 4) discharging the pretreated seawater into the ocean, and discharging the decarbonized and absorbed seawater into the ocean for carbon sequestration;

[0016] 5) Detecting and measuring the amount of carbon dioxide in the absorbed and captured tail gas.

[0017] Further technical solutions are:

[0018] 1) Pre-treating the exhaust gas from a ship's engine by washing it with seawater to make it a low-temperature, low-sulfur exhaust gas, wherein the pre-treated washing seawater is taken from the ship's seawater supply system;

[0019] 2) introducing the pretreated tail gas and the decarbonized absorption seawater into a decarbonization absorption tower so as to contact each other, thereby forming decarbonized tail gas and decarbonized absorption seawater; the decarbonized tail gas is discharged to the atmosphere; and the decarbonized absorption seawater is taken from the seawater supply system of the sea vessel;

[0020] 3) Detect and adjust the pH value of the seawater after decarbonization and absorption to meet the marine discharge standards stipulated by IMO and become qualified seawater for discharge (at this time, the dissolved captured CO2 is converted into bicarbonate ions (HCO3 — )), the adjustment includes adjusting the ratio of the pre-treated washing seawater flow rate to the engine exhaust flow rate, and / or adjusting the ratio of the decarbonized absorption seawater flow rate to the engine exhaust flow rate, and / or mixing the decarbonized absorption seawater with the neutralized seawater in a neutralizer and adjusting the mixing ratio; the neutralized seawater is taken from the seawater supply system of the sea vessel;

[0021] 4) The discharged seawater that meets the standards flows by its own weight through the ship's seawater discharge pipe into the seawater below the sea surface to achieve marine carbon sequestration;

[0022] 5) Detecting and measuring the carbon dioxide equivalent (CO2e) captured and stored in the ocean to generate CO2e data for provision to a carbon accounting system.

[0023] The IMO regulations mentioned above refer to the relevant provisions of the International Convention for the Prevention of Pollution from Ships (MARPOL Annex VI), including the EPA VGP rules that govern North American waters.

[0024] The seawater process system is composed of the seawater main pipe of the seagoing vessel and a seawater pump, and the seawater main pipe draws water from the ocean outside the ship.

[0025] The height of the water distributor outlet of the decarbonization absorption tower relative to the actual sea level or the actual waterline of the ship is not higher than 50m, or 30m, or 25m, or 20m, or 15m, or 10m, or 9m, or 8m, or 7m, or 6m, or 5m, or 4m, or 3m, or 2m, or 1m, or 0.5m

[0026] The fuel of the marine engine is selected from fossil fuels such as gas and / or fuel oil.

[0027] The pretreatment is a process of cooling and / or removing sulfur from the exhaust gas of the ship engine by washing with seawater.

[0028] In the tail gas after pretreatment, the volume content of SO2 is less than 100 ppm, or less than 80 ppm, or less than 30 ppm.

[0029] In step 1), the temperature of the pretreated tail gas is no higher than 50°C, or no higher than 30°C, or no higher than 20°C, or no higher than 10°C, or no higher than 5°C than the temperature of the decarbonized seawater.

[0030] In step 2), the absorption area is connected to the atmosphere; and / or, in step 1), the washing area is connected to the atmosphere.

[0031] In step 4), the decarbonized and absorbed seawater is discharged into the seawater below the sea surface through a drainage pipe by its own weight to achieve ocean carbon sequestration.

[0032] The method further comprises: providing a packing layer, wherein in step 2), the pretreated tail gas flows through the packing layer, and the decarbonized absorption seawater flows downward through the packing layer due to gravity potential energy, thereby being absorbed.

[0033] The filler is made of a material that can withstand high accident temperatures.

[0034] The material capable of withstanding accidental high temperatures is selected from one or more of metals, ceramics, and polymer materials.

[0035] The method for achieving the low temperature and low sulfur index is to adjust the amount of pre-treated seawater washing water.

[0036] The absorption seawater is introduced from the outside of the decarbonization absorption tower, spread along the cross section of the absorption tower through the water distributor inside the absorption tower and falls downward by its own weight, contacting the introduced pretreated low-temperature and low-sulfur exhaust gas to dissolve and capture CO2.

[0037] The flow rate of the pretreated washing seawater meets the requirement of treating the exhaust gas of the ship engine into low-temperature and low-sulfur exhaust gas; the flow rate of the decarbonization absorption seawater meets the requirement of the seawater absorption carbon capture rate; and the flow rate of the neutralization seawater meets the requirement of meeting the discharge standards of the seawater after decarbonization absorption.

[0038] In step 2), the ratio of the flow rate of the decarbonized absorption seawater to the flow rate of the pretreated exhaust gas is adjusted, and / or, in step 1), the ratio of the flow rate of the pretreated scrubbing seawater to the flow rate of the engine exhaust gas is adjusted, so that the pH value of the decarbonized absorption seawater meets the statutory emission standards.

[0039] In step 4), the decarbonized and absorbed seawater and / or pretreated seawater are mixed with neutralized seawater to raise the pH value to meet the legal discharge standard before being discharged into the ocean. The pretreated seawater and the decarbonized and absorbed seawater are treated until the pH value meets the legal standard and then discharged into the sea below the surface to achieve carbon sequestration.

[0040] The carbon dioxide in the absorbed and captured exhaust gas is detected and measured, and a method of detecting and measuring the difference in CO2 content between the exhaust gas from the ship engine and the decarbonized exhaust gas is adopted to generate CO2e data of carbon capture and storage, and report / display it to the carbon accounting system through the CO2e data channel.

[0041] The pre-washing drainage and / or the decarbonized seawater absorption drainage and / or the neutralized seawater drainage are discharged into the ocean separately when they meet the discharge standards allowed by regulations, or are discharged into the ocean together when they meet the discharge standards allowed by regulations after mixing.

[0042] The method further includes: in step 1), adjusting the flow ratio of the pretreated washing seawater relative to the engine exhaust gas so that the index of black carbon (PM) in the decarbonized exhaust gas in step 3) meets the emission standard; and / or, in step 2), adjusting the flow ratio of the decarbonized absorption seawater relative to the pretreated exhaust gas so that the index of black carbon (PM) in the decarbonized exhaust gas in step 3) meets the emission standard.

[0043] The method further includes: in step 3), the decarbonized tail gas is discharged into the atmosphere under the condition of detecting and controlling the concentration index of black carbon (PM) in the decarbonized tail gas.

[0044] The method further includes: the seawater washing pre-processor and / or the decarbonization absorption tower adopts a filler-type structure with a large air-liquid contact area, so that the black carbon concentration value of the decarbonized tail gas reaches the specified tail gas PM emission standard before being discharged into the atmosphere.

[0045] The device is provided with a PM filter collector when necessary.

[0046] The decarbonization tail gas is discharged into the atmosphere by detecting and controlling the SO2 emission index of the decarbonization tail gas so that it meets the atmospheric sulfur emission standard specified by IMO and then discharged into the atmosphere through an exhaust pipe connected to the decarbonization absorption tower; the control includes adjusting the flow rate of the pre-treatment washing seawater and / or the flow rate of the decarbonization absorption tower absorbing seawater.

[0047] The pre-treatment step is replaced by other ship processes with cooling and / or sulfur removal functions.

[0048] The method also includes: in step 1), a back pressure safety guarantee method is adopted for the ship engine to ensure the navigation power safety of the ship; the back pressure safety guarantee method is to adopt an exhaust gas water seal bypass door method, and automatically open the water seal bypass door when the engine back pressure, i.e., the exhaust gas channel resistance, exceeds the safety limit, so that the back pressure of the ship engine is always within the normal range to ensure navigation safety; the starting pressure value of the exhaust gas water seal bypass door is determined by the liquid column height of the water seal; the starting pressure value is set to be less than or equal to the safety back pressure upper limit of the ship engine.

[0049] The method further comprises: in step 1), adjusting the ratio of the flow rate of the pre-treated scrubbing seawater to the flow rate of the engine exhaust gas so that the SO2 content in the decarbonized exhaust gas in step 3) meets the emission standard.

[0050] The method further includes providing an engine exhaust bypass device, the bypass device including a pressure relief device having a water seal, the pressure relief device being configured to discharge the engine exhaust through the water seal when a discharge back pressure of the engine exhaust is higher than a safety back pressure.

[0051] The method further comprises: providing a pre-treatment washing device for performing the washing in step 1), wherein the pre-treatment washing device is installed at the position of the ship muffler to replace the muffler.

[0052] The method further comprises: providing a decarbonization absorption tower for performing the absorption in step 2), wherein the decarbonization absorption tower is installed on the deck of the ship, or installed at the position of the ship's muffler to replace the muffler.

[0053] The technical solution of the ship engine exhaust carbon capture and storage (CCS) system provided by the present invention is:

[0054] The system comprises:

[0055] Pretreatment washing equipment, used for washing the engine exhaust gas to generate pretreated exhaust gas and pretreated seawater;

[0056] Pre-treated washing seawater supply equipment is used to transport seawater drawn from the ocean by the seawater main to the pre-treatment device to become pre-treated washing seawater for washing the engine exhaust to generate pre-treated exhaust gas;

[0057] a decarbonization absorption tower for absorbing carbon dioxide in the pretreated tail gas to generate decarbonized absorbed seawater and decarbonized tail gas, and discharging the decarbonized tail gas into the atmosphere;

[0058] Decarbonized absorption seawater supply equipment is used to transport seawater drawn from the ocean by the seawater main to the decarbonized absorption tower to produce decarbonized absorption seawater for absorbing carbon dioxide in the pretreated exhaust gas;

[0059] Discharge equipment is used to discharge the pretreated seawater into the ocean and discharge the decarbonized and absorbed seawater into the ocean for carbon sequestration.

[0060] Further technical solutions are:

[0061] The decarbonization absorption tower includes a water distributor, and the height of the outlet of the water distributor is not higher than 50m, or 30m, or 25m, or 20m, or 15m, or 10m, or 9m, or 8m, or 7m, or 6m, or 5m, or 4m, or 3m, or 2m, or 1m, or 0.5m relative to the actual sea level or the actual waterline of the ship.

[0062] The fuel of the marine engine is selected from one of gas and fuel oil.

[0063] The inner cavity of the decarbonization absorption tower for absorption is communicated with the atmosphere; and / or the inner cavity of the pretreatment washing equipment for washing is communicated with the atmosphere.

[0064] The discharge equipment includes a drainage pipe, so that the seawater after decarbonization and absorption is discharged into the seawater below the sea surface through the drainage pipe by its own weight, thereby realizing ocean carbon sequestration.

[0065] The decarbonization absorption tower further comprises a packing layer for fully contacting the decarbonization absorption seawater with the pretreated tail gas.

[0066] The filler is made of a material that can withstand high accident temperatures.

[0067] The material capable of withstanding accidental high temperatures is selected from one or more of metals, ceramics, and polymer materials.

[0068] The pre-treated washing seawater supply equipment includes a pre-treated washing seawater pump / valve for controlling and adjusting the flow of the pre-treated washing seawater delivered to the pre-treated washing equipment so that the exhaust gas after pre-treatment contains:

[0069] SO2 volume content is less than 100ppm, or less than 80ppm, or less than 30ppm; and / or

[0070] The temperature of the exhaust gas after pretreatment is no higher than 50°C, or no higher than 30°C, or no higher than 20°C, or no higher than 10°C, or no higher than 5°C than the water temperature of the decarbonized absorption seawater.

[0071] The decarbonization absorption seawater temperature is the temperature of the absorption seawater transported to the decarbonization absorption tower via the absorption seawater transport pipe.

[0072] The pretreated seawater is discharged into the ocean after reaching the ocean discharge standards stipulated by the IMO.

[0073] The pretreated seawater is mixed with the decarbonized and absorbed seawater and / or neutralized seawater and is discharged into the ocean after meeting the ocean discharge standards specified by IMO.

[0074] The decarbonization absorption seawater supply equipment includes an absorption seawater valve / pump, which is used to control and adjust the flow of decarbonization absorption seawater delivered to the decarbonization absorption tower to achieve the required CO2 capture amount and ensure that the pH value of the seawater after decarbonization absorption meets the statutory emission standards.

[0075] The discharge equipment includes a neutralizer for mixing the pretreated seawater and / or the decarbonized and absorbed seawater with the neutralized seawater to form mixed seawater, so that the pH value is increased to meet the statutory discharge standards.

[0076] The discharge equipment includes a neutralized seawater valve / pump for controlling and adjusting the flow of the neutralized seawater delivered to the neutralizer so that the pH value of the mixed seawater meets the statutory discharge standards.

[0077] The system further includes an exhaust gas detection device, which includes:

[0078] It is used to detect the amount of carbon dioxide contained in the engine exhaust and the amount of carbon dioxide contained in the decarbonized exhaust, so as to detect the amount of carbon dioxide absorbed and captured in the engine exhaust and converted into bicarbonate ions (HCO3 - ) carbon dioxide equivalent (CO2e) emitted into the ocean, generating measurement data to feed into carbon accounting systems; and / or

[0079] An indicator for detecting black carbon (PM) in decarbonized exhaust gas; and / or

[0080] Used to detect engine back pressure.

[0081] The system also includes drainage detection equipment for detecting the pH value of seawater before discharge.

[0082] The system comprises a black carbon filter collector for removing black carbon from the decarbonized tail gas.

[0083] The system further includes an engine exhaust bypass device including a pressure relief device having a water seal. The pressure relief device is configured to discharge the engine exhaust through the water seal when the exhaust back pressure of the engine exhaust is higher than a safety back pressure.

[0084] The pretreatment washing equipment is installed at the position of the ship's muffler to replace the muffler.

[0085] The decarbonization absorption tower is installed on the deck of a ship, or installed at the position of a ship's muffler to replace the muffler.

[0086] The technical solution of the blue carbon sea vessel provided by the present invention is:

[0087] The blue carbon seagoing vessel includes the seagoing vessel engine exhaust carbon capture and storage (CCS) system provided by the present invention.

[0088] Further technical solutions are:

[0089] The power fuel of the blue carbon sea vessel includes LNG and / or fuel oil, and the fuel oil includes light diesel (light oil) and / or heavy diesel (heavy oil);

[0090] Said blue carbon sea vessels include but are not limited to container ships, cruise ships, oil tankers, bulk carriers, and offshore platforms;

[0091] The seawater washing pre-processor and / or decarbonization absorption tower of the blue carbon seagoing vessel is installed in the ship's muffler space and replaces the muffler;

[0092] The seagoing vessel provides an efficient and compact design and device for a scrubber and / or an absorber with an embedded silencer;

[0093] The decarbonization absorption tower of the blue carbon seagoing vessel is arranged at a low position on the deck of the vessel;

[0094] The blue carbon sea vessel provides a filler-type seawater washing pre-processor and / or a filler-type decarbonization absorption tower;

[0095] The blue carbon sea vessel provides an exhaust gas detection controller with PM detection and control function;

[0096] The blue carbon sea vessel provides an engine back pressure safety system, including a water seal bypass door and an exhaust gas bypass exhaust pipe.

[0097] The blue carbon seagoing vessel provides an exhaust gas water seal bypass door, the bottom of which is connected to the bottom of the seawater washing pre-processor through a water seal connecting pipe, an exhaust gas bypass exhaust pipe is provided on the top to connect to the atmosphere, and a water seal liquid level control drain pipe is provided on the side wall; the height of the liquid column in the water seal bypass door is equal to the starting pressure value of the water seal bypass door; the starting pressure value is set to be less than or equal to the upper limit of the safe back pressure of the seagoing vessel engine; the device also provides an engine back pressure detection controller for daily monitoring of the engine back pressure and accident alarm, as well as a water seal linkage control system for shutting down the washing water system in case of accidents.

[0098] The blue carbon sea vessel provides an exhaust gas detection controller with PM detection and control function, a filler-type seawater washing pre-processor, and a filler-type decarbonization absorption tower, including a PM filter collector provided when needed, which are combined into an exhaust gas black carbon (PM) high-efficiency removal device with measurable removal effect, so that the emission indicators of the decarbonized exhaust gas meet the exhaust gas PM emission standards specified by IMO.

[0099] The technical solution of the marine platform provided by the present invention is:

[0100] The marine platform includes the marine engine exhaust carbon capture and storage (CCS) system provided by the present invention.

[0101] Technical principles and effects of the present invention:

[0102] The technical solution of the present invention uses only seawater (without chemicals) to wash the exhaust gas of marine engines, dissolve and capture CO2 in the exhaust gas and convert it into bicarbonate ions (HCO3 - ) and then discharged into the ocean according to legal standard procedures to achieve marine carbon sequestration. It is a nature-based green shipping engineering technology solution.

[0103] The chemical reaction formula of CO2 dissolving in seawater is:

[0104] First, the principles of marine chemistry tell us that in the normal pH range of 7.8 to 8.3 in seawater, and the pH range of 6 to 9 required by marine environmental protection regulations, the above chemical reaction proceeds to the right, and the product is bicarbonate ions (HCO3 - )——the natural form and main existence mode of carbon in seawater. The technical solution of the present invention is designed in accordance with the statutory discharge standards of the specific implementation area. For example, the pH ≥ 6.5 in the IMO MEPC 259 (68) rule under the United Nations MARPOL Convention, or the pH ≥ 6.0 in the EPA VGP 2013 rule applicable to North America, are determined as the pH limit of the seawater discharged after decarbonization and absorption in the present invention. Therefore, the natural form of bicarbonate ions (HCO3 - ), which is not only legal, but also has the climate and environmental technical effects of being marine ecologically friendly and permanently storing marine carbon.

[0105] Furthermore, the rate and amount of CO2 dissolving in seawater are negatively correlated and highly sensitive to the seawater's temperature and acidity: the lower the seawater temperature and acidity, the higher the CO2 dissolution rate and amount, and the corresponding carbon capture rate, or depth of decarbonization. Therefore, the technical solution of the present invention treats the high-temperature, high-sulfur exhaust gas from marine internal combustion engines, particularly those with temperatures reaching nearly 400°C, by pre-treating it with seawater scrubbing to convert it into low-temperature, low-sulfur gas. This significantly reduces the heat and acidity introduced into the decarbonizing and absorbing seawater, and then uses fresh seawater for scrubbing and absorption-based carbon capture, achieving the technical effect of low-cost deep decarbonization.

[0106] Furthermore, the technical solution of the present invention is based on the inherent function of seawater washing to remove particulate matter, and is designed as a two-stage packing type washing method. It strengthens the decarbonization effect while strengthening the carbon removal function, achieving the technical effect of deep removal of exhaust carbon at a relatively low cost.

[0107] The present invention's maritime shipping decarbonization method, device, and vessel technical solution utilize only natural seawater for deep decarbonization / black carbon removal, with zero chemical additions throughout the entire process. The emission reduction device is compact and efficient, occupying little or no vessel operating load and space. Combined with a mature, calculable CO2e metering system, it addresses the two major challenges of CO2 and BC emissions at a low cost and in one go. It is applicable to the low-carbon transformation of new and existing maritime vessels using all types of fuel and all forms, contributing to the development of green shipping. BRIEF DESCRIPTION OF THE DRAWINGS

[0108] FIG1 is a schematic diagram of an embodiment of the method of the present invention for carbon capture and storage + black carbon removal (CCS+BCC) of marine vessels, which is characterized by a two-stage washing design using a packed scrubber with compact and efficient performance.

[0109] FIG2 is a schematic diagram of an embodiment of the method of the present invention for a high-safety process of carbon capture and storage + black carbon removal (CCS+BCC) for marine vessels.

[0110] FIG3 is a schematic diagram of an embodiment in which the method of the present invention is used for carbon capture and storage + black carbon removal (CCS+BCC) on marine vessels, with the decarbonization absorption tower being arranged at a low position on the deck of the vessel.

[0111] FIG4 is a schematic diagram of an embodiment of the method of the present invention for carbon capture and storage + black carbon removal (CCS+BCC) on marine vessels, with a particulate filter collector 11 configured.

[0112] The names of the objects marked with the figure numbers in the accompanying drawings are: 1 - marine vessel, 2 - marine engine, 3 - seawater main pipe and pump, 4 - seabed gate, 5 - water seal connecting pipe, 6—Exhaust gas water seal bypass door, 7—Water seal liquid level control drain pipe, 8—Exhaust gas bypass exhaust stack, 9—Air connecting pipe, 10—Exhaust gas detection equipment, 11—Black carbon filter collector, 12—Ship exhaust stack, 13—Neutralizer, 14—Pretreatment washing equipment, 15—Pretreatment washing seawater pump / valve, 16—Pretreatment washing seawater pipe, 17—Pretreatment washing equipment drainage, 18—Low-temperature low-sulfur flue, 19—Decarbonization absorption tower, 20—Water distributor, 21—Water distributor height, 22—Padding layer, 23—Absorption seawater pump / valve, 24—Absorption seawater delivery pipe, 25—Decarbonization absorption tower drainage pipe, 26—Neutralization seawater pump / valve, 27—Neutralization seawater pipe, 28—Drainage pH detection controller, 29—Qualified seawater discharge pipe, 30—CO2e detection meter, 31—CO2e data channel, 32—Engine exhaust sampling pipe, 33—Decarbonization exhaust sampling pipe. DETAILED DESCRIPTION

[0113] Example 1: A basic embodiment of the method for decarbonizing a seagoing vessel according to the present invention is shown in Figures 1 to 4. The specific steps are as follows:

[0114] 1) Pre-treating the exhaust gas from a ship's engine by washing it with pre-treated washing seawater to generate pre-treated exhaust gas and pre-treated seawater;

[0115] 2) washing the pretreated tail gas with decarbonized absorption seawater to absorb carbon dioxide in the captured tail gas, thereby generating decarbonized absorption seawater and decarbonized tail gas;

[0116] 3) discharging the decarbonized tail gas into the atmosphere;

[0117] 4) discharging the pretreated seawater into the ocean, and discharging the decarbonized and absorbed seawater into the ocean for carbon sequestration;

[0118] 5) Detecting and measuring the amount of carbon dioxide in the absorbed and captured tail gas.

[0119] Example 2: An example based on Example 1, with the following specific steps:

[0120] 1) Pre-treating the exhaust gas from a ship's engine by washing it with seawater to make it a low-temperature, low-sulfur exhaust gas, wherein the pre-treated washing seawater is taken from the ship's seawater supply system;

[0121] 2) introducing the pretreated tail gas and the decarbonized absorption seawater into a decarbonization absorption tower to contact each other, so that carbon dioxide in the tail gas is dissolved and captured by the decarbonized absorption seawater, thereby forming decarbonized tail gas and decarbonized absorption seawater; the decarbonized tail gas is discharged to the atmosphere; and the decarbonized absorption seawater is taken from the seawater supply system of the seagoing vessel;

[0122] 3) Detect and adjust the pH value of the seawater after decarbonization and absorption to meet the marine discharge standards stipulated by IMO and become the standard discharge seawater. At this time, the dissolved captured CO2 is converted into bicarbonate ions (HCO3 — );

[0123] The adjustment includes adjusting the ratio of the pre-treated washing seawater flow rate to the engine exhaust flow rate, and / or adjusting the ratio of the decarbonized absorption seawater flow rate to the engine exhaust flow rate, and / or mixing the decarbonized absorption seawater with the neutralized seawater in a neutralizer and adjusting the mixing ratio; the neutralized seawater is taken from the seawater supply system of the sea vessel;

[0124] 4) The discharged seawater that meets the standards flows by its own weight through the ship's seawater discharge pipe into the seawater below the sea surface to achieve marine carbon sequestration;

[0125] 5) Detecting and measuring the carbon dioxide equivalent (CO2e) captured and stored in the ocean to provide to the carbon accounting system.

[0126] In the step 2), the absorption area is connected to the atmosphere; and / or, in the step 1), the washing area is connected to the atmosphere.

[0127] The marine engine includes fossil fuel marine engines such as gas and oil.

[0128] The IMO regulations mentioned above refer to the relevant provisions of the International Convention for the Prevention of Pollution from Ships (MARPOL Annex VI), including the EPA VGP rules applicable to North America.

[0129] The method further comprises: providing a pre-treatment washing device for performing the washing in step 1), wherein the pre-treatment washing device is installed at the position of the ship muffler to replace the muffler.

[0130] The method further comprises: providing a decarbonization absorption tower for performing the absorption in step 2), wherein the decarbonization absorption tower is installed on the deck of the ship, or installed at the position of the ship's muffler to replace the muffler.

[0131] Example 3: A group of embodiments for detecting and measuring the captured and stored carbon dioxide equivalent (CO2e) based on Example 1, as shown in Figures 1 to 4. In one embodiment, a CO2e meter 30 is used to detect and measure the CO2 content difference, i.e., the CO2 emission reduction amount, of the ship engine exhaust gas input from the engine exhaust sampling tube 32 and the decarbonized exhaust gas input from the decarbonized exhaust sampling tube 33, and generate carbon capture and storage CO2e data for transmission to the carbon accounting system; the reason why the CO2 emission reduction amount data is used as carbon capture and storage CO2e data is because the CO2 capture amount of the technical solution of the present invention is equal to the storage amount. In another embodiment, a CO2e meter 30 is used to measure the bicarbonate ion (HCO3 — ) is a detection and measurement method for the difference or increment of dissolved inorganic carbon (DIC) content to generate carbon capture and storage CO2e data and transmit it to the carbon accounting system.

[0132] The CO2e data generated by the detection and measurement in this embodiment is reported and / or displayed to the carbon accounting system designated by the CO2 emission reduction management authority via the CO2e data channel 31. The CO2e meter 30 can be selected from commercially available flue gas composition measuring instruments.

[0133] Example 4: Multiple sets of examples based on Example 1. In this example, the marine engine is a 12MW four-stroke internal combustion engine, with an engine outlet exhaust temperature of 390°C (typical marine internal combustion engine outlet exhaust temperature is 200-400°C). In one set of examples, the seawater scrubbing pretreatment is a process for cooling the marine engine exhaust by scrubbing with seawater. After step 1), the exhaust is cooled to a low temperature. The low temperature is defined as a temperature no higher than 50°C, 30°C, 20°C, 10°C, or 5°C above the temperature of the seawater used for decarbonization and absorption in step 2). In another set of examples, the seawater scrubbing pretreatment is a process for desulfurizing the marine engine exhaust by scrubbing with seawater. The low sulfur content is defined as a SO2 volume content of less than 100 ppm, 80 ppm, or 30 ppm. In yet another set of examples, the seawater scrubbing pretreatment is a process for cooling and desulfurizing the marine engine exhaust by scrubbing with seawater. The low temperature and low sulfur content are achieved by adjusting the amount of pretreated seawater scrubbing water.

[0134] In another embodiment, the seawater washing pretreatment step is replaced by other processes on board the ship that have cooling and / or desulfurization functions.

[0135] Example 5: An example based on Example 1, in a group of examples, the height 21 of the outlet of the water distributor 20 in the decarbonization absorption tower 19 relative to the actual sea level, that is, the actual waterline of the ship, is not higher than 50m, or 30m, or 25m, or 20m, or 15m, or 10m, or 9m, or 8m, or 7m, or 6m, or 5m, or 4m, or 3m, or 2m, or 1m, or 0.5m.

[0136] In another embodiment, the decarbonization absorption tower utilizes a packing structure to increase the air-liquid contact area, ensuring sufficient contact between the decarbonized and absorbed seawater and the pretreated exhaust gas. The decarbonization absorption tower maintains normal pressure (atmospheric pressure), and the packing is made of a material capable of withstanding high accident temperatures, selected from one or more of metal, ceramic, and polymer materials. The high accident temperature refers to an abnormal temperature associated with exhaust gas cooling, and is numerically equal to the maximum exhaust gas temperature at the vessel's engine exhaust port.

[0137] In another group of embodiments, the flow rate of the pre-treated washing seawater is designed to meet the flow rate required for treating high-temperature, high-sulfur exhaust gas into low-temperature, low-sulfur exhaust gas; the flow rate of the absorption seawater for decarbonization absorption is designed to meet the flow rate required for the seawater absorption carbon capture rate; the flow rate of the neutralization seawater is designed to meet the flow rate required for the seawater to meet the discharge standards after decarbonization absorption; the pre-washing drainage and / or the decarbonization absorption seawater drainage and / or the neutralization seawater drainage are discharged into the ocean separately when they meet the emission standards allowed by regulations, or are discharged into the ocean together when they meet the emission standards allowed by regulations after mixing.

[0138] Example 6: A set of examples based on Example 1: The decarbonized exhaust gas described in the first example is discharged into the atmosphere under the condition of monitoring and controlling the PM concentration. The PM index monitoring and control method uses an exhaust gas detection controller to detect the PM concentration of the decarbonized exhaust gas and adjust the flow rate of the pretreatment scrubbing seawater and / or the decarbonization absorption seawater flow rate to ensure that the PM concentration of the decarbonized exhaust gas meets the IMO exhaust PM emission standard. In this case, the exhaust gas PM detection, seawater scrubbing pretreatment, and decarbonization absorption steps are combined into a closed-loop exhaust gas PM removal process and apparatus with a measurable removal effect. The seawater scrubbing pretreatment and decarbonization absorption steps both function as water scrubbing dust removal overflows, thereby reducing exhaust gas PM emissions. The device described in this embodiment provides an exhaust gas detection device 10 with PM detection and control functions, a packing-type pretreatment scrubber 14, and a packing-type decarbonization absorption tower 19. These combine to form a highly efficient exhaust gas black carbon (PM) removal device with measurable removal results, reducing exhaust black carbon emissions by over 90% and meeting IMO exhaust PM emission standards. The second embodiment, based on the first embodiment, adds a black carbon filter collector 11, which can be deployed as needed, as shown in Figure 4.

[0139] In the third embodiment, the decarbonized tail gas is discharged to the atmosphere by detecting and controlling the SO2 emission index of the decarbonized tail gas so that it meets the atmospheric sulfur emission standard specified by the IMO and then discharged to the atmosphere through an exhaust pipe connected to the decarbonization absorption tower; the control includes adjusting the flow rate of the pre-treated washing seawater and / or the flow rate of the decarbonization absorption tower absorbed seawater;

[0140] Example 7: An embodiment of a high-safety marine decarbonization method and device based on Example 1 is characterized in that a back pressure safety method is used for the marine engine in steps 1) and 2) to ensure the safety of marine navigation power in the marine decarbonization scenario, and an engine exhaust bypass device is provided. The bypass device includes a pressure relief device with a water seal, and the pressure relief device is configured so that when the exhaust back pressure of the engine exhaust is higher than the safety back pressure, the engine exhaust passes through the water seal and is discharged. As shown in Figure 2: an engine exhaust bypass device is set in parallel with the exhaust channel at the outlet of the marine engine, including an exhaust water seal bypass door 6 (a pressure relief device with a water seal) and a bypass exhaust pipe 8 thereof, so that it automatically opens when the engine back pressure, i.e., the exhaust channel resistance, exceeds the safety limit, so that the engine exhaust is discharged directly to the atmosphere through the bypass exhaust pipe, so as to ensure that the back pressure of the marine engine is always within a safe range.

[0141] To this end, the device described in this embodiment provides an exhaust gas water seal bypass door 6, the bottom of which is connected to the bottom of the pretreatment washing equipment 14 through a water seal connecting pipe 5, and an exhaust gas bypass exhaust pipe 8 is provided on the top to connect to the atmosphere, and a water seal liquid level control drain pipe 7 is provided on the side wall; the height of the liquid column in the water seal bypass door 6 is equal to the starting pressure value of the water seal bypass door; the starting pressure value is set to be less than or equal to the upper limit of the safe back pressure of the ship engine; the device also provides an exhaust gas detection device 10 with an engine back pressure detection function, which is used for daily monitoring of the engine back pressure and accident alarm, as well as a water seal linkage control system for shutting down the washing water system in case of an accident. The water seal bypass system of this embodiment solves the problem that the existing ship exhaust mechanical bypass door itself cannot be disconnected due to its own failure, resulting in a more fatal risk, especially in the application of the main propulsion engine of the ship, ensuring the safety of the deep decarbonization / black carbon elimination two-stage filler washing process for marine shipping.

[0142] Example 8: Technical solution embodiment of a carbon capture and storage (CCS) system for marine engine exhaust, the system comprising:

[0143] Pretreatment washing equipment, used for washing the engine exhaust gas to generate pretreated exhaust gas and pretreated seawater;

[0144] Pre-treated washing seawater supply equipment is used to transport seawater drawn from the ocean by the seawater main to the pre-treatment device to become pre-treated washing seawater for washing the engine exhaust to generate pre-treated exhaust gas;

[0145] a decarbonization absorption tower for absorbing carbon dioxide in the pretreated tail gas to generate decarbonized absorbed seawater and decarbonized tail gas, and discharging the decarbonized tail gas into the atmosphere;

[0146] Decarbonized absorption seawater supply equipment is used to transport seawater drawn from the ocean by the seawater main to the decarbonized absorption tower to produce decarbonized absorption seawater for absorbing carbon dioxide in the pretreated exhaust gas;

[0147] Discharge equipment is used to discharge the pretreated seawater into the ocean and discharge the decarbonized and absorbed seawater into the ocean for carbon sequestration.

[0148] The system further includes an exhaust gas detection device, which includes:

[0149] It is used to detect the amount of carbon dioxide contained in the engine exhaust and the amount of carbon dioxide contained in the decarbonized exhaust, so as to detect the amount of carbon dioxide absorbed and captured in the engine exhaust and converted into bicarbonate ions (HCO3 - ) carbon dioxide equivalent (CO2e) emitted into the ocean, generating measurement data to feed into carbon accounting systems; and / or

[0150] An indicator for detecting black carbon (PM) in decarbonized exhaust gas; and / or

[0151] Used to detect engine back pressure.

[0152] Example 9: An example based on Example 8. The system provides a pretreatment washing device 14, a pretreatment washing seawater pipe 16 (pretreatment washing seawater supply equipment), a decarbonization absorption tower 19, an absorption seawater delivery pipe 24 (decarbonization absorption seawater supply equipment), a qualified seawater discharge pipe 29 (discharge equipment), an exhaust gas detection device 10, a drainage pH detection controller 28 (drainage detection equipment), and a CO2e meter 30 for measuring the amount of carbon capture and storage; the pretreatment washing device 14 uses seawater washing to cool and desulfurize the high-temperature and high-sulfur exhaust gas discharged from the ship engine 2, and treats it into normal The washing seawater of the pretreatment washing equipment 14 comes from the seawater output from the ship's seawater main pipe and the pump 3 through the pretreatment washing seawater pipe 16; the atmospheric pressure, low temperature, low sulfur and CO2-containing tail gas processed by the pretreatment washing equipment 14 is introduced into the decarbonization absorption tower 19 and fully contacts with the decarbonization absorption seawater therein; the decarbonization absorption seawater is output from the ship's seawater main pipe and the pump 3 and is introduced from the outside of the decarbonization absorption tower 19 through the decarbonization absorption seawater delivery pipe 24, and is distributed along the cross section of the absorption tower through the water distributor 20 in the tower and distributed according to the The decarbonized exhaust gas produced by the decarbonization absorption tower 19 is detected by the exhaust gas detection equipment 10 to meet the atmospheric emission standards specified by IMO, and then discharged to the atmosphere through the ship exhaust pipe 12 connected to the atmosphere; the ship exhaust pipe 12 connects the decarbonization absorption tower 19 with the atmosphere; the seawater produced after decarbonization absorption flows out from the decarbonization absorption tower drain pipe 25, and the pH value is detected by the drainage pH detection controller 28 to meet the IMO regulations. After meeting the ocean emission standards, the seawater is discharged into the ocean through the qualified seawater discharge pipe 29; the carbon capture and storage amount CO2e detection meter 30 samples the exhaust gas of the engine 2 through the engine exhaust sampling pipe 32 and the decarbonized gas discharged from the decarbonization absorption tower 19 through the decarbonization exhaust sampling pipe 33, and detects and measures the CO2 content difference, generates CO2e data of carbon capture and storage amount, and provides it to the carbon accounting system through the CO2e data channel 31; the seawater output by the ship's seawater main and pump 3 is extracted from the ocean through the seabed gate 4.

[0153] Example 10: Example based on Example 8.

[0154] In one set of embodiments, the pretreatment washing equipment 14 processes the high-temperature and high-sulfur exhaust gas from the ship's engine into low-temperature and low-sulfur exhaust gas at normal pressure, and processes the exhaust gas into atmospheric pressure, and the temperature is no higher than 50°C, or no higher than 30°C, or no higher than 20°C, or no higher than 10°C, or no higher than 5°C higher than the decarbonization absorption seawater temperature. The decarbonization absorption seawater temperature is the temperature of the absorption seawater transported to the decarbonization absorption tower 19 through the absorption seawater transport pipe 24, which is equivalent to the seawater temperature extracted by the ship.

[0155] The pretreatment washing equipment 14 described in another group of embodiments processes the high-temperature, high-sulfur exhaust gas of the ship engine into normal-pressure, low-temperature, low-sulfur exhaust gas, wherein the volume content of SO2 in the treated exhaust gas is less than 100 ppm, or less than 80 ppm, or less than 30 ppm, respectively.

[0156] Example 11: A group of examples based on Example 8. The device described in the first embodiment provides a pre-treatment washing seawater pump / valve 15 to control and adjust the flow rate of pre-treatment washing seawater delivered to the pre-treatment washing equipment 14, so as to treat the exhaust gas of the ship engine into the required normal pressure, low temperature and low sulfur gas; the drainage water of the pre-treatment washing equipment 14 is discharged into the ocean after meeting the IMO emission standard, or is mixed with the decarbonization absorption drainage water in the neutralizer 13 and neutralized to meet the IMO emission standard before being discharged into the ocean. The device described in the second embodiment provides an absorption seawater valve / pump 23, which is used to control and adjust the flow rate of decarbonization absorption seawater delivered to the decarbonization absorption tower 19, so as to achieve the required CO2 capture amount and drainage pH value. The drainage water of the decarbonization absorption tower 19 is discharged into the ocean after meeting the IMO emission standard, or is mixed with the neutralized seawater in the neutralizer 13 and discharged into the ocean after meeting the IMO emission standard. The device of the third embodiment provides a neutralized seawater valve / pump 26 for controlling and adjusting the flow of neutralized seawater delivered to the neutralizer 13 so that the wastewater from the device can be discharged into the ocean after the pH value reaches the IMO discharge standard.

[0157] Example 12: Example based on Example 8. Given that the exhaust gas temperature of marine internal combustion engines is generally 200-400°C, all components of the apparatus described in this example that come into contact with the exhaust gas, including the entire process from the engine exhaust outlet to the exhaust pipe outlet, including the engine exhaust bypass equipment, pretreatment scrubbing equipment, and the internal structure and packing of the decarbonization absorption tower, are made of metal, ceramic, and polymer materials that can withstand high accident temperatures.

[0158] Example 13: A set of embodiments of the marine technical solution for the method and apparatus of the present invention, as shown in Figures 1 to 4, wherein the marine emission indicators of each embodiment of this set of embodiments comply with the IMO MEPC rules under Annex VI of the MARPOL Convention and the EPA VGP standard:

[0159] The first embodiment is to build a new LNG-powered container ship. As a member of fossil fuels, LNG (liquefied natural gas) has a significantly better cleanliness index for combustion exhaust than fuel oil. It does not need to remove SO2 and BC (black carbon), and CO2 emissions are about 20% less than fuel oil. However, for the shipping industry to achieve net zero carbon emissions by 2050, which is the sixth largest carbon emitter in the world, it is still necessary for LNG-powered seagoing vessels to undergo deep decarbonization. To this end, the method and device technical solution of the present invention are used to design the container ship. As shown in Figure 3, the container ship has a deadweight of 155,000 tons, 14,500 TEUs (standard containers), a total engine power of 96MW, and is composed of 6 engines of the same power. The fuel is LNG. A pretreatment washing device 14 is designed and provided and installed in the original muffler space of a conventional container ship to replace the muffler, and a low-level decarbonization absorption tower 19 is provided and arranged on the ship deck to make the decarbonization rate greater than 90%.

[0160] The second embodiment is the construction of a new cruise ship powered by light fuel oil. The characteristic of marine light fuel oil is its low sulfur content, but the exhaust gas contains a high concentration of black carbon. The cruise ship designed using the method and device technical solution of the present invention has a deadweight of 150,000 tons, a total engine power of 79.8MW, is composed of 6 engines of the same power, and uses light oil as fuel; a packing-type pretreatment washing device 14 as shown in Figure 3 is designed and provided and installed in the original muffler space of a conventional cruise ship to replace the muffler, as well as a low-position packing-type decarbonization absorption tower 19 arranged on the deck of the ship; an exhaust gas detection controller 10 with PM detection and control function is designed and provided; an engine back pressure safety system as shown in Figure 2 is designed and provided for 2 of the 6 engines, including a water seal bypass door 6 and an exhaust gas bypass exhaust pipe 8, etc.; a decarbonization rate of >90% and a black carbon removal rate of >90% are achieved.

[0161] The third embodiment involves the conversion of an existing light oil / heavy oil fuel-powered bulk carrier. The difference between light fuel oil and heavy fuel oil is that the former has a lower sulfur content, while the latter has a higher sulfur content. Switching between these two fuels allows for adaptation to different sulfur emission control zones, but the difference in exhaust CO2 and black carbon concentration is minimal. The bulk carrier converted using the method and apparatus of the present invention has a deadweight of 300,000 tons, a total engine power of 24 MW, and is composed of two 12 MW engines. It uses heavy oil / light oil as its fuel, switching between these two fuels. The conversion process involves providing a packing-type pretreatment scrubber 14 and a packing-type decarbonization absorption tower 19, as shown in Figure 1, and retrofitting them into the existing muffler space, replacing the existing muffler. This conversion can be considered an efficient and compact design in which the scrubber and / or absorption tower are embedded within the muffler. An exhaust gas detection controller 10 with PM detection and control capabilities is designed and provided. The two engines are equipped with an engine backpressure safety system, as shown in Figure 2, including a water-seal bypass door 6 and an exhaust gas bypass stack 8. The resulting decarbonization rate exceeds 80% and the black carbon removal rate exceeds 90%.

[0162] The fourth embodiment is the modification of an existing light oil / heavy oil fuel-powered ocean-going oil tanker. The fuel characteristics are the same as those of the third embodiment. The tanker modified using the method and device technical solution of the present invention has a deadweight of 560,000 tons, a total engine power of 37.3MW, and is composed of four 12MW engines. The fuel is heavy oil / light oil switchable. The modification is to install a packing-type pre-treatment washing device 14 as shown in Figure 3 and install it in the original muffler space to replace the original muffler. This modification can also be regarded as the process of embedding the pre-treatment washing device into the original muffler. The modification is also to install a low-position packing-type decarbonization absorption tower 19 arranged on the ship deck. The modification is to install an exhaust gas detection controller 10 with PM detection and control function. Two of the four engines are modified and equipped with an engine back pressure safety system as shown in Figure 2, including a water seal bypass door 6 and an exhaust gas bypass exhaust pipe 8, etc. The decarbonization rate is greater than 90%, and the black carbon removal rate is greater than 90%.

[0163] The fifth example involves a low-carbon retrofit of an existing offshore platform's power system. The platform is an offshore drilling rig with a dedicated power station generating 50 MW, equipped with six 12 MW engines and fueled by heavy oil. Using the method and apparatus of the present invention, the retrofit involves installing a packing-type pretreatment scrubber 14, as shown in Figure 3, and a low-level packing-type decarbonization absorption tower 19, located on the vessel's deck. Furthermore, an exhaust gas monitoring controller 10 with PM detection and control capabilities was installed. The results achieved a decarbonization rate exceeding 90% and a black carbon removal rate exceeding 90%.

[0164] The protection scope of the claims of the present invention is not limited to the above-mentioned embodiments.

Claims

1. A method for decarbonizing exhaust gas from a marine vessel, characterized in that: The method comprises: 1) washing the exhaust gas of the marine engine with pretreated washing seawater to generate pretreated exhaust gas and pretreated seawater; 2) washing the pretreated tail gas with decarbonized absorption seawater to absorb and capture carbon dioxide in the tail gas to generate decarbonized absorption seawater and decarbonized tail gas; 3) discharging the decarbonized tail gas into the atmosphere; 4) discharging the pretreated seawater into the ocean, and discharging the decarbonized and absorbed seawater into the ocean for carbon sequestration; 5) The pre-treated washed seawater and / or decarbonized absorbed seawater comes from the seawater extracted from the ocean in the seawater main of the sea vessel.

2. The method according to claim 1, characterized in that The amount of carbon dioxide in the absorbed and captured tail gas is detected and measured.

3. The method according to claim 1, characterized in that In the tail gas after pretreatment, the volume content of SO2 is less than 100 ppm, or less than 80 ppm, or less than 30 ppm.

4. The method according to claim 1, characterized in that In step 1), the temperature of the pretreated tail gas is no higher than the water temperature of the decarbonized seawater by 50°C, 30°C, 20°C, 10°C or 5°C.

5. The method according to claim 1, characterized in that In step 2), the ratio of the flow rate of decarbonized absorbed seawater to the pretreated exhaust gas is adjusted, and / or, in step 1), the ratio of the flow rate of pretreated washed seawater to the engine exhaust gas is adjusted, so that the pH value of the decarbonized absorbed seawater meets the statutory emission standards.

6. The method according to claim 1, characterized in that In step 4), before the decarbonized absorbed seawater and / or pretreated seawater is discharged into the ocean, it is first mixed with neutralized seawater to increase the pH value to meet the legal discharge standards.

7. The method according to claim 1, characterized in that The carbon dioxide in the absorbed and captured exhaust gas is detected and measured, and a method of detecting and measuring the difference in CO2 content between the ship engine exhaust gas and the decarbonized exhaust gas is adopted to generate CO2e data of carbon capture and storage and provide it to the carbon accounting system.

8. The method according to claim 1, characterized in that The method further comprises: in step 1), adjusting the flow ratio of the pre-treated washing seawater to the engine exhaust gas, so that the index of black carbon (PM) in the decarbonized exhaust gas in step 3) meets the emission standard; and / or, in step 2), adjusting the flow ratio of the decarbonized absorption seawater to the pre-treated exhaust gas, so that the index of black carbon (PM) in the decarbonized exhaust gas in step 3) meets the emission standard.

9. The method according to claim 1, characterized in that The method further includes providing an engine exhaust bypass device, the bypass device including a pressure relief device having a water seal, the pressure relief device being configured such that when a discharge back pressure of the engine exhaust is higher than a safety back pressure, the engine exhaust passes through the water seal and is discharged.

10. A marine engine exhaust carbon capture and storage (CCS) system, characterized in that: The system comprises: A pretreatment washing device, used for washing the engine exhaust gas to generate pretreated exhaust gas and pretreated seawater; Pre-treated washing seawater supply equipment is used to transport seawater extracted from the ocean by the seawater main to the pre-treatment device to become pre-treated washing seawater to wash the engine exhaust gas to generate pre-treated exhaust gas; A decarbonization absorption tower is used to absorb carbon dioxide in the pretreated tail gas to generate decarbonized absorbed seawater and decarbonized tail gas, and discharge the decarbonized tail gas into the atmosphere; Decarbonized absorption seawater supply equipment is used to transport seawater extracted from the ocean by the seawater main to the decarbonized absorption tower to become decarbonized absorption seawater to absorb carbon dioxide in the pretreated tail gas; The discharge equipment is used to discharge the pretreated seawater into the ocean and discharge the decarbonized and absorbed seawater into the ocean for carbon sequestration.

11. The system according to claim 10, characterized in that The discharge equipment includes a neutralizer for mixing the pretreated seawater and / or the decarbonated and absorbed seawater with the neutralized seawater to form mixed seawater, so that the pH value is increased to reach / comply with the statutory discharge standards.

12. The system according to claim 10, characterized in that The system also includes an exhaust gas detection device, which includes: a device for detecting the amount of carbon dioxide contained in the engine exhaust gas and the amount of carbon dioxide contained in the decarbonized exhaust gas, and providing the difference between the two as the measurement data of the captured and stored carbon dioxide equivalent (CO2e) to the carbon accounting system; and / or an indicator for detecting black carbon (PM) in the decarbonized exhaust gas; and / or an indicator for detecting engine back pressure.

13. The system of claim 10, wherein: The system also includes a drainage detection device for detecting the pH value of the seawater before discharge.

14. The system according to claim 10, characterized in that The system further comprises an engine exhaust bypass device, wherein the bypass device comprises a pressure relief device having a water seal, wherein the pressure relief device is configured such that when the exhaust back pressure of the engine exhaust is higher than a safety back pressure, the engine exhaust passes through the water seal and is discharged.

15. A blue carbon sea vessel, characterized in that: It comprises the marine ship engine exhaust carbon capture and storage (CCS) system as claimed in claim 10.

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