WO2021008620A1 - 双燃料超大型集装箱船供气***及超大型集装箱船 - Google Patents

双燃料超大型集装箱船供气***及超大型集装箱船 Download PDF

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WO2021008620A1
WO2021008620A1 PCT/CN2020/102855 CN2020102855W WO2021008620A1 WO 2021008620 A1 WO2021008620 A1 WO 2021008620A1 CN 2020102855 W CN2020102855 W CN 2020102855W WO 2021008620 A1 WO2021008620 A1 WO 2021008620A1
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Prior art keywords
fuel
dual
ultra
large container
supply system
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PCT/CN2020/102855
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English (en)
French (fr)
Inventor
李欣
王�琦
王怡
罗小林
周熲
刘刚
王章健
张伟
黄咏文
沈伟萍
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上海外高桥造船有限公司
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Priority to JP2021572700A priority Critical patent/JP7248825B2/ja
Publication of WO2021008620A1 publication Critical patent/WO2021008620A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B63B17/0027—Tanks for fuel or the like ; Accessories therefor, e.g. tank filler caps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/02—Use of propulsion power plant or units on vessels the vessels being steam-driven
    • B63H21/08—Use of propulsion power plant or units on vessels the vessels being steam-driven relating to steam boilers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to a dual-fuel super large container ship gas supply system and a super large container ship.
  • the main schemes for adopting after-treatment devices are: installing NOx after-treatment device-selective catalytic reduction reaction device (SCR) in the exhaust system; exhaust gas recirculation (EGR); desulfurization scrubber (Scrubber); using specially refined low Sulfur oil (MGO).
  • SCR NOx after-treatment device-selective catalytic reduction reaction device
  • EGR exhaust gas recirculation
  • Scrubber desulfurization scrubber
  • MGO specially refined low Sulfur oil
  • Natural gas will become the fuel of choice for green ships in the future due to its high calorific value, no sulfur, clean combustion, and low emissions.
  • Foreign research data show that the use of natural gas as a fuel reduces various emissions significantly.
  • the dual-fuel power system that is compatible with traditional fuel and can use natural gas can not only greatly reduce the emission of pollutants such as carbon, sulfur, particulates, and oil residue, but also greatly reduce the cost of fuel.
  • pollutants such as carbon, sulfur, particulates, and oil residue
  • Tier III exhaust emissions and natural gas price advantages more and more ultra-large container ship owners tend to use dual-fuel propulsion systems to power ships. In the future, more ultra-large container ships will be built directly.
  • Ultra-large container ships with dual-fuel power systems will be the mainstream trend in the future and have a very broad market space.
  • the existing domestic LNG power system has a small cabin capacity, generally not exceeding 2000 cubic meters.
  • Research on the technical solution of large-capacity LNG power system is to solve the problem of ultra-large container ships and other large ocean-going ships equipped with dual-fuel power systems, meet the latest IGF CODE, ISO rules and classification society requirements, and realize the necessity of safe international shipping Guarantee.
  • the technical problem to be solved by the present invention is to overcome the defects of large volume of LNG fuel tank, complicated LNG fuel gas supply system and difficult layout in the prior art, and provide a dual fuel super large container ship gas supply system and super large container ship.
  • the LNG fuel tank is arranged below the deck;
  • Engine room the engine room is arranged below the deck, and the engine room is located at the stern of the ship;
  • the gas treatment room is arranged above the deck, wherein the fuel in the LNG fuel tank is transported to the gas treatment room for processing, and is transported to the gas equipment in the engine room.
  • Ultra-large container ships mainly include ultra-large container ships (Ultra Large Container Vessel) with more than 10,000 boxes to 25,000 boxes.
  • the characteristic of this type of ship is the dual-island design, that is, the built-up living area and engine room area are arranged in the midship and stern area respectively.
  • the LNG fuel tank of this scheme is arranged under the deck.
  • the layout of the LNG fuel tank comprehensively considers the influence of the LNG fuel tank on the stability of the ship, the fire separation and the division of dangerous areas, and the convenience of the natural gas pipeline arrangement.
  • the internal space of the ultra-large container ship is used to the limit.
  • the maximum effective volume can satisfy the ultra-large container ship's use of LNG fuel on the entire route, and at least the ship can sail back and forth on the established route.
  • a dual-fuel main engine a dual-fuel generator set and a dual-fuel steam boiler are arranged in the engine room.
  • the LNG fuel tank is arranged in front of the nacelle and adjacent to the front wall of the nacelle.
  • One of the best options is to arrange the LNG fuel tank close to the engine room area, which can effectively reduce the fuel delivery distance.
  • the LNG fuel tank is arranged in the middle section of the ship and located below the superstructure.
  • the LNG bunker uses a relatively regular cross-sectional area in the middle of the ship. The shape of the bunker in this area is more regular and has a smaller impact on the cargo space. But it is far from the gas equipment in the engine room.
  • the gas supply system of the dual-fuel ultra-large container ship further includes a filling station and a filling pipeline, and the filling station is arranged on both sides of the ship's side and above the deck.
  • the layout of the bunkering station takes into account the flexibility of filling large ultra-large container ships, and meets the needs of ultra-large container ships that can be refueled on both sides under multiple working conditions.
  • an empty compartment is arranged between the LNG fuel tank and the adjacent cargo tank.
  • the gas supply system for the dual-fuel ultra-large container ship further includes a fuel supply pipeline area, and the fuel supply pipeline area is arranged with a pipeline flowing from the gas processing room to the engine room.
  • the fuel supply pipeline area is mainly used to arrange the pipeline from the gas treatment room to the engine room to provide the corresponding fuel supply for the gas equipment in the engine room. This area is between the potential fuel source and the mechanical space, except for the need for certain physical isolation. In addition, it is necessary to ensure sufficient ventilation to fully isolate the fuel source from the ignition source.
  • the fuel supply pipeline area is isolated from the fuel source and the ignition source, and the fuel supply pipeline area is also provided with a flame detection device.
  • a flame detection device In addition to installing some flame detection devices in the fuel supply pipeline area, reasonable fire-fighting devices are also needed to further control the occurrence and expansion of fire conditions.
  • the fuel pipe in the engine room is a double-walled pipe, and a combustible gas detection device is provided in the engine room.
  • the engine room contains ignition equipment such as internal combustion engines and auxiliary boilers, this area should be isolated from all fuel sources as much as possible. Therefore, it is necessary to use double-walled pipes for fuel pipelines in the engine room, and reasonably install some combustible gas detection devices to effectively control fire conditions.
  • the air inlet of the engine room fan should be designed in a non-hazardous area and equipped with a combustible gas detection device.
  • the gas processing room includes a liquid fuel tank, and a low-pressure fuel lift pump is provided in the LNG fuel tank, and the low-pressure fuel lift pump lifts fuel to the liquid fuel tank.
  • the fuel gas processing room includes a low-pressure vaporizer, which vaporizes the fuel in the liquid fuel tank and delivers it to the dual-fuel generator set and dual-fuel steam boiler in the engine room.
  • a low-pressure vaporizer which vaporizes the fuel in the liquid fuel tank and delivers it to the dual-fuel generator set and dual-fuel steam boiler in the engine room.
  • the fuel gas processing room includes a high-pressure booster pump and a high-pressure vaporizer.
  • the high-pressure booster pump vaporizes and pressurizes the fuel in the liquid fuel tank and delivers it to the high-pressure vaporizer.
  • the high-pressure gasifier vaporizes the fuel and delivers it to the dual-fuel main engine in the engine room.
  • the gas supply system for the dual-fuel ultra-large container ship further includes a BOG compressor unit, and the BOG compressor unit is arranged in the gas processing room.
  • the BOG compressor unit is located on the deck, which is well ventilated and easy to maintain. At the same time, the impact of its noise needs to be considered.
  • the BOG compressor unit includes a BOG compressor and an inlet heat exchanger.
  • the gas supply system for the dual-fuel ultra-large container ship further includes a breathable mast.
  • Breathable masts are used for cold venting activities during normal operation or accident conditions, and are facilities for venting flammable gas from a pressurized system to the atmosphere safely and without risking personnel and equipment.
  • the location of the ventilation mast should be determined by integrating many factors such as the dominant wind direction, personnel housing, and the new air outlet of the fan.
  • Breathable masts are generally arranged in the downwind direction of the dominant wind direction, far away from the residential area and the fresh air outlet of the fan.
  • the LNG fuel tank adopts an IMO B type tank, a membrane type tank, an IMO C type tank or an IMO A type tank.
  • the LNG fuel tank adopts an IMO C-type tank with a double-ear cylindrical tank shape.
  • the LNG fuel tank adopting the IMO Type A tank is an independent storage tank, which is located in a fully insulated cargo tank and has a stable self-supporting main barrier system and a liquid-tight secondary barrier system.
  • a dual-fuel main engine, a dual-fuel generator set and an oil-fired steam boiler are arranged in the engine room;
  • a dual-fuel main engine, a dual-fuel generator set and a natural gas incineration tower device are arranged in the engine room.
  • the gas supply system of the dual-fuel ultra-large container ship further includes a filling station, a filling joint, a filling pipe, and a liquid collecting pan
  • the filling station is arranged on both sides of the ship's side and above the deck
  • the liquid collecting pan is arranged below the filling joint.
  • the filling station further includes a water curtain system, which is used for the hull steel structure including the accessories of the filling station.
  • the filling station further includes a fixed dry powder fire extinguishing system.
  • the gas supply system of the dual-fuel ultra-large container ship further includes an overturning platform that acts on the filling station.
  • the overturning platform When the ship is sailing, the overturning platform is retracted toward the inner side of the ship to block the navigation
  • the turning platform is deployed to the outside of the ship;
  • the turning platform is driven by a hydraulic power system
  • the turning platform is composed of a hull shell close to the filling station.
  • the gas supply system for the dual-fuel ultra-large container ship further includes an LNG vent pipeline, a filling station and a vent mast, and the gas treatment in the LNG fuel tank, the filling station and the gas preparation room
  • the systems are all provided with the LNG venting pipeline, which is connected to and communicated with the venting mast.
  • the gas system and dual fuel equipment contained in the engine room are both provided with the LNG venting pipeline, and the LNG venting pipeline is connected and communicated with the venting mast.
  • the fuel transportation pipeline from the fuel processing room to the engine room is a sealed gas pipe lane
  • the fuel transportation pipeline adopts a ventilated double-walled pipe.
  • the gas supply system for a dual-fuel ultra-large container ship further includes a dual-fuel main engine, and the dual-fuel main engine adopts a high-pressure dual-fuel engine or a two-stroke low-speed dual-fuel engine.
  • An ultra-large container ship is characterized in that it includes the dual-fuel ultra-large container ship gas supply system.
  • the positive progress effect of the present invention is that the LNG fuel tank of the present invention is arranged below the deck, and the layout of the LNG fuel tank comprehensively considers the influence of the LNG fuel tank on the stability of the ship, the fire separation and the division of dangerous areas, and the convenience of the natural gas pipeline arrangement Sex.
  • the internal space of the ultra-large container ship is used to the limit.
  • the maximum effective volume can satisfy the ultra-large container ship's use of LNG fuel on the entire route, and at least the ship can sail back and forth on the established route.
  • Fig. 1 is a schematic diagram of the internal structure of an ultra-large container ship according to Embodiment 1 of the present invention.
  • Figure 2 is a schematic view of the structure of the ultra-large container ship in the front view according to the first embodiment of the present invention.
  • Fig. 3 is a schematic diagram of the structure of the nacelle shed and the chimney area of Embodiment 1 of the present invention.
  • Fig. 4 is a schematic diagram of the structure of the gas treatment room in Embodiment 1 of the present invention.
  • Figure 5 is a schematic diagram of the internal structure of an ultra-large container ship according to Embodiment 2 of the present invention.
  • the present invention discloses an ultra-large container ship, which includes a dual-fuel ultra-large container ship gas supply system, wherein the dual-fuel ultra-large container ship gas supply system in this embodiment includes LNG fuel
  • the tank 1 and the LNG fuel tank 1 are arranged below the deck 17.
  • an empty compartment is arranged between the LNG fuel tank 1 and the adjacent cargo tank.
  • the LNG fuel tank 1 mentioned in this article can be IMO B type tank, membrane type tank, IMO C type tank or IMO A type tank.
  • the LNG fuel tank 1 occupies the same space, the effective volume of IMO B tank and membrane tank is relatively large, and the effective volume of IMO C tank is relatively small, but the design of IMO C tank is relatively simple and the manufacturing cost It is also lower, suitable for being widely used on container ships using LNG as fuel.
  • the LNG fuel tank 1 is preferably an IMO C tank with a double-ear cylindrical tank shape, which can effectively improve the relatively low space utilization rate of the IMO C tank.
  • the IMO Type A tank is an independent storage tank located in a fully insulated cargo tank with a stable self-supporting main barrier system and a liquid-tight secondary barrier system.
  • the technology involved in the IMO Type A cabin belongs to the technology well known to those skilled in the art, and will not be described in detail. For details, please refer to the LNT-A-BOX system of LNT Marine AS.
  • the gas supply system for a dual-fuel ultra-large container ship of this embodiment further includes an engine room 15 which is arranged below the deck 17 and the engine room 15 is located at the stern of the ship.
  • the gas supply system of the dual-fuel ultra-large container ship of this embodiment also includes a gas treatment room 5, which is arranged above the deck 17, wherein the fuel in the LNG fuel tank 1 is transported to the gas treatment room 5 for processing, and Transport to the gas equipment in the engine room 15.
  • the LNG fuel tank 1 of this scheme is arranged below the deck 17.
  • the layout of the LNG fuel tank 1 comprehensively considers the influence of the LNG fuel tank 1 on the stability of the ship, the fire separation and the division of dangerous areas, and the convenience of natural gas pipeline arrangement.
  • the internal space of the ultra-large container ship is used to the limit.
  • the maximum effective volume can satisfy the ultra-large container ship's use of LNG fuel on the entire route, and at least the ship can sail back and forth on the established route.
  • a dual-fuel main engine 2 a dual-fuel generator set 3, and a dual-fuel steam boiler 4 are provided in the nacelle 15.
  • the dual-fuel steam boiler 4 can be replaced by a conventional oil-fired steam boiler or a GCU (natural gas incinerator unit), where the GCU can treat the excess BOG vapor in the LNG fuel tank.
  • the dual-fuel main engine 2 can be selected from MAN's ME-GI series high-pressure dual-fuel engine (the maximum working pressure of the engine is 300 bar) or Winterthur Engine's WinGD X-DF series two-stroke low-speed dual-fuel engine.
  • the ship is equipped with a high-low pressure gas supply system to supply dual-fuel users with gas that meets their requirements. Because this type of engine adopts the Diesel cycle working mode, the NOx emission in fuel and gas mode can only meet the Tier II standard, so it needs to be combined with the selective catalytic reduction reaction device (SCR) or exhaust gas reprocessing equipment. EGR can meet Tier III emission requirements, but this type of engine can completely avoid methane escape at the source.
  • SCR selective catalytic reduction reaction device
  • EGR can meet Tier III emission requirements, but this type of engine can completely avoid methane escape at the source.
  • the gas supply system only needs to provide gas at a pressure not exceeding 16 bar to the dual fuel main engine 2, 6-9 bar gas to the dual fuel generator set 3 and Dual fuel steam boiler 4.
  • the equipment configuration and process flow of the air supply system are relatively simple, and there is no need to configure a high-pressure booster pump 8.
  • the LNG can be supplied to the low-pressure vaporizer 11 through the low-pressure fuel lift pump 22 of the LNG fuel tank 1, and directly supplied to the dual-fuel main engine 2 after being heated and vaporized.
  • Another common name for "low pressure fuel lift pump 22" is "LNG transfer pump”
  • another common name for "low pressure vaporizer 11" is "low pressure vaporizer/heater”. ".
  • the LNG fuel tank 1 is arranged in front of the nacelle 15 and close to the front wall of the nacelle 15. Arranging the LNG fuel tank 1 close to the engine room 15 is one of the best choices, which can effectively reduce the fuel delivery distance.
  • the gas supply system of a dual-fuel ultra-large container ship also includes a filling station 7 and a filling pipeline.
  • the filling station 7 is arranged on both sides of the ship's side and above the deck 17.
  • the layout and functions of the bunkering station 7 can meet the requirements of LNG tanker or LNG bunkering respectively.
  • the layout of bunkering station 7 takes into account the flexibility of filling large and ultra-large container ships to meet the requirements of large and ultra-large container ships.
  • the container ship can be refueled on both sides under multiple working conditions.
  • the fuel line of bunkering station 7 should be no less than 800mm from the side.
  • a sump pan should be set under the LNG bunkering joints and any possible leak locations to prevent the hull structure from being damaged due to unbearable low temperatures due to leakage during the LNG bunkering process.
  • the drip pan and piping system should be made of suitable materials.
  • An overflow port is provided on the side wall of the drip pan, and the overflowing LNG should be able to be discharged outboard through the discharge pipe.
  • the filling station 7 should be equipped with a fixed dry powder fire extinguishing system.
  • the low-pressure water curtain system provided in the area of the filling station 7 provides additional protection for the steel structure of the hull near the filling station 7.
  • the low-pressure water curtain system works during LNG operations.
  • the hull shell structure of the filling station 7 area can adopt the turning platform, which is driven by the hydraulic power system.
  • the turning platform When the ship is sailing, the turning platform is retracted to the inner side of the ship to block the sea wind and waves during sailing; when the ship is docked for filling LNG, the turning platform is deployed to the outside of the ship, expanding the operating space of the filling station 7 and facilitating the ship filling operation of LNG .
  • the gas supply system of the dual-fuel ultra-large container ship further includes a fuel supply pipeline area, and the fuel supply pipeline area is arranged with a pipeline flowing from the gas processing room 5 to the engine room 15.
  • the fuel supply pipeline area is mainly used to arrange the pipeline from the gas processing room 5 to the engine room 15 to provide corresponding fuel supply for the gas equipment of the engine room 15. This area is between the potential fuel source and the mechanical space, except for certain requirements. In addition to physical isolation, adequate ventilation is also required to fully isolate the fuel source from the ignition source.
  • the fuel supply pipeline area is isolated from the fuel source and the ignition source, and the fuel supply pipeline area is also provided with a flame detection device.
  • a flame detection device In addition to installing some flame detection devices in the fuel supply pipeline area, reasonable fire-fighting devices are also needed to further control the occurrence and expansion of fire conditions.
  • the fuel pipeline in the engine room 15 adopts a double-walled pipe, and a combustible gas detection device is provided in the engine room 15.
  • the engine room 15 contains ignition equipment such as internal combustion engines and auxiliary boilers, this area should be isolated from all fuel sources as much as possible. Therefore, it is necessary to use double-wall pipes for the fuel pipes in the engine room 15 and reasonably install some combustible gas detection devices to effectively control the fire situation. occur.
  • the air inlet of the fan in engine room 15 should be designed in a non-hazardous area and equipped with a combustible gas detection device.
  • the gas processing room 5 of this embodiment includes a liquid fuel tank 20, a low-pressure fuel lift pump 22 is provided in the LNG fuel tank 1, and the low-pressure fuel lift pump 22 lifts fuel to the liquid fuel tank 20.
  • the liquid fuel tank 20 in the system is a non-fire pressure vessel.
  • the low-pressure fuel lift pump 22 in the LNG fuel tank 1 transports LNG into the liquid fuel tank 20.
  • a part of the LNG in the tank directly passes through the low-pressure vaporizer 11 for gasification and heating, and then is supplied to the dual-fuel generator set 3 and the dual-fuel boiler 4 through the low-pressure fuel main pipe; the other part of the LNG in the tank is delivered to the inlet of the high-pressure booster pump 8.
  • the pump pressurizes the low-pressure LNG to more than 300 bar, and then passes through the high-pressure vaporizer 10 (preferably a high-pressure shell-and-tube vaporizer) for vaporization and temperature rise before supplying to the dual fuel main engine 2 for use.
  • the high-pressure vaporizer 10 preferably a high-pressure shell-and-tube vaporizer
  • the gas treatment room 5 of this embodiment includes a low-pressure vaporizer 11, which vaporizes and heats the fuel in the liquid fuel tank 20 and delivers it to the dual-fuel generator set 3 and the engine room 15 Dual fuel steam boiler 4.
  • the gas treatment room 5 of this embodiment includes a high-pressure booster pump 8 and a high-pressure vaporizer 10.
  • the high-pressure booster pump 8 vaporizes and pressurizes the fuel in the liquid fuel tank 20 and delivers it to the high-pressure vaporizer.
  • the high-pressure vaporizer 10 vaporizes the fuel and delivers it to the dual-fuel main engine 2 in the engine room 15 after it is heated.
  • the fuel gas required for combustion then flows to the fuel gas main pipe, and is to be further decompressed and distributed to each fuel user for the fuel gas consumption of the generator; the high pressure gas supply system continues to be delivered to the high pressure pump 8 and then delivered to the LNG
  • the gasification and NG heating heater realizes the forced gasification of LNG and the heating of fuel gas.
  • the fuel gas that meets the combustion requirements then flows to the fuel gas main pipe for the main engine fuel gas consumption.
  • the second is that the boil-off gas BOG in the LNG fuel tank passes through the BOG compressor 9 and the necessary heat exchangers to realize the pressurization and heating processes of the BOG respectively.
  • the fuel gas BOG gas that meets the combustion requirements is merged into the low-pressure fuel gas main, and is distributed to each fuel user (dual fuel generator set and dual fuel boiler) for fuel gas consumption.
  • the gas supply system for a dual-fuel ultra-large container ship of this embodiment further includes a BOG compressor unit, which is arranged in the gas processing room 5.
  • the BOG compressor unit is located on deck 17, which is well ventilated and easy to maintain. At the same time, the impact of its noise needs to be considered.
  • the BOG compressor unit includes a BOG compressor 9 and an imported heat exchanger 21.
  • the gas supply system for the dual-fuel ultra-large container ship of this embodiment further includes a vented mast 6.
  • the breathable mast 6 is used for cold venting activities during normal operation or accident conditions, and is a facility for venting flammable gas from the pressurized system to the atmosphere safely and without risking personnel and equipment.
  • the position of the breathable mast 6 should be determined by integrating many factors such as the dominant wind direction, personnel housing, and the new air outlet of the fan.
  • the breathable mast 6 is generally arranged in the downwind direction of the dominant wind direction, away from the residential area of the personnel and the fresh air outlet of the fan.
  • the LNG fuel tank 1 of this embodiment is arranged in the middle section of the ship and located below the superstructure 24.
  • the LNG fuel tank 1 utilizes a relatively regular cross-sectional area in the middle of the ship.
  • the shape of the fuel tank in this area is more regular and has a smaller impact on the cargo space. But it is far from the gas equipment in the engine room.
  • the gas processing systems in the LNG fuel tank 1, the filling station 7 and the gas processing room 5 are all equipped with LNG venting pipelines. Since the LNG fuel tank 1 is installed in the middle section of the ship, considering the LNG fuel tank 1 and the dual-fuel super large container In order to reduce the back pressure of the LNG venting pipeline, the LNG venting pipe is connected and communicated with the venting mast 6 for the venting requirements of the ship's gas supply system.
  • the breathable mast 6 can utilize the foremast structure of the container ship to share the fore mast maintenance channel and platform.
  • the fuel gas processing system mainly includes the operation of transporting the fuel in the LNG fuel tank 1 to the fuel gas processing room 5 for processing.
  • the gas system and dual-fuel equipment (dual-fuel main engine 2, dual-fuel generator set 3, dual-fuel steam boiler 4) contained in the nacelle 15 are also provided with LNG vent pipes, which are connected and communicated with the vent mast 6.
  • the gas-using equipment such as dual-fuel main engine 2, dual-fuel generator set 3, dual-fuel steam boiler 4 are arranged in the engine room 15 of the stern.
  • the gas that has been heated and gasified by the gas treatment equipment reaches the engine room 15 through the fuel treatment room 5 in the middle section of the ship.
  • the gas flowing pipeline can be provided with a closed gas pipe lane and a ventilated double wall pipe.
  • the gas processing equipment includes a low-pressure vaporizer 11, a BOG compressor unit, a high-pressure vaporizer 10, a high-pressure booster pump 8, and other equipment for processing LNG.

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

一种双燃料超大型集装箱船供气***，包括：LNG燃料舱，设置在甲板的下方；机舱，设置于甲板的下方，且位于船舶的尾部；燃气处理间，设置于甲板的上方。LNG燃料舱内的燃料输送至燃气处理间进行处理，并输送至机舱内的用气设备。LNG燃料舱设置在甲板下方，综合考虑了LNG燃料舱对船舶稳性的影响、防火分隔和危险区域的划分以及天然气管路布置的便利性；同时充分利用了超大型集装箱船的内部空间，最大有效容积能满足超大型集装箱船在全程航线使用LNG燃料，至少可满足船舶在既定航线上航行一个来回。

Description

双燃料超大型集装箱船供气***及超大型集装箱船
本申请要求申请日为2019年7月18日的中国专利申请CN201910650422.6的优先权。本申请引用上述中国专利申请的全文。
技术领域
本发明涉及一种双燃料超大型集装箱船供气***及超大型集装箱船。
背景技术
面对未来严格的“Tier III”排放，目前主要有两种应对思路：或者沿用传统燃油，采用后处理装置；或者采用天然气动力***。
采用后处理装置的主要方案有：在排气***中加装NOx后处理装置-选择性催化还原反应装置(SCR)；废气再循环(EGR)；脱硫洗涤塔(Scrubber)；使用专门提炼的低硫油(MGO)。但是，采用以上这些后处理装置方案除了需要初期设备成本的投入外，还需要在投入使用后付出相当费用的运行和维护成本。
天然气由于其热值高、不含硫、燃烧清洁、排放较低而将成为未来绿色环保型船的首选燃料。国外的研究资料表明，采用天然气作为燃料，各类排放降低十分显著。
兼容传统燃油又能燃用天然气的双燃料动力***，不仅能够使碳、硫、微粒、油渣等污染物的排放大大减少，而且可以大大降低燃料的成本费用。随着Tier III废气排放的实施，以及天然气价格优势，越来越多的超大型集装箱船东倾向于使用双燃料推进***来为船舶提供动力，未来新造的超大型集装箱船舶更多的将会直接采用双燃料推进或是获得可供改装成双燃料推进的船级符号，以降低航运成本，满足日益严格的环保要求。双燃料动力***的超大型集装箱船将是未来的主流趋势，具有非常广阔的市场空间。
目前国内已有的LNG动力***舱容较小，一般不超过2000立方。研究大容量LNG动力***的解决技术方案，是解决超大型集装箱船和其他大型远洋船舶装备双燃料动力***，满足最新的IGF CODE、ISO规则和船级社规范要求，实现国际间安全航运的必 要保证。
发明内容
本发明要解决的技术问题是为了克服现有技术中LNG燃料舱的容积大，LNG燃料供气***复杂、布局困难缺陷，提供一种双燃料超大型集装箱船供气***及超大型集装箱船。
本发明是通过下述技术方案来解决上述技术问题：
一种双燃料超大型集装箱船供气***，其特点在于，所述双燃料超大型集装箱船供气***包括：
LNG燃料舱，所述LNG燃料舱设置在甲板的下方；
机舱，所述机舱设置于所述甲板的下方，且所述机舱位于船舶的尾部；
燃气处理间，所述燃气处理间设置于所述甲板的上方，其中，所述LNG燃料舱内的燃料输送至所述燃气处理间进行处理，并输送至所述机舱内的用气设备。
超大型集装箱船主要包括1万箱以上至2万5千箱的超大型集装箱船(Ultra Large Container Vessel)。此类船舶的特点是采用双岛设计，即上建居住区域和机舱区域分别布置在船中和船尾部区域。
本方案的LNG燃料舱设置在甲板下方，LNG燃料舱的布置综合考虑LNG燃料舱对船舶稳性的影响、防火分隔和危险区域的划分以及天然气管路布置的便利性。同时限度利用了超大型集装箱船的内部空间，最大有效容积能满足超大型集装箱船在全程航线使用LNG燃料，至少可满足船舶在既定航线上航行一个来回。
和/或，所述机舱内设置有双燃料主机、双燃料发电机组以及双燃料蒸汽锅炉。
和/或，所述LNG燃料舱设置在所述机舱的前方并紧邻所述机舱的前壁。LNG燃料舱布置靠近机舱区域为最佳选择之一，能够有效减少燃料的输送距离。
和/或，所述LNG燃料舱设置在船舶的中段并位于上层建筑的下方。LNG燃料舱利用了船舶中段较规则的截面区域，该区域的燃料舱形状更加规整，对载货空间影响更小一些。但是离机舱的用气设备较远。
和/或，所述双燃料超大型集装箱船供气***还包括加注站以及加注管路，所述加注站设置于船舷的两侧并位于甲板的上方。加注站的布置方案考虑到大型超大型集装箱船充装的灵活性，满足超大型集装箱船在多工况情况下两侧均可进行燃料补给的需求。
和/或，所述LNG燃料舱与紧邻的货舱之间设置有空隔舱。
较佳地，所述双燃料超大型集装箱船供气***还包括燃料供给管道区，所述燃料供给管道区布置有从所述燃气处理间流向所述机舱的管道。燃料供给管道区主要用来布置从燃气处理间流向机舱的管道，为机舱部分的用气设备提供相应的燃料供给，该区域介于潜在燃料源与机械处所之间，除需要一定的物理隔离之外，还需要保证足够的通风，以此将燃料源和点火源充分隔离。
优选的，所述燃料供给管道区与燃料源和点火源隔离，所述燃料供给管道区还设置有火焰探测装置。燃料供给管道区除了需要安装一些火焰探测装置，还需要合理的消防装置来进一步控制火灾状况的发生和扩大。
较佳地，所述机舱内的燃料管道采用双壁管，且所述机舱内设置有可燃气体探测装置。由于机舱包含内燃机和辅锅炉等点火设备，该区域应尽量与所有燃料源进行隔离，因此需要对机舱内的燃料管道采用双壁管，并合理安装一些可燃气体探测装置，有效控制火灾状况发生。机舱风机进风口应设计于非危险区域，并装配可燃气体探测装置。
较佳地，所述燃气处理间内包括液态燃料罐，所述LNG燃料舱内设置有低压燃料提升泵，所述低压燃料提升泵将燃料提升至所述液态燃料罐。
优选的，所述燃气处理间内包括低压气化器，所述低压气化器将所述液态燃料罐的燃料气化升温后输送给机舱内的双燃料发电机组以及双燃料蒸汽锅炉。
优选的，所述燃气处理间内包括高压增压泵以及高压气化器，所述高压增压泵将所述液态燃料罐的燃料气化增压后输送给所述高压气化器，所述高压气化器将燃料气化升温后输送给机舱内的双燃料主机。
较佳地，所述双燃料超大型集装箱船供气***还包括BOG压缩机组，所述BOG压缩机组设置于所述燃气处理间内。BOG压缩机组布置位于甲板上，既通风良好又便于维修，同时还需要考虑其噪音的影响。
优选的，所述BOG压缩机组包括BOG压缩机以及进口换热器。
较佳地，所述双燃料超大型集装箱船供气***还包括透气桅杆。透气桅杆是用于正常运行或事故状态时的冷放空活动，将来自有压***的易燃气体安全地、不致危机人员和设备地泄放到大气中去的设施。透气桅杆位置的确定应综合主导风向、人员居住、风机新风口等诸多因素。透气桅杆一般布置在主导风向的下风向，远离人员居住区以及风机新风口。
较佳地，所述LNG燃料舱采用IMO B型舱、薄膜型舱、IMO C型舱或IMO A型舱。
较佳地，所述LNG燃料舱采用双耳圆柱型罐形状的IMO C型舱。
较佳地，采用IMO A型舱的所述LNG燃料舱为独立储罐，位于一个完全绝缘的货舱内，具有稳固的自撑型主屏壁***和液密次屏壁***。
较佳地，所述机舱内设置有双燃料主机、双燃料发电机组以及燃油蒸汽锅炉；
或者，所述机舱内设置有双燃料主机、双燃料发电机组以及天然气焚烧塔装置。
较佳地，所述双燃料超大型集装箱船供气***还包括加注站、加注接头、加注管路和集液盘，所述加注站设置于船舷的两侧并位于甲板的上方，所述集液盘设置在所述加注接头下方。
较佳地，所述加注站还包括水幕***，所述水幕***用于包括所述加注站附件的船体钢结构。
较佳地，所述加注站还包括固定式干粉灭火***。
较佳地，所述双燃料超大型集装箱船供气***还包括翻转平台，所述翻转平台作用于所述加注站，当船舶航行时，所述翻转平台向船内侧收起，遮挡航行时的海上风浪；当船舶停靠加注LNG时，所述翻转平台向船外侧展开；
优选的，所述翻转平台由液压动力***驱动；
优选的，所述翻转平台由靠近所述加注站的船体外板组成。
较佳地，所述双燃料超大型集装箱船供气***还包括LNG透气管路、加注站和透气桅杆，所述LNG燃料舱、所述加注站和所述燃气准备间内的燃气处理***均设置有所述LNG透气管路，所述LNG透气管路与所述透气桅杆连接并连通。
较佳地，所述机舱包含的燃气***和双燃料设备均设置有所述LNG透气管路，所述LNG透气管路与所述透气桅杆连接并连通。
较佳地，所述燃料处理间至所述机舱的燃料运输管道为密封式的燃气管弄；
优选的，所述燃料运输管道采用通风式的双壁管。
较佳地，双燃料超大型集装箱船供气***还包括双燃料主机，所述双燃料主机采用高压双燃料发动机或两冲程低速双燃料发动机。一种超大型集装箱船，其特点在于，其包括所述的双燃料超大型集装箱船供气***。
本发明的积极进步效果在于：本发明的LNG燃料舱设置在甲板下方，LNG燃料舱的布置综合考虑LNG燃料舱对船舶稳性的影响、防火分隔和危险区域的划分以及天然气管路布置的便利性。同时限度利用了超大型集装箱船的内部空间，最大有效容积能满足超大型集装箱船在全程航线使用LNG燃料，至少可满足船舶在既定航线上航行一个来回。
附图说明
图1为本发明实施例1的超大型集装箱船的内部结构示意图。
图2为本发明实施例1的超大型集装箱船的主视方向结构示意图。
图3为本发明实施例1的机舱棚及烟囱区域的结构示意图。
图4为本发明实施例1的燃气处理间的结构示意图。
图5为本发明实施例2的超大型集装箱船的内部结构示意图。
具体实施方式
下面通过实施例的方式进一步说明本发明，但并不因此将本发明限制在所述的实施例范围之中。
图1～图4中所示的附图标记如下：1、LNG燃料舱；2、双燃料主机；3、双燃料发电机组；4、双燃料蒸汽锅炉；5、燃气处理间；6、透气桅杆；7、加注站；8、高压增压泵；9、BOG压缩机；10、高压气化器；11、低压气化器；12、乙二醇循环柜；13、乙二 醇循环泵；14、LNG燃料舱穹顶；15、机舱；16、机舱棚及烟囱区域；17、甲板；18、LNG燃料舱接头处所；19、燃气处理间气密门；20、液态燃料罐；21、BOG压缩机进口换热器；22、低压燃料提升泵；23、超大型集装箱船装箱区域；24、上层建筑。
实施例1
如图1-图4所示，本发明公开了一种超大型集装箱船，其包括双燃料超大型集装箱船供气***，其中，本实施例的双燃料超大型集装箱船供气***包括LNG燃料舱1，LNG燃料舱1设置在甲板17的下方。为了安全设计，LNG燃料舱1与紧邻的货舱之间设置有空隔舱。
本文中所提及的LNG燃料舱1可采用IMO B型舱、薄膜型舱、IMO C型舱或IMO A型舱。在LNG燃料舱1占用空间相同的情况下，IMO B型舱和薄膜型舱的有效容积相对较大，IMO C型舱的有效容积相对较小，但IMO C型舱的设计较为简单，制造成本也更低，适合广泛应用于以LNG做为燃料的集装箱船上。LNG燃料舱1优选选用双耳圆柱型罐形状的IMO C型舱，能够有效改善IMO C型舱空间利用率相对较低的问题。IMO A型舱是独立储罐，位于一个完全绝缘的货舱内，具有稳固的自撑型主屏壁***和液密次屏壁***。IMO A型舱涉及的技术属于本领域技术人员公知的技术，具体不做详细描述，可以参见LNT Marine AS公司的LNT-A-BOX***。
本实施例的双燃料超大型集装箱船供气***还包括机舱15，机舱15设置于甲板17的下方，且机舱15位于船舶的尾部。
本实施例的双燃料超大型集装箱船供气***还包括燃气处理间5，燃气处理间5设置于甲板17的上方，其中，LNG燃料舱1内的燃料输送至燃气处理间5进行处理，并输送至机舱15内的用气设备。
本方案的LNG燃料舱1设置在甲板17下方，LNG燃料舱1的布置综合考虑LNG燃料舱1对船舶稳性的影响、防火分隔和危险区域的划分以及天然气管路布置的便利性。同时限度利用了超大型集装箱船的内部空间，最大有效容积能满足超大型集装箱船在全程航线使用LNG燃料，至少可满足船舶在既定航线上航行一个来回。
本实施例中，机舱15内设置有双燃料主机2、双燃料发电机组3以及双燃料蒸汽锅 炉4。在其他可替代的实施方式中，双燃料蒸汽锅炉4可以用常规燃油蒸汽锅炉或GCU(天然气焚烧塔装置)替代，其中，GCU能够处理掉LNG燃料舱里多余的BOG蒸发气。
双燃料主机2可以选用曼恩公司的ME-GI系列高压双燃料发动机(该发动机最高工作压力300巴)或温特图尔发动机公司的WinGD X-DF系列两冲程低速双燃料发动机。
对于曼恩公司的ME-GI系列高压双燃料发动机，船上配置高低压供气***，向双燃料用户供应满足其使用要求的燃气。由于该型发动机采用迪塞尔(Diesel)循环的工作方式，在燃油和燃气模式下的NOx排放只能符合Tier II标准，因此需要结合尾气处理设备选择性催化还原反应装置(SCR)或废气再循环装置(EGR)才能满足Tier III的排放要求，但该型发动机可以源头上完全避免甲烷逃逸现象的产生。
对于温特图尔发动机公司的WinGD X-DF系列两冲程低速双燃料发动机，该型发电机采用奥托循环(Otto cycle)的运行方式，最高工作压力不超过16巴，气体模式下可直接满足Tier III的排放标准，无需额外配置脱销装置，如SCR(选择性催化还原技术)装置。但奥托循环发动机在使用燃气模式运行时会出现甲烷逃逸的现象，对环境带来一定的影响。采用该型发动机能够降低对应双燃料超大型集装箱船供气***的工作压力，供气***仅需提供不超过16巴压力燃气给双燃料主机2、6～9巴燃气给双燃料发电机组3和双燃料蒸汽锅炉4。供气***的设备配置和工艺流程较为简单，无需配置高压增压泵8。可通过LNG燃料舱1的低压燃料提升泵22提供LNG给低压气化器11，加温气化后直接供应给双燃料主机2使用。其中，本领域对于“低压燃料提升泵22”的另一种通常叫法为“LNG输送泵”，对于“低压气化器11”的另一种通常叫法为“低压气化器/加热器”。
如图1和图2所示，本实施例中，LNG燃料舱1设置在机舱15的前方并紧邻机舱15的前壁。LNG燃料舱1布置靠近机舱15区域为最佳选择之一，能够有效减少燃料的输送距离。
如图4所示，双燃料超大型集装箱船供气***还包括加注站7以及加注管路，加注站7设置于船舷的两侧并位于甲板17的上方。加注站7的布置和功能可满足分别用LNG槽车加注或LNG加注船加注的要求，加注站7的布置方案考虑到大型超大型集装箱船充装的灵活性，满足超大型集装箱船在多工况情况下两侧均可进行燃料补给的需求。加注 站7的燃料管路距离舷侧应不少于800mm。加注接头和管路的位置和布置应使得燃料管路受到的任何损坏不会造成船舶燃料围护***损坏，并导致不受控的气体排放。在LNG加注接头和任何可能泄漏的位置下方应设置集液盘，防止LNG加注过程中因为发生泄露导致的船体结构因为面临无法承受的低温而损坏。集液盘及管系应由合适的材料制成。在集液盘侧壁设置溢流口，溢流的LNG应能通过排放管排出舷外。
按照IGF Code规范要求，加注站7应配置固定式干粉灭火***。加注站7区域提供低压水幕***为加注站7附近的船体钢结构提供额外保护，低压水幕***在LNG作业时工作。
加注站7区域的船体外板结构可采用翻转平台，翻转平台用液压动力***驱动。船舶在航行时，翻转平台向船内侧收起，遮挡航行时的海上风浪；船舶停靠加注LNG时，翻转平台向船外侧展开，扩展加注站7的操作空间，便于船舶加注LNG的操作。
本实施例中，双燃料超大型集装箱船供气***还包括燃料供给管道区，燃料供给管道区布置有从燃气处理间5流向机舱15的管道。燃料供给管道区主要用来布置从燃气处理间5流向机舱15的管道，为机舱15部分的用气设备提供相应的燃料供给，该区域介于潜在燃料源与机械处所之间，除需要一定的物理隔离之外，还需要保证足够的通风，以此将燃料源和点火源充分隔离。
本实施例中，燃料供给管道区与燃料源和点火源隔离，燃料供给管道区还设置有火焰探测装置。燃料供给管道区除了需要安装一些火焰探测装置，还需要合理的消防装置来进一步控制火灾状况的发生和扩大。
本实施例中，机舱15内的燃料管道采用双壁管，且机舱15内设置有可燃气体探测装置。由于机舱15包含内燃机和辅锅炉等点火设备，该区域应尽量与所有燃料源进行隔离，因此需要对机舱15内的燃料管道采用双壁管，并合理安装一些可燃气体探测装置，有效控制火灾状况发生。机舱15风机进风口应设计于非危险区域，并装配可燃气体探测装置。
如图4所示，本实施例的燃气处理间5内包括液态燃料罐20，LNG燃料舱1内设置有低压燃料提升泵22，低压燃料提升泵22将燃料提升至液态燃料罐20。***中的液态 燃料罐20属于无火压力容器，LNG燃料舱1内低压燃料提升泵22将LNG输送到液态燃料罐20内。罐内一部分LNG直接经过低压气化器11进行气化升温后通过低压燃料总管供给双燃料发电机组3和双燃料锅炉4使用；罐内另一部分LNG输送至高压增压泵8的进口处，该泵将低压LNG增压至300bar以上，再经过高压气化器10(优选为高压管壳式气化器)进行气化升温后供给双燃料主机2使用。
如图4所示，本实施例的燃气处理间5内包括低压气化器11，低压气化器11将液态燃料罐20的燃料气化升温后输送给机舱15内的双燃料发电机组3以及双燃料蒸汽锅炉4。
如图4所示，本实施例的燃气处理间5内包括高压增压泵8以及高压气化器10，高压增压泵8将液态燃料罐20的燃料气化增压后输送给高压气化器10，高压气化器10将燃料气化升温后输送给机舱15内的双燃料主机2。
燃料气体主要有两个来源：
一是LNG气化产生，即LNG燃料舱1里的LNG经过燃料泵加压，然后低压供气***输送至LNG气化及NG升温加热器，实现对LNG的强制气化和燃料气体升温，符合燃烧要求的燃料气接着流向燃料气总管，待进一步分别减压和输配至每个燃料用户，供发电机燃料气体消耗使用；高压供气***继续输送至高压泵增压8，然后输送至LNG气化及NG升温加热器，实现对LNG的强制气化和燃料气体升温，符合燃烧要求的燃料气接着流向燃料气总管，供主机燃料气体消耗使用。
二是LNG燃料舱里的蒸发气体BOG经过BOG压缩机9及必要的热交换器，分别实现对BOG的加压和升温过程。符合燃烧要求的燃料气BOG气体被汇入低压燃料气体总管，输配至每个燃料用户(双燃料发电机组和双燃料锅炉)，供燃料气体消耗使用。
如图4所示，本实施例的双燃料超大型集装箱船供气***还包括BOG压缩机组，BOG压缩机组设置于燃气处理间5内。BOG压缩机组布置位于甲板17上，既通风良好又便于维修，同时还需要考虑其噪音的影响。BOG压缩机组包括BOG压缩机9以及进口换热器21。
如图3所示，本实施例的双燃料超大型集装箱船供气***还包括透气桅杆6。透气桅 杆6是用于正常运行或事故状态时的冷放空活动，将来自有压***的易燃气体安全地、不致危机人员和设备地泄放到大气中去的设施。透气桅杆6位置的确定应综合主导风向、人员居住、风机新风口等诸多因素。透气桅杆6一般布置在主导风向的下风向，远离人员居住区以及风机新风口。
实施例2
如图5所示，本实施例的LNG燃料舱1设置在船舶的中段并位于上层建筑24的下方。LNG燃料舱1利用了船舶中段较规则的截面区域，该区域的燃料舱形状更加规整，对载货空间影响更小一些。但是离机舱的用气设备较远。
LNG燃料舱1、加注站7和燃气处理间5里的燃气处理***均设置有LNG透气管路，由于LNG燃料舱1设置在船舶的中段，考虑到LNG燃料舱1以及双燃料超大型集装箱船供气***的透气的需求，为了减少LNG透气管路的背压，LNG透气管与透气桅杆6连接并连通。透气桅杆6可利用集装箱船的前桅结构，共用前桅的检修通道和平台。燃气处理***主要包括将LNG燃料舱1内的燃料运输至燃气处理间5进行处理的操作。
机舱15所包含的燃气***和双燃料设备(双燃料主机2、双燃料发电机组3、双燃料蒸汽锅炉4)也设置有LNG透气管路，LNG透气管与透气桅杆6连接并连通。
由于用气设备如双燃料主机2、双燃料发电机组3、双燃料蒸汽锅炉4布置在船艉的机舱15中。经过燃气处理设备进行加温气化的燃气经过船舶中段的燃料处理间5到达机舱15，燃气流动的管道可设置封闭形式的燃气管弄，并采用通风形式的双壁管。燃气处理设备包括低压气化器11、BOG压缩机组、高压气化器10和高压增压泵8等对LNG进行处理的设备。
虽然以上描述了本发明的具体实施方式，但是本领域的技术人员应当理解，这仅是举例说明，本发明的保护范围是由所附权利要求书限定的。本领域的技术人员在不背离本发明的原理和实质的前提下，可以对这些实施方式做出多种变更或修改，但这些变更和修改均落入本发明的保护范围。

Claims (20)

  1. 一种双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***包括：
    LNG燃料舱，所述LNG燃料舱设置在甲板的下方；
    机舱，所述机舱设置于所述甲板的下方，且所述机舱位于船舶的尾部；
    燃气处理间，所述燃气处理间设置于所述甲板的上方，其中，所述LNG燃料舱内的燃料输送至所述燃气处理间进行处理，并输送至所述机舱内的用气设备。
  2. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述机舱内设置有双燃料主机、双燃料发电机组以及双燃料蒸汽锅炉；
    和/或，所述LNG燃料舱设置在所述机舱的前方并紧邻所述机舱的前壁；
    和/或，所述LNG燃料舱设置在船舶的中段并位于上层建筑的下方；
    和/或，所述双燃料超大型集装箱船供气***还包括加注站以及加注管路，所述加注站设置于船舷的两侧并位于甲板的上方；
    和/或，所述LNG燃料舱与紧邻的货舱之间设置有空隔舱。
  3. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***还包括燃料供给管道区，所述燃料供给管道区布置有从所述燃气处理间流向所述机舱的管道；优选的，所述燃料供给管道区与燃料源和点火源隔离，所述燃料供给管道区还设置有火焰探测装置。
  4. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述机舱内的燃料管道采用双壁管，且所述机舱内设置有可燃气体探测装置。
  5. 如权利要求2所述的双燃料超大型集装箱船供气***，其特征在于，所述燃气处理间内包括液态燃料罐，所述LNG燃料舱内设置有低压燃料提升泵，所述低压燃料提升泵将燃料提升至所述液态燃料罐；
    优选的，所述燃气处理间内包括低压气化器，所述低压气化器将所述液态燃料罐的燃料气化升温后输送给机舱内的双燃料发电机组以及双燃料蒸汽锅炉；
    优选的，所述燃气处理间内包括高压增压泵以及高压气化器，所述高压增压泵将所述液态燃料罐的燃料气化增压后输送给所述高压气化器，所述高压气化器将燃料气化升温后输送给机舱内的双燃料主机。
  6. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***还包括BOG压缩机组，所述BOG压缩机组设置于所述燃气处理间内；优选的，所述BOG压缩机组包括BOG压缩机以及进口换热器。
  7. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***还包括透气桅杆。
  8. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述LNG燃料舱采用IMO B型舱、薄膜型舱、IMO C型舱或IMO A型舱。
  9. 如权利要求8所述的双燃料超大型集装箱船供气***，其特征在于，所述LNG燃料舱采用双耳圆柱型罐形状的IMO C型舱。
  10. 如权利要求8所述的双燃料超大型集装箱船供气***，其特征在于，采用IMO A型舱的所述LNG燃料舱为独立储罐，位于一个完全绝缘的货舱内，具有稳固的自撑型主屏壁***和液密次屏壁***。
  11. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述机舱内设置有双燃料主机、双燃料发电机组以及燃油蒸汽锅炉；
    或者，所述机舱内设置有双燃料主机、双燃料发电机组以及天然气焚烧塔装置。
  12. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***还包括加注站、加注接头、加注管路和集液盘，所述加注站设置于船舷的两侧并位于甲板的上方，所述集液盘设置在所述加注接头下方。
  13. 如权利要求12所述的双燃料超大型集装箱船供气***，其特征在于，所述加注站还包括水幕***，所述水幕***用于包括所述加注站附件的船体钢结构。
  14. 如权利要求12所述的双燃料超大型集装箱船供气***，其特征在于，所述加注站还包括固定式干粉灭火***。
  15. 如权利要求12所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料 超大型集装箱船供气***还包括翻转平台，所述翻转平台作用于所述加注站，当船舶航行时，所述翻转平台向船内侧收起，遮挡航行时的海上风浪；当船舶停靠加注LNG时，所述翻转平台向船外侧展开；
    优选的，所述翻转平台由液压动力***驱动；
    优选的，所述翻转平台由靠近所述加注站的船体外板组成。
  16. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述双燃料超大型集装箱船供气***还包括LNG透气管路、加注站和透气桅杆，所述LNG燃料舱、所述加注站和所述燃气准备间内的燃气处理***均设置有所述LNG透气管路，所述LNG透气管路与所述透气桅杆连接并连通。
  17. 如权利要求16所述的双燃料超大型集装箱船供气***，其特征在于，所述机舱包含的燃气***和双燃料设备均设置有所述LNG透气管路，所述LNG透气管路与所述透气桅杆连接并连通。
  18. 如权利要求1所述的双燃料超大型集装箱船供气***，其特征在于，所述燃料处理间至所述机舱的燃料运输管道为密封式的燃气管弄；
    优选的，所述燃料运输管道采用通风式的双壁管。
  19. 如权利要求1中所述的双燃料超大型集装箱船供气***，其特征在于，双燃料超大型集装箱船供气***还包括双燃料主机，所述双燃料主机采用高压双燃料发动机或两冲程低速双燃料发动机。
  20. 一种超大型集装箱船，其特征在于，其包括如权利要求1-19任意一项所述的双燃料超大型集装箱船供气***。
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