CN212195811U - Emergency cut-off device, emergency cut-off system and ship - Google Patents
Emergency cut-off device, emergency cut-off system and ship Download PDFInfo
- Publication number
- CN212195811U CN212195811U CN202020695322.3U CN202020695322U CN212195811U CN 212195811 U CN212195811 U CN 212195811U CN 202020695322 U CN202020695322 U CN 202020695322U CN 212195811 U CN212195811 U CN 212195811U
- Authority
- CN
- China
- Prior art keywords
- cut
- signal
- control chip
- emergency
- cargo
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Loading And Unloading Of Fuel Tanks Or Ships (AREA)
Abstract
The utility model provides an emergency cut-off device, a system and a ship, relating to the technical field of mechanical equipment, wherein the emergency cut-off device is applied to the ship provided with a liquid cargo cabin; the emergency cut-off device comprises a main control chip, and a first communication device and a cargo oil pump control device which are respectively connected with the main control chip; the first communication equipment is connected with second communication equipment on the shore; the cargo oil pump control device is connected with a cargo oil pump on the ship. When a first cut-off signal is triggered on the shore, the first cut-off signal can be transmitted to an emergency cut-off device on the ship through second communication equipment on the shore, so that a cargo oil pump on the ship is triggered to stop working; when cargo oil pump control equipment on the ship triggers the second cut-off signal, the second cut-off signal can be transmitted to second communication equipment on the shore through the first communication equipment, so that related equipment on the shore stops working, and emergency cut-off between ships and the shore is realized.
Description
Technical Field
The utility model belongs to the technical field of mechanical equipment technique and specifically relates to an emergent cutting device, system and boats and ships are related to.
Background
A tanker refers to a "ship" that carries oil and petroleum products (e.g., diesel, gasoline, heavy oil, etc.). A chemical tanker shall be defined as a tanker, which is a tanker constructed or adapted to carry various toxic, flammable, fugitive or corrosive chemicals.
Ships such as oil tankers and chemical tankers have higher transportation risks, the safety of the ships during cargo oil transportation with a wharf on the shore needs to be guaranteed, and the flow of liquid cargos and the steam volatilized by the cargos is stopped in an emergency, so that a cargo operation system is in a safe and static state. However, the emergency cut-off device on the current ship cannot realize emergency cut-off between ships and banks.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an emergent cutting device, system and boats and ships to realize the emergent cutting off between the ship bank.
The embodiment of the utility model provides an emergency cut-off device, which is applied to a ship provided with a liquid cargo cabin; the emergency cut-off device comprises a main control chip, and a first communication device and a cargo oil pump control device which are respectively connected with the main control chip;
the first communication equipment is connected with second communication equipment on the shore, and the first communication equipment is used for sending a first cut-off signal transmitted by the second communication equipment to the main control chip; the main control chip is used for sending a first stop instruction to the cargo oil pump control equipment when receiving the first cut-off signal; the cargo oil pump control device is connected with a cargo oil pump on the ship and is used for controlling the cargo oil pump to stop working when receiving the first stop instruction;
the cargo oil pump control equipment is also used for sending a work stopping signal to the main control chip; the main control chip is further used for sending a second cut-off signal to the first communication equipment when receiving the work stop signal; the first communication device is further configured to transmit the second cut-off signal to the second communication device.
Furthermore, the emergency cut-off device also comprises a cut-off signal input device connected with the main control chip;
the cutting signal input device is used for sending a third cutting signal to the main control chip; the main control chip is further used for sending a second stop instruction to the cargo oil pump control device when receiving the third cut-off signal, and transmitting the third cut-off signal to the second communication device through the first communication device; the cargo oil pump control device is also used for controlling the cargo oil pump to stop working when the second stop instruction is received.
Further, the cut-off signal input device includes a manual cut-off button.
Further, the cut-off signal input device further comprises a liquid level height monitoring device;
the liquid level height monitoring device is arranged in the liquid cargo bin and used for sending the third cutting signal to the main control chip when monitoring that the liquid level height of the liquid cargo bin reaches a preset height value.
Furthermore, the emergency cut-off device also comprises an alarm device connected with the main control chip; the alarm device is arranged in a cargo compartment operation area of the ship.
Furthermore, the emergency cut-off device also comprises a third-party monitoring system connected with the main control chip;
the main control chip is further used for sending an alarm signal to the third party monitoring system when receiving the first cut-off signal and/or the second cut-off signal.
Further, the third-party monitoring system comprises a cargo console system and/or a cabin monitoring system.
Further, the model of the master control chip comprises an LM 224N.
The embodiment of the utility model also provides an emergency cut-off system, which comprises the emergency cut-off device and second communication equipment; the second communication device is connected with the first communication device in the emergency cut-off device.
The embodiment of the utility model also provides a ship, which comprises the emergency cut-off device and a ship body provided with a liquid cargo cabin; the emergency cut-off device is arranged in the ship body.
The embodiment of the utility model provides an emergency cut-off device, a system and a ship, wherein the emergency cut-off device is applied to the ship provided with a liquid cargo cabin; the emergency cut-off device comprises a main control chip, and a first communication device and a cargo oil pump control device which are respectively connected with the main control chip; the first communication equipment is connected with second communication equipment on the shore, and the first communication equipment is used for sending a first cut-off signal transmitted by the second communication equipment to the main control chip; the main control chip is used for sending a first stop instruction to the cargo oil pump control equipment when receiving the first cut-off signal; the cargo oil pump control device is connected with a cargo oil pump on the ship and used for controlling the cargo oil pump to stop working when receiving a first stop instruction; the cargo oil pump control equipment is also used for sending a work stopping signal to the main control chip; the main control chip is also used for sending a second cut-off signal to the first communication equipment when receiving the work stop signal; the first communication device is further configured to transmit a second cut-off signal to the second communication device. Therefore, when the first cut-off signal is triggered on the shore, the first cut-off signal can be transmitted to the emergency cut-off device on the ship through the second communication equipment on the shore, so that the cargo oil pump on the ship is triggered to stop working; when cargo oil pump control equipment on the ship triggers the second cut-off signal, the second cut-off signal can be transmitted to second communication equipment on the shore through the first communication equipment, so that related equipment on the shore stops working, and emergency cut-off between ships and the shore is realized.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural view of an emergency cut-off device according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of another emergency cut-off device provided in the embodiment of the present invention;
fig. 3 is a schematic structural diagram of another emergency cut-off device provided in the embodiment of the present invention;
fig. 4 is a schematic structural diagram of an emergency shutdown system according to an embodiment of the present invention.
Icon: 100-a main control chip; 200-a first communication device; 201-ESL control unit; 300-cargo oil pump control device; 400-turn off signal input device; 401-manual cut-off button; 402-liquid level high monitoring equipment; 500-an alarm device; 501-audible and visual alarm; 600-a third party monitoring system; 601-a cargo console system; 602-a cabin monitoring system; 700-an ESD control Box; 800-a marine power supply; 10-emergency cut-off; 20-a second communication device.
Detailed Description
The technical solution of the present invention will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
The OCIMF (Oil Companies International Marine Forum) is established in 1970, and although the OCIMF is a voluntary association composed of Oil Companies sharing common interests in shipping crude Oil, finished Oil, petrochemical products and gas and loading and unloading of docks, the guidelines and guidelines established for safety of petroleum transportation and loading and unloading operations of docks can be used as beneficial supplements outside the technical standards of International convention, regulation, classification society regulations and the like, and play a positive and effective role in guaranteeing the safety of Oil transportation, and the OCIMF is not mandatory but is deeply complied and approved by the industry. The OCIMF provides various rules, guidelines, procedures, evaluation software, databases, and standards for shipping and terminal operations safety and environmental protection for oil companies. It has numerous publications, most of which are primarily coded by OCIMF, and individually coded by OCIMF in conjunction with other organizations, such as ICS (International Chamber of Shipping Limited), IAPH (International Association of Ports and Harbors), SIGTTO (Society of International Gas Tanker and Terminal Operators, International Gas Ship and pier Engineers), and CDI (Chemical Distribution Institute, Chemical Classification Society).
According to the requirements of relevant specifications and regulation guidelines of OCIMF (2017)/SIGTTO/CDI, all oil tankers/chemical tankers need to be provided with a cargo transfer ship shore emergency automatic disconnection system.
CCS (China Classification Society) also issued an "guiding document for oil and chemical tanker manifolds and related equipment recommendation conformity statement" of OCIMF in 1 month and 1 year 2019, wherein all oil and chemical tankers signed up a construction contract in 1 month and later in 2019 are mentioned (the applicable tonnage is extended from the original "applicable weight greater than 16000SDWT (Summer Deadweight, Summer load weight)") to all the tonnage), and the requirement for synchronous installation of a cargo transmission emergency cutoff system (the requirement was previously applicable only to liquefied gas tankers).
Emergent cutting device on present boats and ships only can realize cutting off the emergency of relevant equipment on boats and ships, and can't realize the emergent between the ship bank and cut off, based on this, the embodiment of the utility model provides an emergent cutting device, system and boats and ships can realize the emergent between the ship bank and cut off.
For the convenience of understanding the present embodiment, the emergency cut-off device disclosed in the embodiments of the present invention will be described in detail first.
An embodiment of the utility model provides an emergent cutting device, this emergent cutting device are applied to the boats and ships that are provided with liquid cargo hold, and this boats and ships can be oil tanker or chemical ship, for example liquefied petroleum gas ship or liquefied ethylene ship etc.. Referring to fig. 1, an emergency cut-off device includes a main control chip 100, and a first communication device 200 and a cargo pump control device 300 respectively connected to the main control chip 100.
The first communication device 200 is connected to a second communication device on the shore, and the first communication device 200 is configured to send a first cut-off signal transmitted by the second communication device to the main control chip 100; the main control chip 100 is configured to send a first stop instruction to the cargo pump control device 300 when receiving the first cut-off signal; the cargo pump control device 300 is connected to a cargo pump on the ship, and the cargo pump control device 300 is configured to control the cargo pump to stop operating upon receiving a first stop instruction. Thus, when the first cut-off signal is triggered on shore, the first cut-off signal can be transmitted to the emergency cut-off device on the ship through the second communication equipment on shore, so that the cargo oil pump on the ship is triggered to stop working.
The cargo oil pump control device 300 is further configured to send a stop signal to the main control chip 100; the main control chip 100 is further configured to send a second cut-off signal to the first communication device 200 when receiving the stop signal; the first communication device 200 is also configured to transmit a second cut-off signal to the second communication device. In this way, when the cargo pump control device 300 on the ship triggers the second cut-off signal, the relevant devices on shore can be stopped by the first communication device 200 transmitting the second cut-off signal to the second communication device on shore.
The first communication device 200 and the second communication device may be connected by wired communication or wireless communication. For example, the first communication device 200 is connected to the second communication device through a sigtt (Society of International Gas Tanker and Terminal Operators, International Gas ship and Terminal operator association) 5-core junction box, the sigtt 5-core junction box uses a sigtt 5-core junction, and the specification of the junction can be adapted to the OCIMF/sigtt specification, so that successful docking with the International Terminal can be ensured, current isolation between the first communication device 200 and the second communication device can be ensured, and the disconnection signals of both parties can be automatically transmitted to each other without delay. Further, when the cables in the SIGTTO 5-core junction box are not long enough, the second communication device can be switched over through the cables on the SIGTTO 5-core cable reel. For another example, the first communication device 200 is connected to the second communication device through a wireless communication junction box, so that a cumbersome operation of wiring can be avoided.
The above-described cargo oil pump control devices 300 may correspond to the cargo oil pumps one to one, and the number of the cargo oil pump control devices 300 is the same as the number of the cargo oil pumps, that is, the cargo oil pump control devices 300 may be one or more. The emergency cut-off device may also employ only one cargo pump control apparatus 300, and a plurality of cargo pumps are each connected to the cargo pump control apparatus 300.
Optionally, the model of the main control chip 100 may be LM 224N.
The embodiment of the utility model provides an emergency cut-off device, when the shore triggered first cut-off signal, can be through the second communication equipment on the shore with this first cut-off signal transmission to the emergency cut-off device on the boats and ships to trigger the cargo oil pump on the boats and ships to stop work; when the cargo pump control device 300 on the ship triggers the second cut-off signal, the second cut-off signal can be transmitted to the second communication device on the shore through the first communication device 200, so that the related devices on the shore stop working, thereby realizing emergency cut-off between ships and shore.
Referring to the schematic structural diagram of another Emergency cut-off device shown in fig. 2, the first communication device 200 may be an ESL (Emergency Shutdown Link) control unit 201. Data can be exchanged between the main control chip 100 and the ESL control unit 201 through hard point connection. When an ESD (emergency Shutdown) signal (i.e., a first Shutdown signal) is triggered on the shore, the relevant equipment on the shore stops, and the ESD signal is transmitted to the main control chip 100 through the ESL control unit 201 on the ship, so as to trigger the relevant equipment on the ship (such as the cargo oil pump control equipment 300) to stop working, whereas when the ESD signal is triggered on the ship, the relevant equipment on the ship stops, and the ESD signal is transmitted to the ESL control unit 201 through the main control chip 100 on the ship, and then transmitted to the shore, so that the relevant equipment on the shore stops working, that is, when the signal of any one side of the ship triggers, both sides can work in a linkage manner, thereby realizing emergency Shutdown between ships.
Optionally, as shown in fig. 2, the emergency shutdown device further includes a shutdown signal input device 400 connected to the main control chip 100; the cut-off signal input device 400 is configured to send a third cut-off signal to the main control chip 100; the main control chip 100 is further configured to send a second stop instruction to the cargo pump control device 300 when receiving the third cut-off signal, and transmit the third cut-off signal to the second communication device through the first communication device 200 (e.g., the ESL control unit 201); the cargo pump control apparatus 300 is also configured to control the cargo pump to stop operating upon receiving a second stop instruction.
Further, referring to another schematic construction of the emergency cut-off device shown in fig. 3, the cut-off signal input device 400 includes a manual cut-off button 401. The manual cut-off button 401 may be disposed at a dangerous area or an entrance/exit on a ship, so as to facilitate manual triggering of a worker and ensure safety control of a worker workplace on a site. The number of the manual cut-off buttons 401 may be one or more, preferably at least two, and the two manual cut-off buttons 401 are respectively provided on the port and starboard sides of the ship. This enables manual off button 401 activation of the ESD signal.
Further, as shown in fig. 3, the cut-off signal input device 400 further includes a liquid level height monitoring device 402; the liquid level height monitoring device 402 is disposed in a liquid cargo tank of the ship, and the liquid level height monitoring device 402 is configured to send a third cut-off signal to the main control chip 100 when the liquid level height of the liquid cargo tank reaches a preset height value. This enables high level triggering of the ESD signal.
Optionally, as shown in fig. 2, the emergency shutdown device further includes an alarm device 500 connected to the main control chip 100; the main control chip 100 is further configured to activate the alarm device 500 when receiving the first cut-off signal and/or the second cut-off signal. The alarm device 500 is provided in a cargo operation area of a ship so that a worker can find an abnormal situation between banks in time.
Further, as shown in fig. 3, the alarm device 500 may employ at least two audible and visual alarms 501, and the two audible and visual alarms 501 are respectively disposed on the port and starboard sides of the ship.
Optionally, as shown in fig. 2, the emergency shutdown device further includes a third-party monitoring system 600 connected to the main control chip 100; the main control chip 100 is further configured to send an alarm signal to the third-party monitoring system 600 when receiving the first cut-off signal and/or the second cut-off signal, so that relevant personnel can find abnormal situations between the ship and the shore in time through the third-party monitoring system 600.
Further, as shown in fig. 3, the third-party monitoring system 600 may include a console system 601 and a cabin monitoring system 602.
Optionally, as shown in fig. 3, the emergency cut-off device further includes an ESD control box 700, and the ESD control box 700 may be installed in a cargo control room or other safe area on the ship. The main control chip 100 may be disposed in the ESD control box 700; the ESD control box 700 is provided with a power input interface, and the ship power supply 800 is connected with the main control chip 100 through the power input interface, so as to supply power to the main control chip 100; the ESL control unit 201 is connected to the main control chip 100 through an ESD signal output interface, an ESD signal input interface, and a power output interface on the ESD control box 700; the three cargo pump control devices 300 are respectively connected with the main control chip 100 through three cargo pump signal input/output interfaces on the ESD control box 700; the two manual cut-off buttons 401 are respectively connected with the main control chip 100 through two emergency stop signal input interfaces on the ESD control box 700; the liquid level height monitoring device 402 is connected with the main control chip 100 through a high alarm signal input interface on the ESD control box 700; the two audible and visual alarms 501 are respectively connected with the main control chip 100 through two audible and visual alarm output interfaces (active output interfaces) on the ESD control box 700; the cargo console system 601 and the cabin monitoring system 602 are respectively connected with the main control chip 100 through two alarm signal output interfaces on the ESD control box 700; in addition, the ESD control box 700 is further provided with another signal output interface, and the other signal output interface can be used as a standby output interface.
The ESL control unit 201, the cargo oil pump control device 300, the manual cut-off button 401, the liquid level height monitoring device 402, the audible and visual alarm 501, the cargo console system 601 and the cabin monitoring system 602 in the emergency cut-off device can all be accessed into the ESD control box 700 through a hard point.
It should be noted that, although the ESL control unit 201 in fig. 3 is disposed outside the ESD control box 700, the scope of the present invention is not limited thereto, and in other embodiments, the ESL control unit 201 may be disposed inside the ESD control box 700 together with the main control chip 100.
The embodiment of the present invention further provides an emergency cut-off system, referring to the schematic structural diagram of an emergency cut-off system shown in fig. 4, the emergency cut-off system includes the emergency cut-off device 10 and further includes a second communication device 20; the second communication device 20 is connected to the first communication device 200 in the emergency cut-off device 10.
The emergency cut-off system can reliably transmit ESD signals of both sides of a ship and a shore, and related equipment can be quickly, automatically and controllably closed in an emergency.
The emergency cut-off system provided in this embodiment has the same implementation principle and technical effect as those of the foregoing emergency cut-off device embodiment, and for the sake of brief description, reference may be made to the corresponding contents in the foregoing emergency cut-off device embodiment where no part of the embodiment of the emergency cut-off system is mentioned.
The embodiment of the utility model also provides a ship, which comprises the emergency cut-off device and a ship body provided with a liquid cargo cabin; the emergency cut-off device is arranged in the ship body.
Alternatively, the vessel may be a tanker or a chemical tanker.
The ship provided by the embodiment has the same implementation principle and technical effect as those of the emergency shutdown device embodiment, and for brief description, reference may be made to corresponding contents in the emergency shutdown device embodiment where no part of the ship embodiment is mentioned.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (10)
1. An emergency cut-off device is characterized by being applied to a ship provided with a liquid cargo cabin; the emergency cut-off device comprises a main control chip, and a first communication device and a cargo oil pump control device which are respectively connected with the main control chip;
the first communication equipment is connected with second communication equipment on the shore, and the first communication equipment is used for sending a first cut-off signal transmitted by the second communication equipment to the main control chip; the main control chip is used for sending a first stop instruction to the cargo oil pump control equipment when receiving the first cut-off signal; the cargo oil pump control device is connected with a cargo oil pump on the ship and is used for controlling the cargo oil pump to stop working when receiving the first stop instruction;
the cargo oil pump control equipment is also used for sending a work stopping signal to the main control chip; the main control chip is further used for sending a second cut-off signal to the first communication equipment when receiving the work stop signal; the first communication device is further configured to transmit the second cut-off signal to the second communication device.
2. The emergency shutdown device of claim 1, further comprising a shutdown signal input device connected to the master control chip;
the cutting signal input device is used for sending a third cutting signal to the main control chip; the main control chip is further used for sending a second stop instruction to the cargo oil pump control device when receiving the third cut-off signal, and transmitting the third cut-off signal to the second communication device through the first communication device; the cargo oil pump control device is also used for controlling the cargo oil pump to stop working when the second stop instruction is received.
3. The emergency disconnect device of claim 2, wherein the disconnect signal input device comprises a manual disconnect button.
4. The emergency shutdown device of claim 3, wherein the shutdown signal input device further comprises a liquid level high monitoring device;
the liquid level height monitoring device is arranged in the liquid cargo bin and used for sending the third cutting signal to the main control chip when monitoring that the liquid level height of the liquid cargo bin reaches a preset height value.
5. The emergency cut-off device of claim 1, further comprising an alarm device connected to the master control chip; the alarm device is arranged in a cargo compartment operation area of the ship.
6. The emergency shutdown device of claim 1, further comprising a third party monitoring system connected to the master control chip;
the main control chip is further used for sending an alarm signal to the third party monitoring system when receiving the first cut-off signal and/or the second cut-off signal.
7. The emergency shutdown device of claim 6, wherein the third party monitoring system comprises a cargo console system and/or a cabin monitoring system.
8. An emergency cut-off device according to any of claims 1 to 7, wherein the model number of the master control chip comprises LM 224N.
9. An emergency disconnect system comprising the emergency disconnect device of any one of claims 1-8, and further comprising a second communication device; the second communication device is connected with the first communication device in the emergency cut-off device.
10. A marine vessel, characterized by comprising the emergency cut-off device of any one of claims 1-8, further comprising a hull provided with a cargo tank; the emergency cut-off device is arranged in the ship body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020695322.3U CN212195811U (en) | 2020-04-29 | 2020-04-29 | Emergency cut-off device, emergency cut-off system and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020695322.3U CN212195811U (en) | 2020-04-29 | 2020-04-29 | Emergency cut-off device, emergency cut-off system and ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212195811U true CN212195811U (en) | 2020-12-22 |
Family
ID=73831246
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020695322.3U Active CN212195811U (en) | 2020-04-29 | 2020-04-29 | Emergency cut-off device, emergency cut-off system and ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212195811U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113911269A (en) * | 2021-11-16 | 2022-01-11 | 江苏扬子三井造船有限公司 | Emergency cut-off device of liquid cargo system |
-
2020
- 2020-04-29 CN CN202020695322.3U patent/CN212195811U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113911269A (en) * | 2021-11-16 | 2022-01-11 | 江苏扬子三井造船有限公司 | Emergency cut-off device of liquid cargo system |
| CN113911269B (en) * | 2021-11-16 | 2024-03-08 | 江苏扬子三井造船有限公司 | Emergency cutting device of liquid cargo system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN212195811U (en) | Emergency cut-off device, emergency cut-off system and ship | |
| Bačkalov | Safety of autonomous inland vessels: An analysis of regulatory barriers in the present technical standards in Europe | |
| CN104197183B (en) | A kind of natural gas filling station waterborne technological process and filling apparatus | |
| CN111422309A (en) | Emergency cut-off device, emergency cut-off system and ship | |
| CN109367710A (en) | The filling distribution ship of LNG container | |
| CN108021751B (en) | Simulation integrated system for berthing and mooring of LNG ship | |
| KR20140085399A (en) | Apparatus and method for collecting status information and responsing hazard of a ship | |
| US20060231160A1 (en) | Device for feeding dangerous liquids | |
| CN214451652U (en) | Ship bank and ship connecting system | |
| CN106972543A (en) | The intelligent seamless grid-connecting apparatus of bank electricity | |
| CN206057562U (en) | A kind of ship spill detection radar signal processing device | |
| CN213585776U (en) | Ship-shore connection system for FSRU | |
| CN212243718U (en) | Ship shore emergency cut-off system for wharf cargo transmission | |
| KR101922029B1 (en) | Emergency Shutdown System for FSRU and Operating Method Thereof | |
| Ruan et al. | Comparative Study on the Measures to the Safety Management of Bulk Liquid Dangerous Goods Storage in Port Areas | |
| CN106154263A (en) | A kind of ship spill detection radar signal processing device and monitoring method | |
| CN217783831U (en) | Marine cabin fan control system | |
| KR200443551Y1 (en) | Refueling appratus for aircraft at ship | |
| CN110873281A (en) | Anti-leakage self-control type gas and fuel loading and unloading system | |
| Santiago | Issues and Challenges of Oil Spill Response Structure in the Philippines: An Industry Perspective | |
| CN220766498U (en) | Independent protection device for oil depot | |
| CN112249227A (en) | Ship bank and ship connecting system and cargo emergency cutting method thereof | |
| CN117307337A (en) | Ship fuel oil conveying automatic control system | |
| CN214369323U (en) | Test gas configuration control system | |
| CN112272049B (en) | Ship-shore connection system for FSRU and cargo emergency cutting-off method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |