Marine LNG fuel supply system

Abstract

According to the marine LNG fuel supply system, a plurality of damping assemblies are arranged between a base and a fuel tank at intervals in the preset direction, and the damping assemblies are used for supporting the fuel tank and can reduce the displacement amount of the fuel tank relative to the base; the influence on the stability of the fuel tank due to shaking and vibration generated by water flow during ship navigation is avoided, and liquid shaking in the fuel tank is reduced, so that the shaking and vibration amplitude of the ship is reduced, and the stability and safety of ship navigation are improved; and meanwhile, when the fuel tank inclines due to shaking of the ship body, the damping assembly can move towards the descending side of the fuel tank, so that the supporting and damping effects are improved when the fuel tank inclines, and the stability of the fuel tank is further guaranteed.

Description

Technical Field

[0001] The present invention relates to a marine fuel supply system, and particularly to a marine LNG fuel supply system. Background Art

[0002] The LNG marine fuel tank belongs to a cryogenic liquid storage tank, which is a double-layer adiabatic or vacuum powder adiabatic cryogenic pressure vessel with a compact structure for storing and supplying liquefied natural gas (liquid) and natural gas (gas) for marine engines, and is widely used in the power systems of inland river, Yangtze River and coastal vessels.

[0003] The Chinese invention patent with the authorization announcement number CN109000148B discloses a marine LNG fuel supply system, the overall structure of which has good strength and stiffness. It is supported on the hull base through supports, with fewer support points, reducing the cost of the hull base, and having a small direct contact area with the hull structure, meeting the layout requirements of ship types with compact spaces. However, when the ship is sailing, it is prone to swaying and vibration due to water flow, which affects the stability of the LNG marine fuel tank, causes the liquid inside the tank to sway, exacerbates the swaying and vibration amplitude of the ship, and reduces the stability and safety of ship navigation.

[0004] The information disclosed in the background art part of the present invention is only intended to deepen the understanding of the general background art of the present invention, and should not be regarded as an admission or any form of implication that this information constitutes the prior art known to those skilled in the art. Summary of the Invention

[0005] Based on this, in view of the problems existing in the current marine fuel supply system, it is necessary to provide a marine LNG fuel supply system.

[0006] The above object is achieved by the following technical solutions: A marine LNG fuel supply system, in which a fuel tank for storing LNG is installed on a hull through a base. One end of the fuel tank is provided with a gas supply unit for supplying gas to the outside; a plurality of shock absorption components are arranged at intervals between the base and the fuel tank along a preset direction. The shock absorption components are used to support the fuel tank and can reduce the displacement amount of the fuel tank relative to the base; When the fuel tank tilts, causing the two opposite sides of the fuel tank to rise and fall respectively in the preset direction, the shock absorption components can move along the preset direction to the side where the fuel tank descends in the preset direction.

[0007] Further, when the pressure increment of the shock absorption component at a preset position applied by the fuel tank is the largest, the shock absorption component close to the preset position moves towards the preset position.

[0008] Further, the number of the shock absorption components moving towards the preset position is positively correlated with the pressure increment.

[0009] Further, the shock absorption components with the number of M can move along the preset direction, and the shock absorption components with the number of N are stationary in the preset direction; M≥2, N≥2, and the sum of M and N is equal to the number of all the shock absorption components.

[0010] Further, shock absorption components that are stationary in the preset direction are provided at both ends close to the fuel tank.

[0011] Further, N is an even number.

[0012] Further, the shock absorption component includes a support frame and a shock absorber body. The pressure exerted by the fuel tank on the shock absorption component can cause displacement of the active end of the support frame. The passive end of the support frame is movably connected to the base, and the shock absorber body is used to reduce the displacement amount of the active end of the support frame relative to the base.

[0013] Further, a support seat is movably provided at the active end of the support frame. The support seat contacts the fuel tank and is provided with a heat insulation layer.

[0014] Further, a drag reduction structure is provided on the shock absorption component that can move along the preset direction. The drag reduction structure is used to reduce the resistance when the shock absorption component and the fuel tank move relative to each other.

[0015] Further, shock absorption components are provided on both sides of the fuel tank.

[0016] The beneficial effects of the present invention are as follows: The present invention supports and shock-absorbs the fuel tank through shock absorption components, avoiding the influence of the fuel tank's stability caused by the shaking and vibration generated by the water flow during ship navigation, reducing the liquid sloshing inside the fuel tank, thereby reducing the amplitude of the ship's shaking and vibration, and improving the stability and safety of ship navigation; at the same time, when the hull shakes and causes the fuel tank to tilt, the shock absorption components can move towards the side where the fuel tank descends to improve the support and shock absorption effects when the fuel tank is tilted, further ensuring the stability of the fuel tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is an axonometric view of a marine LNG fuel supply system provided by an embodiment of the present invention; Figure 2 is Figure 1 a layout diagram of multiple shock absorption components in the marine LNG fuel supply system in Figure 3 is Figure 2 a partial enlarged view of part A in Figure 4 isFigure 2 Schematic diagram of the structure of the shock absorbing components of the LNG fuel supply system for ships; Figure 5 for Figure 1 The main view of the LNG fuel supply system for ships in China; Figure 6 for Figure 5 BB section view of the LNG fuel supply system for ships; Figure 7 for Figure 6 A partial enlarged view of point C in the middle; Figure 8 for Figure 1 Axonometric view of the LNG fuel supply system for China Shipbuilding with the base removed.

[0018] in: 100, base; 101, fuel tank; 102, containment tank; 103, reinforcement plate; 200, shock absorbing assembly; 201, adjusting slide plate; 202, telescopic cylinder; 203, support frame; 204, shock absorber body; 205, connecting plate; 206, support seat; 207, movable groove; 208, middle plate; 209, arc plate; 210, arc groove; 211, yielding slide plate; 212, yielding slide groove; 213, spring. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0020] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in the present invention, unless otherwise specified, include direct and indirect connections (couplings). In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, 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 therefore cannot be understood as a limitation to the present invention.

[0021] In the present invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply indicates that the horizontal height of the first feature is less than that of the second feature.

[0022] As Figures 1 to 8 shown, an embodiment of the present invention provides a marine LNG fuel supply system. A fuel tank 101 for storing LNG is installed on a hull through a base 100. One end of the fuel tank 101 is provided with a gas supply unit for supplying gas to the outside; a plurality of shock-absorbing components 200 are arranged at intervals between the base 100 and the fuel tank 101 along a preset direction. The shock-absorbing components 200 are used to support the fuel tank 101 and can reduce the displacement amount of the fuel tank 101 relative to the base 100. When the fuel tank 101 tilts so that the two opposite sides of the fuel tank 101 in the preset direction rise and fall respectively, the shock-absorbing components 200 can move along the preset direction to the side where the fuel tank 101 descends in the preset direction.

[0023] By supporting and damping the fuel tank 101 through the shock-absorbing components 200, it is possible to avoid the influence of the fuel tank 101 caused by the shaking and vibration generated by the water flow during ship navigation, reduce the liquid sloshing inside the fuel tank 101, thereby reducing the amplitude of the ship's shaking and vibration, and improving the stability and safety of ship navigation; at the same time, when the hull shakes and causes the fuel tank 101 to tilt, the shock-absorbing components 200 can move to the side where the fuel tank 101 descends to improve the support and damping effect when the fuel tank 101 tilts, and further ensure the stability of the fuel tank 101.

[0024] Among them, the fuel tank 101 is preferably a common cylindrical shape and is horizontally placed on the base 100, that is, the axis of the fuel tank 101 coincides with the front-rear direction of the hull.

[0025] One end of the fuel tank 101 is provided with an enclosing tank 102. The outer shell of the enclosing tank 102 includes a cylindrical wall with openings at both ends and a hollow interior, and an end cap sealed at one opening of the cylindrical wall. The cross-section of the cylindrical wall is adapted to the cross-section of the fuel tank 101, having good strength and stiffness and no stress concentration area. The other end of the cylindrical wall is fixedly sealed to one end of the fuel tank 101, and a cavity is formed inside the cylindrical wall to accommodate the gas supply unit. The enclosing tank 102 extends outwards and is suspended relative to the fuel tank 101. A reinforcing plate 103 is jointly provided at the bottom of the fuel tank 101 and the enclosing tank 102, so that the enclosing tank 102 and the fuel tank 101 form an integral body, further strengthening the overall strength and stiffness of the enclosing tank 102. The bottom surface of the reinforcing plate 103 is higher than the bottom surface of the base 100, so that when the marine LNG fuel supply system is installed on the hull, the enclosing tank 102 is still in a suspended state.

[0026] There are two relatively independent gas supply units, which can be used simultaneously or one as a standby and one in use. The two gas supply units are arranged transversely at intervals along the cylindrical wall inside the cylindrical wall and are installed inside the cylindrical wall through a support mechanism. The gas supply unit mainly includes a heat exchanger, a buffer tank, and corresponding pipelines and valve parts. The heat exchanger is connected to the fuel tank 101 through a pipeline, and the LNG in the fuel tank 101 is introduced into the heat exchanger for heating and gasification into gaseous fuel. The gaseous fuel is buffered in the buffer tank and then supplied to the ship engine through a gas supply pipeline. A proportional regulating valve is provided on the gas supply pipeline to control the gas flow and pressure. Flow meters, pressure gauges, thermometers, etc. are also provided on the pipeline to detect the fuel in a timely manner to meet the requirements of the continuous and stable operation of the marine gas engine.

[0027] Of course, the fuel tank 101 can also be in other shapes such as square, or the cylindrical fuel tank 101 can be arranged on the hull with its axial direction perpendicular to the front-rear direction of the hull.

[0028] Among them, the preset direction can be the axial direction of the fuel tank 101. The water flow impact causes the bow to rise, the fuel tank 101 tilts with the front high and the rear low, the pressure generated by the rear side of the fuel tank 101 on the hull increases, and the shock absorption assembly 200 moves towards the rear side of the fuel tank 101 to better support and shock absorb the rear side of the fuel tank 101. When the impact disappears and the bow drops, the corresponding shock absorption assembly 200 will move towards the front side of the fuel tank 101 to better support and shock absorb the front side of the fuel tank 101. This cycle continues until this vibration or shaking disappears.

[0029] Of course, the preset direction can also be the horizontal radial direction of the fuel tank 101, which is used to buffer the left-right tilt of the hull caused by the water flow impact, that is, the left-low-right-high or left-high-right-low type tilt generated by the fuel tank 101.

[0030] Preferably, when the pressure increment of the shock absorption assembly 200 applied to the preset position by the fuel tank 101 is the largest, the shock absorption assembly 200 close to the preset position moves towards the preset position.

[0031] When the hull shakes and causes the fuel tank 101 to tilt, the pressure on the shock absorption assembly 200 on the rising side of the fuel tank 101 decreases, while the pressure on the shock absorption assembly 200 on the descending side of the fuel tank 101 increases. Moreover, the closer to the end of the fuel tank 101, that is, the shock absorption assembly 200 at the preset position, the greater the pressure change. Other shock absorption assemblies 200 can move towards the position where the pressure increment of the shock absorption assembly 200 is the largest to average the pressure on the shock absorption assembly 200 at the preset position, ensuring the support and shock absorption effects when the fuel tank 101 tilts, and further ensuring the stability of the fuel tank 101.

[0032] Among them, the preset position is at the shock absorption assembly 200 corresponding to the end of the fuel tank 101.

[0033] Among them, referring to Figure 2 , the shock absorption assemblies 200 close to the preset position are uniformly arranged on the adjustment slide plate 201. The adjustment slide plate 201 is slidably arranged on the base 100 along the preset direction. A telescopic cylinder 202 is provided on the base 100. The output end of the telescopic cylinder 202 is fixed to the adjustment slide plate 201. The telescopic cylinder 202 can be a telescopic structure such as a pneumatic cylinder, a hydraulic cylinder or an electric push rod, and is configured with a corresponding air source, hydraulic oil source or power supply and a controller, etc., so as to facilitate the control of starting and stopping, telescopic speed and telescopic amount, etc. A pressure sensor can be provided at the direct support position of each shock absorption assembly 200 on the fuel tank 101 to detect the pressure exerted on the corresponding shock absorption assembly 200 by the fuel tank 101 at different points, and transmit the pressure change signal of each shock absorption assembly 200 before and after the fuel tank 101 tilts to the control module provided on the base 100. The control module controls the output end of the telescopic cylinder 202 to perform telescopic actions.

[0034] Of course, an inclination sensor can also be provided on the fuel tank 101. When it detects that the fuel tank 101 has an inclination, it means that the fuel tank 101 tilts. At this time, the control module can directly control the output end of the telescopic cylinder 202 to perform telescopic actions.

[0035] Preferably, the number of shock absorption assemblies 200 moving towards the preset position is positively correlated with the pressure increment.

[0036] Among them, each shock absorption assembly 200 can be provided with corresponding sliding adjustment structures such as an adjustment slide plate 201 and a telescopic cylinder 202, and is respectively controlled by a control module. After the fuel tank 101 tilts, the pressure increment on the shock absorption assembly 200 at the end of the descending side, that is, the preset position, is the largest. When this pressure increment increases, it indicates that the tilt degree of the fuel tank 101 is greater, and the number of other shock absorption assemblies 200 moving towards it is more, that is, the two are positively correlated. By dynamically adjusting the number of shock absorption assemblies 200 moving towards the preset position, the pressure received by the shock absorption assemblies 200 at the preset position is further averaged, the support and shock absorption effects when the fuel tank 101 tilts are improved, and the stability of the fuel tank 101 is ensured.

[0037] Of course, the number of shock absorption assemblies 200 moving towards the preset position can also be a fixed number, so as to reduce the number of settings of sliding adjustment structures such as the adjustment slide plate 201 and the telescopic cylinder 202 and their control connection relationships with the control module, and reduce the failure rate.

[0038] Preferably, M shock absorption assemblies 200 can move along a preset direction, and N shock absorption assemblies 200 are stationary in the preset direction; M≥2, N≥2, and the sum of M and N is equal to the number of all shock absorption assemblies 200.

[0039] At least two shock absorption assemblies 200 are set to be stationary in the preset direction to always support the fuel tank 101; at least two shock absorption assemblies 200 are set to be able to move along the preset direction to switch the support position of the fuel tank 101, thereby reducing the number of movable shock absorption assemblies 200 and simplifying the structural setting of the device.

[0040] Among them, preferably, when N is 2, the corresponding two shock absorption assemblies 200 are respectively close to both ends of the fuel tank 101; when M is 2, the corresponding two shock absorption assemblies 200 are located in the middle of the fuel tank 101.

[0041] Of course, M and N can also be other numbers. For example, N is 0, M is 2, and the corresponding two shock absorption assemblies 200 are respectively close to both ends of the fuel tank 101 in the initial state. When the fuel tank 101 tilts, one of the shock absorption assemblies 200 can move towards the descending side of the fuel tank 101, while the other shock absorption assembly 200 remains stationary; another example is that N is 2, and the corresponding two shock absorption assemblies 200 are respectively close to both ends of the fuel tank 101 in the initial state, and at the same time M is 1, and the corresponding one shock absorption assembly 200 is located in the middle of the fuel tank 101 in the initial state. When the fuel tank 101 tilts, the middle shock absorption assembly 200 can move towards the descending side of the fuel tank 101.

[0042] Preferably, shock absorption assemblies 200 that are stationary in the preset direction are provided at both ends close to the fuel tank 101.

[0043] The stationary shock-absorbing assembly 200 is arranged at both ends close to the fuel tank 101, facilitating the arrangement of the shock-absorbing assembly 200 that can move along a preset direction in the middle of the fuel tank 101, making the structural arrangement reasonable.

[0044] Preferably, N is an even number, so that the number of the stationary shock-absorbing assemblies 200 at both ends of the fuel tank 101 is kept consistent to always stably support both ends of the fuel tank 101.

[0045] Of course, N can also be an odd number. For example, when N is 3, one of the corresponding shock-absorbing assemblies 200 is arranged at one end of the fuel tank 101 far from the enclosure tank 102, and the remaining two shock-absorbing assemblies 200 are arranged at one end of the fuel tank 101 close to the enclosure tank 102, so as to better support the middle of the overall structure of the fuel tank 101 and the suspended enclosure tank 102.

[0046] Preferably, referring to Figure 3 , Figure 4 , the shock-absorbing assembly 200 includes a support frame 203 and a shock absorber body 204. The pressure exerted by the fuel tank 101 on the shock-absorbing assembly 200 can cause the active end of the support frame 203 to displace. The passive end of the support frame 203 is movably connected to the base 100, and the shock absorber body 204 is used to reduce the displacement amount of the active end of the support frame 203 relative to the base 100.

[0047] Among them, the shock-absorbing assembly 200 is preferably a double-wishbone suspension applied to an automobile suspension in the prior art. It includes a main support frame 203, a shock absorber body 204 and a connecting plate 205. The support frame 203 is U-shaped and there are two arranged up and down. One end of the shock absorber body 204 is hinged to the outside of the upper support frame 203, and the other end of the shock absorber body 204 is hinged to the base 100; the open end of the U-shaped support frame 203 is its passive end, facing the base 100 and hinged to the base 100. The closed end of the U-shaped support frame 203 is its active end, facing away from the base 100 and ball-jointed or hinged with the connecting plate 205. The connecting plate 205 can bear the pressure exerted by the fuel tank 101. Adopting the double-wishbone shock-absorbing assembly 200 can provide more stable support and better shock-absorbing effect for the fuel tank 101, and can buffer the up-and-down shaking at both the front and rear ends of the fuel tank 101 simultaneously, the non-simultaneous up-and-down shaking at both the front and rear ends, as well as the horizontal shaking or rolling of the fuel tank 101. However, when the ship is sailing on the water, due to the impact of water flow and its own inertia, there is more non-simultaneous up-and-down shaking and horizontal shaking at both the front and rear ends of the hull. In addition, due to the arrangement of the shock-absorbing assembly 200, the fuel tank 101 has the function of a balance pendulum in the ship's hull, which can reduce the shaking of the hull on the water to a certain extent.

[0048] Of course, shock-absorbing assemblies 200 with other structures can also be adopted, such as MacPherson struts or multi-link struts applied in automotive suspensions in the prior art. Their specific structures are in the prior art, and the manner of setting them as shock-absorbing assemblies 200 will not be elaborated here.

[0049] Among them, the gravity of the fuel tank 101 and the fuel inside it actually mainly acts on the shock absorber body 204. The shock absorber body 204 has a hydraulic structure and thus has good support stability, capable of withstanding large pressure loads. Of course, the size of the shock absorber body 204 can be appropriately increased, or the number of shock-absorbing assemblies 200 can be increased to ensure the support stability of the fuel tank 101.

[0050] Preferably, referring to Figure 2 、 Figure 3 、 Figure 6 、 Figure 7 , a support seat 206 is movably provided at the active end of the support frame 203. The support seat 206 is in contact with the fuel tank 101 and is provided with a heat insulation layer.

[0051] The fuel tank 101 is supported by the shock-absorbing assembly 200, so that the fuel tank 101 is suspended above the hull. At the same time, a heat insulation layer is provided on the support seat 206, which can prevent the heat change of the fuel tank 101 caused by contact with the hull.

[0052] Among them, referring to Figure 3 、 Figure 6 、 Figure 7 、 Figure 8 , the contact surface between the support seat 206 and the fuel tank 101 is an arc surface. A moving groove 207 is opened at the bottom of the fuel tank 101. An intermediate plate 208 is provided on the support seat 206 of the shock-absorbing assembly 200 that can move along a preset direction. The upper end of the intermediate plate 208 slides along the moving groove 207. When the adjusting slide plate 201 drives the corresponding shock-absorbing assembly 200 to slide along the preset direction on the base 100, the intermediate plate 208 slides synchronously along the moving groove 207. That is, for the shock-absorbing assembly 200 that can move in the preset direction, the upper end of its intermediate plate 208 can move relative to the fuel tank 101 in the preset direction, while for the shock-absorbing assembly 200 that is stationary in the preset direction, the upper end of its intermediate plate 208 is fixed to the fuel tank 101 by bolts.

[0053] When the fuel tank 101 shakes up and down, the inclination angle formed between the connecting plate 205, the yielding slide plate 211 and the vertical plane will change, and the support seat 206 and the fuel tank 101 will have a tendency to twist relative to each other. Therefore, in order to enable the shock absorbing assembly 200 to support and dampen the fuel tank 101 and avoid motion interference, for all shock absorbing assemblies 200, the lower end of the intermediate plate 208 is provided with an arc plate 209, and the support seat 206 is provided with an arc groove 210 for the arc plate 209 to slide. The centers of the arcs corresponding to the arc plate 209 and the arc groove 210 coincide with the axis of the fuel tank 101, so that the support seat 206 can move relatively along the circumference of the fuel tank 101, that is, the fuel tank 101 has a circumferential rotation clearance within a certain range, and at the same time, the fuel tank 101 is installed on the base 100 through the shock absorbing assembly 200, so that the support seat 206 and the fuel tank 101 can twist relative to each other.

[0054] Also, see Figure 6 , Figure 7 , a clearance slide 211 is fixed on the connecting plate 205 by bolts, a clearance groove 212 for the clearance slide 211 to slide is provided on one side of the support seat 206, and a spring 213 is arranged between the clearance slide 211 and the support seat 206, so as to ensure that when the fuel tank 101 shakes up and down, the distance between the support seat 206 and the central vertical plane of the fuel tank 101 remains basically unchanged, that is, on the same cross section of the fuel tank 101, the distance between the two support seats 206 remains basically unchanged or produces a small relative movement within the range of the arc groove 210. The sliding of the clearance slide 211 needs to avoid motion interference with the fuel tank 101. Among them, the sliding direction of the clearance slide 211 is preferably horizontal, and of course it can also have a certain inclination angle, which can limit the cross-sectional shapes of the clearance slide 211 and the clearance groove 212 to be dovetail or T-shaped, or a telescopic rod is arranged in the spring 213.

[0055] Of course, the entire support base 206 can be made of heat-insulating material.

[0056] Preferably, the shock absorbing assembly 200 that can move along a preset direction is provided with a drag reduction structure, and the drag reduction structure is used to reduce the resistance when the shock absorbing assembly 200 and the fuel tank 101 move relative to each other.

[0057] The drag reduction structure is disposed on the support seat 206 , and its structure may be: a roller pulley is disposed on the upper surface of the support seat 206 , or a smooth coating is disposed on the upper surface of the support seat 206 . Of course, the drag reduction structure may also be disposed on the middle plate 208 .

[0058] Preferably, shock absorbing components 200 are provided on both sides of the fuel tank 101 , so as to further enhance the supporting stability and shock absorbing effect of the fuel tank 101 .

[0059] Of course, the shock-absorbing assembly 200 can also be disposed only directly below the fuel tank 101, or can be disposed both directly below and on both sides of the fuel tank 101.

[0060] In the present invention, the fuel tank 101 stores LNG fuel, and the gas supply assembly in the enclosure tank 102 supplies gas to the outside; the shock-absorbing assembly 200 supports and dampens the fuel tank 101. Specifically, when the ship sails on the water, due to the impact of water flow and its own inertia, the front and rear ends of the hull do not simultaneously move up and down and have more horizontal shaking. The present invention adopts a double-wishbone shock-absorbing assembly 200, which can support the fuel tank 101 more stably and have a better shock-absorbing effect, avoiding the shaking and vibration of the fuel tank 101 caused by water flow during ship navigation, thereby affecting the stability of the fuel tank 101, reducing the liquid shaking inside the fuel tank 101, thereby reducing the amplitude of the ship's shaking and vibration, and improving the stability and safety of ship navigation; moreover, in the present invention, the shock-absorbing assembly 200 supports the fuel tank 101, so that the fuel tank 101 is suspended from the hull, and at the same time, a heat-insulating layer is provided on the support seat 206, which can avoid the change of heat of the fuel tank 101 due to contact with the hull.

[0061] When the hull shakes and causes the fuel tank 101 to tilt, the pressure on the shock-absorbing assembly 200 on the rising side of the fuel tank 101 decreases, while the pressure on the shock-absorbing assembly 200 on the descending side of the fuel tank 101 increases, and the closer to the end of the fuel tank 101, that is, the shock-absorbing assembly 200 at the preset position, the greater the pressure change amount. Other shock-absorbing assemblies 200 can move towards the shock-absorbing assembly 200 with the largest pressure increase to average the pressure on the shock-absorbing assembly 200 at the preset position, ensuring the support and shock-absorbing effect when the fuel tank 101 tilts, and further ensuring the stability of the fuel tank 101.

[0062] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0063] The above-described embodiments only represent several implementation manners of the present invention, and their descriptions are relatively specific and detailed, but should not be construed as limiting the scope of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A marine LNG fuel supply system, characterized in that: A fuel tank for storing LNG is installed on the hull through a base, and a gas supply unit for supplying gas to the outside is provided at one end of the fuel tank; a plurality of shock absorbing assemblies are provided between the base and the fuel tank at intervals along a preset direction, and the shock absorbing assemblies are used to support the fuel tank and can reduce the displacement of the fuel tank relative to the base; When the fuel tank is tilted so that the fuel tank rises and falls respectively on two opposite sides of the preset direction, the shock absorbing assembly can move along the preset direction to the side where the fuel tank falls in the preset direction.

2. The marine LNG fuel supply system according to claim 1, characterized in that: When the pressure increment applied by the fuel tank to the shock absorbing assembly at the preset position is the largest, the shock absorbing assembly close to the preset position moves toward the preset position.

3. The marine LNG fuel supply system according to claim 2, characterized in that: The amount of the shock absorbing assembly moved to the preset position is positively correlated with the pressure increment.

4. The marine LNG fuel supply system according to any one of claims 1 to 3, characterized in that: The shock absorbing components, the number of which is M, are capable of moving along the preset direction, and the shock absorbing components, the number of which is N, are stationary in the preset direction; M≥2, N≥2, and the sum of M and N is equal to the number of all the shock absorbing components.

5. The marine LNG fuel supply system according to claim 4, characterized in that: The shock absorbing components are provided near both ends of the fuel tank and are stationary in the preset direction.

6. The marine LNG fuel supply system according to claim 5, characterized in that: N is an even number.

7. The marine LNG fuel supply system according to claim 1, characterized in that: The shock absorbing assembly includes a support frame and a shock absorber body. The pressure applied by the fuel tank to the shock absorbing assembly can cause the active end of the support frame to displace. The passive end of the support frame is movably connected to the base. The shock absorber body is used to reduce the displacement of the active end of the support frame relative to the base.

8. The marine LNG fuel supply system according to claim 7, characterized in that: A support seat is movably provided at the active end of the support frame, and the support seat is in contact with the fuel tank and is provided with a heat insulation layer.

9. The marine LNG fuel supply system according to claim 7, characterized in that: The shock absorbing assembly capable of moving along the preset direction is provided with a drag reduction structure, and the drag reduction structure is used to reduce the resistance when the shock absorbing assembly and the fuel tank move relative to each other.

10. The marine LNG fuel supply system according to claim 1, characterized in that: The shock absorbing components are arranged on both sides of the fuel tank.

Images