Fuel tank configuration method for passenger ship and passenger ship

Abstract

The present invention relates to the technical field of the safe return of passenger ships to port, and specifically discloses a fuel tank configuration method for a passenger ship and a passenger ship, including the following steps: determining a shipping route and calculating the distance for safe return to port according to the shipping route; obtaining the fuel demand for safe return to port based on the distance for safe return to port and the scheduled return time; calculating the reserved fuel quantity in the fuel storage tank according to the fuel demand for safe return to port, the capacity of the daily fuel tank, and the capacity of the fuel sedimentation tank, and obtaining the height occupied by the reserved fuel quantity in the fuel storage tank according to the reserved fuel quantity; configuring a daily fuel outlet pipe for the fuel storage tank, and setting the lower end of the daily fuel outlet pipe at an interval from the bottom of the fuel storage tank, and the interval distance being the height of the reserved fuel quantity. The fuel tank configuration method for the passenger ship can meet the requirements and achieve the requirements for the safe return voyage of the passenger ship by using the smallest hull space.

Description

Technical Field

[0001] The present invention relates to the technical field of the safe return to port of passenger ships, and particularly to a fuel tank configuration method for passenger ships and a passenger ship. Background Art

[0002] Safe return to port is a special requirement of SOLAS (International Convention for the Safety of Life at Sea) for medium and large-sized passenger ships. The purpose of this requirement is to improve the ability of the ship to safely return to the nearest port relying on its own conditions after a fire or flooding accident, thereby reducing the possibility of abandoning the ship and evacuating.

[0003] Normally, medium and large-sized passenger ships will design independent safe return to port fuel tanks or additionally increase the fuel demand for safe return to port to meet the specification requirements. This also makes the fuel tanks occupy more effective space, and the fuel tank configuration of passenger ships is very unreasonable. Summary of the Invention

[0004] The purpose of the present invention is to provide a fuel tank configuration method for passenger ships to solve the problem of unreasonable fuel tank configuration of existing medium and large-sized passenger ships.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] A fuel tank configuration method for a passenger ship includes the following steps:

[0007] Determine the route and calculate the distance for safe return to port according to the route;

[0008] Obtain the fuel demand for safe return to port according to the distance for safe return to port and the predetermined return time;

[0009] Calculate the reserved oil quantity in the fuel storage tank according to the fuel demand for safe return to port, the capacity of the daily fuel consumption tank and the capacity of the fuel sedimentation tank, and obtain the height occupied by the reserved oil quantity in the fuel storage tank according to the reserved oil quantity;

[0010] Configure a daily oil outlet pipe for the fuel storage tank, and make the lower end of the daily oil outlet pipe be spaced from the bottom of the fuel storage tank, and the spacing distance is the height of the reserved oil quantity.

[0011] Further, the fuel demand for safe return to port needs to consider the fuel consumption of the main engine, generator and boiler during safe return to port.

[0012] Further, the fuel consumption of the main engine during safe return to port is 40%-60% of that during normal navigation.

[0013] Further, the fuel demand for safe return to port is the product of the calculated value obtained according to the distance for safe return to port and the predetermined return time and the safety factor.

[0014] Furthermore, the safety factor is 1.0 - 1.3.

[0015] Furthermore, the fuel storage tank is also equipped with a safety return-to-port outlet pipe, the lower end of which extends into the bottom of the fuel storage tank. When an accident occurs to the passenger ship and the daily fuel consumption of the fuel storage tank is insufficient, the safety return-to-port outlet pipe is used.

[0016] Furthermore, the reserved fuel quantity can be distributed among multiple fuel storage tanks.

[0017] A passenger ship adopts the method for configuring the fuel tank of the passenger ship according to any one of claims 1 - 7.

[0018] Furthermore, the passenger ship is equipped with two groups of fuel tanks, and the two groups of fuel tanks are symmetrically distributed along the length direction of the passenger ship.

[0019] Furthermore, both of the two groups of fuel tanks are equipped with a daily fuel use tank, a fuel sedimentation tank, and a fuel storage tank.

[0020] The beneficial effects of the present invention are as follows:

[0021] The present invention provides a method for configuring the fuel tank of a passenger ship and a passenger ship, including the following steps: determining the shipping route and calculating the safe return distance according to the shipping route; obtaining the fuel demand for safe return according to the safe return distance and the scheduled return time; calculating the reserved fuel quantity in the fuel storage tank according to the fuel demand for safe return, the capacity of the daily fuel use tank, and the capacity of the fuel sedimentation tank, and obtaining the height occupied by the reserved fuel quantity in the fuel storage tank according to the reserved fuel quantity; configuring a daily outlet pipe for the fuel storage tank, and setting the lower end of the daily outlet pipe at an interval from the bottom of the fuel storage tank, and the interval distance is the height of the reserved fuel quantity. The method for configuring the fuel tank of the passenger ship can meet the requirements and realize the requirements of the safe return voyage of the passenger ship by using the smallest hull space. Description of the Drawings

[0022] Figure 1 is a schematic diagram of the fuel tank distribution of the passenger ship provided in Embodiment 1 of the present invention;

[0023] Figure 2 is a flowchart of the method for configuring the fuel tank of the passenger ship provided in Embodiment 2 of the present invention. Detailed Embodiments

[0024] The present invention will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the sake of description, only parts related to the present invention are shown in the drawings, rather than all the structures.

[0025] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0026] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "over", and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath", and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0027] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0028] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0029] Embodiment 1:

[0030] As Figure 1 shown, this embodiment provides a passenger ship, which is configured with two groups of fuel tanks, namely Group A fuel tank and Group B fuel tank, and the two groups of fuel tanks are symmetrically distributed along the length direction of the passenger ship hull; each group of fuel tanks is configured with a daily fuel tank, a fuel sedimentation tank, and a fuel storage tank. Usually, the volume of the daily fuel tank can at least meet the fuel consumption of the engine room main engine working for 8 hours under the maximum power and the normal working load of the generator set, and the volume of the fuel sedimentation tank is slightly larger than that of the daily fuel tank.

[0031] When the passenger ship is sailing normally, the daily fuel tank is responsible for supplying fuel to machines such as the main engine and generators; the fuel settling tank supplies fuel to the daily fuel tank through a fuel pump or a fuel pipeline. Generally, the daily fuel tank is slightly higher than the fuel settling tank. In particular, for safety reasons, an overflow device connecting the daily fuel tank to the fuel settling tank is also provided in the daily fuel tank. Excess fuel in the daily fuel tank will flow back to the fuel settling tank through the overflow device; the fuel storage tank is responsible for storing fuel and supplying fuel to the fuel settling tank. In addition, a low-level alarm is also provided in the daily fuel tank, which will give a warning when the fuel level in the tank is lower than 30% of the tank capacity.

[0032] Furthermore, the passenger ship may also be provided with a fuel drain tank and a fuel overflow tank. The fuel drain tank is used to collect waste oil, and the fuel overflow tank is used to collect spilled fuel.

[0033] Embodiment 2:

[0034] As Figure 2 shown, a fuel tank configuration method for a passenger ship, which is applicable to medium and large passenger ships and can be applied to a passenger ship as in Embodiment 1. The specific fuel tank configuration method includes the following steps:

[0035] S200. Determine the route and calculate the safe return distance according to the route;

[0036] S210. Obtain the fuel demand for a safe return according to the safe return distance and the scheduled return time;

[0037] S220. Calculate the reserved fuel volume in the fuel storage tank according to the fuel demand for a safe return, the capacity of the daily fuel tank, and the capacity of the fuel settling tank, and obtain the height occupied by the reserved fuel volume in the fuel storage tank according to the reserved fuel volume. Specifically, the calculation formula for the reserved fuel volume in the fuel storage tank is as follows:

[0038] V s3 = V s - V s1 - V s2

[0039] In the formula, V s3 is the reserved fuel volume in the fuel storage tank, with the unit of ton (t); V s is the fuel demand for a safe return, with the unit of ton (t); V s1 is the capacity of the daily fuel tank, with the unit of ton (t); V s2 is the capacity of the fuel settling tank, with the unit of ton (t).

[0040] S230. Configure a daily fuel outlet pipe for the fuel storage tank, and set the lower end of the daily fuel outlet pipe at a distance from the bottom of the fuel storage tank, and the distance is the height of the reserved fuel quantity. The fuel tank configuration method of this passenger ship can meet the requirements and achieve the requirements of the safe return voyage of the passenger ship by using the smallest hull space.

[0041] Optionally, the fuel demand for safe return needs to consider the fuel consumption of the main engine, generator and boiler during safe return. Specifically, the fuel consumption calculation formula of the passenger ship main engine is as follows:

[0042]

[0043] In the formula, Q Z is the fuel consumption of the passenger ship main engine, in tons (t); Q zi1 is the fuel consumption of the main engine of the passenger ship during normal navigation in each voyage section, in tons (t), and normal navigation means that the ship's main engine is stable at a certain rotational speed; Q zi2 is the fuel consumption of the main engine of the passenger ship during maneuvering navigation in each voyage section, in tons (t), and maneuvering navigation means that the ship is in a state of changing direction and speed, and is commonly used for entering and leaving ports, berthing and unberthing at docks, and avoiding in complex waters; m is the number of voyage sections in the same voyage, and a voyage refers to the cycle of a ship completing a transportation production task during operation, and a voyage section refers to the navigation of a ship from leaving the port to the next port of entry, and there can be multiple voyage sections in a voyage.

[0044] Among them, the calculation formula for the fuel consumption of the main engine of the passenger ship during normal navigation is as follows:

[0045]

[0046] In the formula, α is the influence coefficient of the deadweight of the passenger ship on the fuel consumption of the main engine, and the value range is 0.85 - 1; D 1 is the actual deadweight of the passenger ship, in tons (t); D 0 is the rated deadweight of the passenger ship, in (t); P z is the power of the passenger ship main engine under normal operating conditions, in kilowatts (kW); g z is the fuel consumption rate of the passenger ship main engine under normal operating conditions, in kilograms per kilowatt-hour [kg / (kw·h)]; t 1 is the normal navigation time of the passenger ship, in hours (h).

[0047] Among them, the calculation formula for the fuel consumption of the main engine of the passenger ship during maneuvering navigation in each voyage section is as follows:

[0048] Q Zi2 =10 -3 q zi t 2

[0049] Wherein, q zi is the fuel consumption per hour of the main engine during the maneuvering navigation of the passenger ship, calculated as 40% of the fuel consumption per hour under the common working conditions of the main engine, and the unit is kilograms per hour (Kg / h), and t 2 is the maneuvering navigation time of the passenger ship, and the unit is hours (h).

[0050] Specifically, the fuel consumption calculation formula of the passenger ship generator is as follows:

[0051] Q f = Q f1 + Q f2

[0052] Wherein, Q f is the fuel consumption of the passenger ship generator, and the unit is tons (t), Q f1 is the fuel consumption of the generator during the navigation of the passenger ship, and the unit is tons (t), Q f2 is the fuel consumption of the generator when the passenger ship is berthed, and the unit is tons (t).

[0053] Among them, the calculation formula of the fuel consumption of the generator during the navigation of the passenger ship is:

[0054] Q f1 = 10 -3 q f1 (t 1 + t 2 )

[0055] Wherein, q f1 is the fuel consumption per hour of the generator set during the navigation of the passenger ship, calculated as 60% of the fuel consumption per hour under the rated working conditions of a single generator, and the unit is kilograms per hour (kg / h).

[0056] Among them, the calculation formula of the fuel consumption of the generator when the passenger ship is berthed is:

[0057] Q f2 = 10 -3 q f1 t 0

[0058] Wherein, q f2 is the fuel consumption per hour of the generator set when the passenger ship is berthed, calculated as 50% of the fuel consumption per hour under the rated working conditions of a single generator, and the unit is kilograms per hour (Kg / h), and t 0 is the berthing time of the passenger ship, and the unit is hours (t).

[0059] Specifically, the calculation formula of the fuel consumption of the passenger ship boiler is as follows:

[0060] Q g = 10 -3 q g tg

[0061] In the formula, Q g is the fuel consumption of the passenger ship boiler, with the unit of ton (t), and q g is the hourly fuel consumption of the passenger ship boiler, with the unit of kilogram per hour (kg / h), and t g is the actual usage time of the passenger ship boiler, with the unit of hour (h).

[0062] Optionally, the fuel consumption when the main engine returns to port safely is 40%-60% of that during normal navigation. Specifically, in general cases of safe return to port, the power demand of the main engine is less than half of the full load, usually only about 40%. Even if there is an increase in fuel consumption under the condition of insufficient load, the fuel consumption will only be about half of that at full load.

[0063] Optionally, the fuel demand for safe return to port is the product of the calculated value obtained based on the distance of safe return to port and the scheduled return time and the safety factor. For safety considerations, when calculating the fuel demand, the corresponding safety factor should be multiplied on the basis of this calculated value, so that the actual fuel demand for safe return to port is slightly greater than the calculated value. The reasons are as follows: the fuel stored in the fuel storage tank has low purity and many impurities. Over time, impurities will accumulate at the bottom of the fuel storage tank, resulting in the actual remaining fuel volume being lower than the theoretical value; in addition, some unexpected situations may also cause the actual remaining fuel volume to be lower than the normal value.

[0064] Preferably, the safety factor is 1.0-1.3.

[0065] Preferably, the fuel storage tank is also equipped with an oil outlet pipe for safe return to port. The lower end of the oil outlet pipe for safe return to port extends into the bottom of the fuel storage tank. When an accident occurs to the passenger ship and the daily oil consumption of the fuel storage tank is insufficient, the oil outlet pipe for safe return to port is used. Of course, the passenger ship can be equipped with only one daily oil outlet pipe. When the remaining fuel volume needs to be used, the daily oil outlet pipe can be extended to the bottom of the fuel storage tank.

[0066] Optionally, the remaining fuel volume can be distributed to multiple fuel storage tanks. For safety considerations, the remaining fuel volume can be distributed to multiple fuel storage tanks to prevent one fuel storage tank from storing too much remaining fuel volume.

[0067] Obviously, the above embodiments of the present invention are only examples for clearly explaining the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. Method for configuring fuel oil tanks of a passenger ship, Characterized in that, It includes the following steps: Determine the shipping route and calculate the distance for safe return to port according to the shipping route; Based on the distance for safe return to port and the scheduled return time, obtain the fuel oil demand for safe return to port; Calculate the reserved oil quantity in the fuel oil storage tank according to the fuel oil demand for safe return to port, the capacity of the daily fuel oil tank and the capacity of the fuel oil sedimentation tank, and obtain the height occupied by the reserved oil quantity in the fuel oil storage tank according to the reserved oil quantity; Configure a daily oil outlet pipe for the fuel oil storage tank, and make the lower end of the daily oil outlet pipe be spaced from the bottom of the fuel oil storage tank, and the spacing distance is the height of the reserved oil quantity; the fuel oil storage tank is also configured with a safe return to port oil outlet pipe, the lower end of the safe return to port oil outlet pipe extends into the bottom of the fuel oil storage tank, and when an accident occurs on the passenger ship and the daily fuel oil consumption of the fuel oil storage tank is insufficient, the safe return to port oil outlet pipe is used.

2. The method for configuring fuel oil tanks of a passenger ship according to claim 1, Characterized in that, The fuel oil demand for safe return to port needs to consider the fuel consumption of the main engine, generator and boiler during safe return to port.

3. The method for configuring fuel oil tanks of a passenger ship according to claim 2, Characterized in that, The fuel consumption of the main engine during safe return to port is 40%-60% of that during normal navigation.

4. The method for configuring fuel oil tanks of a passenger ship according to claim 1, Characterized in that, The fuel oil demand for safe return to port is the product of the calculated value obtained according to the distance for safe return to port and the scheduled return time and the safety factor.

5. The method for configuring fuel oil tanks of a passenger ship according to claim 4, Characterized in that, The safety factor is 1.0-1.

3.

6. The method for configuring fuel oil tanks of a passenger ship according to claim 1, Characterized in that, The reserved oil quantity is distributed to multiple fuel oil storage tanks.

7. A passenger ship, Characterized in that, Adopt the method for configuring fuel oil tanks of a passenger ship according to any one of claims 1-6.

8. The passenger ship according to claim 7, Characterized in that, The passenger ship is configured with two groups of fuel oil tanks, and the two groups of fuel oil tanks are symmetrically distributed along the length direction of the passenger ship.

9. The passenger ship according to claim 8, Characterized in that, Both groups of fuel oil tanks are configured with a daily fuel oil tank, a fuel oil sedimentation tank and a fuel oil storage tank.

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