CN211685570U

CN211685570U - Utilize dry bulkhead heat preservation system of LNG ship cabin hot-air

Info

Publication number: CN211685570U
Application number: CN202020194776.2U
Authority: CN
Inventors: 李博洋; 杨倩倩; 邓芳; 王龙金; 李保军; 姚文龙; 马钰强
Original assignee: Qingdao University of Science and Technology
Current assignee: Qingdao University of Science and Technology
Priority date: 2020-02-22
Filing date: 2020-02-22
Publication date: 2020-10-16
Anticipated expiration: 2030-02-22

Abstract

The utility model discloses an utilize dry bulkhead heat preservation system of LNG boats and ships cabin hot-air, this system mainly includes dry bulkhead part and cabin part. 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 utility model discloses not only can guarantee under the prerequisite that does not have extra heat source consumption at the lobe, that the lobe can satisfy the temperature requirement that relevant standard of boats and ships stipulates futilely, can utilize this kind of low-grade heat source in the cabin air of boats and ships moreover, improve the energy utilization of boats and ships rate, can also reduce the temperature in the cabin in addition. The utility model relates to a method is simple, convenient operation, and economic nature is high, has very big practical application and worth.

Description

Utilize dry bulkhead heat preservation system of LNG ship cabin hot-air

Technical Field

The utility model belongs to the technical field of boats and ships, a utilize dry lobe heat preservation system of LNG boats and ships cabin hot-air is related to.

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 low-temperature liquid at the temperature of 163 ℃ below zero, the temperature difference between an LNG cargo tank and the surrounding environment is large, so even though the LNG cargo tank is provided with the heat insulation layer inside the bulkhead of the inner shell hull, the LNG in the cargo tank still can exchange a small amount of heat with the surrounding environment through the heat insulation layer and the inner shell hull to cause the temperature of the hull outside the cargo tank to be reduced, if the temperature is too low, the brittleness of the bulkhead in the dry bay of the ship is increased, the strength of the hull is reduced, and therefore according to the relevant specifications of the ship, the temperature of the dry bay is controlled to be more than 5 ℃ 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 radiates much 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, so the temperature of the engine room cannot be too high, a common method is that a fan is generally adopted on the ship to convey cold air from the nature to the engine room, even if the air temperature of the engine room of the ship can reach at least 30-40 ℃ in winter, and the air temperature of the engine room of the ship can even reach about 40-60 ℃ in summer. Therefore, there is hot air with higher temperature in the cabin of the ship, but the low-grade waste heat contained in the cabin air cannot 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.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing an utilize dry lobe heat preservation system of LNG boats and ships cabin hot-air to above-mentioned problem exactly.

The technical scheme of the utility model 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 released hot air is changed into low-temperature air with relatively low temperature, the low-temperature air enters the cabin through a low-temperature air pipeline by utilizing the suction effect of an air cooler. 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 located in a dry compartment of the ship, and the dry compartment branch pipe discharge port is uniformly distributed in the whole dry compartment, so that hot air from the cabin is fully contacted with air in the dry compartment and wall surfaces, and a better heat exchange effect is generated.

The utility model has the advantages that:

1. the utility model discloses can guarantee that the lobe can satisfy the temperature requirement that the relevant standard of boats and ships stipulates futilely under the prerequisite that the lobe does not consume extra heat source, and then guarantee the intensity of boats and ships, can the energy saving, improve the economic nature of boats and ships.

2. The utility model discloses make full use of boats and ships cabin hot-air, fully developed low-grade used heat, improved the energy utilization of whole boats and ships.

3. The utility model discloses with used heat and useless cold comprehensive utilization in marine engine room and the dry bay, form a confined circulation, both satisfied the temperature requirement in the marine engine room, can reduce the temperature in the marine engine room again, the utility model relates to a method is simple, and convenient operation has very big practical application and worth.

Drawings

FIG. 1 is a schematic view of a piping system of a middle engine room and any one dry bay of the present invention

FIG. 2 is a schematic view of the relative position between the trunk bay and the cabin of the present invention

FIG. 3 is a schematic view of the pipe connection between the middle cabin and the 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, a cabin air supply pipeline; 7, an outlet of the cabin air supply pipeline; e, a hot air blower; f, an air cooler; f 1.1 air cooler; f 2.2 air cooler; f 3.3 air cooler; f 4.4 air cooler; f 5.5 air cooler.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

Fig. 1 is a schematic view of a piping system between a nacelle and any one of the dry bays according to 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 (5) 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.

Fig. 3 is a schematic view of the pipe connection between the cabin and five dry bays, under the action of the hot air blower (e), the hot air from the cabin (5) can enter the dry bay No. 1 through the pipe S1 with the inlet in the dry bay No. 1, and under the action of the cold air blower No. 1 (f1), the low-temperature air coming out of the dry bay No. 1 enters the cabin (5) of the ship through the pipe P1. Under the action of the hot air blower (e), hot air from the cabin (5) 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 cabin (5) 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 present invention and are not intended to limit the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, several improvements and modifications can be made, and these improvements and modifications should also be considered as the protection scope of the present invention.

Claims

1. A utilize dry bulkhead heat preservation system of LNG boats and ships cabin hot-air which characterized in that: comprising a dry bay portion and a nacelle portion, wherein the dry bay portion comprises: 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 portion includes: the system 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 pipeline (1) is arranged at the uppermost part in the engine room (5), and the outlet is arranged in a ship trunk compartment; 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;

2. The dry compartment insulation system using LNG ship cabin hot air according to claim 1, wherein: the hot air blower (e) is positioned in the hot air pipeline (1) and is close to the cabin (5); the air cooler (f) is positioned in the low-temperature air pipeline (4) and is close to the dry compartment.