A ship-based methanol fuel supply device

Abstract

This invention belongs to the field of marine equipment technology, specifically a methanol fuel supply device for ships. It includes a fuel tank with multiple rotating grooves arrayed on its inner wall. Each groove contains a damping mechanism rotatably connected to it. These damping mechanisms are staggered, with adjacent damping mechanisms located on opposite sides of the vertical plane of the fuel tank. A flow-disrupting mechanism for disrupting fuel flow is slidably connected to each damping mechanism. When the ship tilts, the damping mechanisms of this invention obstruct the flowing fuel, causing the longitudinally flowing fuel to flow laterally, thereby slowing the fuel flow velocity. This reduces the impact of the fuel on the end of the fuel tank, lowers the risk of cracking, and extends the service life of the fuel tank. After the fuel contacts one damping mechanism and flows laterally, it contacts another damping mechanism on the other side, further slowing the fuel flow velocity and reducing the impact on the end of the fuel tank.

Description

Technical Field

[0001] This invention relates to the field of marine equipment technology, specifically to a methanol fuel supply device for ships. Background Technology

[0002] The methanol fuel supply system is a key piece of equipment for methanol-powered ships, used to safely and stably deliver methanol fuel to the engine. Methanol, as a clean marine fuel, boasts excellent economic efficiency and safety, and can achieve carbon neutrality throughout its entire life cycle. The methanol fuel supply system is the core equipment of methanol-powered ships. A search revealed Chinese patent CN120135362A, which discloses a marine LNG fuel supply system. This system uses shock-absorbing components to support and dampen the fuel tank, preventing swaying and vibration caused by water currents during navigation, thus ensuring the stability of the fuel tank. In the event of tilting, the shock-absorbing components can move towards the side of the tank that is tilting, improving support and damping efficiency. However, when a ship encounters rough seas, it will tilt. Furthermore, if the methanol fuel in the tank is not full, the remaining methanol will move towards the side of the tank that is tilting, causing a strong impact on the end of the tank, which can easily damage the end and even lead to cracks. Summary of the Invention

[0003] The purpose of this invention is to provide a ship-based methanol fuel supply device to solve the problems mentioned in the background art.

[0004] To achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0005] The present invention provides a methanol fuel supply device for ships, including a fuel tank. The inner wall of the fuel tank is provided with a plurality of rotating grooves. Each rotating groove is rotatably connected to a deceleration mechanism. The deceleration mechanisms are staggered, and two adjacent deceleration mechanisms are located on both sides of the vertical plane of the fuel tank. A flow disturbance mechanism for disrupting fuel flow is slidably connected to the deceleration mechanism.

[0006] Furthermore, the deceleration mechanism includes a rotating shaft rotatably connected within a rotating groove. A mounting groove is provided near the top of the rotating shaft on the fuel tank. A movable rod is slidably connected to the inner wall of the mounting groove. A pawl is mounted on one end of the movable rod. A fixed shaft is rotatably connected to the inner wall of the mounting groove near the pawl. A ratchet is fixedly connected to the fixed shaft. A driven gear is fixedly connected to one end of the fixed shaft near the ratchet. A half gear is fixedly connected to one side of the rotating shaft near the driven gear. A vertical rod is rotatably connected to the inner wall of the fuel tank near the movable rod. A weighted ball is fixedly connected to the other end of the vertical rod. A rotating rod is rotatably connected to the inner wall of the mounting groove near the vertical rod. A horizontal rod is fixedly connected to one end of the rotating rod outside the mounting groove. A first stop bar is fixedly connected to one side of the horizontal rod near the vertical rod. A second stop bar is fixedly connected to one end of the horizontal rod away from the first stop bar. A connecting rod is hinged to the end of the rotating rod away from the horizontal rod. The other end of the connecting rod is hinged to the movable rod. A baffle is fixedly connected to the rotating shaft. A spring is fixedly connected to one side of the baffle.

[0007] Furthermore, the turbulence-disrupting mechanism includes a sliding groove formed on the side of the baffle near the spring, a drive shaft rotatably connected in the sliding groove, a spiral groove formed on the drive shaft, a straight groove formed at one end of the spiral groove, a turbulence-disrupting plate fixedly connected to the drive shaft, a slide rod slidably connected in the spiral groove, a pull rod fixedly connected to the other end of the slide rod, and the end of the pull rod away from the slide rod is hinged to the inner wall of the fuel tank.

[0008] Furthermore, the spoiler is S-shaped and is inclined towards the bottom of the fuel tank.

[0009] Furthermore, the width of the sliding groove is greater than the width of the spoiler, and the spoiler can be housed within the sliding groove.

[0010] Furthermore, the other end of the spring is fixedly connected to the inner wall of the mounting groove, and when the baffle is opened, the angle between the spring and the baffle is an acute angle.

[0011] Furthermore, a support block is fixedly connected to the side of the baffle near the rotating shaft.

[0012] Furthermore, two adjacent baffles are symmetrically located on both sides of the vertical plane of the fuel tank, and the two adjacent baffles are staggered, with the two baffles on the same side rotating in opposite directions.

[0013] Furthermore, the half gear meshes with the driven gear, and the central angle of the half gear is greater than 90°.

[0014] Furthermore, the vertical rod is located between the first stop and the second stop, and the vertical rod is in contact with the first stop and the second stop.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] This invention incorporates a mitigation mechanism that obstructs the flow of fuel when the ship tilts, causing the longitudinally flowing fuel to flow laterally. This slows the fuel's flow velocity, reduces its kinetic energy, and consequently reduces the impact of the fuel on the fuel tank end, lowering the risk of fuel tank cracking and extending the fuel tank's service life. When fuel comes into contact with one of the mitigation mechanisms and flows laterally, it will come into contact with another mitigation mechanism on the other side, further slowing the fuel's flow velocity and reducing the impact of the fuel on the fuel tank end.

[0017] The turbulence mechanism of this invention disturbs the transversely flowing fuel, thereby causing relative movement between fuels and generating eddies in the fuel, further reducing the kinetic energy of the fuel and mitigating the impact of the fuel on the end of the fuel tank.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0021] Figure 2 This is a side cross-sectional view of the present invention;

[0022] Figure 3 This is a schematic diagram of the structure of the mitigation mechanism of the present invention;

[0023] Figure 4 yes Figure 3 Enlarged structural diagram at point A;

[0024] Figure 5 This is a schematic diagram of the connection structure between the half-gear and the ratchet of the present invention;

[0025] Figure 6 This is a schematic diagram of the drive shaft and slide bar of the present invention.

[0026] In the diagram: 1. Fuel tank; 2. Rotating groove; 3. Slowing mechanism; 4. Blowout mechanism; 5. Rotating shaft; 6. Mounting groove; 7. Moving rod; 8. Pawl; 9. Fixed shaft; 10. Ratchet; 11. Driven gear; 12. Half gear; 13. Vertical rod; 14. Weight ball; 15. Rotating rod; 16. Horizontal rod; 17. First stop lever; 18. Second stop lever; 19. Connecting rod; 20. Baffle; 21. Spring; 22. Sliding groove; 23. Drive shaft; 24. Spiral groove; 25. Straight groove; 26. Blower; 27. Sliding rod; 28. Pull rod; 29. ​​Support block. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] Please see Figures 1 to 6 The present invention provides a methanol fuel supply device based on a ship, including a fuel tank 1. The inner wall of the fuel tank 1 is provided with a plurality of rotating grooves 2. Each rotating groove 2 is rotatably connected to a deceleration mechanism 3. The deceleration mechanisms 3 are staggered and two adjacent deceleration mechanisms 3 are located on both sides of the vertical plane of the fuel tank 1. A flow disturbance mechanism 4 for disturbing the fuel flow is slidably connected to the deceleration mechanism 3.

[0029] By setting up a damping mechanism 3, the flowing fuel is blocked when the ship tilts, causing the longitudinally flowing fuel to flow laterally, thereby slowing down the flow speed of the fuel, reducing the kinetic energy of the fuel, and thus reducing the impact of the fuel on the end of the fuel tank 1, reducing the risk of cracking the fuel tank 1, and extending the service life of the fuel tank 1. When the fuel comes into contact with one of the damping mechanisms 3 and flows laterally, it will come into contact with the damping mechanism 3 on the other side, further slowing down the flow speed of the fuel and reducing the impact of the fuel on the end of the fuel tank 1. The set up turbulence mechanism 4 disturbs the laterally flowing fuel, thereby causing relative movement between the fuels and generating eddies in the fuel, further reducing the kinetic energy of the fuel and reducing the impact of the fuel on the end of the fuel tank 1.

[0030] Please see Figures 2 to 5The deceleration mechanism 3 includes a rotating shaft 5 rotatably connected within a rotating groove 2. A mounting groove 6 is provided on the fuel tank 1 near the top of the rotating shaft 5. A moving rod 7 is slidably connected to the inner wall of the mounting groove 6. A pawl 8 is mounted on one end of the moving rod 7. A fixed shaft 9 is rotatably connected to the inner wall of the mounting groove 6 near the pawl 8. A ratchet 10 is fixedly connected to the fixed shaft 9. A driven gear 11 is fixedly connected to one end of the fixed shaft 9 near the ratchet 10. A half gear 12 is fixedly connected to one side of the rotating shaft 5 near the driven gear 11. A vertical rod 13 is rotatably connected to the inner wall of the fuel tank 1 near the moving rod 7. A weighted ball 14 is fixedly connected to the other end of the rod 13. A rotating rod 15 is rotatably connected to the inner wall of the mounting groove 6 near the vertical rod 13. A horizontal rod 16 is fixedly connected to the end of the rotating rod 15 outside the mounting groove 6. A first stop rod 17 is fixedly connected to the side of the horizontal rod 16 near the vertical rod 13. A second stop rod 18 is fixedly connected to the end of the horizontal rod 16 away from the first stop rod 17. A connecting rod 19 is hinged to the end of the rotating rod 15 away from the horizontal rod 16. The other end of the connecting rod 19 is hinged to the moving rod 7. A baffle 20 is fixedly connected to the rotating shaft 5. A spring 21 is fixedly connected to one side of the baffle 20.

[0031] When the ship tilts forward and backward due to wind and waves, the fuel in fuel tank 1 flows to one end. At this time, the fuel has a large kinetic energy. The flow of fuel will cause baffle 20 to overcome the elastic force of spring 21 and rotate. The rotation of baffle 20 drives the rotating shaft 5 to rotate, which in turn drives the half gear 12 to rotate. The half gear 12 drives the driven gear 11 to rotate, which in turn drives the fixed shaft 9 to rotate. The fixed shaft 9 drives the ratchet 10 to rotate. At this time, the pawl 8 engages with the ratchet 10, and the ratchet 10 can only rotate in one direction. The ratchet 10 can slide over the pawl 8 without affecting the rotation of the ratchet 10. When baffle 20 rotates to form an obtuse angle with the axis of fuel tank 1, the fuel flowing longitudinally towards the end of fuel tank 1 will first contact baffle 20. When the fuel passes through baffle 20, it flows laterally along baffle 20, slowing down the flow speed of the fuel and thus reducing the kinetic energy of the fuel. This reduces the impact of fuel on the end of fuel tank 1, lowers the risk of cracking fuel tank 1, and extends the service life of fuel tank 1. When the ship tilts, the weight ball 14 drives the vertical rod 13 to deflect under the action of gravity. The deflection of the vertical rod 13 will drive the first stop rod 17 to move. The movement of the first stop rod 17 will drive the horizontal rod 16 to move. The movement of the horizontal rod 16 will drive the rotating rod 15 to rotate. The rotation of the rotating rod 15 will drive the connecting rod 19 to move. The movement of the connecting rod 19 will drive the moving rod 7 to move. The movement of the moving rod 7 will drive the pawl 8 to move. The pawl 8 will engage with the ratchet 10. When the ship returns to a horizontal position after tilting, the process is reversed. The pawl 8 will disengage from the ratchet 10, causing the ratchet 10 to rotate. At this time, under the action of the spring 21, the baffle 20 will rotate towards the inner wall of the fuel tank 1, thereby resetting the baffle 20, maintaining the stability of the fuel flow field inside the tank, reducing the pressure fluctuation at the pump inlet, and ensuring stable fuel pumping.

[0032] Please see Figure 3 and Figure 6 The turbulence mechanism 4 includes a sliding groove 22 opened on the side of the baffle 20 near the spring 21. A drive shaft 23 is rotatably connected in the sliding groove 22. A spiral groove 24 is opened on the drive shaft 23. A straight groove 25 is opened at one end of the spiral groove 24. A turbulence plate 26 is fixedly connected to the drive shaft 23. A slide rod 27 is slidably connected in the spiral groove 24. A pull rod 28 is fixedly connected to the other end of the slide rod 27. The end of the pull rod 28 away from the slide rod 27 is hinged to the inner wall of the fuel tank 1.

[0033] When the baffle 20 opens at an obtuse angle to the axis of the fuel tank 1, the rotation of the baffle 20 will increase the angle between the pull rod 28 and the baffle 20, causing the end of the pull rod 28 near the baffle 20 to slide against the baffle 20. The sliding of the pull rod 28 will cause the slide rod 27 to slide, and the sliding of the slide rod 27 will cause the drive shaft 23 to rotate 90°. Then the slide rod 27 will slide in the straight groove 25, and the drive shaft 23 will stop rotating and remain in this state. The rotation of the drive shaft 23 will cause the baffle 26 to rotate, and the baffle 26 will rotate out of the sliding groove 22. When the fuel moves laterally, the fuel will come into contact with the baffle 26, and the fuel will change its flow direction again, thereby further slowing down the flow speed of the fuel and reducing the impact on the end of the fuel tank 1.

[0034] Please see Figure 3 The spoiler 26 is S-shaped and is inclined towards the bottom of the fuel tank 1. The S-shaped spoiler 26 causes the lateral flow of fuel to generate a complex flow direction again, changes the stable state of the lateral flow of fuel, thereby slowing down the flow speed of fuel and reducing the impact on the end of the fuel tank 1.

[0035] Please see Figure 3 The width of the sliding groove 22 is greater than the width of the baffle 26. The baffle 26 can be housed in the sliding groove 22. In the initial state, the sliding groove 22 can house the baffle 26 to maintain the stability of the fuel flow field inside the tank.

[0036] Please see Figure 2 The other end of the spring 21 is fixedly connected to the inner wall of the mounting groove 6. When the baffle 20 is opened, the angle between the spring 21 and the baffle 20 is an acute angle. The spring 21 pulls the baffle 20. When the ship is in a horizontal and stable state, the spring 21 pulls the baffle 20 back to the initial position.

[0037] Please see Figure 3 A support block 29 is fixedly connected to the side of the baffle 20 near the rotating shaft 5. The support block 29 restricts the degree of rotation of the baffle 20 when it is opened, so as to prevent the baffle 20 from rotating too much and reducing the slowing effect on the fuel flow speed.

[0038] Please see Figure 2 The two adjacent baffles 20 are symmetrically located on both sides of the vertical plane of the fuel tank 1, and the two adjacent baffles 20 are staggered. The two baffles 20 on the same side rotate in opposite directions. When the ship tilts forward and backward, the baffles 20 slow down the flow speed of the fuel, thereby enhancing the protection effect on the end of the fuel tank 1.

[0039] Please see Figure 5 The half gear 12 meshes with the driven gear 11. The central angle of the half gear 12 is greater than 90°. The half gear 12 drives the driven gear 11 to rotate, thereby causing the driven gear 11 to drive the baffle 20 to rotate, so that the baffle 20 and the axis of the fuel tank 1 are set at an obtuse angle.

[0040] Please see Figure 4 The vertical rod 13 is located between the first stop 17 and the second stop 18. The vertical rod 13 is in contact with the first stop 17 and the second stop 18. When the ship tilts, the contact between the vertical rod 13 and the first stop 17 and the second stop 18 changes the connection state of the ratchet 10 and the pawl 8, thereby controlling the rotation and reset of the baffle 20.

[0041] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A ship-based methanol fuel supply device, characterized in that, Includes a fuel tank (1), the inner wall of the fuel tank (1) is arrayed with multiple rotating grooves (2), each rotating groove (2) is rotatably connected with a deceleration mechanism (3), the deceleration mechanisms (3) are staggered, two adjacent deceleration mechanisms (3) are located on both sides of the vertical plane of the fuel tank (1), and a flow disturbance mechanism (4) for disturbing the fuel flow is slidably connected to the deceleration mechanism (3). The deceleration mechanism (3) includes a rotating shaft (5) rotatably connected to a rotating groove (2). A mounting groove (6) is provided on the top of the fuel tank (1) near the rotating shaft (5). A moving rod (7) is slidably connected to the inner wall of the mounting groove (6). A pawl (8) is mounted on one end of the moving rod (7). A fixed shaft (9) is rotatably connected to the inner wall of the mounting groove (6) near the pawl (8). A ratchet (10) is fixedly connected to the fixed shaft (9). A driven gear (11) is fixedly connected to one end of the fixed shaft (9) near the ratchet (10). A half gear (12) is fixedly connected to one side of the rotating shaft (5) near the driven gear (11). A vertical rod (13) is rotatably connected to the inner wall of the fuel tank (1) near the moving rod (7). A weight ball (14) is fixedly connected to the other end of the vertical rod (13). A rotating rod (15) is rotatably connected to the inner wall of the mounting groove (6) near the vertical rod (13). A horizontal rod (16) is fixedly connected to the end of the rotating rod (15) outside the mounting groove (6). A first stop bar (17) is fixedly connected to the side of the horizontal rod (16) near the vertical rod (13). A second stop bar (18) is fixedly connected to the end of the horizontal rod (16) away from the first stop bar (17). A connecting rod (19) is hinged to the end of the rotating rod (15) away from the horizontal rod (16). The other end of the connecting rod (19) is hinged to the moving rod (7). A baffle (20) is fixedly connected to the rotating shaft (5). A spring (21) is fixedly connected to one side of the baffle (20). The turbulence mechanism (4) includes a sliding groove (22) opened on the side of the baffle (20) near the spring (21). A drive shaft (23) is rotatably connected in the sliding groove (22). A spiral groove (24) is opened on the drive shaft (23). A straight groove (25) is opened at one end of the spiral groove (24). A turbulence plate (26) is fixedly connected on the drive shaft (23). A slide rod (27) is slidably connected in the spiral groove (24). A pull rod (28) is fixedly connected at the other end of the slide rod (27). The end of the pull rod (28) away from the slide rod (27) is hinged to the inner wall of the fuel tank (1).

2. The methanol fuel supply equipment based on a ship according to claim 1, characterized in that, The spoiler (26) is S-shaped and is inclined toward the bottom of the fuel tank (1).

3. A ship-based methanol fuel supply device according to claim 1, characterized in that, The width of the sliding groove (22) is greater than the width of the spoiler (26), and the spoiler (26) can be housed in the sliding groove (22).

4. A ship-based methanol fuel supply device according to claim 1, characterized in that, The other end of the spring (21) is fixedly connected to the inner wall of the mounting groove (6), and when the baffle (20) is opened, the included angle between the spring (21) and the baffle (20) is an acute angle.

5. A ship-based methanol fuel supply device according to claim 1, characterized in that, A support block (29) is fixedly connected to the side of the baffle (20) near the rotating shaft (5).

6. A ship-based methanol fuel supply device according to claim 1, characterized in that, The two adjacent baffles (20) are symmetrically located on both sides of the vertical plane of the fuel tank (1), and the two adjacent baffles (20) are staggered. The two baffles (20) on the same side rotate in opposite directions.

7. A ship-based methanol fuel supply device according to claim 1, characterized in that, The half gear (12) meshes with the driven gear (11), and the central angle of the half gear (12) is greater than 90°.

8. A ship-based methanol fuel supply device according to claim 1, characterized in that, The vertical rod (13) is located between the first stop (17) and the second stop (18), and the vertical rod (13) is in contact with the first stop (17) and the second stop (18).

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