A marine LNG filling system and safety monitoring unit

Abstract

The present application relates to the technical field of liquefied gas storage and distribution, and particularly relates to a marine LNG filling system and a safety monitoring unit, which comprises: a hardware system, which is used for transporting LNG liquid in a land-based storage tank to a ship fuel tank through a transfer tool; and a software system, which comprises a filling temperature detection unit, a temperature control unit, a gas recovery unit and a pressure control unit, the filling temperature detection unit is used for detecting the ambient temperature of filling, the temperature control unit is used for controlling the ambient temperature of filling at the LNG liquid storage temperature, the gas recovery unit is used for recovering and processing the escaped gas during filling, and the pressure control unit is used for controlling the filling pressure. Through the above technical scheme, a safe and reliable solution can be provided for LNG liquid filling, so that some ships which cannot enter a dedicated LNG liquid fuel filling wharf can be provided with LNG liquefied gas fuel.

Description

Technical Field

[0001] This invention relates to the field of liquefied gas storage and distribution technology, and in particular to a marine LNG refueling system and safety monitoring unit. Background Technology

[0002] LNG, or liquefied natural gas, is typically stored at around -160°C. Due to its low temperature and volatile nature, ships using LNG as propulsion face certain risks during refueling and operation. LNG-fueled ships generally require liquid nitrogen precooling and initial LNG refueling at the shipyard. Furthermore, the fuel tanks need to be precooled before the initial LNG refueling to ensure that the temperature is suitable for storing liquefied natural gas and to avoid safety issues and equipment damage caused by excessive temperature differences.

[0003] Most existing systems are designed for refueling vessels that can dock at piers. There are no systematic solutions for refueling vessels that use LNG gas as fuel after environmental upgrades, which leads to many safety hazards during the refueling process. Summary of the Invention

[0004] The purpose of this invention is to provide a marine LNG bunkering system and a safety monitoring unit to solve the problems existing in the prior art.

[0005] The above-mentioned technical objective of the present invention is achieved through the following technical solution:

[0006] A marine LNG bunkering system includes: a hardware system for transporting liquid LNG from a land-based storage tank to the ship's fuel tank via a transfer vehicle;

[0007] The software system includes a refueling temperature detection unit, a temperature control unit, a gas recovery unit, and a pressure control unit. The refueling temperature detection unit is used to detect the ambient temperature during refueling. The temperature control unit is used to control the ambient temperature during refueling at the LNG liquid storage temperature. The gas recovery unit is used to recover and process the escaping gas during the refueling process. The pressure control unit is used to control the refueling pressure.

[0008] The above technical solutions can provide a safe and reliable solution for LNG refueling, enabling some ships that cannot enter dedicated LNG refueling terminals to be fueled by LNG.

[0009] The hardware system includes a tank truck, a cooling module located on the outside of the tank truck, a connection component for connecting the tank truck to the interior of the object to be filled, and an exhaust gas recovery component. A robotic arm is located on one side of the tank truck, and the end of the robotic arm holds a filling gun. The filling gun is connected to one end of an insulated hose, and the other end of the insulated hose is connected to the interior of the tank truck. The robotic arm is used to move the position of the filling gun. A sealing cover is located on the outside of the filling gun. A temperature detection sensor and a pressure detection sensor are located inside the sealing cover. A pressure relief valve is located on the sealing cover. The exhaust gas recovery component is connected to the pressure relief valve through a pipe.

[0010] By adopting the above technical solution, during use, the sealing cover is connected to the fuel tank injection port of the ship via a hatch docking method. At this time, the inner wall of the sealing cover and the outer wall of the fuel tank form a sealed space that completely covers the refueling port. Then, a cooling module cools this space and it needs to be filled with LNG gas. Only when it is ensured that the space is full of LNG gas can the ship be notified to open the refueling port. The robotic arm continues to control the refueling gun to extend into the refueling port. It should be noted that at this time, the refueling gun does not need to completely seal the refueling port. The interior of the fuel chamber and the sealing cover are still connected. The uniform internal temperature prevents excessive LCG gas vaporization. Once connected, if the refueling pressure is exceeded, the vaporized LCG gas will flow through the pressure relief valve and pipeline to the exhaust gas recovery component for harmless treatment. This setup makes refueling the fuel chamber with LCG gas much easier. If the refueling gun and refueling port are completely sealed together, the internal pressure of the fuel tank will inevitably increase as the injected LNG increases. This would make refueling increasingly difficult. This method ensures that the pressure is controllable throughout the refueling process and eliminates the danger caused by gas leakage through the exhaust gas recovery component.

[0011] In a further embodiment, the sealing cover includes a flared sleeve, a sealing ring, and a drive motor. The flared sleeve has a double-layer vacuum structure. The small-diameter end of the flared sleeve is fixedly connected to the end of the robotic arm. A sealing ring is rotatably installed on the large-diameter end inside the flared sleeve. The inner ring of the sealing ring has a threaded surface. An annular protrusion is provided on the end face of the sealing ring facing the small-diameter end of the flared sleeve. An extension is provided on the centrifugal side of the annular protrusion. A first sealing ring is provided at the bottom of the extension. An annular groove is provided on the end face of the sealing ring away from the small-diameter end of the flared sleeve. A circular ring is rotatably installed in the annular groove. Second sealing rings are provided on both end faces, the centrifugal surface, and the centripetal surface of the circular ring. The drive motor is disposed inside the flared sleeve through an insulation cover. The output shaft of the drive motor has an extension end that extends out of the insulation cover. A first gear is sleeved on the extension section of the output shaft of the drive motor. The inner ring of the annular protrusion has a tooth surface that meshes with the first gear.

[0012] By adopting the above technical solution, the ship's fuel tank filling port needs to be set as a cylindrical structure during use. Then, a threaded structure adapted to the threaded surface of the sealing ring is set on the outside of the filling port. A robotic arm moves the flared sleeve to a designated position, and then a drive motor drives the sealing ring to rotate. The sealing ring is screwed and fixed to the filling port. The second sealing ring at the bottom of the ring locks against the top surface of the flange on the outside of the filling port, and the second sealing ring at the top of the ring locks against the surface of the ring groove. Simultaneously, as the locking continues, the first sealing ring at the bottom of the annular protrusion locks against the inner wall of the flared sleeve, causing the flared sleeve to... The connection between the large-diameter end (bottom end) of the flared sleeve and the filling port is completely sealed. The filling gun only needs to be fixedly installed inside the small-diameter end interface of the flared sleeve. After the sealing cover is turned to the designated position, the cooling module cools down this sealed space. After filling is completed, the temperature needs to be restored for a period of time before the drive motor can be started for separation. It should be noted that during the cooling process, inert gas needs to be filled into this sealed space first and the constant pressure and temperature should be maintained for a certain period of time to determine whether the seal is complete. If the pressure drops, it means that the seal is not complete. At this time, it is not allowed to continue cooling and other operations.

[0013] In a further embodiment, the dispensing gun is mounted on the inner small-diameter section of the flared sleeve via a linear motor, which allows the dispensing gun to move only along the axis of the flared sleeve.

[0014] By adopting the above technical solution, this setting allows the linear motor to drive the nozzle of the filling gun to penetrate into the filling port after the filling port is opened. After filling is completed, the filling gun can be pulled out by the linear motor. It should be noted that the linear motor in this solution is a linear motor designed for ultra-low temperature environments.

[0015] In a further embodiment, the waste gas recovery assembly includes a heating box and an ignition tube. An adsorption layer is provided in the middle of the interior of the heating box, which is used to divide the interior of the heating box into upper and lower chambers. The bottom of the interior of the heating box is connected to a pressure relief valve through a pipe. A heating plate located below the adsorption layer is fixedly installed inside the heating box. The ignition tube is fixedly installed on the top of the heating box, and one end of the ignition tube is connected to the top of the interior of the heating box.

[0016] By adopting the above technical solution, the adsorption layer is an activated carbon adsorption layer, which is used to adsorb harmful components in the recovered gas. The heating plate is used to maintain a temperature of 30-35 degrees Celsius to heat the gas, so that it can be rapidly vaporized and heated. Then, it enters the ignition tube through the filter layer to burn the combustible gas and release it. It should be noted that the waste gas recovery component is a facility fixed on the dock, and the heating box needs to be set up in a safe area.

[0017] In a further embodiment, the pressure control unit is used to control the threshold of the pressure relief valve, and the temperature control unit is used to work in conjunction with the pressure control unit. The temperature control unit is used to sequentially introduce room temperature inert gas, room temperature LNG gas, and cooling LNG liquid into the interior of the sealing cover. The room temperature inert gas contains a tracer gas. The room temperature LNG gas is used to clean the interior of the sealing cover, and the cooling LNG liquid is used to reduce the interior temperature of the sealing cover to the operating temperature. The pressure control unit adjusts the threshold of the pressure relief valve sequentially as a minimum value, gradually adjusts it to a maximum value, reduces it to a minimum value, and adjusts it to a set filling pressure value.

[0018] By adopting the above technical solution, the pressure relief valve in this solution is an adjustable pressure relief valve. The purpose of the pressure control unit to adjust the threshold of the pressure relief valve is to allow the inert gas to quickly carry away the air inside the sealing cover through the pressure relief valve, then maintain the pressure for a period of time to see if the seal is in place, then quickly discharge the inert gas through room temperature LNG gas, and finally reduce it to the required filling temperature.

[0019] In a further embodiment, the temperature detection unit is used to detect the inner wall temperature of the sealing cover and the temperature inside the sealing cover via a temperature sensor.

[0020] The present invention also discloses a safety monitoring unit for a marine LNG bunkering system, comprising: a leak detection module, wherein the leak detection module is used to continuously monitor the sealing performance of the sealing cover;

[0021] The pressure monitoring unit is used to continuously monitor the pressure inside the sealing cover during the filling process;

[0022] The combustible gas concentration detection unit is installed inside the waste gas recovery assembly to detect the proportion of combustible gas in the recovered waste gas.

[0023] In summary, the present invention has the following beneficial effects:

[0024] 1. During use, the sealing cover is connected to the fuel tank inlet via a hatch docking method. At this point, the inner wall of the sealing cover and the outer wall of the fuel tank form a sealed space completely enclosing the refueling port. A cooling module then cools this space, and it must be filled with LNG gas. Only after ensuring the space is full of LNG gas can the ship be notified to open the refueling port. A robotic arm then guides the refueling gun into the refueling port. It is important to note that at this stage, the refueling gun does not need to completely seal the refueling port. The internal temperature of the fuel chamber and the sealing cover should be considered. Similarly, this method prevents excessive LCG gas vaporization. Once connected, if the refueling pressure is exceeded, the vaporized LCG gas will flow through the pressure relief valve and pipeline to the exhaust gas recovery component for harmless treatment. This setup makes refueling the fuel chamber with LCG gas much easier. If the refueling gun and refueling port are completely sealed together, the internal pressure of the fuel tank will inevitably increase as the injected LNG increases. This would make refueling increasingly difficult. This method ensures that the pressure is controllable throughout the refueling process and eliminates the danger caused by gas leakage through the exhaust gas recovery component. Attached Figure Description

[0025] Figure 1 This is a block diagram illustrating the overall system principle of the marine LNG refueling system of the present invention.

[0026] Figure 2 This is a schematic diagram of the sealing cover structure of the marine LNG refueling system of the present invention;

[0027] Figure 3 This is a schematic diagram of the pressure relief valve structure of the marine LNG refueling system of the present invention;

[0028] Figure 4 This is a schematic diagram of the structure of the exhaust gas recovery component of the marine LNG refueling system of the present invention;

[0029] Figure 5 This is a flowchart of the safety monitoring unit of the marine LNG refueling system of the present invention.

[0030] In the diagram, 100 is the hardware system; 110 is the tanker truck; 120 is the cooling module; 130 is the connecting assembly; 140 is the exhaust gas recovery assembly; 141 is the heating box; 142 is the ignition tube; 150 is the robotic arm; 160 is the filling gun; 170 is the sealing cover; 171 is the trumpet-shaped sleeve; 172 is the sealing ring; 173 is the drive motor; 180 is the pressure relief valve; 181 is the valve body; 182 is the rubber plug; 183 is the channel; 184 is the return spring; 185 is the guide column; 186 is the pressure plate; 187 is the linear electric cylinder; 188 is the float; 189 is the distance sensor; 200 is the software system; 210 is the filling temperature detection unit; 220 is the temperature control unit; 230 is the gas recovery unit; and 240 is the pressure control unit. Detailed Implementation

[0031] The present invention will be further described in detail below with reference to the accompanying drawings.

[0032] It should be noted that in the description of this invention, any descriptions of orientation, such as up, down, front, back, left, right, etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings. They are only for the purpose of facilitating the description of this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and should not be construed as a limitation of this invention.

[0033] Example 1:

[0034] like Figures 1-5 As shown, a marine LNG bunkering system and safety monitoring unit includes: a hardware system 100, which is used to transport LNG liquid from a land-based storage tank to the ship's fuel tank via a transfer vehicle; the hardware system 100 includes a tank truck 110, a cooling module 120 disposed on the outside of the tank truck 110, a connection component 130 for connecting the tank truck 110 to the interior of the object to be filled, and an exhaust gas recovery component 140; a robotic arm 150 is disposed on one side of the tank truck 110, the end of the robotic arm 150 holding a bunkering gun 160, the bunkering gun 160 being connected to one end of an insulated hose, the other end of the insulated hose being connected to the interior of the tank truck 110, the robotic arm 150 being used to move the position of the bunkering gun 160, a sealing cover 170 being disposed on the outside of the bunkering gun 160, a temperature detection sensor and a pressure detection sensor being disposed inside the sealing cover 170, a pressure relief valve 180 being disposed on the sealing cover 170, and the exhaust gas recovery component 140 being connected to the pressure relief valve 180 via a pipeline.

[0035] The sealing cover 170 includes a trumpet-shaped sleeve 171, a sealing ring 172, and a drive motor 173. The trumpet-shaped sleeve 171 has a double-layer vacuum structure. The small-diameter end of the trumpet-shaped sleeve 171 is fixedly connected to the end of the robotic arm 150. The sealing ring 172 is rotatably mounted on the large-diameter end inside the trumpet-shaped sleeve 171. The inner ring of the sealing ring 172 has a threaded surface. An annular protrusion is provided on the end face of the sealing ring 172 facing the small-diameter end of the trumpet-shaped sleeve 171. An extension is provided on the centrifugal side of the annular protrusion, and a bottom edge is provided at the bottom of the extension. The first sealing ring; the sealing ring 172 has an annular groove on the end face away from the small diameter end of the trumpet-shaped sleeve 171, and a circular ring is rotatably installed in the annular groove. The two end faces, the centrifugal surface and the centripetal surface of the circular ring are all provided with second sealing rings. The drive motor 173 is set inside the trumpet-shaped sleeve 171 through the heat insulation cover. The output shaft of the drive motor 173 is provided with an extension end that extends out of the heat insulation cover. The extension section of the output shaft of the drive motor 173 is fitted with a first gear. The inner ring of the annular protrusion is provided with a tooth surface that meshes with the first gear.

[0036] During operation, the sealing cover 170 is connected to the fuel tank inlet via a hatch docking method. At this point, the inner wall of the sealing cover 170 and the outer wall of the fuel tank form a sealed space completely enclosing the refueling port. The cooling module 120 then cools this space, ensuring it is filled with LNG gas. Only after confirming the LNG filling is complete can the ship be notified to open the refueling port. The robotic arm 150 then controls the refueling gun 160 to extend into the refueling port. It is important to note that the refueling gun 160 does not need to completely seal the refueling port at this stage; the interior of the fuel chamber and the inner wall of the sealing cover 170 remain open. The temperature is the same throughout, which will not cause excessive LCG gas vaporization. When connected, if the refueling pressure is exceeded, the vaporized LCG gas will flow through the pressure relief valve 180 and pipeline to the exhaust gas recovery component 140 for harmless treatment. This setting makes it easier to refuel the fuel chamber with LCG gas. If the refueling gun 160 is completely connected and sealed to the refueling port, the internal pressure of the fuel tank will definitely increase as the injected LNG increases. This will make the refueling more and more difficult as the refueling progresses. This method ensures that the pressure is controllable throughout the refueling process and eliminates the danger caused by gas leakage through the exhaust gas recovery component 140.

[0037] like Figures 1-5As shown, the software system 200 includes a refueling temperature detection unit 210, a temperature control unit 220, a gas recovery unit 230, and a pressure control unit 240. The refueling temperature detection unit 210 detects the ambient temperature during refueling; the temperature control unit 220 controls the ambient temperature during refueling at the LNG liquid storage temperature; the gas recovery unit 230 recovers and processes any escaping gases during the refueling process; and the pressure control unit 240 controls the refueling pressure. The refueling gun 160 is mounted on the small-diameter section inside the flared sleeve 171 via a linear motor. This allows the filling gun 160 to move only along the axis of the flared sleeve 171; the exhaust gas recovery assembly 140 includes a heating box 141 and an ignition tube 142. An adsorption layer is provided in the middle of the interior of the heating box 141, which is used to divide the interior of the heating box 141 into upper and lower chambers. The bottom of the interior of the heating box 141 is connected to the pressure relief valve 180 through a pipe. A heating plate located below the adsorption layer is fixedly installed inside the heating box 141. The ignition tube 142 is fixedly installed on the top of the heating box 141, and one end of the ignition tube 142 is connected to the top of the interior of the heating box 141.

[0038] The pressure relief valve 180 in this solution is an adjustable pressure relief valve 180. The purpose of the pressure control unit 240 adjusting the threshold of the pressure relief valve 180 is to allow the inert gas to quickly carry away the air inside the sealing cover 170 through the pressure relief valve 180, then maintain the pressure for a period of time to see if the seal is in place, and then quickly discharge the inert gas through room temperature LNG gas, and finally reduce it to the required filling temperature.

[0039] like Figures 1-5 As shown; the pressure control unit 240 is used to control the threshold of the pressure relief valve 180; the temperature control unit 220 works in conjunction with the pressure control unit 240; the temperature control unit 220 sequentially introduces room temperature inert gas, room temperature LNG gas, and cooling LNG liquid into the interior of the sealing cover 170; the room temperature inert gas contains a tracer gas; the room temperature LNG gas is used to clean the interior of the sealing cover 170; the cooling LNG liquid is used to reduce the internal temperature of the sealing cover 170 to the working temperature; the pressure control unit 240 adjusts the threshold of the pressure relief valve 180 sequentially from the minimum value, gradually adjusts it to the maximum value, reduces it to the minimum value, and adjusts it to the set filling pressure value; the temperature detection unit is used to detect the inner wall temperature and the internal temperature of the sealing cover 170 through a temperature sensor; including: a leakage detection module, which continuously monitors the sealing performance of the sealing cover 170;

[0040] The pressure monitoring unit is used to continuously monitor the pressure inside the sealing cover 170 during the filling process;

[0041] A combustible gas concentration detection unit is installed inside the waste gas recovery assembly 140 to detect the proportion of combustible gas in the recovered waste gas.

[0042] like Figure 3 As shown, the pressure relief valve 180 includes a valve body 181. The valve body 181 has an internal shaft hole, which has four sections from top to bottom. The diameters of the first and third sections are larger than the diameters of the second and fourth sections. The first section is located at the top, and the top of the shaft hole does not penetrate through it. The top of the second section is connected to a side hole for venting gas from the shaft hole. The pipe of the waste gas recovery assembly 140 is also connected to this side hole. A sliding rubber plug 182 is installed inside the shaft hole of the third section. Two guide posts 185 are provided at the top of the shaft hole of the third section to guide the sliding position of the rubber plug 182. A return spring 184 is located above the rubber plug 182. A pressure plate 186 is located above the return spring 184. A linear electric cylinder 187 is located above the pressure plate 186. The rubber plug 182, return spring 184, pressure plate 186, and linear electric cylinder 187 are all located inside the shaft hole of the third section. The position of the pressure plate 186 is adjusted by the linear electric cylinder 187, causing the return spring 182 to slide freely. The pre-compression of the spring 184 varies, thereby adjusting the pressure applied by the return spring 184 to the rubber plug 182. Multiple connecting channels 183 are provided on the valve body 181 of the third shaft hole. These channels connect the inner top and bottom of the third shaft hole. When the rubber plug 182 is completely pressed against the bottom of the third shaft hole, the bottom of the channel 183 is closed, preventing pressure relief and exhaust. When the rubber plug 182 is pushed up a certain distance, the bottom of the channel 183 opens, connecting with the fourth shaft hole, completing the pressure relief and exhaust. A float 188 is provided inside the first shaft hole, and a distance sensor 189 is provided at the inner top of the first shaft hole. The distance sensor 189 detects the distance between the float 188 inside the first shaft hole and the top of the first shaft hole. When the pressure relief valve 180 is venting pressure, some airflow will push the float 188 up. This method indicates whether the pressure relief valve 180 is working and whether the working pressure is the set threshold pressure.

[0043] Specific implementation process: During use, the ship is moored at a regular dock. Then, the pipeline end of the exhaust gas recovery assembly 140 that needs to be connected to the pressure relief valve 180 is pulled to the dock. The tanker truck 110 filled with LNG liquefied fuel is moved to the dock. Then, the robotic arm 150 on top of the connecting assembly 130 starts working, connecting the sealing cover 170 to the ship's fuel tank filling port. The connecting assembly 130 is a flexible and elastic base. Fixing the robotic arm 150 on the connecting assembly 130 can prevent damage and sealing problems caused by the robotic arm 150 being pulled by the ship's swaying under wind and waves. Then, all the sensors inside the sealing cover 170 are activated. Multiple temperature sensors need to be set. Some temperature sensors are attached to the inner wall of the horn-shaped sleeve 171, and some are suspended inside the horn-shaped sleeve 171 by connecting rods. These temperature sensors are all components of the filling temperature detection unit 210. The pressure plate 186 is moved to the top of the third shaft hole, so that the return spring 184 has no pre-compression. At this time, as long as the pressure exceeds the normal... When the pressure is applied, the gas will push up the rubber stopper 182, opening the bottom of the channel 183 to release pressure and vent gas. After the inert gas has been flushing at high speed for 1-3 minutes, the pressure plate 186 is moved to its lowest movable position, and then inert gas mixed with tracer gas is injected. When the pressure relief valve 180 releases pressure, the injection is stopped, and the area around the sealing cover 170 is observed for any gas leakage. Red tracer gas can be used here, and a laser pointer can be used to shine back and forth around the perimeter of the sealing cover 170 for detection. If no leakage is observed within 5 minutes... In case of leakage, the interior of the sealing cover 170 is initially flushed with room-temperature LNG gas. At this time, the pressure plate 186 is at its highest movable position. After flushing for 1-3 minutes, liquid LNG is introduced into the interior of the sealing cover 170 to cool it down. Cooling takes 3-5 minutes. Then, the pressure relief valve 180 is adjusted to the required pressure threshold for refueling. When the internal pressure of the sealing cover 170 exceeds the threshold during refueling, the pressure relief valve 180 releases the gas to relieve pressure, ensuring both the speed and safety of refueling. The waste gas recovery component 140 used in this solution is a conventional ignition-type hazardous combustible gas treatment box.

[0044] The heating plate used in this invention is a heat exchange plate with water as the internal medium.

[0045] The filling temperature detection unit 210 in the software system 200 of this invention is used to detect the entire process from the installation of the sealing cover 170. The temperature control unit 220 is used to determine whether the temperature inside the sealing cover 170 has reached the temperature suitable for filling based on the detection data of the filling temperature detection unit 210, so as to avoid excessive LNG liquid vaporization and waste. The pressure control unit 240 is used to control the pressure relief valve 180. During the filling process, the float 188 is monitored. If the float 188 moves abnormally, it needs to be reported in time and the source of the problem needs to be detected. At this time, the filling port can even be closed and tracer gas can be injected to test the sealing performance again. A one-way valve structure needs to be set in the side hole of the valve body 181 of the pressure relief valve 180 to prevent outside air from flowing back into the shaft hole of the valve body 181. The gas recovery unit 230 is mainly used to safely discharge the waste gas recovered into the heating box 141.

[0046] Therefore, a mounting position needs to be set on the tank truck 110 of this application for installing the cooling module 120. The cooling module 120 includes multiple gas storage tanks and solenoid valves for communicating with the multiple gas storage tanks. The solenoid valves are used to control different gas storage tanks to inject different gases into the interior of the sealing cover 170. Finally, the liquid LNG used for cleaning can be injected directly through the filling gun 160.

[0047] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0048] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

Claims

1. A marine LNG filling system, characterized in that, The application relates to a hardware system (100) for transporting LNG liquid in a land-based storage tank to a ship fuel tank through a transfer tool, and a software system (200) comprising a filling temperature detection unit (210) for detecting an ambient temperature of filling, a temperature control unit (220) for controlling the ambient temperature of filling at an LNG liquid storage temperature, a gas recovery unit (230) for recovering and treating escaped gas during filling, and a pressure control unit (240) for controlling filling pressure. The hardware system (100) comprises a tank truck (110), a cooling module (120) arranged outside the tank truck (110), a connecting assembly (130) for realizing internal communication between the tank truck (110) and a to-be-filled object, and a waste gas recovery assembly (140). One side of the tank truck (110) is provided with a mechanical arm (150), the mechanical arm (150) holds a filling gun (160) at the end, the filling gun (160) is in communication with one end of a heat preservation hose, the other end of the heat preservation hose is in communication with the inside of the tank truck (110), the mechanical arm (150) is used for moving the position of the filling gun (160), a sealing cover (170) is arranged outside the filling gun (160), temperature detection sensors and pressure detection sensors are arranged inside the sealing cover (170), a pressure relief valve (180) is arranged on the sealing cover (170), and the waste gas recovery assembly (140) is in communication with the pressure relief valve (180) through a pipeline. The pressure control unit (240) is used for controlling the threshold value of the pressure relief valve (180), the temperature control unit (220) is used for working in cooperation with the pressure control unit (240), the temperature control unit (220) is used for sequentially sending normal-temperature inert gas, normal-temperature LNG gas and cooling LNG liquid into the inside of the sealing cover (170), the normal-temperature inert gas is mixed with tracer gas, the normal-temperature LNG gas is used for cleaning the inside of the sealing cover (170), and the cooling LNG liquid is used for reducing the temperature of the inside of the sealing cover (170) to a working temperature. ​ ​ 2. Marine LNG filling system according to claim 1, characterized in that: The sealing cover (170) comprises a horn sleeve (171), a sealing ring (172) and a driving motor (173), the horn sleeve (171) is a double-layer vacuum structure, the small-diameter end of the horn sleeve (171) is fixedly connected with the end of the mechanical arm (150), the inner large-diameter end of the horn sleeve (171) is rotatably installed with the sealing ring (172), the inner ring of the sealing ring (172) is a threaded surface, the end face of the sealing ring (172) towards the small-diameter end of the horn sleeve (171) is provided with an annular protrusion, the centrifugal side of the annular protrusion is provided with an extension edge, and the bottom of the extension edge is provided with a first sealing ring; the end face of the sealing ring (172) away from the small-diameter end of the horn sleeve (171) is provided with an annular groove, a circular ring is rotatably installed in the annular groove, the two end faces, the centrifugal face and the centripetal face of the circular ring are all provided with a second sealing ring, the driving motor (173) is arranged in the inner part of the horn sleeve (171) through a heat preservation cover, the output shaft of the driving motor (173) is provided with an extension end penetrating out of the heat preservation cover, a first gear is sleeved on the extension end of the output shaft of the driving motor (173), and the inner ring of the annular protrusion is provided with a tooth surface meshing with the first gear.

3. Marine LNG filling system according to claim 2, characterized in that: The filling gun (160) is installed in the inner small-diameter section of the horn sleeve (171) through a linear motor, and the linear motor enables the filling gun (160) to only move along the axis of the horn sleeve (171).

4. Marine LNG filling system according to claim 1, characterized in that: The waste gas recovery assembly (140) comprises a heating box (141) and an ignition pipe (142), an adsorption layer is arranged at the middle position in the inner part of the heating box (141), the adsorption layer is used for separating the inner part of the heating box (141) into two chambers, the bottom end of the inner part of the heating box (141) is communicated with the pressure relief valve (180) through a pipeline, and a heating plate is fixedly installed below the adsorption layer in the inner part of the heating box (141); the ignition pipe (142) is fixedly installed on the top of the heating box (141), and one end of the ignition pipe (142) is communicated with the top end of the inner part of the heating box (141).

5. Marine LNG filling system according to claim 1, characterized in that: The threshold value of the pressure control unit (240) for adjusting the pressure relief valve (180) is sequentially the minimum value, gradually adjusted to the maximum value, reduced to the minimum value, and adjusted to the set filling pressure value.

6. Marine LNG filling system according to claim 1, characterized in that: The temperature detection unit is used for detecting the temperature of the inner wall of the sealing cover (170) and the temperature in the inner part of the sealing cover (170) through a temperature sensor.

7. A safety monitoring unit for a marine LNG filling system according to any of the claims 1-6, characterized in that, It comprises: A leakage detection module for continuously detecting the sealing performance of the sealing cover (170); A pressure monitoring unit for continuously monitoring the pressure in the inner part of the sealing cover (170) during the filling process; A combustible gas concentration detection unit arranged in the waste gas recovery assembly (140) for detecting the proportion of combustible gas in the recovered waste gas.

Images