A marine tanker refueling system

Abstract

This invention belongs to the field of marine refueling technology and discloses a marine tank-to-tank refueling system, comprising a first hose, an aviation fuel pump, a filter separator, a flow meter, an automatic regulating valve, and a second hose connected in sequence. The filter separator has a first connection port, a second connection port, a third connection port, a fourth connection port, and a fifth connection port. The first connection port is connected to the aviation fuel pump, the second connection port is connected to the flow meter, the third connection port is used to connect to the unloading pipe and to release residual fuel to an external device, the fourth connection port is connected to the first port of the return tank through an exhaust valve, and the fifth connection port is connected to the first pipeline between the aviation fuel pump and the first hose. The second port of the return tank is connected to the first pipeline, and the connection position is upstream of the connection position between the fifth connection port and the first pipeline. The return tank also has an unloading port for releasing residual fuel. This marine tank-to-tank refueling system has a relatively simple structure, fewer restrictions on refueling methods, good compatibility, and high operational safety.

Description

Technical Field

[0001] This invention relates to the field of marine refueling technology, and in particular to a marine tank-swapping refueling system. Background Technology

[0002] In existing technologies, offshore structures such as offshore platforms or ships are equipped with offshore helicopter refueling systems. These systems can refuel helicopters and other flying equipment, and can also extract aviation fuel from helicopters to facilitate maintenance of the flying equipment. However, existing refueling systems have relatively complex structures, limited fuel replenishment methods, poor compatibility, and relatively poor safety. Summary of the Invention

[0003] The purpose of this invention is to provide a marine refueling system with a relatively simple structure, fewer restrictions on refueling methods, and good compatibility. It can realize both aircraft refueling or unloading, as well as filling or transferring aviation kerosene tanks on offshore platforms, and has high operational safety.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] This invention discloses a marine refueling system, comprising a first hose, an aviation fuel pump, a filter separator, a flow meter, an automatic regulating valve, and a second hose connected in sequence. The first hose is used to connect to a supply tank, and the second hose is used to connect to a receiving tank. The marine refueling system also includes a return tank. The filter separator has a first connection port, a second connection port, a third connection port, a fourth connection port, and a fifth connection port. The first connection port is connected to the aviation fuel pump, the second connection port is connected to the flow meter, the third connection port is used to connect to an unloading pipe and to release residual oil to an external device, the fourth connection port is connected to a first port of the return tank through an exhaust valve, and the fifth connection port is connected to a first pipeline between the aviation fuel pump and the first hose. The second port of the return tank is connected to the first pipeline, and the connection position is located upstream of the connection position between the fifth connection port and the first pipeline. The return tank also has an unloading port for releasing residual oil.

[0006] In some embodiments, the marine tanker refueling system further includes a closed-circuit sampler, the inlet of which is connected to the filter separator and is used to detect oil flowing into and / or out of the filter separator, and the outlet of which is connected to the return tank.

[0007] In some specific embodiments, the marine tanker refueling system further includes: a sampling main pipe, one end of which is connected to the inlet of the closed-circuit sampler; and multiple sampling branch pipes, which are arranged in parallel, one end of which is connected to the sampling main pipe and the other end of which is connected to the filter separator.

[0008] In some more specific embodiments, the sampling branch pipe includes a first sampling pipeline, a second sampling pipeline, and a third sampling pipeline, wherein: one end of the first sampling pipeline is connected to a second pipeline between the first connecting port and the aviation fuel pump, and the other end is connected to the sampling main pipe, and a first sampling control valve is provided on the first sampling pipeline; one end of the second sampling pipeline is connected to a third pipeline between the second connecting port and the flow meter, and the other end is connected to the sampling main pipe, and a second sampling control valve is provided on the second sampling pipeline; one end of the third sampling pipeline is connected to the unloading pipe, and the other end is connected to the closed-loop sampler, and a third sampling control valve is provided on the third sampling pipeline.

[0009] In some optional embodiments, the marine tanker refueling system further includes a test branch pipe, one end of which is connected to the second sampling pipeline and is cross-connected to the first sampling pipeline. The test branch pipe is equipped with a first differential pressure gauge, and first connecting branch pipes are provided on both sides of the first differential pressure gauge. Each of the first connecting branch pipes is equipped with a first switch valve.

[0010] In some embodiments, the fourth pipeline between the fifth connection port and the first pipeline is sequentially provided with a second switching valve, a safety valve, an electromagnetic control valve, a first check valve, and a third switching valve. A second connecting branch pipe is connected to the pipeline between the first check valve and the second switching valve, and a second differential pressure gauge is provided on the second connecting branch pipe. The marine tanker refueling system also includes a fifth pipeline, one end of which is connected to the fourth pipeline, and the other end is provided with a third differential pressure gauge. The middle part of the fifth pipeline is intersected and connected to the middle part of the fourth pipeline, and the connection position is located between the electromagnetic control valve and the first check valve. The fifth pipeline is provided with a manual pressure relief valve and a second check valve located on both sides of the connection position.

[0011] In some embodiments, the marine refueling system further includes a three-way control valve having a first valve port, a second valve port, and a third valve port. The first valve port is connected to the first hose, the second valve port is connected to the aviation fuel pump, and the third valve port is connected to the second oil port of the return tank. A third check valve is provided between the third valve port and the second oil port.

[0012] In some embodiments, the fifth connection port is connected to the first pipeline via a fourth pipeline. The marine refueling system further includes a coarse filter ball valve assembly, which is installed between the fuel pump and the first hose and is located downstream of the connection point between the fourth pipeline and the first pipeline. The marine refueling system also includes a self-priming tank installed upstream of the coarse filter ball valve assembly.

[0013] In some embodiments, the marine refueling system further includes a support base, which includes a support frame and a support base plate. The support frame is mounted on the support base plate, and the support base plate is provided with forklift handling holes. The support frame is provided with a roller shutter door, a protective net, and mounting lugs. The aviation fuel pump, the filter separator, the flow meter, the automatic regulating valve, and the return oil tank are mounted on the support base plate.

[0014] In some specific embodiments, the marine tanker refueling system further includes a first hose reel and a second hose reel, with the first hose wound on the first hose reel and the second hose wound on the second hose reel.

[0015] The marine refueling system of this invention offers the following advantages: In actual operation, the first and second hoses are connected to the supply tank and the receiving tank, respectively. The operating status of the fuel pump is controlled according to actual needs, thereby enabling the injection of aviation fuel from the supply tank into the receiving tank (e.g., a helicopter fuel tank or a jet fuel tank on an offshore platform), or the extraction of aviation fuel from the receiving tank into the supply tank. Because a flow meter and an automatic regulating valve are installed in the oil circuit, the opening and closing of the automatic regulating valve and the synchronous start and stop of the fuel pump are determined based on the feedback signal from the flow meter, achieving controllable fuel transfer or refueling. This feedback regulation reduces structural limitations in refueling or transferring fuel, enabling compatibility with various types of fuel tanks for refueling and transfer, thus improving the compatibility of the marine refueling system. The added return tank is used to achieve pressure balance within the oil circuit, ensuring zero-pressure storage conditions throughout the entire oil circuit, thereby improving the operational safety of the marine refueling system. In addition, both the return tank and the filter separator are equipped with unloading pipes and unloading ports, which can release residual oil to the outside of the device, further avoiding the phenomenon of excessive pressure in the oil circuit, thereby further improving the working safety of the offshore tanker refueling system.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the internal oil circuit of the marine tanker refueling system according to an embodiment of the present invention.

[0018] Figure 2This is a schematic diagram of the marine tanker refueling system according to an embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram of the structure of the marine tanker refueling system according to an embodiment of the present invention, showing the removal of the support frame.

[0020] Figure 4 yes Figure 3 A schematic diagram of the structure shown from another direction;

[0021] Figure label:

[0022] 1. First hose; 2. Aviation fuel pump; 3. Filter separator; 301. First connecting port; 302. Second connecting port; 303. Third connecting port; 304. Fourth connecting port; 305. Fifth connecting port; 4. Flow meter; 5. Automatic regulating valve; 6. Second hose; 7. Return tank; 701. First oil port; 702. Second oil port; 703. Unloading port; 8. Unloading pipe; 9. First pipeline; 10. Closed-circuit sampler; 11. Sampling main pipe; 12. First sampling pipeline; 13. First sampling control valve; 14. Second sampling pipeline; 15. Second sampling control valve; 16. Third sampling pipeline; 17. Third sampling control valve; 18. Second pipeline; 19. Third pipeline; 20. Test branch pipe; 21. First differential pressure gauge; 22. First connecting branch pipe; 23. First switch valve; 24. Fourth pipeline; 25. Second switch valve 26. Safety valve; 27. Solenoid control valve; 28. First check valve; 29. ​​Third on / off valve; 30. Second connecting branch pipe; 31. Second differential pressure gauge; 32. Fifth pipeline; 33. Third differential pressure gauge; 34. Manual pressure relief valve; 35. Second check valve; 36. Three-way control valve; 361. First valve port; 362. Second valve port; 363. Third valve port; 37. Third check valve; 38. Coarse filter ball valve Components; 39. Self-priming tank; 40. Unloading valve assembly; 41. Manual unloading valve; 42. Exhaust valve; 43. Fourth switching valve; 44. Parallel branch; 45. Fifth switching valve; 46. Fourth check valve; 47. Safety control valve; 48. Support base; 481. Support frame; 482. Support base plate; 4821. Forklift handling hole; 49. Mounting lug; 50. First hose reel; 51. Second hose reel. Detailed Implementation

[0023] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0024] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] In the description of this embodiment, the terms "upper," "lower," "left," "right," "front," and "rear," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0026] The following is for reference. Figures 1-4 The specific structure of the marine tanker refueling system according to a specific embodiment of the present invention is described.

[0027] This invention discloses a marine refueling transfer system, comprising a first hose 1, an aviation fuel pump 2, a filter separator 3, a flow meter 4, an automatic regulating valve 5, and a second hose 6 connected in sequence. The first hose 1 is used to connect to the fuel supply tank, and the second hose 6 is used to connect to the receiving tank. The marine refueling transfer system also includes a return tank 7. The filter separator 3 has a first connection port 301, a second connection port 302, a third connection port 303, a fourth connection port 304, and a fifth connection port 305. The first connection port 301 is connected to the aviation fuel pump 2, and the second connection port 305 is connected to the fuel supply tank 2. Port 302 is connected to flow meter 4. The third port 303 is connected to unloading pipe 8 and used to release residual fuel to an external device. The fourth port 304 is connected to the first port 701 of return tank 7 via exhaust valve 42. The fifth port 305 is connected to the first pipeline 9 between fuel pump 2 and first hose 1. The second port 702 of return tank 7 is connected to the first pipeline 9, and the connection point is upstream of the connection point between the fifth port 305 and the first pipeline 9. Return tank 7 also has an unloading port 703 for releasing residual fuel. It is understood that in actual operation, the first hose 1 and the second hose 6 are connected to the fuel supply tank and the receiving tank respectively. The operating state of fuel pump 2 is controlled according to actual needs, thereby realizing the injection of aviation fuel from the fuel supply tank into the receiving tank (e.g., a helicopter fuel tank) or the extraction of aviation fuel from the receiving tank into the fuel supply tank. Because the oil line is equipped with a flow meter 4 and an automatic regulating valve 5, the opening and closing of the automatic regulating valve 5 and the synchronous start and stop of the aviation fuel pump 2 are determined based on the feedback signal from the flow meter 4, enabling controllable refueling or transfer of aviation fuel. This feedback regulation reduces structural limitations in refueling or transferring fuel, making it compatible with various types of fuel tanks for refueling and transferring, thus improving the compatibility of the marine refueling system. The added return tank 7 is used to achieve pressure balance within the oil line, ensuring zero-pressure storage conditions throughout the entire oil line, thereby improving the operational safety of the marine refueling system. In addition, both the return tank 7 and the filter separator 3 are equipped with an oil discharge port 703 and an oil discharge pipe 8, respectively, which can release residual oil to the outside of the device, further preventing excessive pressure within the oil line, thereby further improving the operational safety of the marine refueling system.

[0028] Optionally, a manual unloading valve 41 is installed on the unloading pipe 8, and an unloading valve assembly 40 is installed on the unloading port 703. The unloading valve assembly 40 includes a manual valve and an automatic valve connected in series. Thus, in actual operation, the unloading of oil from the offshore tanker refueling system can be realized according to actual needs, thereby improving the operational flexibility of the offshore tanker refueling system.

[0029] Optionally, aviation fuel pump 2 can be a centrifugal pump suitable for aviation fuel, driven by an electric motor. The outlet pressure of aviation fuel pump 2 is 2 bar, and the flow rate is 300 L / min. It is connected to the motor using a sparkless coupling, and a priming tank is added to the inlet of aviation fuel pump 2 to enable the pump unit to have a self-priming function.

[0030] Optional, see reference Figure 1 As shown, the marine refueling system also includes a closed-loop sampler 10. The inlet of the closed-loop sampler 10 is connected to the filter separator 3 and can be used to detect the oil flowing into and / or out of the filter separator 3. The outlet of the closed-loop sampler 10 is connected to the return tank 7. It is understood that the added closed-loop sampler 10 can test the aviation fuel flowing into and / or out of the filter separator 3 as needed, thereby achieving real-time testing of the aviation fuel condition and preventing excessively impurity aviation fuel from entering the aircraft.

[0031] Further optional, see reference Figure 1 As shown, the marine refueling transfer system also includes a sampling manifold 11 and multiple sampling branch pipes. One end of the sampling manifold 11 is connected to the inlet of the closed-circuit sampler 10. The multiple sampling branch pipes are arranged in parallel, with one end of each sampling branch pipe connected to the sampling manifold 11 and the other end connected to the filter separator 3. It is understandable that by setting up a sampling manifold 11 connected to the inlet of the closed-circuit sampler 10 and multiple sampling branch pipes each connected to the filter separator 3, the system can ensure that the aviation fuel flowing into and / or flowing out of the filter separator 3 can be tested, while simplifying the piping structure of the entire marine refueling transfer system, facilitating its assembly, and reducing its manufacturing cost.

[0032] Further options are available, see reference. Figure 1 As shown, the sampling branch pipe includes a first sampling pipeline 12. One end of the first sampling pipeline 12 is connected to the second pipeline 18 between the first connecting port 301 and the aviation fuel pump 2, and the other end is connected to the sampling main pipe 11. A first sampling control valve 13 is provided on the first sampling pipeline 12. It can be understood that in actual operation, after the aviation fuel enters the second pipeline 18 under the drive of the aviation fuel pump 2, when the first sampling control valve 13 is opened, the aviation fuel can enter the first sampling pipeline 12, pass through the sampling main pipe 11, and enter the closed-loop sampler 10, thereby realizing the testing of the aviation fuel flowing towards the filter separator 3. In the embodiments of the present invention, there can be one first sampling control valve 13, which can be a manual valve or an automatic valve. There can also be two first sampling control valves 13, which are a manual valve and an automatic valve, respectively.

[0033] Further options are available, see reference. Figure 1As shown, the sampling branch pipe also includes a second sampling pipeline 14. One end of the second sampling pipeline 14 is connected to the third pipeline 19 between the second connecting port 302 and the flow meter 4, and the other end is connected to the sampling main pipe 11. A second sampling control valve 15 is provided on the second sampling pipeline 14. It can be understood that during actual operation, aviation fuel enters the filter separator 3 under the drive of the aviation fuel pump 2. When the second sampling control valve 15 is opened, the aviation fuel leaves the filter separator 3 and enters the second sampling pipeline 14. After passing through the sampling main pipe 11, it enters the closed-loop sampler 10, thereby realizing the testing of the aviation fuel flowing out of the filter separator 3. In embodiments of the present invention, there can be one second sampling control valve 15, which can be a manual valve or an automatic valve. There can also be two second sampling control valves 15, one manual valve and one automatic valve.

[0034] Further options are available, see reference. Figure 1 As shown, the sampling branch pipe also includes a third sampling pipeline 16. One end of the third sampling pipeline 16 is connected to the unloading pipe 8, and the other end is connected to the closed-loop sampler 10. A third sampling control valve 17 is provided on the third sampling pipeline 16. It can be understood that during actual operation, aviation fuel enters the filter separator 3 under the drive of the aviation fuel pump 2. When the third sampling control valve 17 is opened, the aviation fuel leaves the filter separator 3 and enters the unloading pipe 8, then enters the third sampling pipeline 16, and then passes through the sampling main pipe 11 before entering the closed-loop sampler 10, thereby realizing the testing of the aviation fuel flowing out of the filter separator 3. In embodiments of the present invention, there can be one third sampling control valve 17, which can be a manual valve or an automatic valve. There can also be two third sampling control valves 17, one manual and one automatic.

[0035] Alternatively, the marine refueling transfer system also includes a test branch pipe 20. One end of the test branch pipe 20 is connected to the second sampling line 14, and the test branch pipe 20 is cross-connected to the first sampling line 12. A first differential pressure gauge 21 is installed on the test branch pipe 20, and first connecting branch pipes 22 are installed on both sides of the first differential pressure gauge 21. Each first connecting branch pipe 22 is equipped with a first switching valve 23. As can be understood, as mentioned above, the aviation fuel flowing into the filter separator 3 flows in the first sampling line 12, and the aviation fuel flowing out of the filter separator 3 flows in the second sampling line 14. The added test branch pipe 20 and the first differential pressure gauge 21 can measure the pressure difference between the aviation fuel flowing into and out of the filter separator 3, avoiding excessive pressure difference. The added first connecting branch pipes 22 and the first switching valves 23 can be used to release pressure when the pressure difference is too large, thereby avoiding pipeline damage caused by excessive pressure difference. In this embodiment, the first switching valve 23 can be a manual valve or an automatic valve. When it is an automatic valve, it can be a pneumatic valve or an electric valve.

[0036] refer to Figure 1 As shown, the fourth pipeline 24 between the fifth connecting port 305 and the first pipeline 9 is sequentially equipped with a second switching valve 25, a safety valve 26, a safety control valve 47, a solenoid control valve 27, a first check valve 28, and a third switching valve 29. A second connecting branch pipe 30 is connected to the pipeline between the first check valve 28 and the second switching valve 25, and a second differential pressure gauge 31 is installed on the second connecting branch pipe 30. It can be understood that during actual operation, when the second switching valve 25, the solenoid control valve 27, and the third switching valve 29 are open, the aviation fuel in the filter separator 3 can enter the fourth pipeline 24 through the fifth connecting port 305, and then flow back to the first pipeline 9 after passing through the second switching valve 25, the safety valve 26, the safety control valve 47, the solenoid control valve 27, the first check valve 28, and the third switching valve 29. This flow path enables the aviation fuel filtered by the filter separator 3 to re-enter the delivery circuit, achieving secondary filtration of the aviation fuel and improving its cleanliness. At the same time, it can also release the residual pressure in the entire offshore refueling system into the return tank 7, ensuring zero-pressure storage conditions in the pipeline, thereby further improving the operational safety of the offshore refueling system.

[0037] Optionally, the offshore refueling transfer system also includes a fifth pipeline 32. One end of the fifth pipeline 32 is connected to the fourth pipeline 24, and the other end is equipped with a third differential pressure gauge 33. The middle section of the fifth pipeline 32 intersects and connects with the middle section of the fourth pipeline 24, with the connection point located between the electromagnetic control valve 27 and the first check valve 28. The fifth pipeline 32 is equipped with manual pressure relief valves 34 and second check valves 35 located on both sides of the connection point. Understandably, during actual operation, aviation fuel passing through the fifth connection port 305, after passing through the second switch valve 25, safety valve 26, and electromagnetic control valve 27, can enter the fifth pipeline 32. After passing through the second check valve 35, it flows to the third differential pressure gauge 33. The third differential pressure gauge 33 can detect the oil pressure in the fifth pipeline 32. When the oil pressure is too high, the manual pressure relief valve 34 can be opened to release pressure, ensuring zero-pressure storage conditions in the pipeline, thereby further improving the operational safety of the offshore refueling transfer system.

[0038] Optional, see reference Figure 1As shown, the offshore refueling system also includes a three-way control valve 36. The three-way control valve 36 has a first valve port 361, a second valve port 362, and a third valve port 363. The first valve port 361 is connected to the first hose 1, the second valve port 362 is connected to the aviation fuel pump 2, and the third valve port 363 is connected to the second oil port 702 of the return fuel tank 7. A third check valve 37 is provided between the third valve port 363 and the second oil port 702. It is understood that the return fuel tank 7 is equipped with a high-level detector. When a high-level alarm occurs in the return fuel tank 7, the three-way control valve 36 before the inlet of the aviation fuel pump 2 is switched, connecting the return fuel tank 7 directly to the aviation fuel pump 2. The aviation fuel is then discharged through the aviation fuel pump 2. After observing through the sight window that the fuel level has been completely drained, the three-way control valve 36 is switched back to the normal fuel supply state. This avoids the phenomenon of excessive aviation fuel in the return fuel tank 7, which helps improve the operational safety of the offshore refueling system.

[0039] Optional, see reference Figure 1 As shown, a fourth switching valve 43 is provided between the exhaust valve 42 and the first oil port 701 of the return oil tank 7. In this way, during actual operation, the exhaust valve 42 can be connected to the closed-loop sampler 10 as needed, thereby meeting the actual testing requirements.

[0040] Optional, see reference Figure 1 As shown, the offshore tanker refueling system also includes a parallel branch line 44, which is connected in parallel with the automatic regulating valve 5. The parallel branch line 44 is equipped with a fifth switching valve 46 and a fourth check valve 45. It is understood that when the automatic regulating valve 5 malfunctions, the fifth switching valve 46 and the fourth check valve 45 can be opened to allow for maintenance of the automatic regulating valve 5 while ensuring unobstructed oil flow. This enables non-stop maintenance of the offshore tanker refueling system, improving maintenance efficiency and user satisfaction.

[0041] Optional, see reference Figure 1 As shown, the fifth connection port 305 is connected to the first pipeline 9 via the fourth pipeline 24. The marine refueling system also includes a coarse filter ball valve assembly 38, which is installed between the fuel pump 2 and the first hose 1, and is located downstream of the connection point between the fourth pipeline 24 and the first pipeline 9. It is understood that in actual operation, after the fuel is drawn from the fuel tank, it first passes through the coarse filter ball valve assembly 38 before flowing to the fuel pump 2. The coarse filter ball valve assembly 38 can filter the fuel, reducing the impurity content and protecting the fuel pump 2. It should be noted that in this embodiment, the configuration of the coarse filter ball valve assembly 38 can be selected according to actual needs, and the specific structure of the coarse filter ball valve assembly 38 is not limited here.

[0042] Optional, see reference Figure 1As shown, the marine refueling system also includes a self-priming tank 39 installed upstream of the coarse filter ball valve assembly 38. When the system pipeline is empty or the fuel supply tank's fuel level is too low to reach the fuel pump 2, the self-priming tank 39, installed before the inlet valve of the fuel pump 2, is filled with fuel and the fuel pump 2 is activated, diverting the fuel from the supply tank to the fuel pump 2, ensuring the fuel pump 2 does not run dry and thus guaranteeing the system's safety requirements. It should be noted that the volume of the self-priming tank 39 can be selected according to actual needs; in this embodiment, the volume of the self-priming tank 39 is 25L. Of course, in other embodiments of the invention, the volume of the self-priming tank 39 can be adjusted according to actual needs and is not limited to 25L. The self-priming tank 39 is equipped with an anti-foaming device that removes foam generated during the self-priming process.

[0043] In some embodiments, the marine refueling transfer system includes a support base 48, which includes a support frame 481 and a support base plate 482. The support frame 481 is mounted on the support base plate 482. The support base plate 482 has forklift handling holes 4821. The support frame 481 is equipped with a roller shutter door, a protective net, and mounting lugs 49. The aviation fuel pump 2, filter separator 3, flow meter 4, automatic regulating valve 5, and return oil tank 7 are mounted on the support base plate 482. It is understood that the support frame 481 has a roller shutter door on the front, a removable protective net on the sides, and a removable protective plate on the top, which not only protects the components inside the device during transportation or hoisting but also facilitates disassembly and maintenance. The support base plate 482 is equipped with mounting lugs 49 and forklift handling holes 4821, allowing for mobile refueling and tank replenishment via hoisting, forklifts, and other tools, adapting to multiple emergency situations.

[0044] refer to Figures 2-4 As shown, the marine refueling transfer system also includes a first hose reel 50 and a second hose reel 51. The first hose 1 is wound around the first hose reel 50, and the second hose reel 51 is wound around the second hose reel 51. It is understood that this marine refueling transfer system, equipped with the first hose reel 50 and the second hose reel 51, features internal connectors that allow for quick-release connections, facilitating the extension of refueling nozzles or connectors in different application scenarios, greatly improving the convenience of the refueling transfer device.

[0045] Optionally, considering the center of gravity of the offshore tanker refueling system, the first hose reel 50 and the second hose reel 51 are symmetrically arranged inside the support frame 481.

[0046] Optionally, the first hose reel 50 and the second hose reel 51 are made of SS316L and can be manually wound. The first hose reel 50 and the second hose reel 51 are equipped with 1.5-inch nozzles for the refueling guns and are equipped with stainless steel filters, dust caps, anti-static clips, and plugs.

[0047] The advantages of the marine tanker refueling system of this invention are as follows:

[0048] First: Safety and reliability: All electrical components are explosion-proof, the support base 48 is equipped with a fire extinguishing device, an anti-static reel device, and a breakaway valve design, and the aviation fuel pump 2 has a self-priming function to avoid dry running and ensure safety.

[0049] Second: Convenient maintenance: The support frame 481 has a roller shutter door on the front, a detachable protective net on the side, and a detachable protective plate on the top. It is not only used to protect the components inside the device during transportation or hoisting, but also to facilitate disassembly and maintenance.

[0050] Third: Lightweight and flexible: The entire refueling device weighs less than 2 tons and is equipped with mounting lugs 49 and forklift handling holes 4821. It can be moved and refueled by lifting, forklifts and other tools to adapt to multiple emergency conditions.

[0051] Fourth: Simple and efficient: It can inject aviation kerosene into the aviation kerosene tank through aviation fuel pump 2, filter separator 3, flow meter 4, etc. In emergency situations, it can be injected into the aircraft fuel tank or other refueling equipment through gravity refueling gun. It also has functions such as quantitative and timed refueling, and users have a high level of satisfaction.

[0052] In the description of this specification, references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0053] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A marine offloading system, characterized in that, The marine tank-offloading fuel system comprises a first hose (1), a fuel pump (2), a filter separator (3), a flowmeter (4), an automatic regulating valve (5) and a second hose (6) connected in sequence, the first hose (1) is used for being connected with a fuel supply tank, the second hose (6) is used for being connected with a fuel receiving tank, the marine tank-offloading fuel system further comprises an oil return tank (7), the filter separator (3) has a first communication port (301), a second communication port (302), a third communication port (303), a fourth communication port (304) and a fifth communication port (305), the first communication port (301) is communicated with the fuel pump (2), the second communication port (302) is communicated with the flowmeter (4), the third communication port (303) is used for being connected with a fuel discharge pipe (8) and is used for releasing residual oil to an external device, the fourth communication port (304) is communicated with a first oil port (701) of the oil return tank (7) through an exhaust valve (42), the fifth communication port (305) is communicated with a first pipeline (9) between the fuel pump (2) and the first hose (1), a second oil port (702) of the oil return tank (7) is communicated with the first pipeline (9), and a connection position is located upstream of a connection position of the fifth communication port (305) and the first pipeline (9), the oil return tank (7) further has a fuel discharge port (703) for releasing residual oil. Fuel oil in the filter separator (3) can be returned to the first pipeline (9) through the fifth communication port (305), so that secondary filtration of the fuel oil can be realized.

2. Offshore tank truck offloading system according to claim 1, characterized in that The marine tank-offloading fuel system further comprises a closed-circuit sampler (10), an inlet of the closed-circuit sampler (10) is connected with the filter separator (3), and the closed-circuit sampler (10) can be used for detecting oil flowing into and / or flowing out of the filter separator (3), and an outlet of the closed-circuit sampler (10) is connected with the oil return tank (7).

3. Offshore tank truck offloading system according to claim 2, characterized in that The marine tank-offloading fuel system further comprises: a sampling main pipe (11), one end of the sampling main pipe (11) is connected with the inlet of the closed-circuit sampler (10); a plurality of sampling branch pipes, the plurality of sampling branch pipes are arranged in parallel, one end of each sampling branch pipe is connected with the sampling main pipe (11), and the other end of each sampling branch pipe is connected with the filter separator (3).

4. Offshore tank truck offloading system according to claim 3, characterized in that The sampling branch pipes comprise a first sampling pipeline (12), a second sampling pipeline (14) and a third sampling pipeline (16), wherein: one end of the first sampling pipeline (12) is communicated with a second pipeline (18) between the first communication port (301) and the fuel pump (2), the other end of the first sampling pipeline (12) is communicated with the sampling main pipe (11), and a first sampling control valve (13) is arranged on the first sampling pipeline (12); one end of the second sampling pipeline (14) is communicated with a third pipeline (19) between the second communication port (302) and the flowmeter (4), the other end of the second sampling pipeline (14) is communicated with the sampling main pipe (11), and a second sampling control valve (15) is arranged on the second sampling pipeline (14); One end of the third sampling pipeline (16) is connected with the oil discharge pipeline (8), and the other end is communicated with the closed loop sampler (10), and a third sampling control valve (17) is arranged on the third sampling pipeline (16).

5. Offshore tank truck offloading system according to claim 4, characterized in that The offshore inverted tank refueling system further comprises a test branch pipe (20), one end of the test branch pipe (20) is connected with the second sampling pipeline (14), and the test branch pipe (20) is cross-connected with the first sampling pipeline (12), a first differential pressure gauge (21) is arranged on the test branch pipe (20), and first connecting branch pipes (22) are arranged on both sides of the first differential pressure gauge (21), and a first switch valve (23) is arranged on each first connecting branch pipe (22).

6. The offshore tank offloading system of claim 1, wherein, A fourth pipeline (24) between the fifth communication port (305) and the first pipeline (9) is sequentially provided with a second switch valve (25), a safety valve (26), an electromagnetic control valve (27), a first one-way valve (28) and a third switch valve (29), a second connecting branch pipe (30) is connected on the pipeline between the first one-way valve (28) and the second switch valve (25), and a second differential pressure gauge (31) is arranged on the second connecting branch pipe (30); The offshore inverted tank refueling system further comprises a fifth pipeline (32), one end of the fifth pipeline (32) is connected with the fourth pipeline (24), and the other end is provided with a third differential pressure gauge (33), the middle part of the fifth pipeline (32) is cross-connected with the middle part of the fourth pipeline (24), and the connection position is located between the electromagnetic control valve (27) and the first one-way valve (28), and a hand-operated pressure relief valve (34) and a second one-way valve (35) are arranged on the fifth pipeline (32) and located on both sides of the connection position.

7. The offshore tank offloading system of claim 1, wherein, The offshore inverted tank refueling system further comprises a three-way control valve (36), the three-way control valve (36) has a first valve port (361), a second valve port (362) and a third valve port (363), the first valve port (361) is connected with the first hose (1), the second valve port (362) is connected with the marine fuel pump (2), and the third valve port (363) is connected with the second oil port (702) of the oil return tank (7), and a third one-way valve (37) is arranged between the third valve port (363) and the second oil port (702).

8. The offshore tank offloading system of claim 1, wherein, The fifth communication port (305) and the first pipeline (9) are communicated through the fourth pipeline (24), the offshore inverted tank refueling system further comprises a coarse filter ball valve assembly (38), the coarse filter ball valve assembly (38) is installed between the marine fuel pump (2) and the first hose (1) and located downstream of the communication position of the fourth pipeline (24) and the first pipeline (9), and the offshore inverted tank refueling system further comprises a self-suction tank (39) installed upstream of the coarse filter ball valve assembly (38).

9. The offshore tank offloading system of claim 1, wherein, The offshore inverted tank refueling system further comprises a support seat (48), the support seat (48) comprises a support frame (481) and a support bottom plate (482), the support frame (481) is installed on the support bottom plate (482), the support bottom plate (482) is provided with a forklift carrying hole (4821), the support frame (481) is provided with a roller shutter door, a protective net and a mounting lifting lug (49), and the fuel pump (2), the filter separator (3), the flow meter (4), the automatic regulating valve (5) and the oil return tank (7) are installed on the support bottom plate (482).

10. Offshore tank truck offloading system according to claim 9, characterized in that The offshore inverted tank refueling system further comprises a first hose reel (50) and a second hose reel (51), the first hose (1) is wound on the first hose reel (50), and the second hose (6) is wound on the second hose reel (51).

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