CN111232178A - Utilize dry bulkhead heat preservation system of LNG ship cabin hot-air - Google Patents
Utilize dry bulkhead heat preservation system of LNG ship cabin hot-air Download PDFInfo
- Publication number
- CN111232178A CN111232178A CN202010109414.3A CN202010109414A CN111232178A CN 111232178 A CN111232178 A CN 111232178A CN 202010109414 A CN202010109414 A CN 202010109414A CN 111232178 A CN111232178 A CN 111232178A
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- air
- cabin
- dry
- ship
- hot air
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- 238000004321 preservation Methods 0.000 title claims description 6
- 238000009413 insulation Methods 0.000 claims abstract description 7
- 230000000694 effects Effects 0.000 claims description 4
- 238000000034 method Methods 0.000 abstract description 4
- 230000033228 biological regulation Effects 0.000 abstract description 2
- 239000003949 liquefied natural gas Substances 0.000 description 21
- LYCAIKOWRPUZTN-UHFFFAOYSA-N Ethylene glycol Chemical compound OCCO LYCAIKOWRPUZTN-UHFFFAOYSA-N 0.000 description 6
- 239000007788 liquid Substances 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 3
- WGCNASOHLSPBMP-UHFFFAOYSA-N hydroxyacetaldehyde Natural products OCC=O WGCNASOHLSPBMP-UHFFFAOYSA-N 0.000 description 3
- 239000002918 waste heat Substances 0.000 description 3
- 238000002955 isolation Methods 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
- B63J2/12—Heating; Cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
The invention discloses a dry compartment insulation system utilizing LNG ship cabin hot air. The hot air from the cabin enters the dry compartment through the hot air blower and the pipeline, emits heat, becomes low-temperature air, then returns to the cabin of the ship through the cold air blower and the pipeline, absorbs the heat in the cabin, becomes hot air, and therefore a circulation is formed. The invention not only can ensure that the dry bay can meet the temperature requirement specified by relevant ship regulations on the premise that the dry bay does not consume extra heat source, but also can utilize the low-grade heat source in the air of the ship cabin to improve the energy utilization rate of the ship and reduce the temperature in the cabin. The method has the advantages of simple design method, convenient operation, high economy and great practical application value.
Description
Technical Field
The invention belongs to the technical field of ships, and relates to a dry bay insulation system utilizing LNG ship cabin hot air.
Background
A Liquefied Natural Gas (LNG) carrier, referred to as an "LNG carrier" for short, refers to a vessel dedicated to transporting Liquefied Natural Gas. The cargo holds of most LNG ships in the world currently use a film type containment system, and in order to increase the sinking resistance and the cabin breaking stability of the ships, a plurality of cargo holds are generally arranged on the ships, and an isolation empty hold is also arranged between the cargo holds or between the cargo holds and the engine room, wherein the isolation empty hold is a narrow empty hold with only one rib spacing and is generally called a dry bay. The LNG ship is generally provided with 4 liquid cargo tanks and 5 dry compartments, ship ballast tanks are arranged on the left side and the right side of the cargo tanks, and the arrangement of the compartments ensures that a complete double-shell ship body is arranged around the liquid cargo tanks, so that the cargo tanks can have good strength and safety.
LNG is a cryogenic liquid at-163 ℃, and the temperature difference between an LNG cargo tank and the surrounding environment is large, so that the structure of an LNG ship is special, and a dry compartment is arranged between the cargo tank and the cargo tank. Because the temperature difference is large, even though the heat-insulating layer is arranged in the inner shell hull bulkhead of the LNG cargo hold, a small amount of heat exchange can still occur between the LNG in the cargo hold and the surrounding environment through the heat-insulating layer and the inner shell hull, so that the temperature of the hull outside the liquid cargo hold is reduced, if the temperature is too low, the brittleness of the bulkhead in the dry bay of the ship is increased, and the strength of the hull in the dry bay is reduced, so that according to the relevant specifications of the ship, the temperature of the dry bay is controlled to be more than 5 ℃ in order to ensure the strength of the hull. In order to achieve the temperature requirement, the LNG ship uses a heat source of the engine room to heat the glycol solution, and then uses the glycol solution to heat the dry compartment through a coil arranged in the dry compartment, so as to avoid the temperature of the dry compartment from being too low. However, this method increases the consumption of heat sources of ships, and thus, the cost is high.
The ship engine room is used as a place for placing the power device, the power device and most important equipment of the ship are gathered, and the ship engine room is known as the heart of the ship. Most space of the engine room is positioned below a deck of the ship, the engine room is a relatively closed space, and in addition, the power of large equipment such as a main engine, an auxiliary engine and a boiler in the engine room is large and can reach about 30000KW, and the equipment has much heat dissipation in operation, so the air temperature in the engine room is very high, but the equipment operation and management of the engine room of the ship need to be controlled by personnel on site and cannot cause the temperature of the engine room to be too high, a fan is generally adopted to convey cold air from the nature to the engine room on the ship, and even if the air temperature of the engine room of the ship can at least reach 30-40 ℃ in winter and even reach about 40-60 ℃ in summer. Therefore, there is hot air with higher temperature in the cabin of the ship, but the waste heat with low grade can not be directly utilized, and the hot air is directly discharged to the nature, which causes waste of heat energy.
In summary, if the low-grade hot air is used for heating the ship trunk compartment, the energy utilization rate of the ship is greatly improved, and more importantly, a large amount of heat source consumption can be saved, so that the method has a greater practical significance.
Disclosure of Invention
The invention aims to solve the problems and provide a dry compartment insulation system utilizing LNG ship cabin hot air.
The technical scheme of the invention is as follows:
a dry compartment insulation system using LNG ship cabin hot air mainly comprises: a dry bay portion and a nacelle portion. Wherein the dry bay portion consists essentially of: the hot air blower, the hot air pipeline, the dry bay air supply branch pipe and the dry bay branch pipe outlet; the nacelle part mainly comprises: an air cooler, a low-temperature air pipeline, an engine room air supply pipeline and an engine room air supply pipeline outlet.
The hot air duct inlet is uppermost within the nacelle and the outlet is in the dry bay of the vessel. The inlet of the cryogenic air conduit is at the uppermost part of the dry compartment of the vessel and the outlet is at the engine room of the vessel.
The cabin air supply pipeline and the outlet of the cabin air supply pipeline are positioned in the cabin of the ship.
In the dry bay insulation system utilizing the LNG ship cabin hot air, under the action of the hot air blower, the hot air from the cabin enters the dry bay through the hot air pipeline. By using the branch dry compartment exhaust port distributed on the branch dry compartment air supply pipe in the dry compartment, hot air enters the dry compartment and performs full and effective heat exchange with the dry compartment. After the heat is released, the hot air is changed into low-temperature air with relatively low temperature, and then the low-temperature air enters the cabin through a low-temperature air pipeline by utilizing the suction effect of a cold air blower. The low-temperature air absorbs heat in the air in the cabin through the cabin air supply pipeline and the cabin air supply pipeline outlet, so that the low-temperature air is changed into hot air, and then enters the dry compartment again through the hot air pipeline under the suction action of the hot air blower, so that a circulation is formed.
Further, the dry compartment air supply branch pipe and the dry compartment branch pipe discharge port are positioned in a dry compartment of the ship, and the dry compartment branch pipe discharge port is sufficiently distributed in the dry compartment of the ship, so that hot air from the cabin is fully contacted with air in the dry compartment and the wall surface, and a better heat exchange effect is generated.
The invention has the beneficial effects that:
1. the invention can ensure that the dry bay can meet the temperature requirement specified by relevant ship regulations on the premise that the dry bay does not consume extra heat source, thereby ensuring the strength of the ship, saving energy and improving the economy of the ship.
2. The invention fully utilizes the hot air of the ship cabin, fully develops the low-grade waste heat and improves the energy utilization rate of the whole ship.
3. The invention comprehensively utilizes the waste heat and the waste cold in the ship engine room and the dry bay to form a closed cycle, thereby not only meeting the temperature requirement in the ship dry bay, but also reducing the temperature in the ship engine room.
Drawings
FIG. 1 is a schematic view of the piping system between the nacelle and any one of the dry bays of the present invention
FIG. 2 is a schematic view of the relative positions of the dry bay and the nacelle of the present invention
FIG. 3 is a schematic view of the piping connection between the nacelle and five dry bays of the present invention
In the figure: 1. a hot air duct; 2. a dry bay air supply branch; 3. a trunk branch outlet; 4. a low temperature air duct;
5. a nacelle; 6. an engine room air supply pipeline; 7. an outlet of the cabin air supply pipeline; e. a hot air blower; f. an air cooler; f1.1
A cooling fan; f2.2 air cooler; f3.3 air cooler; f4.4 air cooler; f5.5 air cooler.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and examples.
Fig. 1 is a schematic view of the piping system between the nacelle and any one of the dry bays of the present invention. The dry compartment insulation system utilizing the LNG ship cabin hot air mainly comprises a dry compartment part and a cabin part. Wherein the dry bay portion consists essentially of: the hot air blower (e), a hot air pipeline (1), a dry bay air supply branch pipe (2) and a dry bay branch pipe outlet (3); the nacelle part mainly comprises: the air conditioner comprises an air cooler (f), a low-temperature air pipeline (4), an engine room (5), an engine room air supply pipeline (6) and an engine room air supply pipeline outlet (7).
Wherein the inlet of the hot air duct (1) is at the uppermost part in the cabin (5) and the outlet is in the ship's dry bay. The inlet of the cryogenic air conduit (4) is at the uppermost part of the dry compartment of the vessel and the outlet is at the engine room (5) of the vessel.
The dry compartment air supply branch pipe (2) and the dry compartment branch pipe discharge port (3) are positioned in a dry compartment of the ship,
the cabin air supply pipeline (6) and the cabin air supply pipeline outlet (7) are positioned in a cabin (5) of the ship.
In the dry compartment heat preservation system utilizing the LNG ship cabin hot air, under the action of the hot air blower (e), the hot air from the cabin (5) enters the dry compartment through the hot air pipeline (1). The hot air enters the dry compartment through a dry compartment branch pipe outlet (3) distributed on a dry compartment air supply branch pipe (2) in the dry compartment and performs sufficient and effective heat exchange with the air in the dry compartment. After the heat is released, the hot air is changed into low-temperature air with relatively low temperature, and then the low-temperature air enters the cabin (5) through the low-temperature air pipeline (4) by utilizing the suction effect of the air cooler (f). The low-temperature air absorbs heat in the air in the cabin through the cabin air supply pipeline (6) and the cabin air supply pipeline outlet (7) to become hot air, and then enters the dry compartment again through the hot air pipeline (1) under the suction action of the hot air blower (e), so that a circulation is formed.
Currently, most LNG ships in the world use a membrane type containment system, as shown in fig. 2, which is typically provided with 4 LNG tanks and 5 dry bays.
Figure 3 is a schematic view of the ducted connection of the cabin of the present invention to five dry compartments, with hot air from the cabin entering the dry compartment No. 1 through duct S1 with the inlet in the dry compartment No. 1 under the action of the hot air blower (e), and with cold air from the dry compartment No. 1 entering the cabin of the vessel through duct P1 under the action of the cold air blower No. 1 (f 1). Under the action of the hot air blower (e), hot air from the cabins can enter the No. 2 dry compartment, the No. 3 dry compartment, the No. 4 dry compartment and the No. 5 dry compartment through the pipeline S2 with the inlet in the No. 2 dry compartment, the pipeline S3 with the inlet in the No. 3 dry compartment, the pipeline S4 with the inlet in the No. 4 dry compartment and the pipeline S5 with the inlet in the No. 5 dry compartment respectively, and under the action of the No. 2 air cooler (f2), the No. 3 air cooler (f3), the No. 4 air cooler (f4) and the No. 5 air cooler (f5) respectively, low-temperature air coming out of the corresponding dry compartments respectively enters the cabins of the ship through the pipelines P2, P3, P4 and P5 respectively.
When the ship is anchored, berthed or navigated in polar regions, the hot air in the engine room may not meet the requirement of the heating load of the dry bay of the ship, and this situation rarely occurs, but in order to ensure the reliability of the dry bay heat preservation system, the system starts the original inherent glycol solution heating system of the ship, and preserves the heat of the dry bay by means of a consumed heat source, thereby solving the problem of heat preservation of the dry bay in any extreme situation.
The foregoing is merely a preferred embodiment of the present invention and the specific embodiments described herein are merely illustrative of the invention and are not intended to be limiting. It should be noted that modifications and adaptations may occur to those skilled in the art without departing from the principles of the present invention and should be considered within the scope of the present invention.
Claims (2)
1. A utilize dry bulkhead heat preservation system of LNG boats and ships cabin hot-air which characterized in that: mainly comprises a dry bay part and a cabin part. Wherein the dry bay portion consists essentially of: the hot air blower (e), a hot air pipeline (1), a dry bay air supply branch pipe (2) and a dry bay branch pipe outlet (3); the nacelle part mainly comprises: the air conditioner comprises an air cooler (f), a low-temperature air pipeline (4), an engine room (5), an engine room air supply pipeline (6) and an engine room air supply pipeline outlet (7). Wherein the inlet of the hot air duct (1) is at the uppermost part in the cabin (5) and the outlet is in the ship's dry bay. The inlet of the low-temperature air pipeline (4) is arranged at the uppermost part of a dry compartment of the ship, and the outlet of the low-temperature air pipeline is arranged at a cabin (5) of the ship;
the dry compartment air supply branch pipe (2) and the dry compartment branch pipe discharge port (3) are positioned in a dry compartment of the ship;
the cabin air supply pipeline (6) and the cabin air supply pipeline outlet (7) are positioned in a cabin (5) of the ship.
2. The dry compartment insulation system using LNG ship cabin hot air according to claim 1, wherein: under the action of the hot air blower (e), hot air from the cabin (5) enters the dry compartment by means of the hot air duct (1). The hot air enters the dry compartment through a dry compartment branch pipe outlet (3) distributed on a dry compartment air supply branch pipe (2) in the dry compartment and performs sufficient and effective heat exchange with the air in the dry compartment. After the heat is released, the hot air is changed into low-temperature air with relatively low temperature, and then the low-temperature air enters the cabin (5) through the low-temperature air pipeline (4) by utilizing the suction effect of the air cooler (f). The low-temperature air absorbs heat in the air in the cabin through the cabin air supply pipeline (6) and the cabin air supply pipeline outlet (7) to become hot air, and then enters the dry compartment again through the hot air pipeline (1) under the suction action of the hot air blower (e), so that a circulation is formed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010109414.3A CN111232178B (en) | 2020-02-22 | 2020-02-22 | Dry compartment heat preservation system utilizing hot air of LNG ship engine room |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010109414.3A CN111232178B (en) | 2020-02-22 | 2020-02-22 | Dry compartment heat preservation system utilizing hot air of LNG ship engine room |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111232178A true CN111232178A (en) | 2020-06-05 |
| CN111232178B CN111232178B (en) | 2023-12-08 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010109414.3A Active CN111232178B (en) | 2020-02-22 | 2020-02-22 | Dry compartment heat preservation system utilizing hot air of LNG ship engine room |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112339909A (en) * | 2020-09-28 | 2021-02-09 | 沪东中华造船(集团)有限公司 | Cluster type ventilating mast and liquefied gas ship using same |
| CN112339974A (en) * | 2020-09-28 | 2021-02-09 | 沪东中华造船(集团)有限公司 | Liquefied gas ship and cargo hold safety valve ventilation system thereof |
| CN114435536A (en) * | 2022-03-18 | 2022-05-06 | 江南造船(集团)有限责任公司 | Cabin arrangement method and ship |
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