CN114987683B

CN114987683B - Marine liquefied gas fuel tank

Info

Publication number: CN114987683B
Application number: CN202210573118.8A
Authority: CN
Inventors: 王璐玭; 柳卫东; 何儒; 张亚; 郑双燕; 柳梦源; 柳一点; 范鹏
Original assignee: Jiangnan Shipyard Group Co Ltd
Current assignee: Jiangnan Shipyard Group Co Ltd
Priority date: 2022-05-24
Filing date: 2022-05-24
Publication date: 2023-07-14
Anticipated expiration: 2042-05-24
Also published as: CN114987683A

Abstract

The invention provides a marine liquefied gas fuel tank, which comprises a main tank body and 2 auxiliary tank bodies respectively positioned at two sides of the main tank body, wherein the main tank body and the auxiliary tank bodies are separated by a longitudinal bulkhead, and the upper part of the longitudinal bulkhead is provided with a through hole for communicating the upper parts of the main tank body and the auxiliary tank bodies. The tops of the 2 auxiliary tank bodies are respectively communicated with the air chamber through a gas phase communicating pipe, the bottoms of the 2 auxiliary tank bodies are respectively communicated with the effusion well through a liquid phase communicating pipe, and the liquid phase communicating pipe is provided with a one-way valve. The fuel cabin in the invention improves the space utilization rate, improves the capacity of the ship gas fuel and increases the ship voyage. The design of the longitudinal bulkhead reduces the sloshing impact of the liquid load in the cabin and improves the safety of the ship. The application of the gas-phase communicating pipe and the liquid-phase communicating pipe reduces the number of air chambers and the number of pipelines, and saves the cost. In addition, by limiting the dimensions, relative positions, etc. of the longitudinal bulkheads and the fuel tanks, the stability and safety of the fuel tanks can be effectively ensured when the hull is damaged.

Description

Marine liquefied gas fuel tank

Technical Field

The invention relates to the technical field of ship storage tanks, in particular to a liquefied gas fuel tank for a ship.

Background

With the increasing approaching of the peak of carbon reaching 2030 and the carbon neutralization period of 2060, the reduction of carbon dioxide emission as much as possible is required in the process of ship design and operation, wherein the adoption of liquefied gas fuel such as methane, ethane, ammonia, hydrogen and the like is an effective means for reducing the carbon emission of ships. The liquefied gas storage tank can be divided into full-cooling type, full-pressure type and half-cooling half-pressure type, the full-pressure type adopts a high-pressure mode to liquefy gas, and the pressure requirement on the storage tank is extremely high; full cooling requires a very low range of tank temperatures and high cost refrigeration equipment; the semi-cold and semi-pressure type storage method is ideal because the pressure requirement and the temperature requirement are low.

Conventional liquefied gas fuel is stored on board the ship by means of fuel tanks, which are typically arranged in an open area above the deck and take the shape of cylindrical tanks. However, for fuels with low energy density such as hydrogen, ammonia and the like, a very large fuel tank needs to be arranged above a deck, so that the whole ship has very high weight center and poor stability. However, if the ship is arranged below the deck, the length of the ship left for loading is limited because the ship is arranged below the deck as much as possible, and under the condition that the ship width is limited, the ship arrangement space is a narrow flat ship arrangement area with larger height and width and smaller length. The space utilization rate of the conventional cylindrical tank or double-lug liquid tank arrangement scheme is low.

Three-ear parallel tank arrangements have been proposed in the industry, either longitudinally as described in patent 201510846006.5 or vertically as described in patent 201910503014.8. However, the longitudinal arrangement scheme disclosed in patent 201510846006.5 is only suitable for cargo arrangement schemes with large bilge, the diameter of the liquid tank is close to the ship-shaped depth, and the space below the deck is excessively occupied, so that the longitudinal arrangement scheme is not suitable for fuel tank arrangement requirements. With the vertical arrangement described in patent 201910503014.8, the fuel tank arrangement requirement is not applicable if the tanks are arranged in the ship length direction. If the liquid tank is arranged along the width direction after rotation, the requirement of narrow and flat space can be met, but the free liquid level in the liquid tank is too large. Meanwhile, when the side breakage defined by international convention (IGC rule) occurs, three stacked tanks are broken at the same time, and the stability of broken tanks is difficult to meet the requirements.

Therefore, there is a need to propose a new liquefied gas fuel tank to rationally utilize a narrow and flat ship layout area while improving the safety of the ship structure and stability.

Disclosure of Invention

In view of the above-mentioned drawbacks of the prior art, the present invention provides a marine liquefied gas fuel tank, the fuel tank includes a main tank body and 2 sub-tank bodies respectively located at two sides of the main tank body, the main tank body and each sub-tank body are separated by a longitudinal bulkhead, the longitudinal bulkhead is a non-watertight bulkhead, and a through hole is formed at an upper portion of the longitudinal bulkhead to communicate upper portions of the main tank body and the sub-tank bodies; the main tank body and each auxiliary tank body are arranged in a ship width direction.

Optionally, the top of the main tank body is provided with an air chamber, the lowest point of the bottom is provided with a effusion well, 2 the tops of the auxiliary tank bodies are respectively communicated with the air chamber through gas phase communicating pipes, and the bottoms of the 2 auxiliary tank bodies are respectively communicated with the effusion well through liquid phase communicating pipes.

Optionally, the liquid phase communicating pipe is provided with a one-way valve, so that the liquid fuel in the auxiliary tank body flows to the main tank body through the liquid phase communicating pipe, and the liquid fuel in the main tank body is prevented from flowing to the auxiliary tank body.

Optionally, the diameters of the 2 auxiliary tank bodies are the same and symmetrically distributed, and the diameters of the auxiliary tank bodies are smaller than or equal to the diameter of the main tank body.

Optionally, the longitudinal bulkhead is spaced from the side by a distance D, wherein D is greater than D1, and D1 is the minimum of 1/5, 11.5 meters of the width of the vessel.

Optionally, the distance between the bottom of the fuel tank and the bottom of the ship is H, wherein H is greater than H1, and H1 is the minimum value of 1/15 and 2 meters of the width of the ship.

Optionally, the height W of the through hole 201 in the upper part of the longitudinal bulkhead is equal to or greater than W1, wherein W1 is the maximum value of 80% of the total height of the fuel tank and 65% of the ship-shaped depth.

Optionally, a heat insulation layer is arranged outside the fuel tank, and a reinforcing ring is sleeved on the periphery of the fuel tank.

Optionally, the fuel tank is a semi-cold semi-pressure tank.

Optionally, the fuel tank further comprises a seal head, and the seal head is one of a sphere, a butterfly and an ellipse.

As described above, the present invention provides a marine liquefied gas fuel tank, which comprises a main tank body and 2 sub tank bodies respectively located at both sides of the main tank body, wherein the main tank body and the sub tank bodies are separated by a longitudinal bulkhead, and the upper part of the longitudinal bulkhead is provided with a through hole for communicating the upper parts of the main tank body and the sub tank bodies. The tops of the 2 auxiliary tank bodies are respectively communicated with the air chamber through a gas phase communicating pipe, the bottoms of the 2 auxiliary tank bodies are respectively communicated with the effusion well through a liquid phase communicating pipe, and the liquid phase communicating pipe is provided with a one-way valve. The fuel cabin of the invention maximally utilizes the structural space below the deck, improves the space utilization rate, improves the capacity of the ship gas fuel, and increases the voyage of the ship. The design of the longitudinal bulkhead reduces the sloshing impact of the liquid load in the cabin and improves the safety of the ship structure. The application of the gas-phase communicating pipe and the liquid-phase communicating pipe reduces the number of air chambers and the number of pipelines, and saves the cost. In addition, by limiting the dimensions, relative positions, etc. of the longitudinal bulkheads and the fuel tanks, the stability and safety of the fuel tanks can be effectively ensured when the hull is damaged.

Drawings

Fig. 1 is a schematic view showing the structure of a fuel tank in the present invention.

Fig. 2 shows a schematic view of the longitudinal bulkhead according to the invention.

Fig. 3 shows a schematic side view of the fuel tank according to the invention arranged in a vessel.

Fig. 4 shows a schematic top view of the fuel tank according to the invention in a ship.

Description of element reference numerals

1. Fuel tank

2. Cabin body

3. Cargo compartment area

11. Main tank body

12. Auxiliary tank body

20. Longitudinal bulkhead

21. Gas phase communicating pipe

22. Liquid phase communicating pipe

23. One-way valve

110. Air chamber

111. Effusion well

201. Through hole

Detailed Description

Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention.

As described in detail in the embodiments of the present invention, the cross-sectional view of the device structure is not partially enlarged to a general scale for convenience of explanation, and the schematic drawings are only examples, which should not limit the scope of the present invention. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.

For ease of description, spatially relative terms such as "under", "below", "beneath", "above", "upper" and the like may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that these spatially relative terms are intended to encompass other orientations of the device in use or operation in addition to the orientation depicted in the figures. Furthermore, when a layer is referred to as being "between" two layers, it can be the only layer between the two layers or one or more intervening layers may also be present. As used herein, "between … …" is meant to include both endpoints.

In the context of this application, a structure described as a first feature being "on" a second feature may include embodiments where the first and second features are formed in direct contact, as well as embodiments where additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

It should be noted that, the illustrations provided in the present embodiment merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of each component in actual implementation may be changed at will, and the layout of the components may be more complex.

As shown in fig. 1, the present invention provides a marine liquefied gas fuel tank, the fuel tank includes a

main tank

11 and 2 sub-tanks 12 respectively located at two sides of the main tank, the main tank and each sub-tank 12 are separated by a longitudinal bulkhead 20, the longitudinal bulkhead 20 is a non-watertight bulkhead, and a through hole 201 is formed at an upper portion of the longitudinal bulkhead 20 to communicate upper portions of the main tank 11 and the sub-tanks 12; the main tank 11 and each of the sub tanks 12 are arranged in a ship width direction.

Further, the main tank 11 is provided with a gas chamber 110 at the top for containing and supplying the gaseous fuel, and a liquid collecting well 111 at the lowest point at the bottom for collecting the liquid fuel.

Further, the tops of the 2 auxiliary tanks 12 are respectively communicated with the air chamber 110 through gas-phase communicating pipes 21, the bottoms of the 2 auxiliary tanks 12 are respectively communicated with the liquid accumulation well 111 through liquid-phase communicating pipes 22, the liquid-phase communicating pipes 22 are provided with one-way valves 23, so that the liquid fuel in the auxiliary tanks 12 flows to the main tank 11 through the liquid-phase communicating pipes 22, and the liquid fuel in the main tank 11 is prevented from flowing to the auxiliary tank 12.

Specifically, as the fuel is continuously consumed in navigation and the liquid level is continuously changed, the arrangement of the longitudinal bulkhead 20 can well separate the liquid fuel, reduce the inertial impact of the liquid load when the cabin body shakes and improve the safety of the ship structure; the gas-phase communicating pipe 21 communicates the tops of the main tank 11 and the auxiliary tank 12, so that the gaseous fuel can be communicated, only one air chamber 110 is required to be arranged, similarly, the liquid-phase communicating pipe 22 communicates the bottoms of the main tank 11 and the auxiliary tank 12, so that the liquid fuel can be communicated, only 1 liquid accumulation well 111 is required to be arranged, and simultaneously, 1 liquid cargo pump is matched, thereby reducing the number of liquid cargo pumps and the arrangement of pipelines, and saving the cost. The fuel tank 1 is arranged above the cabin 2, the cabin 2 is a ballast cabin or an empty cabin, the fuel tank 1 can be arranged at the head and tail parts of the cargo hold area 3, and the fuel tank 1 is separated from the cargo hold area 3 by a cabin plate. The fuel tank 1 may protrude out of the deck for more bilge. The main tank 11 and each of the auxiliary tanks 12 are arranged in a row along the width direction of the ship, thereby making good use of the narrow and flat ship arrangement area.

Further, the diameters of the 2 auxiliary tanks 12 are the same and symmetrically distributed, and the diameter of the auxiliary tank 12 is smaller than or equal to the diameter of the main tank 11.

Further, the longitudinal bulkhead 20 is spaced from the side by a distance D, where D is greater than 1/5 of the width of the vessel or D is greater than 11.5 meters, preferably D is greater than D1, where D1 is the minimum of 1/5, 11.5 meters of the width of the vessel.

Specifically, by setting the distance between the longitudinal bulkhead 20 and the side, it is ensured that the longitudinal bulkhead 20 is not damaged when the side is damaged.

Further, the distance between the bottom of the fuel tank and the bottom of the ship is H, wherein H is greater than 1/15 of the width of the ship or H is greater than 2 meters, preferably H is greater than H1, and H1 is the minimum value of 1/15 and 2 meters of the width of the ship.

Specifically, the distance between the bottom of the fuel tank and the bottom of the ship is limited, so that when the bottom of the ship is damaged, the main tank 11 is ensured to be damaged at most, and the auxiliary tanks 12 on two sides are not influenced, thereby reducing the damage water inflow and increasing the stability and safety.

Further, the height W of the through-hole 201 in the upper portion of the longitudinal bulkhead 20 is not less than 80% of the total height of the fuel tank or 65% of the ship-shaped depth, and preferably W is not less than W1, wherein W1 is the maximum value of 80% of the total height of the fuel tank and 65% of the ship-shaped depth.

Specifically, the height of the through-hole 201 is defined such that the seawater level is lower than the height of the through-hole 201. When the ship side is damaged to cause the damage of a single tank body to feed water, the blocking effect on water flow is achieved, the water flow is prevented from flooding to each tank body, and the stability and safety of the ship are improved.

Further, a heat insulation layer is arranged outside the fuel tank, and a reinforcing ring is sleeved on the periphery of the fuel tank so as to reinforce the fuel tank.

Further, the fuel tank is a semi-cold and semi-pressure type storage tank.

Further, the fuel tank further comprises a seal head, and the seal head is one of a sphere, a butterfly and an ellipse.

In summary, the present invention provides a marine liquefied gas fuel tank, which includes a main tank body and 2 sub-tank bodies respectively located at two sides of the main tank body, wherein the main tank body and the sub-tank bodies are communicated through a longitudinal bulkhead, and a through hole is formed in an upper portion of the longitudinal bulkhead to communicate upper portions of the main tank body and the sub-tank bodies. The tops of the 2 auxiliary tank bodies are respectively communicated with the air chamber through a gas phase communicating pipe, the bottoms of the 2 auxiliary tank bodies are respectively communicated with the effusion well through a liquid phase communicating pipe, and the liquid phase communicating pipe is provided with a one-way valve. The fuel cabin of the invention maximally utilizes the structural space below the deck, improves the space utilization rate, improves the capacity of the ship gas fuel, and increases the voyage of the ship. The design of the longitudinal bulkhead reduces the sloshing impact of the liquid load when the cabin body shakes, and improves the safety of the ship structure. The application of the gas-phase communicating pipe and the liquid-phase communicating pipe reduces the number of air chambers and the number of pipelines, and saves the cost. In addition, by limiting the dimensions, relative positions, etc. of the longitudinal bulkheads and the fuel tanks, the stability and safety of the fuel tanks can be effectively ensured when the hull is damaged.

The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. Accordingly, it is intended that all equivalent modifications and variations of the invention be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.

Claims

1. The marine liquefied gas fuel tank is characterized by comprising a main tank body and 2 auxiliary tank bodies positioned on two sides of the main tank body respectively, wherein the main tank body and each auxiliary tank body are separated by a longitudinal bulkhead, the longitudinal bulkhead is a non-watertight bulkhead, and the upper part of the longitudinal bulkhead is provided with a through hole for communicating the upper parts of the main tank body and the auxiliary tank bodies;

the main tank body and each auxiliary tank body are arranged in a row along the width direction of the ship and are arranged in a narrow and flat ship arrangement area;

the bottom lowest point of the main tank body is provided with 1 hydrops well and is provided with 1 liquid cargo pump, 2 the bottom of the auxiliary tank body is respectively communicated with the hydrops well through a liquid phase communicating pipe, and the liquid phase communicating pipe is provided with a one-way valve, so that liquid fuel in the auxiliary tank body flows to the main tank body through the liquid phase communicating pipe, and the liquid fuel in the main tank body is forbidden to flow to the auxiliary tank body.

2. The fuel tank according to claim 1, wherein a gas chamber is provided at a top of the main tank body, and tops of the 2 sub tank bodies are respectively communicated with the gas chamber through gas-phase communicating pipes.

3. The fuel tank according to claim 1, wherein 2 of the sub tanks have the same diameter and are symmetrically distributed, and the diameter of the sub tank is equal to or smaller than the diameter of the main tank.

4. The fuel tank of claim 1, wherein the longitudinal bulkhead is a distance D from the side, where D is greater than D1, D1 being the minimum of 1/5, 11.5 meters of the vessel width.

5. The fuel tank of claim 1, wherein the bottom of the fuel tank is a distance H from the bottom of the vessel, wherein H is greater than H1, H1 being the minimum of 1/15, 2 meters of the vessel width.

6. The fuel tank according to claim 1, wherein the height W of the through-hole 201 in the upper portion of the longitudinal bulkhead is equal to or greater than W1, wherein W1 is the maximum value of 80% of the total height of the fuel tank and 65% of the ship-shaped depth.

7. The fuel tank of claim 1, wherein the exterior of the fuel tank is provided with a thermally insulating layer and the periphery is sleeved with a reinforcing ring.

8. The fuel tank of claim 1, wherein the fuel tank is a semi-cold semi-pressure tank.

9. The fuel tank of claim 1, further comprising a head, the head being one of spherical, butterfly, and elliptical.