A fuel tank and cold energy utilization system for a large ammonia-powered container ship

Abstract

The present invention discloses a fuel tank and cold energy utilization system for a large ammonia-powered container ship, which includes a longitudinal bulkhead of the cargo hold, a cold compartment A, a cold compartment B, a cold compartment C, a fuel tank, a hatch cover, an insulation layer, a fuel tank groove, a fan, a slide rail, and a movable heat insulation device. Ammonia fuel requires a large storage space on a container ship, and the provision of an ammonia fuel tank is bound to affect the container carrying capacity of the container ship. The present invention rationally utilizes the isolation space between the cargo holds under the lashing bridge of the container ship and the empty space between the double hulls as the ammonia fuel tank of the ship, and through a reasonable design, the ammonia fuel tank surrounds the cold compartment. Under the premise of not affecting the container carrying capacity, it can solve the problem of large storage space for ammonia fuel on the container ship, and rationally utilizes the low-grade cold energy of the ammonia fuel to refrigerate the refrigerated containers in the cold compartment. The refrigeration unit of the refrigerated container does not need to be operated, which solves the problem of high ship power grid load caused by refrigeration of refrigerated containers on large container ships.

Description

Technical Field

[0001] The present invention belongs to the technical field of ships, and in particular relates to a fuel tank and a cold energy utilization system of a large ammonia-powered container ship. Background Art

[0002] As global decarbonization accelerates, the shipping industry is accelerating its exploration of green fuels. Ammonia, a zero-carbon fuel, emits no CO2 when burned, making it an ideal fuel for green ships. Container ships, a staple of ocean shipping, possess low or zero carbon emissions, which are crucial for emissions reduction in the shipping industry. In recent years, a growing number of container ships have proposed using ammonia as their primary fuel. Container ships fueled by ammonia are referred to as ammonia-powered container ships.

[0003] The calorific value of ship fuel is 43MJ / kg and the density is 980kg / m 3 In contrast, ammonia has a lower calorific value of only 18.6 MJ / kg and a density of only 617 kg / m 3 Furthermore, considering that ammonia fuel typically needs to be stored at low temperatures on ships, at -33.6°C, ammonia fuel tanks also need to be insulated. Therefore, under conditions of equivalent calorific value, the volume of an ammonia fuel tank is approximately four times that of a fuel tank. Furthermore, container ships travel at high speeds and have very high propulsion power, so the amount of ammonia fuel they need to carry is substantial. Currently, container ships can carry a maximum of over 10,000 tons of fuel oil. If ammonia fuel is used instead of fuel oil, the sheer size of the ammonia fuel tanks would require a significant amount of hull or deck space, significantly impacting the container ship's carrying capacity. In addition, due to the low temperature, flammability, and explosiveness of ammonia fuel, it cannot be stored in narrow "corners" such as the double bottom or narrow side tanks of a ship like traditional fuel oil. In other words, because fuel oil is very stable and not flammable or explosive, traditional fuel oil can be placed in narrow "corners" such as the double bottom or narrow side tanks. However, due to its flammable, explosive, and low temperature physical and chemical properties, ammonia fuel must be stored in a relatively large and safe space on the ship. Fuel tanks are currently available for container ships. The main location for fuel tanks is under the superstructure. However, due to the large volume of the ammonia fuel tanks required by container ships, the quality of fuel that can be accommodated in the space under the superstructure of container ships cannot meet the navigation needs of the ship. Therefore, how to find a reasonable storage space for ammonia fuel, a clean energy source, on container ships without affecting the carrying capacity is a difficult problem that needs to be solved.

[0004] In order to make the containers on the deck more firmly fixed and prevent them from tilting or falling in wind and waves, a lashing bridge is installed between the bays on the container ship, that is, between two adjacent containers in the length direction of the ship. Since the lashing bridge has a certain width along the length direction of the ship and the ship is deep, there is a lot of usable space between the two adjacent cargo holds below the lashing bridge. Taking a 21000TEU container ship as an example, the width of the lashing bridge is 1.95m, the ship is 33.50m deep and the width is 58.60m. According to calculations, the volume of the space between the two adjacent cargo holds below the lashing bridge in the middle of the hull (that is, the isolation space under the deck) can reach a maximum of 3800m 3 In addition, container ships usually use double hulls. Since there is a certain distance between the inner and outer hulls of the double hulls and the ship has a deep mold depth, there is also a lot of usable space between the double hulls. Taking a 21000TEU container ship as an example, the distance between the inner and outer hulls of its double hulls is 2.5m. The length of a single cargo hold along the length of the ship is about 20m, and the ship has a mold depth of 33.50m. Therefore, the empty space between the double hulls corresponding to the length of a single cargo hold is about 1675m. 3 .

[0005] Therefore, there is a large amount of usable space in the above-mentioned isolated space under the deck and the empty space formed between the double hulls. If this part of the space is used as the ship's ammonia fuel tank, it will be of great significance to solving the problem of large ammonia fuel storage space on container ships.

[0006] Furthermore, the containers carried by container ships are generally divided into two types: standard containers and refrigerated containers. Refrigerated containers require a relatively low internal temperature range. Therefore, refrigerated containers are equipped with refrigeration units that consume external electricity to cool the cargo inside, maintaining a low temperature to meet the storage needs of refrigerated or frozen goods. A 20,000 TEU container ship can carry over 2,000 refrigerated containers. Each refrigerated container consumes approximately 5 kW of power, so the total cooling load for the refrigerated containers reaches 10,000 kW, placing a heavy load on the ship's power grid. Ammonia fuel has a temperature of -33.6°C. Due to the large amount of ammonia fuel carried by container ships, it contains a significant amount of cold energy. Using this cold energy to cool refrigerated containers would significantly reduce the power consumption of the refrigerated container refrigeration equipment on the ship's power grid.

[0007] Based on this, if the isolated space under the deck and the empty space formed between the double hulls are used as the ship's ammonia fuel tank, the ammonia fuel tank forms an enclosed space, surrounding the cargo hold (i.e., the cold hold) where refrigerated containers are placed, and the cold energy of the ammonia fuel is used to refrigerate the cold hold, it not only solves the large storage space problem of ammonia fuel on container ships, but also rationally utilizes the cold energy of the ammonia fuel, greatly reducing the power consumption of refrigerated containers. Summary of the Invention

[0008] The purpose of the present invention is to address the above problems and to provide a fuel tank and cold energy utilization system for a large ammonia-powered container ship.

[0009] A fuel tank and cold energy utilization system for a large ammonia-powered container ship, the system comprising: a longitudinal bulkhead of a cargo hold, a cold compartment A, a cold compartment B, a cold compartment C, a fuel tank, a hatch cover, an insulation layer, a fuel tank groove, a fan, a slide rail, and a movable heat insulation device.

[0010] The cargo hold longitudinal bulkhead is respectively provided on the inner side of the double hull on the port side and the starboard side of the ship and is parallel to the length direction of the ship.

[0011] The cold compartments A, B and C are cargo holds on the ship for placing refrigerated containers. The cold compartments A, B and C are located near the middle of the hull, and an insulation layer is provided under the bottom plates of the cold compartments A, B and C. The hatch covers are covers used to open or close the openings of the cold compartments, and an insulation layer is provided under the hatch covers.

[0012] The fuel tank is surrounded by the empty compartments between the double shells on both sides of the cold storage tanks A, B and C and the longitudinal bulkheads of the cargo hold along the length of the ship, the isolation space behind the cold storage tank A from the stern to the bow, and the isolation space in front of the cold storage tank C, forming a "U" shape. The fuel tank surrounds the cold storage tanks A, B and C. The outermost bulkhead surfaces of the fuel tank are provided with an insulation layer. The bulkhead surfaces of the fuel tank in contact with the cold storage tanks A, B and C are provided on the side close to the cold storage tanks. The outer surfaces of the top plate and the lower inclined plate of the empty compartment between the double shell and the longitudinal bulkheads of the cargo hold are provided with an insulation layer. The outer surfaces of the top plate and the bottom plate of the isolation space behind the cold storage tank A and the isolation space in front of the cold storage tank C are both provided with insulation layers.

[0013] A fuel tank groove is provided on the transverse bulkhead between the cold tank A and the fuel tank, on one side of the cold tank A. The bottom surface of the fuel tank groove is a rectangular plane, and the fuel tank groove extends to one side of the fuel tank, forming a boss on the side of the fuel tank. The distance between the bottom edge of the fuel tank groove and the cold tank bottom plate is 4 / 5 of the height of the cold tank; the fan is fixed on the bottom surface of the fuel tank groove; the slide rail is arranged along the ship width direction and fixed on the transverse bulkhead between the cold tank A, the cold tank C and the fuel tank, the slide rail is located on one side of the concave surface of the fuel tank groove and is flush with the bottom edge of the fuel tank groove; the movable heat insulation device consists of a heat insulation board and a driving device, wherein the heat insulation board is made of thermal insulation material and has a heat insulation effect, and the driving device can drive the heat insulation board to move along the track of the slide rail according to the temperature signal received from the refrigerated container, thereby controlling the opening size of the movable heat insulation device and the fuel tank groove, that is, the size of the opening area of the movable heat insulation device and the fuel tank groove.

[0014] The present invention utilizes the cold energy of ammonia fuel to exchange heat with the air in cold compartments A, B and C, thereby fully releasing the cold energy to the entire cold compartment, so that the temperature inside the refrigerated container in the cold compartment is maintained at a relatively low range to meet the storage requirements of frozen goods.

[0015] Furthermore, the present invention controls the opening size of the movable heat insulation device and the fuel tank groove, thereby achieving temperature regulation in the cold tank.

[0016] Beneficial effects of the present invention:

[0017] 1. Through reasonable design, the present invention enables the ammonia fuel tank to surround the cold compartment, and utilizes the cold energy of the ammonia fuel to refrigerate the refrigerated container in the cold compartment. This scientifically utilizes the low-grade cold energy of the ammonia fuel, solves the problem that the fuel cold energy is difficult to develop and utilize, or even wasted, and saves the power consumption of the refrigerated container refrigeration equipment on the ship's power grid, which has good economic efficiency.

[0018] 2. The present invention makes full use of the isolation space between the cold tanks of the container ship and the empty space between the double hulls as the ammonia fuel tank of the ship. Without affecting the container capacity of the container ship, it can realize the reasonable storage of ammonia fuel on the container ship, greatly improve the space utilization rate of the container ship, and solve the problem of large storage space of ammonia fuel on the container ship.

[0019] 3. The system designed by the present invention is relatively scientific and simple, easy to implement on ships, and uses cleaner ammonia as marine fuel for container ships, with broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the locations of cold storage tanks A, B and C on a container ship;

[0021] Figure 2It is a 3D diagram of cold compartment A, cold compartment B and cold compartment C;

[0022] Figure 3 This is the structural diagram of cold compartment A;

[0023] Figure 4 It is a cross-sectional schematic diagram of cold compartment A;

[0024] Figure 5 It is a side view of the A cold compartment, the B cold compartment and the C cold compartment;

[0025] Figure 6 It is the AA section view;

[0026] Figure 7 It is a 3D diagram of the AA section;

[0027] Figure 8 This is a partial enlarged view of the fan, slide rail and mobile insulation device;

[0028] Figure 9 This is a half-section 3D diagram of cold compartment A;

[0029] Figure 10 It is a side sectional view of the A cold compartment, the B cold compartment and the C cold compartment;

[0030] Figure 11 It is a schematic diagram of the process of the mobile thermal insulation device moving on the slide rail;

[0031] Figure 12 It is a schematic diagram showing the overlap of the mobile thermal insulation device and the fuel tank groove;

[0032] In the attached figure: 1. Longitudinal bulkhead of cargo hold; 2. Cold compartment A; 3. Cold compartment B; 4. Cold compartment C; 5. Fuel tank; 6. Hatch cover; 7. Insulation layer; 8. Fuel tank groove; 9. Fan; 10. Slide rail; 11. Mobile insulation device. DETAILED DESCRIPTION

[0033] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0034] A fuel tank and cold energy utilization system for a large ammonia powered container ship, such as Figure 1 、 Figure 2 、 Figure 4 、 Figure 5 、 Figure 7 and Figure 8 As shown, the system includes: a cargo hold longitudinal bulkhead 1, a cold compartment A 2, a cold compartment B 3, a cold compartment C 4, a fuel tank 5, a hatch cover 6, an insulation layer 7, a fuel tank groove 8, a fan 9, a slide rail 10, and a movable thermal insulation device 11.

[0035] like Figure 3 、 Figure 4 and Figure 7 As shown, a longitudinal bulkhead 1 is provided on the inner side of the port and starboard double hulls of the ship, respectively, which is parallel to the length of the ship. There is a certain distance between the longitudinal bulkhead 1 and the double hulls of the ship, forming an empty cabin.

[0036] The cold compartment A 2, cold compartment B 3 and cold compartment C 4 are cargo holds for placing refrigerated containers on a ship. The cold compartment A 2, cold compartment B 3 and cold compartment C 4 are located near the middle of the hull. Figure 1 Shown is a schematic diagram of the positions of the A cold compartment 2, the B cold compartment 3 and the C cold compartment 4 on the container ship.

[0037] like Figure 4 As shown, a thick insulation layer 7 is provided below the bottom plates of the cold compartments A 2, B 3, and C 4. The hatch covers 6 are covers for opening or closing the cold compartment openings, and a thick insulation layer 7 is provided below the hatch covers 6. The purpose of providing a thick insulation layer 7 below the bottom plates of the cold compartments A 2, B 3, and C 4 and below the hatch covers 6 is to reduce heat infiltration from the external environment into the cold compartments, ensure that the temperature of the refrigerated containers placed in the cold compartments remains within a certain range, and ensure the temperature of the cargo in the refrigerated containers.

[0038] like Figure 3 and Figure 7 As shown in FIG, the fuel tank 5 is surrounded by the empty compartments between the double hulls and the longitudinal bulkheads 1 of the cargo hold on both sides of the A cold tank 2, B cold tank 3 and C cold tank 4 along the length of the ship, the isolation space behind the A cold tank 2 from the stern to the bow, and the isolation space in front of the C cold tank 4, forming a "U" shape. Figure 6 As shown, the fuel tank 5 surrounds the A cooling tank 2 , the B cooling tank 3 and the C cooling tank 4 .

[0039] like Figure 4 and Figure 10 As shown, the outermost surrounding bulkhead surfaces of the fuel tank 5 are provided with a relatively thick insulation layer 7 to reduce heat penetration into the fuel tank 5 from the external environment. The bulkhead surfaces of the fuel tank 5 in contact with the A cooling tank 2, B cooling tank 3, and C cooling tank 4 are provided with a relatively thin insulation layer 7 on the side close to the cooling tank to avoid poor heat exchange efficiency between the ammonia fuel and the cooling tank air due to excessive thickness of the insulation layer 7. The surfaces of the top plate and the lower inclined plate of the empty compartment between the double hull and the longitudinal bulkhead 1 of the cargo hold are provided with a relatively thick insulation layer 7 to reduce heat penetration into the fuel tank 5 from the external environment. The outer surfaces of the top plate and the bottom plate of the isolation space behind the A cooling tank 2 and the isolation space in front of the C cooling tank 4 are both provided with a relatively thick insulation layer 7 to reduce heat penetration into the fuel tank 5 from the external environment.

[0040] like Figure 7 、 Figure 8 and Figure 9 As shown, a fuel tank groove 8 is provided on one side of the A cold tank 2 on the transverse bulkhead between the A cold tank 2 and the fuel tank 5, and the bottom surface of the fuel tank groove 8 is a rectangular plane. The fuel tank groove 8 extends to one side of the fuel tank 5, forming a boss on the side of the fuel tank 5; the fan 9 is fixed on the bottom surface of the fuel tank groove 8; the slide rail 10 is arranged along the ship width direction and fixed on the transverse bulkhead between the A cold tank 2, the C cold tank 4 and the fuel tank 5, the slide rail 10 is located on one side of the concave surface of the fuel tank groove 8 and is flush with the bottom edge of the fuel tank groove 8; the movable heat insulation device 11 is composed of a heat insulation board and a driving device, wherein the heat insulation board is made of thermal insulation material and has a heat insulation effect, and the driving device can drive the heat insulation board to move along the track of the slide rail 10 according to the temperature signal received in the refrigerated container, thereby controlling the opening size of the movable heat insulation device 11 and the fuel tank groove 8 (that is, the size of the opening area of the movable heat insulation device 11 and the fuel tank groove 8).

[0041] Refrigerated containers are primarily divided into low-temperature and high-temperature refrigerated containers. Low-temperature refrigerated containers are typically kept at a temperature between -18°C and -22°C and are used to store frozen goods such as fresh meat, seafood, and other frozen foods. High-temperature refrigerated containers are typically kept at a temperature between 0°C and 5°C and are used to store refrigerated goods such as vegetables and fruit. In the present invention, cold compartments A 2, B 3, and C 4 are primarily used to house low-temperature refrigerated containers.

[0042] The present invention utilizes the cooling energy of ammonia fuel to exchange heat with the air in cold compartments A 2, B 3, and C 4, effectively distributing the cooling energy throughout the cold compartments. This maintains a relatively low temperature within the refrigerated containers within these compartments to meet the storage requirements of frozen goods. Since the temperature of low-temperature refrigerated containers must be controlled between -18°C and -22°C, the present invention regulates the temperature within the cold compartments by controlling the opening of the movable insulation device 11 and the fuel compartment recess 8. During the cooling process of the cold compartments using the cooling energy of the ammonia fuel, the fan 9 remains on.

[0043] When the temperature inside the refrigerated container in the A cold compartment 2, B cold compartment 3 or C cold compartment 4 is higher than the required upper limit of the refrigeration temperature (i.e. -18°C), the movable heat insulating device 11 will slide along the slide rail 10 in the direction of increasing the opening between the movable heat insulating device 11 and the fuel tank groove 8 according to the received temperature signal, until the opening between the movable heat insulating device 11 and the fuel tank groove 8 reaches the maximum, as shown in FIG. Figure 4As shown, the heat exchange effect between the ammonia fuel and the cold compartment air is enhanced, so that the temperature inside the cold compartment A 2, the cold compartment B 3 and the cold compartment C 4 is reduced; when the temperature inside the refrigerated container in the cold compartment A 2, the cold compartment B 3 or the cold compartment C 4 is between -22°C and 18°C, the mobile insulation device 11 of the present invention will automatically adjust the opening size of the mobile insulation device 11 and the fuel compartment groove 8 according to the received temperature signal, as shown in FIG. Figure 11 The figure shows a schematic diagram of the process of the mobile insulation device 11 moving on the slide rail 10. If the temperature inside the refrigerated container is close to the upper limit of the refrigeration temperature, the opening of the mobile insulation device 11 and the fuel tank groove 8 is appropriately increased. If the temperature inside the refrigerated container is close to the lower limit of the refrigeration temperature, the opening of the mobile insulation device 11 and the fuel tank groove 8 is appropriately reduced to meet the temperature requirements for cargo storage. When the temperature inside the refrigerated container in the A cold compartment 2, the B cold compartment 3 or the C cold compartment 4 is lower than the required lower limit of the refrigeration temperature (i.e. -22°C), the mobile insulation device 11 will move along the slide rail 10 in the direction of reducing the opening of the mobile insulation device 11 and the fuel tank groove 8 according to the received temperature signal until the opening of the mobile insulation device 11 and the fuel tank groove 8 reaches the minimum, that is, the mobile insulation device 11 and the fuel tank groove 8 coincide with each other, as shown in FIG. Figure 12 As shown, the fan 9 is turned off at the same time. Since the movable heat insulation device 11 has a heat insulation effect, the heat transfer between the ammonia fuel and the air in the cold chamber is very small, and the temperature in the cold chamber will not continue to drop.

[0044] Furthermore, the present invention provides a plurality of ventilation holes on the transverse bulkhead of the isolation space between two adjacent cooling compartments A, B, and C, thereby allowing the cooling compartment air carrying cold energy to circulate among the three cooling compartments, thereby increasing the circulation speed of the cold air, thereby enhancing the refrigeration effect and making the temperature inside the three cooling compartments more uniform.

[0045] Furthermore, since the density of the cold air in the cold compartment is greater than that of the gas at room temperature, the cold air will sink while the gas at room temperature will float. If the fuel tank groove 8 is designed below the transverse bulkhead, the temperature of the upper space and the lower space in the cold compartment will be uneven. Therefore, in the present invention, the distance between the bottom edge of the fuel tank groove 8 and the cold compartment bottom plate is designed to be 4 / 5 of the cold compartment height, in order to enhance the convection and circulation of the air in the cold compartment, make the temperature in the cold compartment more uniform, and improve the cooling effect.

[0046] Ammonia fuel usually needs to be stored at low temperatures on ships. Its storage temperature is -33.6°C, which is relatively small compared to the temperature of the external environment. Therefore, ammonia fuel contains low-grade cold energy. Large ammonia-powered container ships need to carry a large amount of fuel, so large ammonia-powered container ships contain a large amount of low-grade cold energy. The present invention uses a reasonable design to make the ammonia fuel tank 5 surround the cold compartment. The ammonia fuel absorbs heat from the cold compartment, and then the temperature in the cold compartment gradually decreases, thereby achieving a refrigeration effect. The present invention scientifically utilizes the low-grade cold energy of ammonia fuel, solves the problem that fuel cold energy is difficult to develop and utilize, or even wasted, and the refrigeration unit originally possessed by the refrigerated container does not need to be operated, thereby saving the power consumption of the refrigerated container refrigeration equipment on the ship's power grid, and has good economic efficiency.

[0047] Normally, the hull space below the superstructure of a container ship serves as the ship's fuel tank. However, due to the low calorific value of ammonia fuel, the high speed and high propulsion power of container ships, and the very high fuel consumption, the ammonia fuel tank required by the container ship is very large, and the fuel quality that can be accommodated in the space below the superstructure of the container ship cannot meet the navigation needs of the ship. Therefore, the present invention, while retaining the fuel tank below the superstructure of the container ship, fully utilizes the isolation space between the cold compartments of the container ship and the empty space between the double hull and the longitudinal bulkhead 1 of the cargo hold as the ship's ammonia fuel tank. The fuel tank 5 designed in the present invention does not occupy the space of the original cargo hold, and therefore does not affect the container ship's carrying capacity, thereby realizing the reasonable storage of ammonia fuel on the container ship, greatly improving the space utilization rate of the container ship, and solving the problem of large storage space for ammonia fuel on the container ship.

[0048] Furthermore, in the present invention, multiple groups of U-shaped fuel tanks 5 formed by the isolation space between the cold compartments and the empty space between the double hull and the longitudinal bulkhead 1 of the cargo hold can be provided to ensure the normal navigation needs of the ship or the refrigeration needs of a large number of refrigerated containers.

[0049] When a container ship is sailing on the sea, the fuel tank below the superstructure is used first. When the fuel supply in the fuel tank below the superstructure cannot meet the navigation needs of the ship, the ammonia fuel in the fuel tank 5 of the present invention is used. In addition, when the ship consumes fuel, it is necessary to ensure that the remaining fuel mass of each fuel tank 5 has a certain redundancy. Even if most of the fuel in the fuel tank 5 has been consumed, since the remaining ammonia fuel is still a low-temperature liquid of -33.6°C, there is a certain temperature difference with the external environment. Even if an insulation layer 7 is provided outside the fuel tank 5, ammonia boil-off gas (BOG for short) will inevitably be generated. BOG will fill the space above the fuel tank 5. The temperature of BOG is the same as that of the liquid ammonia fuel. Therefore, the fuel tank 5 can continue to refrigerate the refrigerated containers in the cold compartment to ensure the temperature inside the cold compartment. Therefore, the use of fuel will not affect the refrigeration effect of the present invention.

[0050] Furthermore, due to the special streamlined shape of the container ship hull itself, the closer to the middle of the hull, the larger the volume of the isolation space between the two adjacent cold compartments below the lashing bridge. Therefore, the fuel tank 5 described in the present invention is arranged in the middle of the hull as much as possible, thereby greatly increasing the volume of the fuel tank 5.

[0051] Furthermore, since the bending moment borne by the container ship is the largest at the midship position, the total longitudinal strength required at the midship position is the highest. The present invention just arranges the fuel tank 5 at the midship position, and a cargo hold longitudinal bulkhead 1 is provided on the inner side of the port and starboard double hulls at the midship position, which further ensures the total longitudinal strength of the hull.

[0052] The above describes a specific embodiment of the present invention by taking the fuel tank 5 surrounding three cold compartments as an example. In fact, for ammonia-powered container ships with different requirements and fuel tank sizes, the fuel tank 5 in the present invention can also be designed to surround one cold compartment, two cold compartments, four cold compartments, or another number of cold compartments.

[0053] The foregoing is merely a preferred embodiment of the present invention. The specific embodiments described herein are intended solely to explain the present invention and are not intended to limit the present invention. It should be noted that those skilled in the art may make various improvements and modifications without departing from the principles of the present invention, and such improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A fuel tank and cold energy utilization system for a large ammonia-powered container ship, characterized by: The system comprises a cargo hold longitudinal bulkhead (1), a cold compartment A (2), a cold compartment B (3), a cold compartment C (4), a fuel tank (5), a hatch cover (6), an insulation layer (7), a fuel tank groove (8), a fan (9), a slide rail (10), and a movable heat insulation device (11). The cargo hold longitudinal bulkhead (1) is provided on the inner side of the double hull on the port side and the starboard side of the ship, and is parallel to the length of the ship. The cold compartment A (2), cold compartment B (3) and cold compartment C (4) are cargo holds on a ship for placing refrigerated containers. A thermal insulation layer (7) is provided below the bottom plates of the cold compartment A (2), cold compartment B (3) and cold compartment C (4), and a thermal insulation layer (7) is provided below the hatch cover (6). The fuel tank (5) is surrounded by the empty compartments between the double shells on both sides of the A cold compartment (2), the B cold compartment (3) and the C cold compartment (4) and the longitudinal bulkhead (1) of the cargo hold, the isolation space on the rear side of the A cold compartment (2) and the isolation space on the front side of the C cold compartment (4). The fuel tank (5) surrounds the A cold compartment (2), the B cold compartment (3) and the C cold compartment (4). The outermost surrounding bulkhead surfaces of the fuel tank (5) are provided with a thermal insulation layer (7); the bulkhead surfaces of the fuel tank (5) in contact with the A cold compartment (2), the B cold compartment (3), and the C cold compartment (4) are provided with a thermal insulation layer (7) on the side close to the cold compartment; the outer surfaces of the top plate and the lower inclined plate of the empty compartment between the double hull and the longitudinal bulkhead (1) of the cargo hold are provided with a thermal insulation layer (7); the outer surfaces of the top plate and the bottom plate of the isolation space at the rear side of the A cold compartment (2) and the isolation space at the front side of the C cold compartment (4) are both provided with a thermal insulation layer (7); A fuel tank groove (8) is provided on the transverse bulkhead between the A cold tank (2) and the fuel tank (5) on one side of the A cold tank (2). The bottom surface of the fuel tank groove (8) is a rectangular plane. The fuel tank groove (8) extends to one side of the fuel tank (5) to form a boss on the side of the fuel tank (5). The fan (9) is fixed on the bottom surface of the fuel tank groove (8). The slide rail (10) is arranged along the width direction of the ship and fixed on the transverse bulkhead between the A cold tank (2), the C cold tank (4) and the fuel tank (5). The slide rail (10) is located on one side of the concave surface of the fuel tank groove (8) and is flush with the bottom edge of the fuel tank groove (8). The movable heat insulation device (11) and the slide rail (10) are slidably matched.

2. The fuel tank and cold energy utilization system for a large ammonia-powered container ship according to claim 1, characterized in that: The movable heat insulation device (11) consists of a heat insulation board and a driving device, wherein the heat insulation board is made of heat-insulating material.

3. The fuel tank and cold energy utilization system for a large ammonia-powered container ship according to claim 1, characterized in that: The distance between the bottom edge of the fuel tank groove (8) and the bottom plate of the cold tank is 4 / 5 of the height of the cold tank.

4. The fuel tank and cold energy utilization system for a large ammonia-powered container ship according to claim 1, characterized in that: The fuel tank (5) is located close to the middle of the hull.

5. The fuel tank and cold energy utilization system for a large ammonia-powered container ship according to claim 1, characterized in that: A plurality of ventilation holes are provided on the transverse bulkhead of the isolation space between two adjacent cooling compartments of the cooling compartment A (2), the cooling compartment B (3) and the cooling compartment C (4).

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