Exhaust gas recovery device for a ship

Abstract

The embodiment of the present application provides a ship tail gas recovery device, and belongs to the technical field of ship tail gas recovery equipment. The ship tail gas recovery device comprises a tail gas adsorption fixture, the tail gas adsorption fixture comprises at least one adsorption layer, the adsorption layer is used for adsorbing tail gas and reacting with the tail gas to generate adsorption heat; the thermoelectric conversion module comprises a hot end and a cold end, the hot end is connected with the tail gas adsorption fixture to receive the adsorption heat, the cold end is connected with an external cold source, and the thermoelectric conversion module is configured to generate power through the temperature difference between the hot end and the cold end. The ship tail gas recovery device provided by the embodiment of the present application can avoid using a high-pressure storage tank when recovering carbon dioxide, so that the occupied space is reduced.

Description

Technical Field

[0001] This application relates to the technical field of the shipbuilding industry, and in particular to a ship exhaust gas recovery device. Background Technology

[0002] During navigation, ships need to capture carbon dioxide from their exhaust gases and reduce carbon emissions through technological means in order to meet regulatory requirements and reduce operating costs.

[0003] In related technologies, the carbon dioxide capture method for ships is the solution absorption method. The solution absorption method involves reacting a chemical absorbent with carbon dioxide to form a rich solution. After the carbon dioxide is released by heating or depressurization, it is compressed and liquefied and stored in a high-pressure storage tank.

[0004] However, liquefied carbon dioxide requires high-pressure storage tanks, which occupy limited space on ships. Furthermore, the liquefaction and compression process of carbon dioxide consumes a large amount of energy, leading to increased fuel consumption and further exacerbating carbon emissions. Utility Model Content

[0005] This application provides a ship exhaust gas recovery device to solve the technical problem in the related art that the recovery of carbon dioxide exhaust gas from ships requires high-pressure storage tanks that occupy space.

[0006] This application provides a ship exhaust gas recovery device, comprising:

[0007] An exhaust gas adsorption device, comprising at least one adsorption layer for adsorbing exhaust gas and reacting with the exhaust gas to generate adsorption heat.

[0008] A thermoelectric conversion module has a hot end and a cold end. The hot end is connected to the exhaust gas adsorption firmware to receive the adsorption heat, and the cold end is connected to an external cold source. The thermoelectric conversion module is configured to generate electricity through the temperature difference between the hot end and the cold end.

[0009] In some possible implementations, along the flow direction of the exhaust gas, the adsorption layer has at least two layers stacked together, and the adsorption rate of the at least two adsorption layers gradually decreases.

[0010] In some possible implementations, the pore size and / or packing density of at least two of the adsorption layers gradually decrease along the flow direction of the exhaust gas.

[0011] In some possible implementations, the adsorption layer comprises at least one of a metal-organic framework material layer and an alkaline solid layer.

[0012] In some possible implementations, the exhaust gas adsorption firmware further includes:

[0013] The main housing has a cavity inside to accommodate the adsorption layer, and the main housing is provided with an output end for discharging the adsorbed exhaust gas;

[0014] The thermoelectric conversion module is a cylindrical structure arranged circumferentially around the output end. The hot end and the cold end are arranged coaxially. The hot end is located inside the thermoelectric conversion module, and the cold end is located outside the thermoelectric conversion module.

[0015] In some possible implementations, the thermoelectric conversion module includes a plurality of thermocouple pairs arranged axially, each thermocouple pair including a P-type semiconductor and an N-type semiconductor, wherein in two adjacent thermocouple pairs, the P-type semiconductor of one thermocouple pair is connected to the N-type semiconductor of the other thermocouple pair.

[0016] In some possible implementations, a heat exchanger is also included, which is arranged around the outer periphery of the thermoelectric conversion module and is used to cool the cold end.

[0017] In some possible implementations, the heat exchanger is provided with a cold source inlet and a cold source outlet, which are arranged sequentially upwards along the height direction.

[0018] In some possible implementations, it also includes:

[0019] A control module, connected to the heat exchanger, is configured to adjust the flow rate of the external cold source flowing into the heat exchanger based on the flow rate or temperature of the exhaust gas, so that the temperature difference between the hot end and the cold end is within a preset range.

[0020] In some possible implementations, the adsorption layer is detachably connected to the main housing.

[0021] The ship exhaust gas recovery device provided in this application captures carbon dioxide through exhaust gas adsorption devices, eliminating the need for solvents and high-pressure storage tanks, thus reducing equipment space requirements and resulting in a more compact overall structure. Furthermore, by incorporating a thermoelectric conversion module, with its hot end connected to the exhaust gas adsorption device, it can generate electricity using the temperature difference between the adsorption heat and an external cold source. This converts the originally waste reaction heat into usable electrical energy for the ship, reducing the additional energy load from the carbon capture process and promoting energy-efficient carbon dioxide recovery. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0023] Figure 1A partial structural cross-sectional view of the exhaust gas recovery device for a ship provided in an embodiment of this application;

[0024] Figure 2 for Figure 1 A partial structural diagram of the thermoelectric conversion module;

[0025] Figure 3 This is a schematic diagram showing the connection between the control module and the flow regulating valve provided in an embodiment of this application.

[0026] Explanation of reference numerals in the attached figures

[0027] 100. Exhaust gas adsorption firmware;

[0028] 110. Adsorption layer; 120. Main shell; 130. Input end; 140. Output end;

[0029] 200. Thermoelectric conversion module;

[0030] 210, hot end; 220, cold end;

[0031] 230. Thermocouple pair; 231. P-type semiconductor; 232. N-type semiconductor; 233. Conductive connector;

[0032] 300. Heat exchanger; 310. Cold source inlet; 320. Cold source outlet;

[0033] 400. Control module; 410. Flow regulating valve; 420. Temperature sensor; 430. Exhaust gas flow sensor;

[0034] 500. Exhaust gas discharge port.

[0035] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0036] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0037] As mentioned in the background section, carbon dioxide capture from ship exhaust is achieved through solution absorption. This method involves reacting a chemical absorbent with carbon dioxide to form a rich solution. Carbon dioxide is then released through heating or depressurization and compressed into liquefied form, which is then stored in a high-pressure tank. However, liquefied carbon dioxide requires high-pressure tanks, occupying limited space on the ship. Furthermore, the liquefaction and compression processes consume significant amounts of energy, leading to increased fuel consumption and further exacerbating carbon emissions.

[0038] Based on this, this application provides a ship exhaust gas recovery device that captures carbon dioxide through exhaust gas adsorption devices, eliminating the need for solvents and high-pressure storage tanks, thus reducing equipment space requirements and resulting in a more compact overall structure. Furthermore, by incorporating a thermoelectric conversion module, with its hot end connected to the exhaust gas adsorption device, it can utilize the temperature difference between the adsorption heat and an external cold source to generate electricity, converting the originally waste reaction heat into usable electrical energy for the ship. This reduces the additional energy load of the carbon capture process and facilitates energy-efficient carbon dioxide recovery.

[0039] The following description, in conjunction with the accompanying drawings, illustrates the solutions of the embodiments of this application.

[0040] like Figure 1 As shown, one or more embodiments of this application provide a ship exhaust gas recovery device, including an exhaust gas adsorption unit 100 and a thermoelectric conversion module 200.

[0041] The exhaust gas adsorption device 100 includes at least one adsorption layer 110, which is used to adsorb exhaust gas and react with the exhaust gas to generate adsorption heat; the thermoelectric conversion module 200 includes a hot end 210 and a cold end 220, the hot end 210 is connected to the exhaust gas adsorption device 100 to receive adsorption heat, and the cold end 220 is connected to an external cold source. The thermoelectric conversion module 200 is configured to generate electricity through the temperature difference between the hot end 210 and the cold end 220.

[0042] As can be seen from the above description, the exhaust gas recovery device of the ship in this application embodiment, by setting exhaust gas adsorption fastener 100, the adsorption layer 110 in the exhaust gas adsorption fastener 100 is used to adsorb exhaust gas and react with the exhaust gas to generate adsorption heat. The hot end 210 of the thermoelectric conversion module 200 is heated by the adsorption heat. The thermoelectric conversion module 200 generates electricity by utilizing the temperature difference between the hot end 210 and the cold end 220. Thus, the exhaust gas recovery device not only processes and recovers exhaust gas, but also uses the high heat of the exhaust gas to generate electricity, thereby realizing the combination of exhaust gas capture and waste heat power generation, which is beneficial to reducing ship fuel consumption and carbon emissions.

[0043] Furthermore, since exhaust gas is recovered by adsorbing exhaust gas using the adsorption layer 110, compared with the solution absorption method in related technologies, the exhaust gas adsorption fixture 100 does not require the use of a high-pressure storage tank to store carbon dioxide, and the overall structure is more compact, which helps to reduce the space occupied by the ship.

[0044] It should be noted that in this embodiment, the ship exhaust gas is a mixed gas, which generally includes nitrogen oxides, sulfur oxides, particulate matter, carbon dioxide, etc. Here, the technical solution of this application is mainly used to capture carbon dioxide gas in the exhaust gas and recover the heat generated during the adsorption process. Before treating and recovering the carbon dioxide gas, other harmful gases in the exhaust gas can be pretreated using gas pretreatment equipment in related technologies, which will not be elaborated on in this embodiment.

[0045] like Figure 1 As shown in the embodiment of this application, the exhaust gas adsorption fixture 100 further includes a main housing 120. The main housing 120 has a cavity inside that accommodates the adsorption layer 110. The main housing 120 is provided with an output end 140 for discharging the adsorbed exhaust gas. The thermoelectric conversion module 200 is a cylindrical structure arranged circumferentially around the output end 140. The hot end 210 and the cold end 220 are arranged coaxially. The hot end 210 is located inside the thermoelectric conversion module 200, and the cold end 220 is located outside the thermoelectric conversion module 200.

[0046] For example, the main housing 120 is a rectangular housing as shown in the figure. The main housing 120 has an input end 130 for receiving ship exhaust gas and an output end 140 for discharging exhaust gas with adsorbed carbon dioxide. For example, both the input end 130 and the output end 140 are pipes for conveying exhaust gas. The input end 130 is sealed to the ship's exhaust gas discharge port 500 to introduce the exhaust gas to be treated, and the output end 140 is connected to the thermoelectric conversion module 200 to discharge clean gas with the carbon dioxide component removed. In this respect, the embodiments of this application are not absolutely limited.

[0047] In some embodiments, along the flow direction of the exhaust gas, the adsorption layer 110 has at least two layers stacked together, and the adsorption rate of the at least two adsorption layers 110 gradually decreases.

[0048] Specifically, along the flow direction of the exhaust gas, the pore size and / or packing density of at least two adsorption layers 110 gradually decrease.

[0049] For example, the adsorption layer 110 includes at least one of a metal-organic framework material layer and an alkaline solid layer. Here, the adsorption layer 110 located upstream of the exhaust gas uses a material with a high adsorption rate, such as a metal-organic framework material, while the adsorption layer 110 located downstream of the exhaust gas uses a material with a relatively low adsorption rate, such as an alkaline solid layer like activated carbon or a solid amine adsorbent. When using a solid amine adsorbent, an organic amine such as polyethyleneimine or tetraethylenepentamine can be disposed on a porous carrier to form a solid adsorption layer 110.

[0050] As a first alternative implementation, at least two adsorption layers 110 use the same adsorption material, and the adsorption rate is adjusted by adjusting the adsorption pore size or packing density of the adsorption layers 110. For example, the adsorption layer 110 located upstream of the exhaust gas uses a material with small particle diameter and high density, resulting in a relatively high adsorption rate, while the adsorption layer 110 located downstream of the exhaust gas uses a material with large particle diameter and low density, resulting in a relatively low adsorption rate.

[0051] By setting at least two adsorption layers 110 with different adsorption rates, the exhaust gas first comes into contact with the adsorption layer 110 with a high adsorption rate and is adsorbed. When the exhaust gas with a reduced adsorption rate comes into contact with the adsorption layer 110 with a relatively low adsorption rate, the adsorption layer 110 with a low adsorption rate can capture the remaining incompletely adsorbed carbon dioxide, which is beneficial to improving the overall adsorption effect of the exhaust gas adsorption device 100 and ensuring the cleanliness of the discharged exhaust gas.

[0052] When the exhaust gas is adsorbed by the adsorption layer 110, the carbon dioxide in the exhaust gas undergoes a chemical adsorption reaction with the adsorption layer 110, releasing adsorption heat. The high-temperature exhaust gas carrying the adsorption heat passes through the thermoelectric conversion module 200, which converts the heat energy into electrical energy to generate electricity.

[0053] In some embodiments, the adsorption layer 110 is detachably connected in the main housing 120. The adsorption layer 110 can be installed in the main housing 120 by pulling it out, or the adsorption layer 110 can be directly fixed in the main housing 120 by screws. The detachable connection design makes it easy to replace the adsorption layer 110, which is beneficial to the maintenance and replacement of the adsorption layer 110.

[0054] like Figure 1 As shown in the embodiment of this application, the thermoelectric conversion module 200 has a cylindrical structure. The output end 140 of the main housing 120 is directly sealed and connected to the thermoelectric conversion module 200. The exhaust gas after being adsorbed with carbon dioxide enters the interior of the thermoelectric conversion module 200 through the output end 140 and comes into contact with the hot end 210 inside the thermoelectric conversion module 200, so that the hot end 210 and the cold end 220 form a temperature difference, thereby realizing the power generation of the thermoelectric conversion module 200.

[0055] The thermoelectric conversion module 200 with a cylindrical structure can increase the contact area between the hot end 210 and the high-temperature exhaust gas in the thermoelectric conversion module 200, so that the exhaust gas flow carrying adsorbed heat can contact the hot end 210 uniformly from 360°, effectively avoiding the problems of uneven thermal contact and large thermal resistance of the hot end 210, which is conducive to improving the heat energy collection efficiency of the hot end 210.

[0056] It should be noted that, in this embodiment, the thermoelectric conversion module 200 and the output terminal 140 of the main housing 120 can be sealed together via a high-temperature resistant pipeline. Figure 1 The position between the thermoelectric conversion module 200 and the main housing 120 is shown for illustrative purposes only.

[0057] For example, such as Figure 2 As shown in the embodiment of this application, the thermoelectric conversion module 200 includes a plurality of thermocouple pairs 230 arranged along the axial direction. Each thermocouple pair 230 includes a P-type semiconductor 231 and an N-type semiconductor 232. In two adjacent thermocouple pairs 230, the P-type semiconductor 231 of one thermocouple pair 230 is connected to the N-type semiconductor 232 of the other thermocouple pair 230.

[0058] Figure 2 The diagram shows a portion of the structure of the thermoelectric conversion module 200. Thermocouple pairs 230 are connected in series via conductive connecting pieces 233. Specifically, in two axially adjacent thermocouple pairs 230, the P-type semiconductor 231 of one thermocouple pair 230 is connected to the N-type semiconductor 232 of the other thermocouple pair 230 via a conductive connecting piece 233. All thermocouple pairs 230 form a complete series circuit, thereby accumulating the electromotive force generated by each unit and drawing a higher output voltage from the positive and negative output electrodes located at both ends of the thermoelectric conversion module 200.

[0059] Of course, the arrangement of thermocouple pairs 230 in the thermoelectric conversion module 200 in this embodiment is for illustrative purposes only. For different application scenarios, the arrangement of thermocouple pairs 230 in the thermoelectric conversion module 200 can be adjusted accordingly, as long as the potential difference between the hot end 210 and the cold end 220 can be used to generate an external voltage.

[0060] like Figure 1 As shown, in some embodiments, the ship's exhaust gas recovery device also includes a heat exchanger 300, which is arranged around the outer periphery of the thermoelectric conversion module 200 and is used to cool the cold end 220.

[0061] Specifically, the heat exchanger 300 has internal channels for cooling medium. These channels extend along the axial direction of the thermoelectric conversion module 200 and are arranged circumferentially around it, enabling the cold source within the heat exchanger 300 to uniformly and efficiently cool the surface of the cold source in the thermoelectric conversion module 200. Here, the heat exchange channels can be spiral-shaped around the thermoelectric conversion module 200, or have other arrangements; this embodiment does not impose absolute limitations on these arrangements.

[0062] Because the heat exchanger 300 is arranged around the outer periphery of the thermoelectric conversion module 200, the heat exchanger 300 and the cold end 220 surface of the thermoelectric conversion module 200 have a large contact heat dissipation area, which is beneficial to maintaining a uniform cooling effect. This avoids sudden local temperature changes and ensures that each thermocouple pair 230 has a stable temperature difference, thus ensuring the overall power generation efficiency of the thermoelectric conversion module 200.

[0063] In some embodiments, the heat exchanger 300 is provided with a cold source inlet 310 and a cold source outlet 320, which are arranged sequentially upwards along the height direction. The cold source inlet 310 is located at a relatively low position and is used to introduce a low-temperature cold source, while the cold source outlet 320 is located at a relatively high position and is used to discharge the heated cold source after heat exchange.

[0064] Through the above design, the cold source fills the entire flow channel from bottom to top under the action of gravity, avoiding the situation where the cold source cannot fill the top of the flow channel. In addition, since the ship will sway and tilt during navigation, the bottom-inlet and top-outlet heat exchanger 300 can use the gravity of the cold source to resist the problem of uneven cooling caused by the ship's tilt, which is conducive to further improving the cooling uniformity of the heat exchanger 300 to the thermoelectric conversion module 200.

[0065] Here, seawater can be used as the cold source. The seawater is directly connected to the heat exchanger 300 to cool the cold end 220, eliminating the need for complex cooling equipment. This simplifies the overall structure of the exhaust gas recovery device and reduces operating costs.

[0066] A low-temperature cold source enters the flow channel through the cold source inlet 310. As it flows past the surface of the cold end 220 surrounding the thermoelectric conversion module 200, convective heat exchange occurs between the cold source and the surface of the cold end 220, carrying away heat from the cold end 220 and maintaining its temperature within a low range. This arrangement ensures a stable temperature difference between the cold end 220 and the hot end 210 of the thermoelectric conversion module 200, thereby enabling the thermoelectric conversion module 200 to generate electricity stably and continuously.

[0067] like Figure 3As shown, in some embodiments, the ship's exhaust gas recovery device further includes a control module 400. The control module 400 is connected to the heat exchanger 300 and is configured to regulate the flow rate of an external cold source flowing into the heat exchanger 300 based on the flow rate or temperature of the exhaust gas, so that the temperature difference between the hot end 210 and the cold end 220 is within a preset range.

[0068] In this embodiment, the control module 400 may employ a programmable logic processor (PLC) from the related art. The control module 400 is connected to the flow regulating valve 410 of the heat exchanger 300 via a signal line, and regulates the opening degree of the flow regulating valve 410 to control the flow rate of the cold source flowing into the heat exchanger 300.

[0069] In some embodiments, a gas flow sensor 430 and a temperature sensor 420 are provided at one end of the exhaust gas outlet of the thermoelectric conversion module 200 to detect the flow rate and temperature of the exhaust gas. Here, the gas flow sensor 430 and the temperature sensor 420 can be mounted and fixed on the inner wall of the thermoelectric conversion module 200. Both the gas flow sensor 430 and the temperature sensor 420 are connected to the control module 400. The control module 400 collects data from the gas flow sensor 430 and the temperature sensor 420, determines and adjusts the opening of the flow regulating valve 410, and controls the flow rate entering the heat exchanger 300.

[0070] The aforementioned preset range refers to the allowable temperature range of the temperature difference between the hot end 210 and the cold end 220 when the thermoelectric conversion module 200 is in its optimal operating state. The preset range setting interval differs for different thermoelectric conversion modules 200, and this embodiment does not impose an absolute limitation on it. For example, when the temperature difference between the hot end 210 and the cold end 220 of the heat exchanger 300 is stable at 80°C, it is in its optimal operating state, and the preset range can be set to 70°C-90°C.

[0071] When the exhaust gas flow rate increases and the temperature rises, the adsorption reaction becomes more intense, and the temperature of the hot end 210 rises rapidly. To prevent the temperature difference between the hot end 210 and the cold end 220 from exceeding 90°C, which could damage the thermoelectric conversion module 200, the control module 400 adjusts the opening of the flow reduction regulating valve 410 to reduce the flow rate of the cold source and weaken the cooling effect of the heat exchanger 300 on the cold end 220, thereby suppressing the temperature drop of the cold end 220 and maintaining the temperature difference within the preset range.

[0072] When the exhaust gas flow rate decreases and the temperature drops, the adsorption reaction intensity weakens. To prevent the temperature difference between the hot end 210 and the cold end 220 from falling below 70°C, the control module 400 adjusts the opening of the flow-increasing regulating valve 410 to increase the cold source flow rate, thereby appropriately lowering the temperature of the cold end 220 and maintaining an effective power generation temperature difference. Of course, the method of adjusting the cold source flow rate of the heat exchanger 300 in this embodiment is merely an example and can be flexibly adjusted in actual application scenarios.

[0073] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0074] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A ship exhaust gas recovery device, characterized in that, include: An exhaust gas adsorption device, comprising at least one adsorption layer for adsorbing exhaust gas and reacting with the exhaust gas to generate adsorption heat. A thermoelectric conversion module has a hot end and a cold end. The hot end is connected to the exhaust gas adsorption firmware to receive the adsorption heat, and the cold end is connected to an external cold source. The thermoelectric conversion module is configured to generate electricity through the temperature difference between the hot end and the cold end.

2. The ship exhaust gas recovery device according to claim 1, characterized in that, Along the flow direction of the exhaust gas, the adsorption layer has at least two layers stacked together, and the adsorption rate of the at least two adsorption layers gradually decreases.

3. The ship exhaust gas recovery device according to claim 2, characterized in that, Along the flow direction of the exhaust gas, the pore size and / or packing density of at least two of the adsorption layers gradually decrease.

4. The ship exhaust gas recovery device according to claim 2, characterized in that, The adsorption layer includes at least one of a metal-organic framework material layer and an alkaline solid layer.

5. The exhaust gas recovery device for a ship according to any one of claims 1 to 4, characterized in that, The exhaust gas adsorption device further includes: The main housing has a cavity inside to accommodate the adsorption layer, and the main housing is provided with an output end for discharging the adsorbed exhaust gas; The thermoelectric conversion module is a cylindrical structure arranged circumferentially around the output end. The hot end and the cold end are arranged coaxially. The hot end is located inside the thermoelectric conversion module, and the cold end is located outside the thermoelectric conversion module.

6. The ship exhaust gas recovery device according to claim 5, characterized in that, The thermoelectric conversion module includes multiple thermocouple pairs arranged along the axial direction. Each thermocouple pair includes a P-type semiconductor and an N-type semiconductor. In two adjacent thermocouple pairs, the P-type semiconductor of one thermocouple pair is connected to the N-type semiconductor of the other thermocouple pair.

7. The ship exhaust gas recovery device according to claim 5, characterized in that, It also includes a heat exchanger arranged around the outer periphery of the thermoelectric conversion module, the heat exchanger being used to cool the cold end.

8. The ship exhaust gas recovery device according to claim 7, characterized in that, The heat exchanger is provided with a cold source inlet and a cold source outlet, which are arranged sequentially upwards along the height direction.

9. The ship exhaust gas recovery device according to claim 7, characterized in that, Also includes: A control module, connected to the heat exchanger, is configured to adjust the flow rate of the external cold source flowing into the heat exchanger based on the flow rate or temperature of the exhaust gas, so that the temperature difference between the hot end and the cold end is within a preset range.

10. The ship exhaust gas recovery device according to claim 5, characterized in that, The adsorption layer is detachably connected to the main housing.

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