Electrolytic ship ballast water treatment system and ship

Abstract

The application provides an electrolytic ship ballast water treatment system and a ship, and relates to the technical field of green ships.The electrolytic ship ballast water treatment system comprises a ballast main pipe, a breather head, an electrolysis module, a hydrogen removal module, a gas distribution module and a power generation module; the input end of the electrolysis module is connected with the ballast main pipe, and the output end of the electrolysis module is connected with the hydrogen removal module; the first gas phase output end of the hydrogen removal module is connected with the gas distribution module, the second gas phase output end of the hydrogen removal module is connected with the power generation module, and the hydrogen removal module generates first gas phase components and second gas phase components; the gas distribution module is used for forming a bubble lubrication and drag reduction layer at the bottom of the ship by using the first gas phase components, and the first gas phase components at least comprise chlorine and / or sodium hypochlorite water mist; and the power generation module is used for converting the chemical energy, kinetic energy and / or pressure energy of the second gas phase components into electric energy, and the second gas phase components at least comprise hydrogen.The electrolytic ship ballast water treatment system provided by the application improves the energy efficiency of the ship.

Description

Technical Field

[0001] This application relates to the field of green ship technology, and in particular to an electrolytic ship ballast water treatment system and a ship. Background Technology

[0002] Ship ballast water dehydrogenation systems typically use cyclone separators to separate hydrogen from the liquid. The separated hydrogen is then diluted by a blower and discharged into a safe area on the upper deck, where it is released directly as a byproduct. The ship's hull is constantly submerged in seawater, making it prone to marine organism growth, which increases drag and energy consumption.

[0003] Therefore, the energy efficiency of existing ships needs to be improved. Summary of the Invention

[0004] In view of the above problems, this application provides an electrolysis-based ballast water treatment system and a vessel to improve the energy efficiency of ships.

[0005] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0006] The first aspect of this application provides an electrolytic ship ballast water treatment system, including: a ballast manifold, an air vent, an electrolysis module, a hydrogen removal module, an air distribution module, and a power generation module;

[0007] The input end of the electrolysis module is connected to the ballast main pipe, and the output end of the electrolysis module is connected to the hydrogen removal module;

[0008] The first gas phase output terminal of the hydrogen removal module is connected to the gas distribution module, and the second gas phase output terminal of the hydrogen removal module is connected to the power generation module. The hydrogen removal module generates the first gas phase component and the second gas phase component.

[0009] The gas distribution module is used to form a bubble lubrication and drag reduction layer at the bottom of the ship with a first gas phase component, the first gas phase component including at least chlorine gas and / or sodium hypochlorite water mist;

[0010] The power generation module is located between the hydrogen removal module and the vent head. The power generation module is used to convert the chemical energy, kinetic energy and / or pressure energy of the second gas phase component into electrical energy. The second gas phase component includes at least hydrogen.

[0011] In one possible implementation, the power generation module includes a micro turbine generator for converting the kinetic and / or pressure energy of the second gas phase component into electrical energy.

[0012] And / or, the power generation module includes a proton exchange membrane fuel cell, which is used to convert the chemical energy of the second gas phase component into electrical energy.

[0013] In one possible implementation, the electrolytic ship ballast water treatment system further includes an ultrasonic vibration module, which is used to atomize the electrolyte in the hydrogen removal module and separate the hydrogen from the electrolyte.

[0014] The electrolytic ballast water treatment system for ships also includes a high-pressure gas module. The output of the high-pressure gas module is connected to the hydrogen removal module. The high-pressure gas module is used to purge and remove hydrogen from the electrolyte.

[0015] In one possible implementation, the electrolytic ship ballast water treatment system further includes a control module, which is electrically connected to the gas distribution module, the power generation module, the ultrasonic vibration module, and the high-pressure gas module.

[0016] The electrolysis-based ship ballast water treatment system also includes a first control valve and a second control valve. The first control valve is connected between the hydrogen removal module and the gas distribution module, and the second control valve is connected between the hydrogen removal module and the power generation module. The first and second control valves are electrically connected to the control module.

[0017] In one possible implementation, the air distribution module includes an air distribution valve, an injector, and an air distribution component;

[0018] The air distribution valve is electrically connected to the control module; the input end of the injector is connected to the air distribution valve, and the output end of the injector is connected to the air distribution component.

[0019] In one possible implementation, the air distribution module includes:

[0020] The first air distribution valve, the first injector, and the first air distribution component are connected in sequence. The aperture of the first air distribution component is D1, and D1 satisfies 0 < D1 ≤ 50 μm. The first air distribution component is used to form the first bubble lubrication drag reduction layer.

[0021] The second air distribution valve, the second injector, and the second air distribution component are connected in sequence. The aperture of the second air distribution component is D2, which satisfies 50μm≤D2≤200μm. The second air distribution component is used to form the second bubble lubrication and drag reduction layer.

[0022] The third air distribution valve, the third injector, and the third air distribution component are connected in sequence. The aperture of the third air distribution component is D3, which satisfies 200μm≤D3≤500μm. The third air distribution component is used to form the third bubble lubrication and drag reduction layer.

[0023] In one possible implementation, the electrolytic ship ballast water treatment system further includes an oxidation concentration monitoring module located at the bottom of the ship and electrically connected to the control module.

[0024] In one possible implementation, the oxidation concentration monitoring module includes multiple oxidation-reduction potential sensors, which are deployed at the bottom of the ship.

[0025] In one possible implementation, the electrolytic ship ballast water treatment system further includes a third control valve, which is electrically connected to the control module; one end of the third control valve is connected to the output end of the electrolysis module, and the other end is connected to the ballast manifold.

[0026] A second aspect of this application provides a ship, including: a ship body, and the above-described electrolytic ballast water treatment system.

[0027] The electrolytic ballast water treatment system provided in this application discharges the first gaseous component to the bottom of the ship through a gas distribution module, achieving bubble lubrication and drag reduction, thereby reducing the ship's navigation resistance and improving its energy efficiency. Simultaneously, the chlorine and sodium hypochlorite water mist carried in the first gaseous component prevent biofouling on the ship's bottom, achieving antifouling and reducing the use of harmful antifouling coatings, further improving the smoothness of the ship's bottom, further reducing navigation resistance, and improving ship energy efficiency. The power generation module converts the chemical energy, kinetic energy, and / or pressure energy of the second gaseous component into electrical energy, thereby achieving energy recovery and utilization, reducing energy waste, and further improving ship energy efficiency. Thus, a single system achieves multiple functions including ballast water treatment, hydrogen emission, drag reduction, antifouling, and energy recovery, significantly improving ship energy efficiency and space utilization.

[0028] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the electrolytic ship ballast water treatment system and the ship provided by the embodiments of this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram illustrating the working principle of an electrolytic ship ballast water treatment system provided in this application embodiment;

[0031] Figure 2 A schematic diagram illustrating the working principle of the electrolytic ship ballast water treatment system provided in this application embodiment when using a micro turbine generator;

[0032] Figure 3A schematic diagram illustrating the working principle of the electrolytic ship ballast water treatment system provided in this application embodiment when using a proton exchange membrane fuel cell;

[0033] Figure 4 A structural diagram of the air distribution module of the electrolytic ship ballast water treatment system provided in the embodiments of this application;

[0034] Figure 5 This is a schematic diagram illustrating the working principle of the bubble stratification lubrication and drag reduction system for the electrolytic ship ballast water treatment system provided in this application embodiment.

[0035] Explanation of reference numerals in the attached figures:

[0036] 100 - Ballast main pipe; 200 - Vent head; 300 - Water intake pump;

[0037] 10-Electrolysis module;

[0038] 20 - Hydrogen removal module;

[0039] 30-Air distribution module;

[0040] 31-Air distribution valve; 311-First air distribution valve; 312-Second air distribution valve; 313-Third air distribution valve;

[0041] 32-Injector; 321-First injector; 322-Second injector; 323-Third injector;

[0042] 33-Air distribution component; 331-First air distribution component; 332-Second air distribution component; 333-Third air distribution component;

[0043] 40 - Power generation module; 41 - Micro turbine generator; 42 - Proton exchange membrane fuel cell;

[0044] 50-Ultrasonic vibration module;

[0045] 60-High-pressure gas module;

[0046] 70 - Control Module;

[0047] 81-First control valve; 82-Second control valve; 83-Third control valve;

[0048] 90 - Oxidation concentration monitoring module; 91 - Oxidation-reduction potential sensor. Detailed Implementation

[0049] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0050] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0051] As described in the background section, ships in related technologies suffer from low energy efficiency. The inventors have discovered that this problem arises because: firstly, hydrogen, after being separated from the electrolyte, is diluted by a blower and discharged into a safe area on the upper deck, with hydrogen being released directly as a byproduct; secondly, the ship's hull is constantly submerged in seawater, making it prone to marine organism growth, leading to increased drag and energy consumption. Currently, antifouling on ship hulls is generally achieved by periodically applying antifouling coatings to ensure no marine organism growth. However, antifouling coatings are generally highly toxic and pose a significant threat to the ocean, and ships must regularly dock, resulting in a substantial workload for the coating process.

[0052] To address the aforementioned technical problems, this application provides an electrolytic ballast water treatment system and a ship. The electrolytic ballast water treatment system includes: a ballast manifold, a vent head, an electrolysis module, a hydrogen removal module, a gas distribution module, and a power generation module. The input end of the electrolysis module is connected to the ballast manifold, and the output end of the electrolysis module is connected to the hydrogen removal module. The first gas phase output end of the hydrogen removal module is connected to the gas distribution module, and the second gas phase output end of the hydrogen removal module is connected to the power generation module. The hydrogen removal module generates a first gas phase component and a second gas phase component. The gas distribution module is used to form a bubble lubrication and drag reduction layer on the bottom of the ship using the first gas phase component. The first gas phase component includes at least chlorine gas and / or sodium hypochlorite water mist. The power generation module is located between the hydrogen removal module and the vent head. The power generation module is used to convert the chemical energy, kinetic energy, and / or pressure energy of the second gas phase component into electrical energy. The second gas phase component includes at least hydrogen gas. The first gaseous component is discharged to the bottom of the ship via a gas distribution module, achieving bubble lubrication and drag reduction, thereby reducing the ship's sailing resistance and improving its energy efficiency. Simultaneously, the chlorine and sodium hypochlorite water mist carried in the first gaseous component prevent biofouling on the hull, achieving hull antifouling, reducing the use of harmful antifouling coatings, further improving hull smoothness, further reducing sailing resistance, and improving energy efficiency. The second gaseous component's chemical, kinetic, and / or pressure energy is converted into electrical energy via a power generation module, thereby achieving energy recovery and utilization, reducing energy waste, and further improving ship energy efficiency. Thus, a single system achieves multiple functions—ballast water treatment, hydrogen emission, drag reduction, antifouling, and energy recovery—significantly improving ship energy efficiency and space utilization.

[0053] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0054] Please refer to Figures 1-5 The first aspect of this application provides an electrolysis-based ship ballast water treatment system, including: a ballast main pipe 100, an air vent 200, an electrolysis module 10, a hydrogen removal module 20, an air distribution module 30, and a power generation module 40;

[0055] The input end of the electrolysis module 10 is connected to the ballast manifold 100, and the output end of the electrolysis module 10 is connected to the hydrogen removal module 20.

[0056] The first gas phase output terminal of the hydrogen removal module 20 is connected to the gas distribution module 30, and the second gas phase output terminal of the hydrogen removal module 20 is connected to the power generation module 40. The hydrogen removal module 20 generates the first gas phase component and the second gas phase component.

[0057] The gas distribution module 30 is used to form a bubble lubrication and drag reduction layer on the bottom of the ship with the first gas phase component, the first gas phase component including at least chlorine gas and / or sodium hypochlorite water mist;

[0058] The power generation module 40 is located between the hydrogen removal module 20 and the vent head 200. The power generation module 40 is used to convert the chemical energy, kinetic energy and / or pressure energy of the second gas phase component into electrical energy. The second gas phase component includes at least hydrogen.

[0059] It should be noted that, in this embodiment of the application, the products generated after the electrolysis of seawater by the electrolysis method of the ship ballast water treatment system mainly include hydrogen, chlorine and sodium hypochlorite; the first gas phase component mainly includes hydrogen, chlorine and sodium hypochlorite water mist and gas from the high-pressure gas module 60, wherein chlorine and sodium hypochlorite can inhibit biofouling on the bottom of the ship; the second gas phase component mainly includes hydrogen and gas from the high-pressure gas module 60.

[0060] Please see Figure 1As shown in the embodiment of this application, the first gas phase output end of the hydrogen removal module 20 is connected to the gas distribution module 30, and the second gas phase output end of the hydrogen removal module 20 is connected to the power generation module 40. The first gas phase component is discharged to the bottom of the ship through the gas distribution module 30, realizing the ship's bubble lubrication and drag reduction, reducing the ship's navigation resistance and improving the ship's energy efficiency. At the same time, the chlorine gas and sodium hypochlorite water mist carried in the first gas phase component can prevent biofouling on the ship bottom, realizing the ship bottom antifouling, reducing the use of harmful antifouling coatings, further improving the smoothness of the ship bottom, further reducing the ship's navigation resistance, and improving the ship's energy efficiency. The chemical energy, kinetic energy and / or pressure energy of the second gas phase component are converted into electrical energy through the power generation module 40, thereby realizing energy recovery and utilization, reducing energy waste, and further improving the ship's energy efficiency. Thus, a single system realizes the multi-functional purpose of ship ballast water treatment, hydrogen emission, drag reduction, antifouling, and energy recovery, significantly improving the ship's energy efficiency and space utilization.

[0061] Furthermore, a water intake pump 300 is provided between the input end of the electrolysis module 10 and the ballast main pipe 100. The water intake pump 300 is used to pump seawater in the ballast main pipe 100 into the electrolysis module 10.

[0062] In one possible implementation, please see Figure 2 As shown, the power generation module 40 includes a micro turbine generator 41, which is used to convert the kinetic energy and / or pressure energy of the second gas phase component into electrical energy.

[0063] And / or, please see Figure 3 As shown, the power generation module 40 includes a proton exchange membrane fuel cell 42, which is used to convert the chemical energy of the second gas phase component into electrical energy.

[0064] The micro turbine generator 41 is located in the hydrogen discharge channel between the hydrogen removal module 20 and the vent head 200. Under the action of high-pressure gas purging, hydrogen passes through the micro turbine generator 41 and is discharged to the safe area of ​​the deck through the vent head 200. During this process, under the driving action of high-pressure gas, the micro turbine generator 41 converts kinetic energy and / or pressure energy into electrical energy. The electrical energy generated by the micro turbine generator 41 can be used for the power supply of instruments or small equipment in the entire system, thereby improving energy efficiency. At the same time, when the hydrogen production of the electrolysis module 10 fluctuates, the micro turbine generator 41 can dynamically adjust the power generation, thereby reducing grid fluctuations.

[0065] Alternatively, a proton exchange membrane fuel cell 42 can be installed between the hydrogen removal module 20 and the vent head 200. Under the action of high-pressure gas purging, hydrogen is discharged from the hydrogen removal module 20 to the vent head 200. During this process, the chemical energy of hydrogen is converted into electrical energy by the proton exchange membrane fuel cell 42. This electrical energy can be used to power the instruments or small equipment of the entire system, thereby improving energy efficiency. At the same time, when the hydrogen production of the electrolysis module 10 fluctuates, the proton exchange membrane fuel cell 42 can dynamically adjust the power generation, thereby reducing grid fluctuations.

[0066] In one possible implementation, please see Figure 1 As shown, the electrolytic ship ballast water treatment system also includes an ultrasonic vibration module 50, which is used to atomize the electrolyte in the hydrogen removal module 20 and separate the hydrogen from the electrolyte.

[0067] The electrolytic ballast water treatment system also includes a high-pressure gas module 60, the output of which is connected to the hydrogen removal module 20. The high-pressure gas module 60 is used to purge and remove hydrogen from the electrolyte.

[0068] It should be noted that the ultrasonic vibration module 50 can generate ultrasonic waves in the electrolyte. On the one hand, when ultrasonic waves propagate in the electrolyte, they can cause micron-sized cavitation bubbles to form locally in the liquid. The microjets and shock waves generated by ultrasonic cavitation continuously impact the hydrogen bubbles, breaking them into smaller particles and dispersing them into the electrolyte, which can prevent the local hydrogen concentration from being too high. On the other hand, ultrasonic vibration can reduce the interfacial tension between hydrogen and electrolyte, causing hydrogen to precipitate in the form of finer bubbles, significantly increasing the specific surface area and accelerating the rise of hydrogen to the separation zone.

[0069] The high-pressure gas module 60 can introduce inert gas into the electrolyte. By introducing high-pressure gas into the electrolyte through the high-pressure gas module 60 for purging, on the one hand, the high-pressure gas can form an upward flow in the electrolyte, creating a lift effect. During the rising process, dissolved hydrogen is adsorbed, reducing the local hydrogen partial pressure in the electrolyte. On the other hand, the injection of high-pressure gas induces intense turbulence in the electrolyte, which can disrupt the aggregation of hydrogen microbubbles. Furthermore, the adsorption of gas molecules at the hydrogen-electrolyte interface can reduce interfacial tension, promoting the precipitation of hydrogen in the form of finer bubbles.

[0070] In this embodiment, the ultrasonic vibration module 50 can perform ultrasonic oscillation on the electrolyte to atomize it and effectively separate hydrogen from the electrolyte under the action of ultrasonic oscillation; the high-pressure gas module 60 can introduce high-pressure gas into the electrolyte for purging, further purging and removing hydrogen from the electrolyte, thereby improving the hydrogen removal efficiency; by using a combination of ultrasonic oscillation and high-pressure gas purging for hydrogen removal, the hydrogen removal efficiency is higher than that of cyclone separation in related technologies.

[0071] Furthermore, the ultrasonic vibration module 50 is located at the bottom of the electrolyte containment cavity of the hydrogen removal module 20.

[0072] Furthermore, a hydrogen concentration sensor can be installed in the hydrogen discharge channel. When the hydrogen concentration exceeds the safety threshold, the hydrogen concentration can be diluted by increasing the gas flow rate of the high-pressure gas module 60, thereby increasing the dilution degree and reducing the hydrogen concentration to below the safety threshold, ensuring hydrogen discharge safety and the safe operation of the micro turbine generator 41.

[0073] Furthermore, in order to ensure the hydrogen removal effect and the hull lubrication effect, the pressure and flow rate of the high-pressure gas provided by the high-pressure gas module 60 should be as stable as possible.

[0074] In one possible implementation, please see Figure 1 As shown, the electrolytic ship ballast water treatment system also includes a control module 70, which is electrically connected to the gas distribution module 30, the power generation module 40, the ultrasonic vibration module 50, and the high-pressure gas module 60.

[0075] The electrolysis-based ship ballast water treatment system also includes a first control valve 81 and a second control valve 82. The first control valve 81 is connected between the hydrogen removal module 20 and the gas distribution module 30, and the second control valve 82 is connected between the hydrogen removal module 20 and the power generation module 40. The first control valve 81 and the second control valve 82 are electrically connected to the control module 70.

[0076] It should be noted that the control module 70 includes a programmable logic controller (PLC), which is the core control unit of the electrolysis-based ship ballast water treatment system. The PLC can be used for the logic control, real-time adjustment, safety protection, and intelligent management of the entire system. The control module 70 also includes a power rectifier unit (PRU), which can convert the AC power (such as 440V AC) supplied by the ship's power supply and the power generation module 40 into DC power, and can provide a stable DC power supply for the electrolysis module 10.

[0077] When the ship is under ballast and not sailing, some seawater in the ballast manifold 100 is pumped to the electrolysis module 10, and after being processed by the electrolysis module 10, it enters the hydrogen removal module 20. The control module 70 controls the ultrasonic vibration module 50 to operate at the lowest energy, generating very little mist, mainly for oscillating and separating hydrogen. At the same time, the control module 70 controls the high-pressure gas module 60 to introduce high-pressure air into the hydrogen removal module 20 for dehydrogenation. At this time, the control module 70 controls the second control valve 82 to close and controls the first control valve 81 to open. The first gas phase component passes through the power generation module 40 and is discharged through the vent 200. During this process, the power generation module 40 uses the first gas phase component to generate electricity.

[0078] When the ship is in a non-ballasted state and underway, the electrolysis module 10 stops operating, and the control module 70 controls the third control valve 83 to remain closed. At this time, the dehydrogenation module 20 still contains the electrolyte produced by the previous voyage electrolysis. The control module 70 controls the ultrasonic vibration module 50 to only vibrate and generate water mist without performing dehydrogenation. At the same time, the control module 70 controls the high-pressure gas module 60 to introduce high-pressure air into the dehydrogenation module 20, and the control module 70 controls the first control valve 81 to open, blowing the water mist and high-pressure air to the bottom of the ship for bottom bubble lubrication.

[0079] During navigation, the oxidation concentration monitoring module 90 monitors the content of oxidizing substances on the bottom of the ship. The control module 70 controls the energy output of the ultrasonic vibration module 50 based on the content of oxidizing substances on the bottom of the ship and / or the ship speed. At the same time, the control module 70 adjusts the opening of the first control valve 81 based on the content of oxidizing substances on the bottom of the ship and / or the ship speed, thereby adjusting the mist content of the bubble lubrication drag reduction layer.

[0080] When the ship's speed decreases, the control module 70 can also reduce the opening of the second control valve 82, while opening the first control valve 81 to a certain degree, so that a portion of the gas is discharged to the upper deck through the vent head 200 after passing through the power generation module 40, thereby reducing the number of lubricating bubbles on the bottom of the ship.

[0081] In this embodiment, by setting up a control module 70, the system gas can be automatically distributed according to the ship's operating status and the level of oxidation potential at the bottom of the ship, thereby improving the system's operational flexibility and automation.

[0082] In one possible implementation, please combine... Figure 1 and Figure 4 As shown, the air distribution module 30 includes an air distribution valve 31, an injector 32, and an air distribution component 33;

[0083] The air distribution valve 31 is electrically connected to the control module 70; the input end of the injector 32 is connected to the air distribution valve 31, and the output end of the injector 32 is connected to the air distribution component 33.

[0084] When the ship is in a non-ballasted state and under navigation, the control module 70 controls the first control valve 81 and the air distribution valve 31 to open, blowing water mist and high-pressure air to the bottom of the ship, thereby achieving bottom bubble lubrication and reducing the ship's navigation resistance. Under navigation, the control module 70 can adjust the opening of the first control valve 81 and the air distribution valve 31 based on the content of oxidizing substances on the bottom of the ship and / or the ship's speed, thereby adjusting the mist content of the bubble lubrication drag reduction layer.

[0085] In one possible implementation, please see Figure 5 As shown, the air distribution module 30 includes:

[0086] The first air distribution valve 311, the first injector 321 and the first air distribution component 331 are connected in sequence. The aperture of the first air distribution component 331 is D1, and D1 satisfies 0 < D1 ≤ 50 μm. The first air distribution component 331 is used to form the first bubble lubrication drag reduction layer.

[0087] The second air distribution valve 312, the second injector 322, and the second air distribution component 332 are connected in sequence. The aperture of the second air distribution component 332 is D2, which satisfies 50μm≤D2≤200μm. The second air distribution component 332 is used to form the second bubble lubrication drag reduction layer.

[0088] The third air distribution valve 313, the third injector 323 and the third air distribution component 333 are connected in sequence. The aperture of the third air distribution component 333 is D3, and D3 satisfies 200μm≤D3≤500μm. The third air distribution component 333 is used to form the third bubble lubrication and drag reduction layer.

[0089] In this embodiment, the first air distribution element 331, the second air distribution element 332, and the third air distribution element 333 are arranged in layers from near to far from the bottom of the ship. The aperture D1 of the first air distribution element 331 satisfies 0 < D1 ≤ 50 μm, and a first bubble lubrication and drag reduction layer with a bubble diameter of less than 50 μm can be formed in the region closest to the bottom of the ship through the first air distribution element 331. The aperture D2 of the second air distribution element 332 satisfies 50 μm ≤ D2 ≤ 200 μm, and a second bubble lubrication and drag reduction layer with a bubble diameter of 50 μm to 200 μm can be formed in the bottom of the ship through the second air distribution element 332. The third air distribution element 333... The aperture D3 satisfies 200μm≤D3≤500μm. Through the third air distribution element 333, a third bubble lubrication and drag reduction layer with a bubble diameter of 200μm~500μm can be formed at the bottom of the ship. Among them, the third bubble lubrication and drag reduction layer is farthest from the bottom of the ship compared with the first bubble lubrication and drag reduction layer and the second bubble lubrication and drag reduction layer, which plays an initial isolation role. The second bubble lubrication and drag reduction layer is located between the first bubble lubrication and drag reduction layer and the third bubble lubrication and drag reduction layer. By establishing different bubble lubrication and drag reduction layers, the system gas can be reasonably distributed to form an effective barrier and an effective aerosol layer, thereby improving the lubrication and antifouling effects.

[0090] In one possible implementation, please see Figure 1 As shown, the electrolytic ship ballast water treatment system also includes an oxidation concentration monitoring module 90, which is located at the bottom of the ship and is electrically connected to the control module 70.

[0091] It should be noted that if the concentrations of chlorine and sodium hypochlorite at the bottom of the ship are too low, it will be difficult to effectively inhibit biofouling on the hull, resulting in poor antifouling performance; if the concentrations are too high, they will easily cause corrosion to the hull. Therefore, a first concentration threshold and a second concentration threshold for chlorine and sodium hypochlorite need to be set, with the first concentration threshold being lower than the second concentration threshold. When the real-time monitoring concentration of the oxidation concentration monitoring module 90 is lower than the first concentration threshold, the control module 70 controls the energy output of the ultrasonic vibration module 50 to increase, and simultaneously adjusts the opening of the first control valve 81 and the air distribution valve 31 to increase, thereby increasing the amount of chlorine and sodium hypochlorite water mist. When the real-time monitoring concentration of the oxidation concentration monitoring module 90 is higher than the second concentration threshold, the bypass discharge valve for chlorine and sodium hypochlorite water mist can be triggered. At the same time, the control module 70 controls the energy output of the ultrasonic vibration module 50 to decrease, and simultaneously adjusts the opening of the first control valve 81 and the air distribution valve 31 to decrease, thereby reducing the amount of chlorine and sodium hypochlorite water mist and thus preventing hull corrosion.

[0092] In this embodiment, the oxidation concentration monitoring module 90 can transmit the oxidation-reduction potential of the ship's bottom monitored during system operation to the control module 70. The control module 70 controls the energy output of the ultrasonic vibration module 50 and adjusts the opening of the first control valve 81 and the gas distribution valve 31 according to the measured oxidation concentration, thereby controlling the amount of chlorine and sodium hypochlorite water mist, and thus regulating the concentration of chlorine and sodium hypochlorite at the ship's bottom in real time, which can ensure the antifouling effect and avoid corrosion of the ship's bottom.

[0093] In one possible implementation, please see Figure 5 As shown, the oxidation concentration monitoring module 90 includes multiple oxidation-reduction potential sensors 91, which are installed on the bottom of the ship.

[0094] In this embodiment, by installing multiple oxidation-reduction potential sensors 91 on the bottom of the ship, the oxidation-reduction potential of multiple different areas on the bottom of the ship can be monitored, and the opening of the first gas distribution valve 311, the second gas distribution valve 312, and the third gas distribution valve 313 in each area can be adjusted to precisely control the amount of chlorine and sodium hypochlorite water mist in each area on the bottom of the ship, thereby regulating the concentration of chlorine and sodium hypochlorite in each area on the bottom of the ship in real time. This can improve the antifouling effect and effectively avoid corrosion of the ship bottom.

[0095] In one possible implementation, please see Figure 1 As shown, the electrolysis-based ship ballast water treatment system also includes a third control valve 83, which is electrically connected to the control module 70. One end of the third control valve 83 is connected to the output end of the electrolysis module 10, and the other end is connected to the ballast manifold 100.

[0096] In this embodiment, when the ship is under ballast and not sailing, a portion of the seawater in the ballast manifold 100 is pumped to the electrolysis module 10, and after processing by the electrolysis module 10, it enters the hydrogen removal module 20. The control module 70 controls the ultrasonic vibration module 50 to operate at the lowest energy level, generating very little mist, mainly for oscillating and separating hydrogen. At the same time, the control module 70 controls the high-pressure gas module 60 to introduce high-pressure air into the hydrogen removal module 20 for dehydrogenation. At this time, the control module 70 controls the second control valve 82 to close and controls the first control valve 81 to open. The first gaseous component passes through the power generation module 40 and is discharged through the vent 200. During this process, the power generation module 40 uses the first gaseous component to generate electricity, which is used for powering the instruments or small equipment of the entire system. The dehydrogenated electrolyte returns to the ballast manifold 100 through the third control valve 83.

[0097] A second aspect of this application provides a ship, including: a ship body, and the above-described electrolytic ballast water treatment system.

[0098] Given that the ship in this embodiment includes the electrolytic ballast water treatment system described in any of the above embodiments, the structure and beneficial effects of the electrolytic ballast water treatment system will not be elaborated further in this embodiment.

[0099] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0100] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0101] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An electrolytic ship ballast water treatment system, characterized in that, include: Ballast main (100), vent head (200), electrolysis module (10), hydrogen removal module (20), gas distribution module (30) and power generation module (40); The input end of the electrolysis module (10) is connected to the ballast manifold (100), and the output end of the electrolysis module (10) is connected to the hydrogen removal module (20). The first gas phase output terminal of the hydrogen removal module (20) is connected to the gas distribution module (30), and the second gas phase output terminal of the hydrogen removal module (20) is connected to the power generation module (40). The hydrogen removal module (20) generates a first gas phase component and a second gas phase component. The gas distribution module (30) is used to form a bubble lubrication and drag reduction layer on the bottom of the ship by the first gas phase component, wherein the first gas phase component includes at least chlorine gas and / or sodium hypochlorite water mist; The power generation module (40) is located between the hydrogen removal module (20) and the vent head (200). The power generation module (40) is used to convert the chemical energy, kinetic energy and / or pressure energy of the second gas phase component into electrical energy. The second gas phase component includes at least hydrogen.

2. The electrolytic ship ballast water treatment system according to claim 1, characterized in that, The power generation module (40) includes a micro turbine generator (41) for converting the kinetic energy and / or pressure energy of the second gas phase component into electrical energy. And / or, the power generation module (40) includes a proton exchange membrane fuel cell (42) for converting the chemical energy of the second gas phase component into electrical energy.

3. The electrolytic ship ballast water treatment system according to claim 1, characterized in that, The electrolysis-based ship ballast water treatment system also includes an ultrasonic vibration module (50), which is used to atomize the electrolyte in the hydrogen removal module (20) and separate the hydrogen from the electrolyte. The electrolytic ballast water treatment system for ships also includes a high-pressure gas module (60), the output of which is connected to the hydrogen removal module (20), and the high-pressure gas module (60) is used to purge and remove hydrogen from the electrolyte.

4. The electrolytic ship ballast water treatment system according to claim 3, characterized in that, The electrolytic ballast water treatment system for ships also includes a control module (70), which is electrically connected to the gas distribution module (30), the power generation module (40), the ultrasonic vibration module (50), and the high-pressure gas module (60). The electrolysis-based ship ballast water treatment system further includes a first control valve (81) and a second control valve (82). The first control valve (81) is connected between the hydrogen removal module (20) and the gas distribution module (30), and the second control valve (82) is connected between the hydrogen removal module (20) and the power generation module (40). The first control valve (81) and the second control valve (82) are electrically connected to the control module (70).

5. The electrolytic ballast water treatment system for ships according to claim 4, characterized in that, The air distribution module (30) includes an air distribution valve (31), an injector (32), and an air distribution component (33); The air distribution valve (31) is electrically connected to the control module (70); the input end of the injector (32) is connected to the air distribution valve (31), and the output end of the injector (32) is connected to the air distribution component (33).

6. The electrolytic ship ballast water treatment system according to claim 5, characterized in that, The air distribution module (30) includes: The first air distribution valve (311), the first injector (321) and the first air distribution component (331) are connected in sequence. The aperture of the first air distribution component (331) is D1, and D1 satisfies 0 < D1 ≤ 50 μm. The first air distribution component (331) is used to form the first bubble lubrication drag reduction layer. The second air distribution valve (312), the second injector (322), and the second air distribution component (332) are connected in sequence. The aperture of the second air distribution component (332) is D2, which satisfies 50μm≤D2≤200μm. The second air distribution component (332) is used to form a second bubble lubrication drag reduction layer. The third air distribution valve (313), the third injector (323) and the third air distribution component (333) are connected in sequence. The aperture of the third air distribution component (333) is D3, and D3 satisfies 200μm≤D3≤500μm. The third air distribution component (333) is used to form a third bubble lubrication and drag reduction layer.

7. The electrolytic ship ballast water treatment system according to claim 4, characterized in that, The electrolytic ballast water treatment system further includes an oxidation concentration monitoring module (90), which is located at the bottom of the ship and is electrically connected to the control module (70).

8. The electrolytic ship ballast water treatment system according to claim 7, characterized in that, The oxidation concentration monitoring module (90) includes multiple oxidation-reduction potential sensors (91), which are installed on the bottom of the ship.

9. The electrolytic ship ballast water treatment system according to any one of claims 4-8, characterized in that, The electrolysis-based ballast water treatment system further includes a third control valve (83), which is electrically connected to the control module (70). One end of the third control valve (83) is connected to the output end of the electrolysis module (10), and the other end is connected to the ballast manifold (100).

10. A ship, characterized in that, include: The ship body, and the electrolytic ballast water treatment system for ships according to any one of claims 1 to 9.

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