CN114987683A

CN114987683A - Marine liquefied gas fuel tank

Info

Publication number: CN114987683A
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: 2022-09-02
Anticipated expiration: 2042-05-24
Also published as: CN114987683B

Abstract

The invention provides a liquefied gas fuel tank for ships, 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 a through hole is formed in the upper part of the longitudinal bulkhead so as to communicate the upper parts of the main tank body and the auxiliary tank bodies. The top of 2 vice jar bodies is respectively through gaseous phase communicating pipe and air chamber intercommunication, and the bottom of 2 vice jar bodies is respectively through liquid phase communicating pipe and hydrops well intercommunication, and liquid phase communicating pipe is equipped with the check valve. The fuel tank of the invention improves the space utilization rate, improves the capacity of gas fuel of ships and increases the voyage of ships. The design of the longitudinal bulkhead reduces the sloshing impact of 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 gas chambers and pipelines and saves the cost. In addition, by limiting the size, relative position and the like of the longitudinal bulkhead and the fuel tank, the stability and safety of the fuel tank 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 closeness of carbon peak in 2030 and carbon neutralization period in 2060, the emission of carbon dioxide needs to be considered to be reduced as much as possible in the design and operation processes of ships, wherein liquefied gas fuels such as methane, ethane, ammonia gas, hydrogen gas and the like are effective means for reducing the carbon emission of ships. The liquefied gas storage tank can be divided into a full-cooling type, a full-pressure type and a semi-cooling and semi-pressure type, the full-pressure type liquefies the gas in a high-pressure mode, and the requirement on the pressure of the storage tank is extremely high; full cooling requires the temperature of the tank to be reduced to an extremely low range, requiring costly refrigeration equipment; the semi-cold semi-pressure type has lower pressure requirement and temperature requirement, and is an ideal storage mode.

Conventional liquefied gaseous fuels are stored on board ships by means of fuel tanks, which are usually arranged in open areas above 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 cabin needs to be arranged above a deck, so that the center of gravity of the whole ship is very high and the stability is poor. However, if the ship is arranged below the deck, the length of the fuel tank is limited because the ship is required to be loaded as far as possible under the deck, and under the condition of limited ship width, the arrangement space of the fuel tank is a narrow and flat ship arrangement area with larger height and width and smaller length. The space utilization rate of the conventional arrangement scheme of the cylindrical tank or the double-lug liquid tank is low.

Three-lug parallel tank arrangements have been proposed in the industry, such as the longitudinal arrangement described in patent 201510846006.5, or the vertical arrangement described in patent 201910503014.8. However, the longitudinal arrangement scheme described in patent 201510846006.5 is only suitable for a loading arrangement scheme with large cabin capacity, the diameter of the liquid tank is close to the depth of the ship, the occupied space below the deck is too large, and the longitudinal arrangement scheme is not suitable for the arrangement requirement of the fuel tank. For the vertical arrangement described in patent 201910503014.8, the need for fuel tank arrangement is not applicable if the tank is arranged in the direction of the length of the vessel. If the rotating cylinder is arranged along the width direction of the ship, the requirement of a narrow and flat space can be met, but the free liquid level in the liquid tank is too large. Meanwhile, when the side damage defined by the international convention (IGC rule) occurs, the three superposed liquid tanks are damaged simultaneously, and the cabin-breaking stability is difficult to meet the requirement.

Therefore, there is a need for a new liquefied gas fuel tank to make reasonable use of a narrow and flat ship layout area while improving the structural and stability safety of the ship.

Disclosure of Invention

In view of the above disadvantages of the prior art, the present invention provides a liquefied gas fuel tank for a ship, the fuel tank includes a main tank and 2 sub-tanks respectively located at two sides of the main tank, the main tank and each sub-tank 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 and the sub-tanks; 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 of the main tank body is provided with a liquid accumulation well, the tops of the 2 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 liquid accumulation well through liquid-phase communicating pipes.

Optionally, the liquid-phase communication pipe is provided with a check valve to allow the liquid fuel in the auxiliary tank to flow to the main tank through the liquid communication pipe and to prohibit the liquid fuel in the main tank from flowing to the auxiliary tank.

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

Optionally, the longitudinal bulkhead is at a distance D from the side, 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 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 greater than or equal to W1, wherein W1 is the maximum value of 80% of the total height of the fuel tank and 65% of the ship type depth.

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

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

Optionally, the fuel tank further comprises a head, and the head is one of spherical, butterfly and oval.

As described above, the present invention provides a liquefied gas fuel tank for ships, which includes a main tank and 2 sub-tanks respectively located at both sides of the main tank, wherein the main tank and the sub-tanks are partitioned by 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 and the sub-tanks. The top of 2 vice jar bodies is respectively through gaseous phase communicating pipe and air chamber intercommunication, and the bottom of 2 vice jar bodies is respectively through liquid phase communicating pipe and hydrops well intercommunication, and liquid phase communicating pipe is equipped with the check valve. The fuel tank of the invention utilizes the structural space below the deck to the maximum extent, improves the space utilization rate, improves the capacity of gas fuel of the ship, and increases the voyage of the ship. The design of the longitudinal bulkhead reduces the sloshing impact of 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 gas chambers and pipelines and saves the cost. In addition, the stability and the safety of the fuel tank can be effectively ensured when the ship hull is damaged by limiting the size, the relative position and the like of the longitudinal bulkhead and the fuel tank.

Drawings

FIG. 1 is a schematic view showing the structure of a fuel tank according to the present invention.

FIG. 2 shows a schematic view of the construction of the longitudinal bulkhead of the present invention.

Fig. 3 is a schematic side view of a fuel tank of the present invention provided in a ship.

Fig. 4 is a schematic top view of the fuel tank of the present invention provided in a ship.

Description of the element reference numerals

1 fuel tank

2 cabin body

3 cargo compartment area

11 Main tank

12 pairs of tank bodies

20 longitudinal bulkhead

21 gas phase communicating pipe

22 liquid phase communicating pipe

23 one-way valve

110 air chamber

111 liquid loading well

201 through hole

Detailed Description

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention.

As in the detailed description of the embodiments of the present invention, the cross-sectional views illustrating the device structures are not partially enlarged in general scale for convenience of illustration, and the schematic views 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 the actual fabrication.

For convenience in description, spatial relational terms such as "below," "beneath," "below," "under," "over," "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 terms of spatial relationship are intended to encompass other orientations of the device in use or operation in addition to the orientation depicted in the figures. Further, 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, and may also include embodiments where additional features are formed in 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 drawings provided in the present embodiment are only for illustrating the basic idea of the present invention, and the drawings only show the components related to the present invention rather than being drawn according to the number, shape and size of the components in actual implementation, and the type, quantity and proportion of each component in actual implementation may be changed freely, and the layout of the components may be more complicated.

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

main tank

11 and 2 sub-tanks 12 respectively located at both 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 top of the main tank 11 is provided with a gas chamber 110 for containing the gaseous fuel and supplying the gaseous fuel to the outside, and the lowest point of the bottom is provided with a liquid trap 111 for collecting the liquid fuel.

Further, the top of each of 2 of the sub-tanks 12 is connected to the gas chamber 110 through a gas-phase connection pipe 21, the bottom of each of 2 of the sub-tanks 12 is connected to the liquid collecting well 111 through a liquid-phase connection pipe 22, and the liquid-phase connection pipe 22 is provided with a check valve 23, so that the liquid fuel in the sub-tank 12 flows to the main tank 11 through the liquid-phase connection pipe 22, and the liquid fuel in the main tank 11 is prohibited from flowing to the sub-tank 12.

Specifically, as the fuel is continuously consumed in navigation and the liquid level height is continuously changed, the arrangement of the longitudinal bulkhead 20 can well separate the liquid fuel, reduce the inertia impact of 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 gaseous fuels can be communicated with each other, only one gas chamber 110 needs 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 liquid fuels can be communicated with each other, only 1 liquid collecting well 111 needs to be arranged, and meanwhile, 1 liquid cargo pump is arranged, so that the number of liquid cargo pumps and the arrangement of pipelines are reduced, and the cost is saved. The fuel tank 1 is arranged above a cabin body 2, the cabin body 2 is a ballast cabin or an empty cabin, the fuel tank 1 can be arranged at the head and tail of a cargo compartment area 3, and the fuel tank 1 is separated from the cargo compartment area 3 by a deck. The fuel tank 1 may protrude out of the deck for more cabin capacity. The main tank 11 and the sub tanks 12 are arranged in line in the ship width direction, thereby making good use of a narrow and flat ship layout area.

Further, the 2 auxiliary tank bodies 12 have the same diameter and are symmetrically distributed, and the diameter of the auxiliary tank body 12 is smaller than or equal to that of the main tank body 11.

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

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

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 for the width of the ship or H is greater than 2 meters, preferably H is greater than H1, wherein H1 is the minimum of 1/15, 2 meters for 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 body 11 is only damaged at most, and the auxiliary tank bodies 12 on the two sides are not affected, so that the damaged water inflow is reduced, and the stability and the safety are improved.

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 depth, and preferably W is not less than W1, where W1 is the maximum of 80% of the total height of the fuel tank or 65% of the ship 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 damaged time of intaking that leads to single jar of body damage of boats and ships topside, play the effect of blockking to rivers, prevent that rivers from flooding and irritating to each jar of body, improve boats and ships stationarity safety.

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

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

Further, the fuel tank still includes the head, the head is one of sphere, butterfly, oval.

In summary, the present invention provides a liquefied gas fuel tank for a ship, which includes a main tank and 2 sub-tanks respectively located at two sides of the main tank, wherein the main tank and the sub-tanks are communicated through a longitudinal bulkhead, and a through hole is formed at an upper portion of the longitudinal bulkhead to communicate upper portions of the main tank and the sub-tanks. The top of 2 vice jar bodies is respectively through gaseous phase communicating pipe and air chamber intercommunication, and the bottom of 2 vice jar bodies is respectively through liquid phase communicating pipe and hydrops well intercommunication, and liquid phase communicating pipe is equipped with the check valve. The fuel cabin of the invention utilizes the structural space below the deck to the maximum extent, improves the space utilization rate, improves the capacity of gas fuel of ships and increases the voyage of the ships. The design of the longitudinal bulkhead reduces the sloshing impact of the liquid load when the cabin body shakes, and improves the structural safety of the ship. The application of the gas-phase communicating pipe and the liquid-phase communicating pipe reduces the number of gas chambers and pipelines and saves the cost. In addition, by limiting the size, relative position and the like of the longitudinal bulkhead and the fuel tank, the stability and safety of the fuel tank can be effectively ensured when the hull is damaged.

The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Those skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.

Claims

1. A marine liquefied gas fuel tank is characterized in that the fuel tank comprises a main tank body and 2 auxiliary tank bodies respectively positioned at two sides of the main tank body, the main tank body and each auxiliary tank body are separated by a longitudinal bulkhead, the longitudinal bulkhead is a non-watertight bulkhead, and a through hole is formed in the upper part of the longitudinal bulkhead so as to communicate 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 ship width direction.

2. The fuel tank as recited in claim 1, wherein an air chamber is provided at a top of the main tank, a liquid accumulation well is provided at a lowest point of a bottom of the main tank, tops of 2 of the sub-tanks are respectively communicated with the air chamber through gas-phase communication pipes, and bottoms of 2 of the sub-tanks are respectively communicated with the liquid accumulation well through liquid-phase communication pipes.

3. The fuel tank as recited in claim 2, wherein the liquid-phase communication pipe is equipped with a check valve to allow the liquid fuel in the sub-tank to flow to the main tank through the liquid-phase communication pipe and to prohibit the liquid fuel in the main tank from flowing to the sub-tank.

4. 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.

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

6. The fuel tank of claim 1, wherein the bottom of the fuel tank is at a distance H from the bottom of the ship, wherein H is greater than H1, and H1 is the minimum of 1/15, 2 meters of the width of the ship.

7. The fuel tank as recited in 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, where W1 is the maximum of 80% of the total height of the fuel tank and 65% of the depth of the ship.

8. The fuel tank as recited in claim 1, wherein a heat insulating layer is provided outside the fuel tank, and a reinforcing ring is fitted around the outer periphery of the fuel tank.

9. The fuel tank as recited in claim 1, wherein the fuel tank is a semi-cold semi-pressure tank.

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