Marine pure ammonia fuel supply system

Abstract

The utility model relates to the technical field of ammonia energy utilization, in particular to a marine pure ammonia fuel supply system. In the marine pure ammonia fuel supply system, ammonia selectively enters the gas storage adjusting system, so that the concentration of hydrogen in the required mixed gas of the ammonia, the hydrogen and the nitrogen can be controlled according to the actual load change of the ship, and the input high-temperature mixed gas of the hydrogen and the nitrogen is cooled through the cooling system; further, mixed gas of ammonia gas, hydrogen and nitrogen meeting the concentration and temperature requirements is obtained, and stable and sustainable operation of the internal combustion engine set of the ship is ensured. And meanwhile, a cold source of the cooling system is water (lake water or seawater) in a water area of the ship, so that the existing conditions are fully utilized, and the fuel supply system is small in occupied area, stable and reliable in system operation, easy to operate and low in operation cost.

Description

Technical Field

[0001] The utility model relates to the technical field of ammonia energy utilization, in particular to a marine pure ammonia fuel supply system. Background Art

[0002] Hydrogen has great potential as a renewable clean fuel, but its low energy density and low ignition energy pose great challenges to the safety of transportation and storage. As a derivative of hydrogen, ammonia is a promising renewable energy source. The only products of complete combustion are nitrogen and water, and the production and transportation process is already quite mature.

[0003] Ammonia is a substance for storing, replacing and producing hydrogen. At the application end, ammonia is converted into hydrogen or partially converted into hydrogen to improve its combustion performance. In particular, the engine fuel supply requires a hydrogen concentration of at least 10% in the mixed gas. Ship internal combustion engines change frequently with load. Whether ship internal combustion engines can operate stably and reliably depends on the front-end ammonia fuel supply system. At present, there is no ammonia hydrogen production fuel supply system that meets the requirements of marine engine ammonia hydrogen nitrogen mixed gas with the required concentration and temperature according to load changes, ensuring the stable and sustainable operation of ship internal combustion engines. Utility Model Content

[0004] 1. Technical issues to be resolved

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the utility model provides a marine pure ammonia fuel supply system, which solves the technical problem that the prior art cannot provide a mixed gas of ammonia, hydrogen and nitrogen that meets the concentration and temperature requirements, and thus cannot ensure the stable and sustainable operation of the ship's internal combustion engine unit.

[0006] (II) Technical solution

[0007] In order to achieve the above-mentioned purpose, the main technical solutions adopted by the utility model include:

[0008] The embodiment of the utility model provides a marine pure ammonia fuel supply system, comprising a liquid ammonia evaporation system, an ammonia cracking system, a gas storage and regulation system and a cooling system; the liquid ammonia evaporation system is used to heat and gasify the incoming liquid ammonia to form ammonia, and the liquid ammonia evaporation system can be selectively connected to the ammonia cracking system and the gas storage and regulation system respectively; the gas outlet of the ammonia cracking system is connected to the gas inlet of the gas storage and regulation system, and the gas storage and regulation system is also used to be connected to the marine internal combustion engine set; the ammonia cracking system is used to crack the incoming ammonia to form a mixed gas of hydrogen and nitrogen, and the gas storage and regulation system is used to form a mixed gas of ammonia, hydrogen and nitrogen from the incoming ammonia and the mixed gas of hydrogen and nitrogen, and the mixed gas of ammonia, hydrogen and nitrogen enters the marine internal combustion engine set to provide fuel for the marine internal combustion engine set; the cold source of the cooling system is water in the waters where the ship is located, the cooling system is used to cool the gas storage and regulation system to adjust the temperature of the mixed gas of ammonia, hydrogen and nitrogen, and the cooling system is also used to cool the marine internal combustion engine set.

[0009] Preferably, the liquid ammonia evaporation system comprises an evaporator, a pressure-surge tank, a loop, a circulating water pump and a cabin fan coil; the circulating water pump, the evaporator and the cabin fan coil are arranged in series on the loop, the water outlet of the cabin fan coil is connected to the water inlet of the evaporator, the water outlet of the evaporator is connected to the water inlet of the cabin fan coil, the air outlet of the evaporator is connected to the air inlet of the pressure-surge tank, and the first air outlet and the second air outlet of the pressure-surge tank are respectively connected to the ammonia cracking system and the gas storage and regulation system; the cooling water in the loop is heat-exchanged through the cabin fan coil to form hot water, and the hot water enters the evaporator through the circulating water pump for heat exchange to form cooling water; the liquid ammonia enters the evaporator, and the evaporator vaporizes the liquid ammonia through heat exchange to form ammonia gas that enters the pressure-surge tank.

[0010] Preferably, the liquid ammonia evaporation system further comprises a water supply tank; a water outlet of the water supply tank is connected to the circuit to replenish cooling water for the circuit.

[0011] Preferably, the liquid ammonia evaporation system further comprises a first filter; the first filter is used to filter the liquid ammonia entering the evaporator.

[0012] Preferably, the ammonia cracking system includes a plasma ignition burner and a cracking heat exchanger; the first gas outlet of the pressure-surge tank is connected to the gas inlets of the plasma ignition burner and the cracking heat exchanger respectively; the plasma ignition burner burns the incoming ammonia to heat the cracking heat exchanger, a catalyst is provided in the cracking heat exchanger, and the ammonia in the cracking heat exchanger is cracked under high-temperature catalysis to form a mixture of hydrogen and nitrogen.

[0013] Preferably, the ammonia cracking system also includes a gas supply regulating device; the first gas outlet of the pressure regulating tank is connected to the gas supply regulating device, and the ammonia is connected to the plasma ignition burner through the gas supply regulating device; the gas supply regulating device is used to regulate the gas supply flow rate of ammonia entering the plasma ignition burner.

[0014] Preferably, the gas storage and regulation system includes a gas storage tank and a gas regulating device; the gas outlet of the cracking heat exchanger is connected to the gas storage tank, and the first gas outlet of the gas storage tank is connected to the first gas inlet of the gas regulating device; the second gas outlet of the pressure regulating tank is connected to the second gas inlet of the gas regulating device, and the gas outlet of the gas regulating device is connected to the marine internal combustion engine unit; the gas regulating device is used to mix the incoming ammonia and the mixed gas of hydrogen and nitrogen to form a mixed gas of ammonia, hydrogen and nitrogen; the cold source in the cooling system is discharged into the waters where the ship is located after heat exchange through the gas regulating device.

[0015] Preferably, the gas storage and regulation system also includes a hydrogen measuring device and a second filter; the gas outlet of the cracking heat exchanger is connected to the gas storage tank through the second filter; the second gas outlet of the gas storage tank is connected to the gas inlet of the hydrogen measuring device, and the gas outlet of the hydrogen measuring device is connected to the gas inlet of the plasma ignition burner; the hydrogen measuring device is used to detect the concentration of hydrogen in the gas storage tank.

[0016] Preferably, the hydrogen measuring device comprises a regulating component, a cooling component and a hydrogen measuring component which are connected in sequence; the air inlet of the regulating component is connected to the second air outlet of the gas storage tank; the air outlet of the hydrogen measuring component is connected to the air inlet of the plasma ignition burner; the regulating component is used to reduce the pressure of the incoming hydrogen and nitrogen mixture; the cooling component is used to cool the reduced-pressure hydrogen and nitrogen mixture; the hydrogen measuring component is used to detect the hydrogen content of the cooled hydrogen and nitrogen mixture; the cold source in the cooling system also passes through the cooling component to exchange heat with the ammonia, hydrogen and nitrogen mixture.

[0017] Preferably, it also includes a liquid ammonia supply system; the liquid ammonia supply system includes an ammonia storage tank containing liquid ammonia and a temperature control room; the ammonia storage tank is arranged in the temperature control room, and the liquid outlet of the ammonia storage tank is connected to the liquid inlet of the liquid ammonia evaporation system to provide liquid ammonia for the liquid ammonia evaporation system.

[0018] (III) Beneficial effects

[0019] The beneficial effects of the utility model are:

[0020] The utility model is a marine pure ammonia fuel supply system. Since ammonia can be selectively entered into the gas storage and regulation system, the concentration of hydrogen in the required ammonia, hydrogen, and nitrogen mixture can be controlled according to the actual load change of the ship. The high-temperature hydrogen and nitrogen mixture input is cooled by the cooling system to obtain a mixture of ammonia, hydrogen, and nitrogen that meets the concentration and temperature requirements, thereby ensuring the stable and sustainable operation of the ship's internal combustion engine unit. At the same time, since the cold source of the cooling system is the water (lake water or sea water) in the waters where the ship is located, the existing conditions are fully utilized, so that the fuel supply system occupies a small area, the system operates stably and reliably, is easy to operate, and the supply system has low operating costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1This is a schematic diagram of the process of the marine pure ammonia fuel supply system of the utility model;

[0022] Figure 2 for Figure 1 A schematic diagram of the flow chart of the gas supply regulating device;

[0023] Figure 3 is a cross-sectional schematic diagram of a throttling assembly;

[0024] Figure 4 for Figure 1 A schematic diagram of the structure of the hydrogen measuring device;

[0025] Figure 5 for Figure 4 Schematic cross-section diagram in ;

[0026] Figure 6 A schematic cross-sectional view of the adjustment assembly.

[0027] [Description of Reference Numerals]

[0028] A: Liquid ammonia supply system; B: Liquid ammonia evaporation system; C: Ammonia cracking system; D: Gas storage and regulation system; E: Cooling system; F: Marine internal combustion engine unit;

[0029] 1: ammonia storage tank; 2: conditioning room; 3: evaporator; 4: pressure stabilizing tank; 5: loop; 6: circulating water pump; 7: cabin fan coil; 8: water supply tank; 9: first filter; 10: plasma ignition burner; 101: igniter; 102: main furnace head; 11: cracking heat exchanger; 12: gas supply regulating device; 121: igniter gas supply unit; 1211: second connecting pipeline; 1212: second valve; 1213: buffer tank; 1214: exhaust fan; 1215: third valve; 122: main furnace head gas supply assembly; 12 21: primary gas supply unit; 1222: secondary gas supply unit; 122n: n-level gas supply unit; 122a: first connecting pipeline; 122b: first valve; 13: gas storage tank; 14: gas regulating device; 15: hydrogen measuring device; 151: regulating component; 1511: first throttling pipeline; 1512: first throttling orifice plate; 1513: throttling hole; 152: cooling component; 1521: cooling box; 1522: cooling pipe; 153: hydrogen measuring component; 1531: buffer box; 1532: hydrogen measuring instrument; 16: second filter;

[0030] G: throttling assembly; G1: second throttling pipe; G2: second throttling orifice. DETAILED DESCRIPTION

[0031] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

[0032] like Figure 1 As shown, this embodiment provides a marine pure ammonia fuel supply system, which includes a liquid ammonia supply system A, a liquid ammonia evaporation system B, an ammonia cracking system C, a gas storage and regulation system D and a cooling system E.

[0033] The liquid ammonia supply system A includes an ammonia storage tank 1 containing liquid ammonia and a temperature-controlled chamber 2. The ammonia storage tank 1 is arranged in the temperature-controlled chamber 2. The liquid outlet of the ammonia storage tank 1 is connected to the liquid inlet of the liquid ammonia evaporation system B to provide liquid ammonia for the liquid ammonia evaporation system B. The temperature-controlled chamber 2 provides a temperature-adjustable environment of 0°C to 20°C for the ammonia storage tank, ensuring that the liquid ammonia in the ammonia storage tank is at a constant temperature and that the system pressure is at a stable value of 0.4 to 0.8 MPa, thereby improving the reliability of the system.

[0034] The liquid ammonia evaporation system B is used to heat and gasify the incoming liquid ammonia to form ammonia gas. The liquid ammonia evaporation system B can be selectively connected to the ammonia cracking system C and the gas storage and regulation system D respectively. The gas outlet of the ammonia cracking system C is connected to the gas inlet of the gas storage and regulation system D. The gas storage and regulation system D is also used to communicate with the marine internal combustion engine unit F.

[0035] The ammonia cracking system C is used to crack the incoming ammonia to form a mixture of hydrogen and nitrogen. The gas storage and regulation system D is used to form a mixture of ammonia, hydrogen and nitrogen from the incoming mixture of ammonia, hydrogen and nitrogen. The mixture of ammonia, hydrogen and nitrogen enters the marine internal combustion engine unit F to provide fuel for the marine internal combustion engine unit F.

[0036] The cold source of the cooling system E is the water in the waters where the ship is located. The cooling system E is used to cool the gas storage and regulation system D to adjust the temperature of the mixed gas of ammonia, hydrogen and nitrogen. The cooling system E is also used to cool the marine internal combustion engine unit F.

[0037] Since ammonia can be selectively entered into the gas storage and regulation system D, the concentration of hydrogen in the required ammonia, hydrogen, and nitrogen mixture can be controlled according to the actual load change of the ship, and then the high-temperature hydrogen and nitrogen mixture input is cooled by the cooling system E, thereby obtaining a mixture of ammonia, hydrogen, and nitrogen that meets the concentration and temperature requirements, ensuring the stable and sustainable operation of the ship's internal combustion engine unit. At the same time, since the cold source of the cooling system E is the water (lake water or sea water) in the waters where the ship is located, the existing conditions are fully utilized, so that the fuel supply system occupies a small area, the system operates stably and reliably, is easy to operate, and the supply system has low operating costs.

[0038] The liquid ammonia evaporation system B comprises an evaporator 3, a pressure-surge tank 4, a loop 5, a circulating water pump 6, a cabin fan coil 7, a water supply tank 8 and a first filter 9. The circulating water pump 6, the evaporator 3 and the cabin fan coil 7 are arranged in series on the loop 5. The water outlet of the cabin fan coil 7 is connected to the water inlet of the evaporator 3, the water outlet of the evaporator 3 is connected to the water inlet of the cabin fan coil 7, the air outlet of the evaporator 3 is connected to the air inlet of the pressure-surge tank 4, and the first air outlet and the second air outlet of the pressure-surge tank 4 are respectively connected to the ammonia cracking system C and the gas storage and regulation system D. The cooling water in the loop 5 is heat-exchanged through the cabin fan coil 7 to form hot water, and the hot water enters the evaporator 3 through the circulating water pump 6 to exchange heat to form cooling water, and the liquid ammonia enters the evaporator 3. The evaporator 3 vaporizes the liquid ammonia through heat exchange to form ammonia gas and enters the pressure-surge tank 4. Among them, the water outlet of the water supply tank 8 is connected to the loop 5 to replenish the cooling water for the loop 5.

[0039] In the present application, cooling water is converted into high-temperature water after heat exchange through the cabin fan coil 7. The high-temperature water is returned to the ship cabin after heat exchange through the evaporator 3 to cool the cabin fan coil 7, providing a cold source for the ship cabin, improving the overall efficiency of the power unit, making full use of the cooling and heat dissipation losses, and improving the overall efficiency and economy of the module.

[0040] The liquid outlet of the ammonia storage tank 1 is connected with the liquid inlet of the evaporator 3 after passing through the first filter 9 to provide liquid ammonia to the evaporator 3. The first filter 9 is used to filter impurities in the liquid ammonia.

[0041] The ammonia cracking system C includes a plasma ignition burner 10 and a cracking heat exchanger 11. The first gas outlet of the pressure-stabilizing tank 4 is respectively connected to the air inlets of the plasma ignition burner 10 and the cracking heat exchanger 11 to provide ammonia for both. The ammonia enters the igniter 101 and the main furnace fire head 102 of the plasma ignition burner 10 respectively. The plasma ignition burner 10 burns the entering ammonia to heat the cracking heat exchanger 11. A catalyst is provided in the cracking heat exchanger 11. The catalyst is a nickel-based, ruthenium-based or iron-based ammonia catalyst. The ammonia in the cracking heat exchanger 11 is heated by the high temperature of the plasma ignition burner 10 and the catalysis of the catalyst to form a mixed gas of hydrogen and nitrogen and enter the gas storage and regulation system D.

[0042] In order to avoid the problem of insufficient combustion and leakage caused by a large flow of ammonia entering the plasma ignition burner 10, and thus avoid environmental pollution, the ammonia cracking system C also includes a gas supply regulating device 12, the first gas outlet of the pressure regulating tank 4 is connected to the gas supply regulating device 12, and the ammonia is connected to the plasma ignition burner 10 through the gas supply regulating device 12, and the gas supply regulating device 12 is used to regulate the gas supply flow of ammonia entering the plasma ignition burner 10.

[0043] like Figure 2As shown, the gas supply regulating device 12 includes an igniter gas supply unit 121 and a main furnace fire head gas supply assembly 122. The main furnace fire head gas supply assembly 122 includes a first-level gas supply unit 1221, a second-level gas supply unit 1222 to an n-level gas supply unit 122n connected in parallel, wherein n is an integer greater than or equal to 2. In the present embodiment, n is preferably 3.

[0044] Since the main furnace fire head gas supply assembly 122 includes multi-stage gas supply units in parallel and the gas supply flow rate decreases successively, when it is necessary to increase the combustion flow rate and the heating amount, the low-level gas supply unit can be opened to realize the "shifting" adjustment of the ammonia flow rate entering the main furnace fire head 102.

[0045] The first gas outlet of the pressure-regulating tank 4 is optionally connected to the igniter gas supply unit 121 and the gas inlet of each stage of the gas supply unit to provide ammonia therefor, that is, the ammonia in the first gas outlet of the pressure-regulating tank 4 is divided into two paths, one path provides ignition and combustion for the igniter 101 in the plasma ignition burner 10, and the other path provides fuel for the continuous combustion of the main furnace fire head 102 in the plasma ignition burner 10.

[0046] The gas outlet of the igniter gas supply unit 121 is used to communicate with the igniter 101 of the plasma ignition burner 10, and the gas outlet of each level of the gas supply unit is used to communicate with the main furnace head 102 of the plasma ignition burner 10, and the secondary gas supply unit 1222 to the n-level gas supply unit 122n and the igniter gas supply unit 121 are all provided with a throttling component G to adjust the gas supply flow. Since the igniter gas supply unit 121 adjusts the gas flow by providing the throttling component G and thus can achieve a small flow adjustment of the gas, the flow entering the plasma ignition burner 10 can be accurately controlled, thereby improving the success rate of ignition of the igniter 101 in the plasma ignition burner 10.

[0047] like Figure 2 As shown, each level of the gas supply unit includes a first connecting pipeline 122a and a first valve 122b, and the first valve 122b is arranged on the first connecting pipeline 122a, wherein the air inlet of the first connecting pipeline 122a is connected to the first air outlet of the pressure regulating tank 4, and the air outlet of the first connecting pipeline 122a is connected to the main furnace fire head 102.

[0048] In the secondary air supply unit 1222 to the n-stage air supply unit 122n: the throttling component G and the first valve 122b are connected in series on the first connecting pipeline 122a, and the air supply flow rate in the throttling component G decreases successively from the secondary air supply unit 1222 to the n-stage air supply unit 122n.

[0049] like Figure 3As shown, in the secondary air supply unit 1222 to the n-stage air supply unit 122n and the igniter air supply unit 121: the throttling assembly G includes a plurality of second throttling pipes G1, and a second throttling orifice plate G2 is provided between two adjacent second throttling pipes G1 and at the outer ends of the second throttling pipes G1 on both sides, and the number of the second throttling pipes G1 decreases successively from the secondary air supply unit 1222 to the n-stage air supply unit 122n.

[0050] The igniter air supply unit 121 includes a second connecting pipeline 1211, a second valve 1212, a third valve 1215, a buffer tank 1213 and an exhaust fan 1214, the second valve 1212 and the buffer tank 1213 are both arranged on the second connecting pipeline 1211, wherein the air inlet of the second connecting pipeline 1211 is connected to the second air outlet of the pressure-stabilizing tank 4, and the air outlet of the second connecting pipeline 1211 is connected to the igniter 101, and the throttling component G in the igniter air supply unit 121 and the second valve 1212 are connected in series on the second connecting pipeline 1211. The air outlet of the throttling assembly G in the igniter air supply unit 121 is communicated with the first air inlet of the buffer tank 1213, the air outlet of the exhaust fan 1214 is communicated with the second air inlet of the buffer tank 1213, the air outlet of the buffer tank 1213 is communicated with the igniter 101, and the third valve 1215 is arranged between the exhaust fan 1214 and the buffer tank 1213. By arranging the buffer tank 1213 and the exhaust fan 1214, air is drawn in before starting the igniter 101, and the air is ionized in advance by taking advantage of the good air ionization effect of the igniter 101, so as to ensure that the ammonia can be ignited in time, and further improve the success rate and reliability of ignition.

[0051] In this embodiment, by setting a throttling component G in the gas supply regulating device 12, throttling and reducing pressure are performed first, so that the low flow rate rapid start of the ignition air intake of the igniter 101 in the plasma ignition burner 10 and the combustion air intake of the main furnace ignition device is achieved. Furthermore, when the fuel of the plasma ignition burner 10 is ammonia, the gas supply regulating device 12 can be used to achieve rapid ignition and step-by-step combustion of ammonia, and effectively control the combustion temperature and heat.

[0052] like Figure 1As shown, the gas storage and regulation system D includes a gas storage tank 13, a gas regulating device 14 and a second filter 16. The gas outlet of the cracking heat exchanger 11 is connected to the gas storage tank 13 after passing through the second filter 16. The second filter 16 is used to filter the catalyst residue in the ammonia. The first gas outlet of the gas storage tank 13 is connected to the first gas inlet of the gas regulating device 14. The third gas outlet of the gas storage tank 13 is connected to the gas inlet of the cracking heat exchanger 11. The second gas outlet of the pressure regulating tank 4 is connected to the second gas inlet of the gas regulating device 14. The gas outlet of the gas regulating device 14 is connected to the marine internal combustion engine F. The gas regulating device 14 is used to mix the incoming ammonia with the mixed gas of hydrogen and nitrogen to form a mixed gas of ammonia, hydrogen and nitrogen. The cold source in the cooling system E is discharged into the waters where the ship is located after heat exchange through the gas regulating device 14.

[0053] Among them, the gas regulating device 14 includes two air inlets, the first air inlet is connected to the gas storage tank 13 through a pipeline, and the second air inlet is connected to the pressure-stabilizing tank 4 through a pipeline. An opening and closing valve is provided on the pipeline, and the concentration of the gas entering the gas regulating device 14 is adjusted by the opening of the valve, so that a mixture of ammonia, hydrogen and nitrogen with different concentrations is obtained in the gas regulating device 14. At the same time, since a cooling pipeline is provided in the gas regulating device 14, the water inlet of the cooling pipeline is connected to the cooling system E, and the cooling system E passes water from the water area into the cooling pipeline, thereby cooling the mixture of ammonia, hydrogen and nitrogen in the gas regulating device 14, thereby realizing the regulation of the temperature of the mixed gas.

[0054] In order to detect the hydrogen concentration in the gas tank 13, the gas storage regulating system D also includes a hydrogen measuring device 15, the second gas outlet of the gas tank 13 is connected to the gas inlet of the hydrogen measuring device 15, and the gas outlet of the hydrogen measuring device 15 is connected to the gas inlet of the plasma ignition burner 10.

[0055] Preferably, the hydrogen measuring device 15 includes a regulating component 151, a cooling component 152 and a hydrogen measuring component 153 which are connected in sequence. The air inlet of the regulating component 151 is connected to the second air outlet of the gas storage tank 13. The regulating component 151 is used to reduce the pressure of the incoming hydrogen and nitrogen mixture. The cooling component 152 is used to cool the reduced-pressure hydrogen and nitrogen mixture. The hydrogen measuring component 153 is used to detect the hydrogen content of the cooled hydrogen and nitrogen mixture. The air outlet of the hydrogen measuring component 153 is connected to the air inlet of the plasma ignition burner 10. The cold source in the cooling system E also passes through the cooling component 152 to exchange heat with the ammonia, hydrogen and nitrogen mixture.

[0056] The high-temperature and high-pressure mixed gas output from the cracking heat exchanger 11 to the gas storage tank 13 is cooled and depressurized by the regulating component 151 and the cooling component 152, and then the hydrogen detection component 153 is used to detect the hydrogen concentration of the high-temperature and high-pressure mixed gas of hydrogen and nitrogen output from the cracking heat exchanger 11. At the same time, since the gas outlet of the hydrogen detection component 153 is connected to the gas inlet of the plasma ignition burner 10, after the hydrogen and nitrogen mixed gas is detected, the plasma ignition burner 10 absorbs the detected hydrogen and nitrogen mixed gas to avoid environmental pollution. When the hydrogen concentration is detected to be too low, it means that the high-temperature cracking device does not crack ammonia sufficiently. The hydrogen and nitrogen mixed gas in the gas storage tank 13 can be re-entered into the high-temperature cracking device by opening and closing the valve for high-temperature catalysis, that is, re-cracking to improve the cracking effect, so as to achieve complete cracking of ammonia with a concentration of 75%.

[0057] like Figure 5 and Figure 6 As shown, the regulating assembly 151 includes a plurality of first throttling pipes 1511 connected in series, and first throttling orifice plates 1512 are provided between two adjacent first throttling pipes 1511 and at the outer ends of the first throttling pipes 1511 at both ends. The first throttling orifice plate 1512 at the head end of the regulating assembly 151 is communicated with the gas outlet of the gas storage tank 13, and the first throttling orifice plate 1512 at the tail end of the regulating assembly 151 is communicated with the cooling assembly 152. The first throttling orifice plate 1512 is provided with at least one throttling hole 1513. The first throttling pipe 1511 is connected to the first throttling orifice plate 1512 by welding.

[0058] It should be noted that the number of the first throttling pipes 1511 and the number and diameter of the holes in the first throttling orifice plate 1512 may be specifically set according to actual pressure reduction requirements.

[0059] like Figure 5 As shown, the cooling assembly 152 includes a cooling box 1521 and a cooling pipe 1522. The cooling pipe 1522 is arranged in the cooling box 1521. The inlet and outlet of the cooling pipe 1522 extend out of the cooling box 1521 and are connected to the cold source. To increase the cooling effect in the cooling box 1521, the cooling pipe 1522 is spirally shaped, and the cooling path of the cooling pipe 1522 is increased within a certain space. The cooling system E is connected to the cooling pipe 1522 to provide it with water from the water area.

[0060] like Figure 5As shown, the hydrogen measuring component 153 includes a buffer box 1531 and a hydrogen measuring instrument 1532. The detection end of the hydrogen measuring instrument 1532 extends into the buffer box 1531 to detect the hydrogen content in the first mixed gas after pressure reduction and temperature reduction in the buffer box 1531. The first throttle orifice plate 1512 at the tail end of the regulating component 151 is connected to the first end of the cooling box 1521, the first end of the buffer box 1531 is connected to the second end of the cooling box 1521, and the second end of the buffer box 1531 is connected to the air inlet of the plasma ignition burner 10.

[0061] The high-temperature and high-pressure mixed gas output by the gas storage tank 13 is reduced in pressure by the second throttling orifice plate 1512 in the regulating component 151 and then enters the cooling box 1521 in the cooling component 152 for cooling. The mixed gas after cooling and pressure reduction enters the buffer box 1531 in the hydrogen measuring component 153, where the hydrogen content of the mixed gas is detected by the hydrogen measuring instrument 1532. The detected mixed gas then enters the plasma ignition burner 10 for combustion.

[0062] During operation, the temperature in the conditioning room 2 can be adjusted at 0°C to 20°C, the pressure in the ammonia storage tank 1 is maintained at 0.4 to 0.8 MPa, the liquid ammonia comes out of the ammonia storage tank 1 and passes through the first filter 9 before entering the evaporator 3, the high-temperature water on the loop 5 that has been heat exchanged with the cabin fan coil 7 enters the evaporator 3, the liquid ammonia vaporizes and absorbs heat to form ammonia gas that is output to the pressure-stabilizing tank 4, the high-temperature water is converted into cooling water after heat exchange and returns to the cabin fan coil 7 for a closed cycle, and the water supply tank 8 can be replenished in time when the cooling water of the liquid ammonia evaporation system B is lost.

[0063] Ammonia enters the pressure-surge tank 4 and is divided into two paths. One path of ammonia is divided into two branches. One branch enters the gas supply regulating device 12 of the ammonia cracking system C, and enters the plasma ignition burner 10 after adjusting the ammonia flow rate to achieve rapid ignition and continuous combustion. The high-temperature flue gas after combustion enters the cracking heat exchanger 11 to heat the catalyst. When the temperature reaches 400°C to 600°C, the other branch enters the cracking heat exchanger 11 and is cracked by the high-temperature catalyst to produce a hydrogen and nitrogen mixed gas that enters the gas regulating device 14. The other path of ammonia in the pressure-surge tank 4 enters the gas regulating device 14.

[0064] The mixed gas cracked from the ammonia high-temperature cracking device enters the gas tank 13 through the second filter 16, wherein the second filter 16 is used to filter the catalyst powder in the high-temperature cracking device to prevent the powder from entering the marine internal combustion engine system. The hydrogen concentration is detected by the hydrogen measuring device 15, and the mixed gas after detection and sampling enters the plasma ignition burner 10 for combustion to avoid direct discharge into the atmosphere and cause environmental pollution. When it is monitored that the hydrogen concentration of the cracked gas in the gas tank 13 is insufficient, the third gas outlet in the gas tank 13 is opened to re-enter the mixed gas into the cracking heat exchanger 11 for cracking until the hydrogen concentration reaches the requirement. The cracked gas that meets the required concentration is mixed with the pure ammonia from the pressure regulating tank 4 into the gas regulating device 14, and after being cooled by lake water / seawater, a mixed gas of ammonia, hydrogen and nitrogen that meets the required hydrogen concentration, temperature and pressure is formed and enters the marine internal combustion engine unit F for combustion and work.

[0065] In order to ensure that the corresponding equipment is cooled, the water in the water area (lake water / sea water) is divided into three paths through the cooling water pump. One path enters the internal heat exchanger of the marine internal combustion engine unit F, cools the corresponding components and is discharged into the water area; another path enters the cooling pipeline of the gas regulating device 14, cools the mixed gas and is discharged into the water area; the last path enters the cooling component 152 of the hydrogen measuring device 15, cools the sampled cracking gas and is discharged into the water area.

[0066] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are illustrative and cannot be understood as limitations of the present invention. Ordinary technicians in the field can change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A marine pure ammonia fuel supply system, characterized in that: It includes a liquid ammonia evaporation system (B), an ammonia cracking system (C), a gas storage and regulation system (D) and a cooling system (E); The liquid ammonia evaporation system (B) is used to heat and gasify the incoming liquid ammonia to form ammonia gas, and the liquid ammonia evaporation system (B) can be selectively connected to the ammonia cracking system (C) and the gas storage and regulation system (D); The gas outlet of the ammonia cracking system (C) is communicated with the gas inlet of the gas storage and regulation system (D), and the gas storage and regulation system (D) is also used to communicate with the marine internal combustion engine unit (F); The ammonia cracking system (C) is used to crack the incoming ammonia to form a mixed gas of hydrogen and nitrogen, and the gas storage and regulation system (D) is used to form a mixed gas of ammonia, hydrogen and nitrogen from the incoming ammonia and the mixed gas of hydrogen and nitrogen, and the mixed gas of ammonia, hydrogen and nitrogen enters the marine internal combustion engine unit (F) to provide fuel for the marine internal combustion engine unit (F); The cold source of the cooling system (E) is water in the waters where the ship is located. The cooling system (E) is used to cool the gas storage and regulation system (D) to adjust the temperature of the mixed gas of ammonia, hydrogen and nitrogen. The cooling system (E) is also used to cool down the marine internal combustion engine unit (F).

2. The marine pure ammonia fuel supply system according to claim 1, characterized in that: The liquid ammonia evaporation system (B) comprises an evaporator (3), a pressure-stabilizing tank (4), a loop (5), a circulating water pump (6) and a cabin fan coil unit (7); The circulating water pump (6), the evaporator (3) and the cabin fan coil (7) are arranged in series on the loop (5); the water outlet of the cabin fan coil (7) is connected to the water inlet of the evaporator (3); the water outlet of the evaporator (3) is connected to the water inlet of the cabin fan coil (7); the air outlet of the evaporator (3) is connected to the air inlet of the pressure stabilizing tank (4); the first air outlet and the second air outlet of the pressure stabilizing tank (4) are connected to the ammonia cracking system (C) and the gas storage and regulation system (D) respectively; The cooling water in the loop (5) is heat-exchanged by the cabin fan coil (7) to form hot water, and the hot water is heat-exchanged by the circulating water pump (6) into the evaporator (3) to form cooling water; The liquid ammonia enters the evaporator (3), and the evaporator (3) vaporizes the liquid ammonia through heat exchange to form ammonia gas which enters the pressure-surge tank (4).

3. The marine pure ammonia fuel supply system according to claim 2, characterized in that: The liquid ammonia evaporation system (B) further comprises a water supply tank (8); The water outlet of the water replenishment tank (8) is in communication with the circuit (5) to replenish cooling water for the circuit (5).

4. The marine pure ammonia fuel supply system according to claim 3, characterized in that: The liquid ammonia evaporation system (B) further comprises a first filter (9); The first filter (9) is used to filter the liquid ammonia entering the evaporator (3).

5. The marine pure ammonia fuel supply system according to claim 2, characterized in that: The ammonia cracking system (C) comprises a plasma ignition burner (10) and a cracking heat exchanger (11); The first gas outlet of the pressure stabilizing tank (4) is respectively connected to the gas inlet of the plasma ignition burner (10) and the gas inlet of the cracking heat exchanger (11); The plasma ignition burner (10) burns the incoming ammonia to heat the cracking heat exchanger (11). A catalyst is provided in the cracking heat exchanger (11). The ammonia in the cracking heat exchanger (11) is cracked under high-temperature catalysis to form a mixed gas of hydrogen and nitrogen.

6. The marine pure ammonia fuel supply system according to claim 5, characterized in that: The ammonia cracking system (C) further comprises a gas supply regulating device (12); The first gas outlet of the pressure stabilizing tank (4) is connected to the gas supply regulating device (12), and the ammonia gas is connected to the plasma ignition burner (10) through the gas supply regulating device (12); The gas supply regulating device (12) is used to regulate the gas supply flow rate of ammonia gas entering the plasma ignition burner (10).

7. The marine pure ammonia fuel supply system according to claim 6, characterized in that: The gas storage and regulation system (D) comprises a gas storage tank (13) and a gas regulating device (14); The gas outlet of the cracking heat exchanger (11) is connected to the gas storage tank (13), and the first gas outlet of the gas storage tank (13) is connected to the first gas inlet of the gas regulating device (14); The second gas outlet of the pressure regulating tank (4) is in communication with the second gas inlet of the gas regulating device (14), and the gas outlet of the gas regulating device (14) is in communication with the marine internal combustion engine unit (F); The gas regulating device (14) is used to mix the incoming ammonia gas with the mixed gas of hydrogen and nitrogen to form the mixed gas of ammonia, hydrogen and nitrogen; The cold source in the cooling system (E) is discharged into the waters where the ship is located after heat exchange through the gas regulating device (14).

8. The marine pure ammonia fuel supply system according to claim 7, characterized in that: The gas storage and regulation system (D) further comprises a hydrogen measuring device (15) and a second filter (16); The gas outlet of the cracking heat exchanger (11) is connected to the gas storage tank (13) through the second filter (16); The second gas outlet of the gas storage tank (13) is communicated with the gas inlet of the hydrogen measuring device (15), and the gas outlet of the hydrogen measuring device (15) is communicated with the gas inlet of the plasma ignition burner (10); The hydrogen measuring device (15) is used to detect the concentration of hydrogen in the gas storage tank (13).

9. The marine pure ammonia fuel supply system according to claim 8, characterized in that: The hydrogen measuring device (15) comprises a regulating component (151), a cooling component (152) and a hydrogen measuring component (153) which are connected in sequence; The air inlet of the regulating component (151) is communicated with the second air outlet of the gas storage tank (13), and the air outlet of the hydrogen measuring component (153) is communicated with the air inlet of the plasma ignition burner (10); The regulating component (151) is used to reduce the pressure of the incoming mixed gas of hydrogen and nitrogen; The cooling component (152) is used to cool the depressurized mixed gas of hydrogen and nitrogen; The hydrogen measuring component (153) is used to detect the hydrogen content of the mixture of hydrogen and nitrogen after the temperature is reduced; The cold source in the cooling system (E) also passes through the cooling component (152) to exchange heat with the mixed gas of ammonia, hydrogen and nitrogen.

10. The marine pure ammonia fuel supply system according to claim 1, characterized in that: Also includes a liquid ammonia supply system (A); The liquid ammonia supply system (A) comprises an ammonia storage tank (1) storing liquid ammonia and a temperature-regulating chamber (2); The ammonia storage tank (1) is arranged in the temperature-controlled room (2), and the liquid outlet of the ammonia storage tank (1) is connected to the liquid inlet of the liquid ammonia evaporation system (B) to provide liquid ammonia for the liquid ammonia evaporation system (B).

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