A marine LNG fuel supply system

Abstract

The present invention provides a marine LNG fuel supply system. A plurality of shock-absorbing components are arranged at intervals between the base and the fuel tank along a preset direction. The shock-absorbing components are used to support the fuel tank and can reduce the displacement of the fuel tank relative to the base, avoiding the swaying and vibration caused by water flow during ship navigation, thereby affecting the stability of the fuel tank, reducing the liquid sloshing inside the fuel tank, thus reducing the amplitude of ship swaying and vibration, and improving the stability and safety of ship navigation. At the same time, when the hull sways and causes the fuel tank to tilt, the shock-absorbing components can move to the side where the fuel tank descends to enhance the support and shock-absorbing effect when the fuel tank is tilted, further ensuring the stability of the fuel tank.

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 cryogenic pressure vessel with double-layer heat insulation or vacuum powder heat insulation that is structurally compact and used 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 rivers, the 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 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, affecting the stability of the LNG marine fuel tank, causing the liquid inside the tank to sway, aggravating the amplitude of the ship's swaying and vibration, and reducing the stability and safety of the ship's 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, it is necessary to provide a marine LNG fuel supply system in view of the problems existing in the current marine fuel supply system.

[0006] The above object is achieved by the following technical solutions:

[0007] A marine LNG fuel supply system, in which a fuel tank for storing LNG is installed on a 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 components are arranged at intervals between the base and the fuel tank along a preset direction, the shock-absorbing components are used for supporting the fuel tank and can reduce the displacement amount of the fuel tank relative to the base;

[0008] When the fuel tank tilts so that the two opposite sides of the fuel tank in the preset direction rise and fall respectively, the shock-absorbing components can move along the preset direction to the side where the fuel tank descends in the preset direction.

[0009] Further, when the pressure increment applied by the fuel tank to the shock-absorbing component at a preset position is the largest, the shock-absorbing component close to the preset position moves towards the preset position.

[0010] Further, the number of the shock-absorbing components moving towards the preset position is positively correlated with the pressure increment.

[0011] Further, the shock-absorbing components with the number of M can move along the preset direction, and the shock-absorbing 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-absorbing components.

[0012] Further, shock-absorbing components that are stationary in the preset direction are provided at both ends close to the fuel tank.

[0013] Further, N is an even number.

[0014] Further, the shock-absorbing component includes a support frame and a shock absorber body. The pressure exerted by the fuel tank on the shock-absorbing 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.

[0015] 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.

[0016] Further, a drag reduction structure is provided on the shock-absorbing component that can move along the preset direction. The drag reduction structure is used to reduce the resistance when the shock-absorbing component and the fuel tank move relative to each other.

[0017] Further, shock-absorbing components are provided on both sides of the fuel tank.

[0018] The beneficial effects of the present invention are as follows: The present invention supports and shocks the fuel tank through shock-absorbing components, avoiding the influence of the fuel tank's stability caused by the swaying 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 swaying and vibration, and improving the stability and safety of ship navigation; at the same time, when the hull sways and causes the fuel tank to tilt, the shock-absorbing components can move towards the side where the fuel tank descends to improve the support and shock-absorbing effects when the fuel tank is tilted, further ensuring the stability of the fuel tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is an axonometric view of a marine LNG fuel supply system provided by an embodiment of the present invention;

[0020] Figure 2 is Figure 1 a layout diagram of multiple shock-absorbing components in the marine LNG fuel supply system in

[0021] Figure 3 is Figure 2A partial enlarged view of point A in the middle;

[0022] Figure 4 for Figure 2 Schematic diagram of the structure of the shock absorption component of the LNG fuel supply system used in China Shipbuilding Industry Corporation;

[0023] Figure 5 for Figure 1 Main view of the LNG fuel supply system for ships in China;

[0024] Figure 6 for Figure 5 BB section view of the LNG fuel supply system for marine applications;

[0025] Figure 7 for Figure 6 A partial enlarged view of point C in the middle;

[0026] Figure 8 for Figure 1 Axonometric view of the LNG fuel supply system for China Shipbuilding with the base removed.

[0027] in:

[0028] 100, base; 101, fuel tank; 102, containment tank; 103, reinforcement plate;

[0029] 200, shock-absorbing assembly; 201, adjustment slide; 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, yield slide; 212, yield slide groove; 213, spring. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be 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 intended to limit the present invention.

[0031] The serial numbers assigned to the components in this text, such as "first", "second", etc., are only used to distinguish the described objects and do not have any sequential or technical meaning. The terms "connection" and "coupling" as used in this invention, unless otherwise specifically stated, both include direct and indirect connection (coupling). In the description of this invention, it should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing this 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 thus should not be construed as a limitation to this invention.

[0032] In this invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature can be 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 can be that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is at a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is at a lower horizontal height than the second feature.

[0033] As Figures 1 to 8 shown, an embodiment of this 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 absorption components 200 are arranged at intervals between the base 100 and the fuel tank 101 along a preset direction. The shock absorption 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;

[0034] When the fuel tank 101 tilts such that the two opposite sides of the fuel tank 101 rise and fall respectively in the preset direction, the shock absorption components 200 can move along the preset direction to the side where the fuel tank 101 descends in the preset direction.

[0035] By using the shock absorption components 200 to support and damp the fuel tank 101, it is possible to avoid the influence of the fuel tank 101's stability 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 enhancing the stability and safety of ship navigation; at the same time, when the hull's shaking causes the fuel tank 101 to tilt, the shock absorption components 200 can move to the side where the fuel tank 101 descends to enhance the support and shock absorption effect when the fuel tank 101 is tilted, further ensuring the stability of the fuel tank 101.

[0036] 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.

[0037] One end of the fuel tank 101 is provided with an enclosure tank 102. The outer shell of the enclosure tank 102 includes a cylindrical wall with both ends open and hollow inside and an end cover sealed at one open end 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 hermetically fixed to one end of the fuel tank 101, and a cavity is formed inside the cylindrical wall to accommodate the gas supply unit. The enclosure tank 102 extends outwardly and suspends relative to the fuel tank 101. A reinforcing plate 103 is jointly provided at the bottom of the fuel tank 101 and the enclosure tank 102, so that the enclosure tank 102 and the fuel tank 101 form an integral body, further strengthening the overall strength and stiffness of the enclosure 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 enclosure tank 102 is still in a suspended state.

[0038] 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 horizontally and spaced apart along the cylindrical wall inside the cylindrical wall and are installed in 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 time to meet the requirements of the continuous and stable operation of the marine gas engine.

[0039] Of course, the fuel tank 101 can also be in other shapes such as square, or the axis of the cylindrical fuel tank 101 is arranged vertically to the front-rear direction of the hull on the hull.

[0040] Among them, the preset direction can be the axis 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, and so on in a cycle until this vibration or shaking disappears.

[0041] 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 caused by the water flow impact on the hull, that is, the left-low-right-high or left-high-right-low type tilt generated by the fuel tank 101.

[0042] Preferably, when the pressure increment of the shock-absorbing assembly 200 applied to the preset position by the fuel tank 101 is the largest, the shock-absorbing assembly 200 near the preset position moves towards the preset position.

[0043] When the hull sways 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. Moreover, 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. Other shock-absorbing assemblies 200 can move towards the position where the pressure increment of the shock-absorbing assembly 200 is the largest to average the pressure on the shock-absorbing assembly 200 at the preset position, ensuring the support and shock-absorbing effects when the fuel tank 101 tilts, and further ensuring the stability of the fuel tank 101.

[0044] Among them, the preset position is at the shock-absorbing assembly 200 corresponding to the end of the fuel tank 101.

[0045] Among them, referring to Figure 2 , the shock-absorbing assemblies 200 near the preset position are uniformly arranged on the adjusting slide plate 201. The adjusting 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 adjusting 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 arranged at the direct support position of each shock-absorbing assembly 200 on the fuel tank 101 to detect the pressure applied by the fuel tank 101 at different points on the corresponding shock-absorbing assembly 200, and transmit the pressure change signal of each shock-absorbing assembly 200 before and after the fuel tank 101 tilts to the control module arranged on the base 100, and the control module controls the output end of the telescopic cylinder 202 to perform telescopic actions.

[0046] Of course, an inclination sensor can also be arranged on the fuel tank 101. When it detects that the fuel tank 101 has an inclination angle, 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.

[0047] Preferably, the number of shock-absorbing assemblies 200 moving towards the preset position is positively correlated with the pressure increment.

[0048] 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 on 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.

[0049] 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 sliding adjustment structures such as the adjustment slide plate 201 and the telescopic cylinder 202 and their control connection relationship with the control module, and reduce the failure rate.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] Preferably, shock absorption assemblies 200 that are stationary in the preset direction are provided at both ends close to the fuel tank 101.

[0055] 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 capable of moving in a preset direction in the middle of the fuel tank 101, so that the structural arrangement is reasonable.

[0056] 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 remains the same, so as to always stably support both ends of the fuel tank 101.

[0057] 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 part of the overall structure of the fuel tank 101 and the suspended enclosure tank 102.

[0058] 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.

[0059] 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 has two sets 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, and it faces the base 100 and is hinged to the base 100. The closed end of the U-shaped support frame 203 is its active end, and it is ball-jointed or hinged to the connecting plate 205 away from the base 100. The connecting plate 205 can bear the pressure exerted by the fuel tank 101. By adopting the double-wishbone shock-absorbing assembly 200, more stable support and better shock-absorbing effect can be achieved for the fuel tank 101, and it can buffer the simultaneous up-and-down shaking at the front and rear ends of the fuel tank 101, the non-simultaneous up-and-down shaking at 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 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, and can reduce the shaking of the hull on the water to a certain extent.

[0060] 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 prior art, and the ways of setting them as shock-absorbing assemblies 200 will not be elaborated here.

[0061] Among them, the gravity of the fuel tank 101 and the fuel inside 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] When the fuel tank 101 swings up and down, the inclination angle formed between the connecting plate 205 and the yield 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 movement 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 center of the arc corresponding to the arc plate 209 and the arc groove 210 coincides with the axis of the fuel tank 101, so that the support seat 206 can move relative to the circumference of the fuel tank 101, that is, the fuel tank 101 has a circumferential rotation clearance within a certain range. At the same time, the fuel tank 101 is mounted 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.

[0066] Also, see Figure 6 、 Figure 7 A clearance slide 211 is fixed to the connecting plate 205 by bolts, and a clearance groove 212 for the clearance slide 211 to slide is provided on one side of the support seat 206. A spring 213 is provided between the clearance slide 211 and the support seat 206 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. In other words, on the same cross-section of the fuel tank 101, the distance between the two support seats 206 remains basically unchanged or produces a slight relative movement within the range of the arc groove 210. The sliding of the clearance slide 211 must avoid motion interference with the fuel tank 101. Among them, the sliding direction of the clearance slide 211 is preferably horizontal, of course, it can also have a certain inclination angle, which can limit the cross-sectional shape of the clearance slide 211 and the clearance groove 212 to be dovetail or T-shaped, or a telescopic rod is provided in the spring 213.

[0067] Of course, the entire support base 206 can be made of heat-insulating material.

[0068] Preferably, the shock absorbing assembly 200 capable of moving 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.

[0069] The drag reduction structure is provided on the support base 206 , and its structure can be: a roller pulley set is provided on the upper surface of the support base 206 , or a smooth coating is provided on the upper surface of the support base 206 . Of course, the drag reduction structure can also be provided on the middle plate 208 .

[0070] Preferably, shock absorbing components 200 are provided on both sides of the fuel tank 101 , thereby further improving the supporting stability and shock absorbing effect of the fuel tank 101 .

[0071] Of course, the shock absorption assembly 200 can also be provided only directly below the fuel tank 101, or can be provided both directly below and on both sides of the fuel tank 101.

[0072] 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 absorption assembly 200 supports and dampens the fuel tank 101. Specifically, when the ship is sailing 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 absorption assembly 200, which can provide more stable support and better shock absorption effect for the fuel tank 101, avoid the shaking and vibration of the fuel tank 101 caused by water flow during ship navigation, and thus affect the stability of the fuel tank 101, reduce the liquid shaking inside the fuel tank 101, thereby reducing the amplitude of ship shaking and vibration, and improving the stability and safety of ship navigation; moreover, in the present invention, the shock absorption assembly 200 supports the fuel tank 101, so that the fuel tank 101 is suspended above the hull, and at the same time, a heat insulation 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.

[0073] 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 has a greater pressure change. Other shock absorption assemblies 200 can move towards the shock absorption assembly 200 with the largest pressure increment to average the pressure on the shock absorption assembly 200 at the preset position, ensure the support and shock absorption effect when the fuel tank 101 tilts, and further ensure the stability of the fuel tank 101.

[0074] 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.

[0075] 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. 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 of the fuel tank relative to the base. The preset direction is the axial direction of the fuel tank. When the fuel tank tilts so that the two opposite sides of the fuel tank in the preset direction rise and fall respectively, the shock absorption components can move along the preset direction to the side where the fuel tank descends in the preset direction. When the pressure increment applied by the fuel tank to the shock absorption component at the preset position is the largest, the shock absorption component close to the preset position moves towards the preset position. The preset position is the shock absorption position corresponding to the end of the fuel tank. The shock absorption components close to the preset position are uniformly arranged on an adjustment slide plate. The adjustment slide plate is slidably arranged on the base along the preset direction. A telescopic cylinder is arranged on the base. The output end of the telescopic cylinder is fixed to the adjustment slide plate. A pressure sensor can be arranged at the direct support point of each shock absorption component for the fuel tank to detect the pressure applied by the fuel tank at different points to the corresponding shock absorption component, and transmit the pressure change signal received by each shock absorption component before and after the fuel tank tilts to the control module arranged on the base. The control module controls the output end of the telescopic cylinder to perform telescopic actions. Among them, the number of the shock absorption components moving towards the preset position is positively correlated with the pressure increment.

2. The marine LNG fuel supply system according to claim 1, wherein 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.

3. The marine LNG fuel supply system according to claim 2, characterized in that, The shock absorption components that are stationary in the preset direction are arranged at both ends of the fuel tank.

4. The marine LNG fuel supply system according to claim 3, characterized in that, N is an even number.

5. The marine LNG fuel supply system according to claim 1, characterized in that, The shock absorption component includes a support frame and a shock absorber body. The pressure applied by the fuel tank to the shock absorption component 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.

6. The marine LNG fuel supply system according to claim 5, wherein, The active end of the support frame is movably provided with a support seat. The support seat is in contact with the fuel tank and is provided with a heat insulation layer.

7. The marine LNG fuel supply system according to claim 5, characterized in that, A drag reduction structure is arranged 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.

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

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