An on-water LNG ship fueling system

Abstract

The present invention discloses a ship-to-ship LNG filling system, which includes an LNG cryogenic composite hose, an emergency disconnection device, a dry quick connection device, a hose support and descent device, a ship-to-ship distance measurement system, a hydraulic system, and an electrical system. This system can disconnect the hose connection between ships without inerting the pipeline (replacing the natural gas in the pipeline with nitrogen), improving the operation efficiency and meeting the requirements of frequent filling operations between ships on water. At the same time, it has ship position monitoring and manual buttons to automatically or manually trigger the emergency separation of ships in case of emergency, ensuring the safety of the filling process. Compared with previous solutions, the present invention has the advantages of high safety, high efficiency, and applicability to various ship types.

Description

Technical Field

[0001] The present invention belongs to the technical field of inter-ship LNG transportation and transfer, and in particular to an on-water LNG ship-to-ship filling system. Background Art

[0002] With increasing environmental regulations for ship emissions, more and more ships are using natural gas as a power source, with liquefied natural gas (LNG) stored as fuel. Natural gas-powered ships are primarily refueled using two methods: floating refueling and shore-based refueling. Floating refueling between ships, with its advantages of flexibility and the absence of docking, has become a major trend in future development. Consequently, LNG bunkering vessels equipped with ship-to-ship refueling systems have emerged. Based on the characteristics and operational requirements of LNG refueling between ships, LNG ship-to-ship refueling systems must ensure safe and rapid loading and unloading of LNG between ships within a certain range and level of turbulence, and enable ship-to-ship separation in emergency situations to ensure the safety of personnel and equipment. Existing solutions suffer from the following issues: low refueling efficiency and impracticality for all ship types; the majority of these connection devices utilize grippers, resulting in a relatively complex process; the rangefinder is not adjustable, making it unsuitable for all ship types; the position of the refueling pipe is not adjustable, making it unsuitable for all locations; and the lack of protective measures in harsh low-temperature environments, making the emergency release mechanism prone to malfunction and low safety. Summary of the Invention

[0003] The present invention aims to address the aforementioned problems of the prior art by providing a highly safe, efficient, and adaptable floating LNG bunkering system for various ship types. This system can disconnect inter-ship hose connections without requiring pipeline degassing (displacing natural gas in the pipeline with nitrogen), improving operational efficiency and meeting the needs of frequent inter-ship bunkering operations. Furthermore, it features ship position monitoring and a manual button to automatically or manually trigger emergency ship separation in an emergency, ensuring the safety of the bunkering process.

[0004] The technical solution for achieving the purpose of the present invention is: an on-water LNG ship-to-ship filling system, the system including an LNG cryogenic composite hose, an emergency release device, a dry quick-connect device, a hose support and a slow-down device, a ship-to-ship ranging system, a hydraulic system, and an electrical system; one end of the LNG cryogenic composite hose is connected to the emergency release device via a flange, and the other end is connected to the dry quick-connect device via a flange, forming a complete cryogenic transmission path; the system includes at least two cryogenic transmission paths, one for LNG liquid transmission and the other for BOG (LNG boil-off gas) return, and the number of cryogenic transmission paths can be configured to meet the transmission flow requirements under different working conditions; the hose support adopts two types: fixed and adjustable, wherein the filling ship end adopts a fixed hose support and the receiving ship end adopts an adjustable hose support;

[0005] During non-refueling operations, the emergency disconnection device is fixedly connected to the transfer flange on the refueling ship. The fixed hose support, hydraulic system, electrical system, and ship-to-ship distance measurement system are all installed in their working positions, while the LNG cryogenic composite hose, dry quick-connect device, and adjustable hose support are placed in the storage area. After the ships complete berthing operations, the adjustable hose support is lifted by the lifting device on the refueling ship and installed on the ship to be refueled, and the height of the connecting pipe is adjusted according to the ship to be refueled. The hook at the front end of the anti-static rope of the ship-to-ship distance measurement system is hung on the ship to be refueled, and the ship-to-ship distance measurement system is connected to the fishplate on the deck through a threaded clamp and can quickly adjust the installation position according to the requirements of the ship to be refueled. The LNG cryogenic composite hose and dry quick-connect are lifted to the working position, and the ships can be quickly connected and disconnected through the dry quick-connect device without purging the pipeline.

[0006] During normal transportation, the LNG cryogenic composite hose is supported by the hose support device to avoid contact with other parts of the hull and is in a U-shape between the ships. The hydraulic oil pumped by the hydraulic system circulates between the hydraulic cylinder, hydraulic valve block, and hoop clamp block, and the hoop clamp block is heated by the circulation of the hydraulic oil.

[0007] When the position between the ships exceeds the normal working area, the ship-to-ship distance measurement system will send an alarm signal to the electrical system. The electrical system drives the emergency disconnection device to act through the control of the hydraulic system, automatically cutting off the LNG transportation path and realizing the separation of the ships. During the separation process, the separated part drops along the hose support device under the action of gravity with the hose. During this process, the slow-down device functions to realize the slow-down function of the hose after emergency disconnection through hydraulic damping.

[0008] Furthermore, according to the set threshold range, the ship-to-ship distance measurement system will generate at least two levels of alarm signals, namely the ESD1 signal and the ESD2 signal in sequence. When the electrical system receives the ESD1 alarm signal, it will trigger the audible and visual alarm device and upload the signal to the integrated ship control system at the same time. When the electrical system receives the ESD2 alarm signal, it will drive the cylinder of the emergency disconnection device through the hydraulic system to automatically cut off the LNG transportation path.

[0009] Furthermore, the system also includes manual ESD1 and ESD2 alarm buttons, which are installed at the refueling deck site or other positions required by users. The ESD1 and ESD2 signals can be triggered through manual operation, and a cover is installed on the alarm button to prevent misoperation.

[0010] Furthermore, the emergency disconnection device includes a fixed flap valve, a disconnection flap valve, a hydraulic cylinder, a hoop, a hoop clamping block, a safety pin, a hydraulic valve block, and a hydraulic circulation pipeline; during the filling process, hydraulic oil circulates between the hydraulic cylinder, the hydraulic valve block, and the hoop clamping block through the hydraulic circulation pipeline, and the hoop clamping block is heated by the hydraulic oil circulation; in an emergency, the hydraulic cylinder drives the hoop clamping block to retract and cuts the safety pin, and the hoop opens after losing its limit, the fixed flap valve and the disconnection flap valve are separated, and the internal flaps lose mutual limitation and close under the action of springs, automatically cutting off the conveying path.

[0011] Furthermore, the dry quick connection device includes a male head and a female head, where the male head is connected to the manifold on the receiving ship through a flange, and the female head is connected to the manifold on the filling ship through a flange; during the docking process, turn the handle of the female head to open its internal valve and push the internal valve core of the male head to move, establishing a conveying path; during the disconnection process, turn the handle of the female head to close its internal valve, and the internal valve core of the male head is pressed against the valve seat under the action of a spring, cutting off the conveying path.

[0012] Furthermore, the fixed hose support frame at the filling ship end includes a box frame and a hose support frame, which are connected through an ear seat to realize the rapid recovery of the hose support frame in the non-filling state; the adjustable hose support frame at the receiving ship end includes a box frame and an adjustable hose support frame, which are connected through a long pin shaft, and multiple mounting holes are provided on the adjustable hose support frame, and the support height is adjusted by selecting different mounting holes.

[0013] Furthermore, a descent device is installed inside the fixed hose support. The descent device includes a drum, a rope, a speed increaser, a hydraulic motor, a hydraulic oil tank, and a throttle valve. The drum is connected in series with the speed increaser and the hydraulic motor to form a non-powered hydraulic damping system, and the descent speed is controlled by adjusting the opening of the throttle valve; one end of the rope is fixed and wound around the drum, and the other end passes through the saddle through the opening at the rear end of the saddle and is connected to the disconnection flap valve in the emergency disconnection device.

[0014] Furthermore, the system is equipped with 2 sets of ship-to-ship distance measurement systems, which are installed at the stern and bow respectively. The ship-to-ship distance measurement system includes a housing, a first-level alarm sensor, a second-level alarm sensor, and an anti-static rope. One end of the anti-static rope is connected to the two sensors, and the other end is connected to the receiving ship through a hook; the sensors use mechanical sensing and send corresponding alarm signals when the tension exceeds the set value; the ship-to-ship distance measurement system is connected to the fishplate on the deck through a threaded clamp and can be quickly adjusted according to the needs of the receiving ship.

[0015] Furthermore, the electrical control system adopts a redundant configuration including a power supply, a CPU, and an IO communication module, with one in use and one in reserve during the working process; when receiving the alarm signal transmitted by the ship-to-ship distance measurement system, it drives the emergency disconnection device to act through controlling the hydraulic system, realizing the separation of the filling ship and the receiving ship in an emergency.

[0016] Compared with the prior art, the significant advantages of the present invention are as follows:

[0017] 1. The system emergency disconnection device adopts a hot oil circulation design, and does not freeze at the clamp disconnection point, ensuring reliable separation in case of emergency (it will not be unable to separate due to excessive ice formation), making it safer.

[0018] 2. The front end of the system adopts a dry-type quick connection device, that is, the conveying passage automatically opens after docking is completed, and automatically shuts off when the connection is disconnected. In this way, it can be quickly separated without purging the pipeline (the traditional connection device needs to replace the natural gas in the pipeline with nitrogen before disconnecting the pipeline connection), improving the docking efficiency.

[0019] 3. The system adopts a highly reliable hose support device at the receiving ship end, which can meet different requirements for the height of the connecting pipe and has a wider range of applicable ship types.

[0020] 4. The ship-to-ship ranging device of the system adopts a non-fixed installation form, and can also quickly adjust the installation position according to the type of the receiving ship, with a wider range of applicable ship types.

[0021] The present invention will be further described in detail below with reference to the accompanying drawings. Description of the Drawings

[0022] Figure 1 is a schematic diagram of the composition of the on-water LNG ship fueling system.

[0023] Figure 2 is a schematic diagram of the emergency disconnection device.

[0024] Figure 3 is a schematic diagram of the automatic shutdown principle of the emergency disconnection device.

[0025] Figure 4 is a schematic diagram of the composition of the dry-type quick connection device, where Figure 4 (a) is a schematic diagram of the female head composition, Figure 4 (b) is a schematic diagram of the male head composition.

[0026] Figure 5 is a schematic diagram of the working principle of the dry-type quick connection device.

[0027] Figure 6 and Figure 7 is a schematic diagram of the composition and principle of the fixed hose support.

[0028] Figure 8 is a schematic diagram of the composition and principle of the adjustable hose support.

[0029] Figure 9 is a schematic diagram of the composition of the anti-falling system.

[0030] Figure 10 It is a schematic diagram of the composition of the ship-to-ship distance measurement system, where Figure 10 (a) is a side view, Figure 10 (b) is a top view.

[0031] Figure 11 It is a schematic diagram of the composition of the electrical system. Specific implementation manners

[0032] In order to make the purpose, technical solutions and advantages of the present application clearer, the following further details the present application in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0033] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0034] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those skilled in the art can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

[0035] As Figure 1 shown, the system includes an LNG cryogenic composite hose 1, an emergency disconnection device 2, a dry quick connection device 3, a fixed hose support 4, an adjustable hose support 5, a rappelling device 6, a ship-to-ship distance measurement system 7, a hydraulic system 8, an electrical system 9, etc. One end of the LNG cryogenic composite hose 1 is connected to the emergency disconnection device 2 through a flange, and the other end is connected to the dry quick connection device 3 through a flange, forming a complete cryogenic transportation path. The system includes at least two cryogenic transportation paths, which are respectively used for LNG liquid transportation and BOG (LNG evaporation gas) return. By configuring the number of cryogenic transportation paths, the transportation flow requirements under different working conditions can be met. In this example, two LNG liquid transportation pipelines and one BOG return pipeline (the middle pipeline) are adopted.

[0036] As Figure 1As shown in the figure, one end of the emergency disconnection device 2 is connected to the transfer pipeline of the fueling ship through a flange, and the other end is connected to the LNG cryogenic composite hose 1 through a flange. The other end of the LNG cryogenic composite hose 1 is connected to the transfer pipeline of the receiving ship through a dry quick connection device 3. During the transfer process, the LNG cryogenic composite hose 1 is supported on the fixed hose support 4 on the fueling ship side and the adjustable hose support 5 on the fueling ship side, and is arranged in a U shape between the ships to avoid contact with other components of the hull. A descent device 6 is installed inside the fixed hose support 4. The adjustable hose support 5 can be adjusted according to the height of the receiving ship's connection pipe to meet the refueling requirements of different ship types. A ship-to-ship distance measuring system 7 is installed at the stern and bow of the ship. When the distance between the ships exceeds the set value, the ship-to-ship distance measuring system 7 sends a corresponding alarm signal to the electrical system 9, and drives the emergency disconnection device 2 to act through the control of the hydraulic system 8 to achieve ship-to-ship separation.

[0037] As Figure 2 shown, the emergency disconnection device 2 includes a disconnection flap valve 2-1, a fixed flap valve 2-2, a hydraulic cylinder 2-3, a hoop 2-4, a hoop clamp 2-5, a safety pin 2-6, a hydraulic valve block 2-7 and a hydraulic circulation pipeline; the disconnection flap valve 2-1 and the fixed flap valve 2-1 are connected through a hoop 2-4. The connecting shaft 2-14 at the upper end of the hoop 2-4 is limited in the hoop clamp 2-5, and a safety pin 2-6 is provided at the front end of the hoop clamp 2-5 to ensure that the hoop clamp 2-5 will not open accidentally. The hydraulic circulation pipeline is arranged on the fixed flap valve 2-2. During normal transfer, hydraulic oil enters through the first hydraulic port 2-8, and successively passes through the first oil pipe 2-10, the hydraulic valve block 2-7, the rodless cavity of the hydraulic cylinder 2-3, the hydraulic valve block 2-7, the second oil pipe 2-11, the hoop clamp 2-5, and the third oil pipe 2-12, and then flows back to the hydraulic station from the second hydraulic port 2-9. The hoop clamp 2-5 is heated through the circulation of hydraulic oil to prevent the hoop clamp 2-5 from freezing and unable to disengage in an emergency. A one-way valve is arranged in the circulation path between the rodless cavity of the hydraulic cylinder 2-3 and the second oil pipe 2-11, and the oil can only enter the second oil pipe 2-11 from the rodless cavity of the hydraulic cylinder 2-3, and vice versa. A hook seat 2-13 is provided on the fixed flap valve 2-1 and is connected to the descent device 6 through a rope;

[0038] As Figure 2 shown, when the system receives the disconnection signal, the hydraulic cylinder 2-3 drives the hoop clamp 2-5 to retract and cuts off the safety pin 2-6. The connecting shaft 2-14 at the upper end of the hoop 2-4 loses its limit, the hoop 2-4 opens, and the disconnection flap valve 2-1 and the fixed flap valve 2-2 are separated. Under the action of gravity, the fixed flap valve 2-2 drops together with the LNG cryogenic composite hose 1.

[0039] As Figure 3As shown in the figure, under normal operating conditions, the flap 2-15 inside the detachable flap valve 2-1 and the fixed flap valve 2-1 are locked with each other, and the conveying passage is opened; under emergency conditions, the detachable flap valve 2-1 and the fixed flap valve 2-2 are separated, and the flap 2-15 inside them closes under the action of the spring 2-16, automatically cutting off the conveying passage.

[0040] As Figure 4 shown, the dry quick-connect device consists of two main parts: the female head 3-1 and the male head 3-2. The male head 3-2 includes a housing 3-4, a spring 3-5, and a first valve core 3-6. A first flange 3-3 is welded to the rear end of the housing 3-4 and is connected to the conveying pipeline on the receiving ship through the first flange 3-3. In the non-connected state, the first valve core 3-6 is pressed against the valve seat inside the housing 3-4 under the action of the spring force to achieve pipeline sealing. The female head 3-1 includes an inner housing 3-7, a handle 3-8, an outer housing 3-9, a sliding column 3-11, a guide rod 3-12, and a second valve core 3-13. The inner housing 3-7 is located inside the outer housing 3-9. A second flange 3-10 is welded to the rear end of the outer housing 3-9 and is connected to the conveying pipeline on the filling ship through the second flange 3-10. In the non-connected state, the second valve core 3-13 is pressed against the valve seat inside the inner housing 3-7 to achieve pipeline sealing.

[0041] As Figure 4 、 Figure 5 shown, during the connection process, rotating the handle 3-8 on the female head 3-1 drives the inner housing 3-7 to rotate. During the rotation, the sliding column 3-11 is driven to move forward along the guide groove 3-14, that is, move towards the male head. The sliding column 3-11 drives the second valve core 3-13 to move forward through the guide rod 3-12 and overcomes the acting force of the spring 3-5 inside the male head 3-2 to open the first valve core 3-6, thereby establishing a conveying passage. Conversely, during the disconnection process, rotating the handle 3-8 in the reverse direction, the sliding column 3-11 moves backward along the guide groove 3-14, drives the second valve core 3-13 to return to its position and press against the valve seat inside the inner housing 3-7 through the guide rod 3-12. At the same time, the first valve core 3-6 inside the male head 3-2 is pressed against the valve seat inside the housing 3-4 under the action of the spring 3-5, realizing the automatic shut-off of the conveying passages at both ends after disconnection. In this way, there is no need to worry about natural gas leakage from the pipeline during the disconnection process, and the pipeline can be disconnected without pipeline purging (replacement with inert gases such as nitrogen), improving the on-site operation efficiency.

[0042] As Figure 6 、 Figure 7As shown in the figure, the fixed hose support 4 includes two main parts: the first box frame 4-2 and the hose support frame 4-1 arranged on this frame. The two are connected by 4 ear seats (two on one side). During the filling process, the front end of the hose support frame 4-1 extends outside the ship's side, and can support the LNG cryogenic composite hose 1 to avoid contact with other components of the hull. During navigation, by rotating the hose support frame 4-1 by 180 degrees and installing it, the front end of the hose support frame 4-1 is retracted inside the ship's side (as Figure 7 shown), it is possible to sail freely without moving the fixed hose support 4, improving the operation efficiency.

[0043] As Figure 8 shown, the adjustable hose support 5 includes the second box frame 5-1, the hose support frame 5-2, the long pin shaft 5-3, the pin shaft hole 5-4, the quick connector 5-5, etc. There is 1 row of pin shaft holes on the second box frame 5-1, and there are multiple rows of pin shaft holes 5-4 with different heights on the hose support 5-2 (4 rows in this example figure). The connection between the second box frame 5-1 and the hose support frame 5-2 is realized by passing the long pin shaft 5-3 through the corresponding pin shaft holes. By changing the position of the paired pin shaft holes, the height of the connecting pipe is adjusted to meet the requirements of different receiving ship types. There is a support 5-6 at the bottom of the second box frame 5-1, which is used to connect one end of the quick connector 5-5. The other end of the quick connector 5-5 is connected to the fishplate on the deck through the clamp 5-7, and the connection tightness is adjusted by the rope tightener 5-8, so as to realize the quick saddle of the adjustable hose support 5 on the receiving ship and improve the operation efficiency.

[0044] As Figure 9 shown, the slow descent device includes a drum 6-1, a rope 6-2, a speed increaser 6-3, a hydraulic motor 6-4, a hydraulic oil tank 6-5, a throttle valve 6-6, etc. One end of the rope 6-2 is fixed and wound on the drum 6-1, and a hook 6-7 is provided at the front end of the other end, which is connected to the hook seat 2-13 on the separation flap valve 2-1. During the process of the separation flap valve 2-1 falling with the LNG cryogenic composite hose 1, the rope 6-2 drives the drum 6-1 to rotate. The drum 6-1 drives the hydraulic motor 6-4 to rotate rapidly through the speed increaser 6-3. The hydraulic damping generated during the rotation of the hydraulic motor 6-4 plays a role in slow descent, and the slow descent speed is controlled by adjusting the opening of the throttle valve 6-6.

[0045] As Figure 10As shown, the ship-to-ship ranging system includes a housing 7-1, a first-level alarm sensor 7-2, a second-level alarm sensor 7-3, a cable connector 7-4, a threaded tightener 7-5, and a cable 7-6. Both the first-level alarm sensor 7-2 and the second-level alarm sensor 7-3 utilize mechanical sensors. The cable 7-6 is connected to the sensor via a breakaway cable connector 7-4. A hook 7-8 is provided at the front end for connection to the receiving vessel. The cables for the first-level alarm sensor 7-2 and the second-level alarm sensor 7-3 are of different lengths. When the vessel moves away, the cable for the first-level alarm sensor is first tightened. When the tension exceeds a set value, a first-level alarm signal is issued. As the vessel continues to move away, the cable for the second-level alarm sensor is tightened. When the tension exceeds a set value, a second-level alarm signal is issued. The ship-to-ship ranging system 7-1 is connected to the fishplate on the deck via a threaded clamp 7-5. Quick connection and release can be achieved by turning the screw 7-7 with a wrench, allowing for quick adjustment of the installation position according to the needs of the receiving vessel. An explosion-proof quick-connect 7-8 is provided at the rear of the housing 7-1 to facilitate quick connection of the cable of the explosion-proof sensor on site. By changing the length of the cable connecting to the sensor, the setting of the first and second alarm zones can be changed.

[0046] like Figure 11 As shown, the emergency release control circuit in the electrical system 9 adopts a redundant configuration (including 24V control power supply module, safety CPU module, analog IO module), one in use and one in standby during operation. When an alarm signal is received from the ship-to-ship ranging system or the manual button, the hydraulic system 8 is controlled to drive the emergency release device cylinder 2-3 to operate (such as Figure 2 As shown), the bunkering ship and the receiving ship can be separated in an emergency.

[0047] The working process of the water LNG ship-to-ship refueling system is as follows: after the LNG refueling ship and the LNG receiving ship complete the berthing operation, the adjustable hose support 5 is lifted to the receiving ship for installation through the lifting device on the refueling ship, and the height of the hose is adjusted according to the height of the connecting flange of the receiving ship's delivery pipeline from the deck surface, and the fixed hose support 4 on the refueling ship is lifted and installed to the refueling position (the hose support frame 4-1 is located on the outside of the ship's side). The ropes 7-6 in the ship-to-ship ranging system 7 located at the stern and bow are connected to the receiving ship respectively. When lifting one end of the LNG cryogenic composite hose 1, it is first connected to the emergency disconnect device 2 installed on the delivery passage of the LNG refueling ship, and then the LNG cryogenic composite hose 1 and the dry quick connector 3 are lifted to the connection position of the receiving ship. The dry quick connector 3 is used to realize rapid connection and disconnection between ships without the need to drop the pipeline.

[0048] During the transportation process, the LNG cryogenic composite hose 1 is supported on the fixed hose support 4 on the side of the filling ship and the adjustable hose support 5 on the side of the filling ship, and is arranged in a U shape between the ships to avoid contact with other components of the hull. The hydraulic oil pumped by the hydraulic system circulates between the hydraulic cylinder, the hydraulic valve block and the hoop clamping block, and heats the hoop clamping block through the circulation of the hydraulic oil to prevent the hoop clamping block from freezing and being unable to disengage in case of emergency.

[0049] When the position between the ships exceeds the normal working area, the cables of the primary alarm (ESD1) and the secondary alarm (ESD2) of the ship-ship distance measuring system 7 are straightened in sequence. When the tensile force value detected by the corresponding mechanical sensor exceeds the set value, the ESD1 and ESD2 alarm signals will be sent in sequence; Manual ESD1 and ESD2 alarm buttons are installed at the filling deck site or other required positions, and the ESD1 and ESD2 signals can be triggered manually. A housing to prevent misoperation is installed on the alarm button. When the electrical system receives the ESD1 alarm signal, it will trigger the audible and visual alarm device and upload the signal to the integrated control system of the whole ship at the same time; When the electrical system receives the ESD2 alarm signal, it will drive the emergency disengagement device cylinder 2-3 to act through the hydraulic system, realize the separation of the fixed flap valve 2-2 and the disengagement flap valve 2-1, and the internal flap 2-15 loses mutual limit and closes under the action of the spring 2-16, automatically cutting off the conveying path to prevent LNG leakage. During the separation process, the disengagement flap valve 2-1 drops along the hose support device under the action of gravity with the hose. When the rope connecting the deceleration device 6 and the disengagement flap valve 2-1 is tightened, the deceleration device 6 acts to realize the deceleration function of the hose after emergency disengagement through hydraulic damping to prevent collision.

[0050] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and the descriptions in the specification only illustrate the principles of the present invention. Without departing from the spirit and scope of the present invention, any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. An on-water LNG ship refueling system, characterized in that, The system includes an LNG cryogenic composite hose, an emergency disconnection device, a dry quick connection device, a hose support and descent device, a ship-to-ship distance measurement system, a hydraulic system, and an electrical system; one end of the LNG cryogenic composite hose is connected to the emergency disconnection device through a flange, and the other end is connected to the dry quick connection device through a flange, forming a complete cryogenic transportation path; the system includes at least two cryogenic transportation paths, which are respectively used for LNG liquid transportation and BOG (i.e., LNG evaporation gas) return. By configuring the number of cryogenic transportation paths, the transportation flow requirements under different working conditions can be met; the hose support has two types: fixed and adjustable. Among them, the fixed hose support is used at the filling ship end, and the adjustable hose support is used at the receiving ship end; During non-filling operations, the emergency disconnection device is fixedly connected to the transportation flange on the filling ship. The fixed hose support, hydraulic system, electrical system, and ship-to-ship distance measurement system are all installed in their working positions. The LNG cryogenic composite hose, dry quick connection device, and adjustable hose support are placed in the storage area; after the ships complete the berthing operation, the adjustable hose support is lifted by the lifting device on the filling ship and installed on the receiving ship, and the height of the connecting pipe is adjusted according to the receiving ship; the front hook of the anti-static rope of the ship-to-ship distance measurement system is hung on the receiving ship. The ship-to-ship distance measurement system is connected to the fishplate on the deck through a threaded clamp and can quickly adjust the installation position according to the requirements of the receiving ship; the LNG cryogenic composite hose and dry quick connection are lifted to the working position, and the ships can be quickly connected and disconnected through the dry quick connection device without inerting the pipeline; During normal transportation, the LNG cryogenic composite hose is supported by the hose support device to avoid contact with other parts of the hull and is in a U shape between the ships. The hydraulic oil pumped by the hydraulic system circulates between the hydraulic cylinder, hydraulic valve block, and hoop clamp block, and the hoop clamp block is heated by the circulation of the hydraulic oil; When the position between the ships exceeds the normal working area, the ship-to-ship distance measurement system sends an alarm signal to the electrical system. The electrical system controls the hydraulic system to drive the emergency disconnection device to act, automatically cutting off the LNG transportation path and realizing the separation of the ships; during the separation process, the separated part drops along the hose support device under the action of gravity. During this process, the descent device functions to realize the descent function of the hose after emergency disconnection through hydraulic damping; The emergency disconnection device includes a fixed flap valve, a disconnection flap valve, a hydraulic cylinder, a hoop, a hoop clamp block, a safety pin, a hydraulic valve block, and a hydraulic circulation pipeline; during the filling process, the hydraulic oil circulates between the hydraulic cylinder, hydraulic valve block, and hoop clamp block through the hydraulic circulation pipeline, and the hoop clamp block is heated by the circulation of the hydraulic oil; in an emergency, the hydraulic cylinder drives the hoop clamp block to retract and cuts the safety pin. After the hoop loses its limit, it opens, and the fixed flap valve and the disconnection flap valve are separated, and the internal flaps lose their mutual limit and close under the action of the spring, automatically cutting off the transportation path; The dry quick connection device includes a male head and a female head. The male head is connected to the header on the receiving ship through a flange, and the female head is connected to the header on the filling ship through a flange. During docking, rotate the handle of the female head to open its internal valve and push the valve core inside the male head to move, establishing a conveying path. During disconnection, rotate the handle of the female head to close its internal valve, and the valve core inside the male head is pressed against the valve seat under the action of a spring, cutting off the conveying path. The fixed hose support is internally equipped with a descent control device. The descent control device includes a drum, a rope, a speed increaser, a hydraulic motor, a hydraulic oil tank, and a throttle valve. The drum, speed increaser, and hydraulic motor are connected in series to form a powerless hydraulic damping system, and the descent speed is controlled by adjusting the opening of the throttle valve. One end of the rope is fixed and wound around the drum, and the other end passes through the saddle through the opening at the rear end of the saddle and is connected to the disengagement flap valve in the emergency disengagement device.

2. The LNG ship bunkering system on water according to claim 1, characterized in that, According to the set threshold range, the ship-to-ship ranging system will generate at least two levels of alarm signals, namely the ESD1 signal and the ESD2 signal in sequence. When the electrical system receives the ESD1 signal, it will trigger the audible and visual alarm device and upload the ESD1 signal to the ship-wide centralized control system at the same time. When the electrical system receives the ESD2 signal, it will drive the cylinder of the emergency disengagement device to act through the hydraulic system, automatically cutting off the LNG conveying path.

3. The LNG ship bunkering system on water according to claim 1, wherein, The fixed hose support frame at the filling ship end includes a box frame and a hose support frame, which are connected through an ear seat to realize the rapid recovery of the hose support frame in the non-filling state. The adjustable hose support frame at the receiving ship end includes a box frame and an adjustable hose support frame, which are connected through a long pin shaft. The adjustable hose support frame is provided with multiple mounting holes, and the support height is adjusted by selecting different mounting holes.

4. The LNG ship bunkering system on water according to claim 1, characterized in that, The system is equipped with 2 sets of ship-to-ship ranging systems, which are respectively installed at the stern and bow of the ship. The ship-to-ship ranging system includes a housing, a primary alarm sensor, a secondary alarm sensor, and an anti-static rope. One end of the anti-static rope is connected to the two sensors, and the other end is connected to the receiving ship through a hook. The sensor uses mechanical sensing and emits corresponding alarm signals when the tension exceeds the set value. The ship-to-ship ranging system is connected to the fishplate on the deck through a threaded clamp and can be quickly adjusted according to the needs of the receiving ship.

5. The LNG ship bunkering system on water according to claim 1, characterized in that, The electrical system adopts a redundant configuration, with one in use and one standby during operation. After receiving the alarm signal transmitted by the ship-to-ship ranging system, it drives the emergency disengagement device to act by controlling the hydraulic system, realizing the separation of the filling ship and the receiving ship in an emergency.

6. The LNG ship bunkering system on water according to claim 5, wherein, The redundant configuration includes a 24V control power supply module, a safety CPU module, and an analog input / output module.

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