Large marine cargo tank and method of manufacturing the same

Abstract

The embodiment of the present application provides a large marine liquid cargo tank and a manufacturing method thereof, and relates to the technical field of liquefied carbon dioxide storage and transportation.The large marine liquid cargo tank provided by the present application comprises an inner container, the inner container comprises a barrel body and end covers arranged at both ends of the barrel body, a dome is arranged at the upper part of the end cover, and a liquid collecting groove is arranged at the lower part of the end cover; a composite material reinforcing layer is wound and arranged on the outer surface of the barrel body; the composite material reinforcing layer comprises a hoop winding layer and a spiral winding layer, the hoop winding layer is wound on the outer surface of the barrel body along the radial direction of the barrel body, the spiral winding layer is wound outside the hoop winding layer, and the spiral winding layer has an inclination angle between the winding direction and the radial direction.The manufacturing method of the large marine liquid cargo tank provided by the present application is used for manufacturing the above-mentioned large marine liquid cargo tank.The large marine liquid cargo tank and the manufacturing method thereof provided by the present application can solve the problem that the size and volume of the current liquid cargo tank are limited, which is not conducive to the large-scale development of the carbon dioxide transportation ship.

Description

Technical Field

[0001] This invention relates to the field of liquefied carbon dioxide storage and transportation technology, and more specifically, to a large marine liquid cargo tank and its manufacturing method. Background Technology

[0002] Currently, with the global push for carbon reduction, carbon dioxide capture, utilization, and storage (CCUS) technology is developing rapidly. Carbon dioxide carriers, as the core tool for long-distance, large-volume transportation, play an indispensable role in the entire CCUS industry chain. To ensure that the stored and transported carbon dioxide remains in liquid form, the storage environment needs to meet both temperature and pressure requirements; that is, the storage temperature and pressure must be higher than the triple point (5.2 barg, -56.6°C). Existing carbon dioxide carrier cargo tanks all use single-cylinder steel pressure tanks.

[0003] The inventors discovered that existing single-cylinder steel pressure tanks are limited in size and volume due to the inherent limitations of steel, which restricts the carrying capacity of current carbon dioxide transport ships and hinders their development into larger vessels. Summary of the Invention

[0004] The present invention aims to provide a large marine liquid cargo tank, a method for manufacturing a large marine liquid cargo tank, and a method of manufacturing a large marine liquid cargo tank, which can improve the problem that the current size and volume of liquid cargo tanks are limited, which is not conducive to the development of large carbon dioxide transport ships.

[0005] The embodiments of the present invention can be implemented as follows: In a first aspect, the present invention provides a large marine liquid cargo tank, comprising: The inner liner includes a cylindrical body and end caps disposed at both ends of the cylindrical body, wherein a dome is provided at the upper part of one end of the end cap and a liquid collection tank is provided at the lower part of the end cap opposite to the dome. A composite material reinforcement layer is wound around the outer surface of the cylinder body; The composite material reinforcement layer includes a circumferential winding layer and a helical winding layer. The circumferential winding layer is wound around the outer surface of the cylinder in the radial direction of the cylinder body. The helical winding layer is wound around the outside of the circumferential winding layer. The winding direction of the helical winding layer has an inclination angle between it and the radial direction of the cylinder body. The inclination angle is 60°-80°.

[0006] In an alternative embodiment, the dome is cylindrical or hemispherical.

[0007] In an optional embodiment, the composite material reinforcement layer comprises a fiber-reinforced composite material, wherein the fibers include glass fiber, basalt fiber, or carbon fiber.

[0008] In an optional embodiment, the composite material reinforcement layer and the outer surface of the end cap are coated with an insulation layer.

[0009] In an optional embodiment, the outer surface of the inner liner is coated with an electrochemically etched coating.

[0010] In an optional embodiment, both ends of the two heads are provided with lifting flanges.

[0011] Secondly, the present invention provides a method for manufacturing a large marine liquid cargo tank, for manufacturing a large marine liquid cargo tank as described in any of the foregoing embodiments, comprising the following steps: The end caps are connected to both ends of the cylinder to form the inner liner; An electrochemical corrosion coating is applied to the outer surface of the inner liner; The composite material reinforcement layer is wound onto the outer surface of the cylinder body; A thermal insulation layer is sprayed onto the composite material reinforcement layer and the outer surface of the end cap.

[0012] In an optional embodiment, the step of connecting the end caps to both ends of the cylinder to form the inner liner includes: The dome is welded to the upper part of one of the end caps, and a liquid collection tank opposite the dome is welded to the lower part of the end cap; The lifting flanges are welded to the ends of the two heads respectively.

[0013] In an optional embodiment, the composite material reinforcement layer comprises a fiber-reinforced composite material, and the step of winding the composite material reinforcement layer onto the outer surface of the cylinder includes: Drive the inner liner to rotate; The resin-impregnated fibers are wound circumferentially around the outer surface of the cylinder until a preset thickness is reached, and then cured to form the circumferential winding layer; The fiber-reinforced composite material impregnated with resin is spirally wound around the outside of the circumferential winding layer at the tilt angle and then cured to form the spiral winding layer.

[0014] The beneficial effects of the large marine liquid cargo tank, the manufacturing method of the large marine liquid cargo tank, and the method provided in the embodiments of the present invention include: By wrapping a composite material reinforcement layer around the outside of the tank body, the strength of the inner liner is enhanced. The circumferential winding layer can bear the stress in the circumferential direction of the tank body to enhance the radial structural strength of the liquid cargo tank; the helical winding layer can bear the stress in the axial direction of the tank body to improve the axial strength of the liquid cargo tank and prevent circumferential cracks from appearing on the tank body; through the composite structure of the composite material reinforcement layer, the pressure bearing capacity of the liquid cargo tank can be effectively improved, thereby creating conditions for increasing the diameter and volume of the liquid cargo tank, which is conducive to the development of larger carbon dioxide transport ships. It can significantly improve the efficiency of liquid carbon dioxide transportation on ships, reduce unit transportation costs, greatly improve the main dimensions of ships, optimize the length / width ratio of the ship type, increase the utilization rate of cargo space, reduce the complexity of liquid cargo systems, thereby reducing ship construction costs, and at the same time, it is also conducive to the port suitability of ships. The dome and collection tank are located on the end cap at one end, and the cylinder body maintains a complete cylindrical structure with no welds or cutting marks on the surface, resulting in high structural strength. Furthermore, the smooth outer surface of the cylinder body facilitates the application of the composite material reinforcement layer without the need for cutting, sewing, or joining, thus shortening the manufacturing time and improving the efficiency of the liquid cargo tank. Simultaneously, the composite material reinforcement layer can be directly wrapped and adhered to the complete cylinder surface, reducing waste caused by cutting and lowering manufacturing costs. The high structural strength of the complete composite material reinforcement layer further enhances the overall structural strength of the liquid cargo tank. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a structural schematic diagram of a large marine liquid cargo tank provided in this embodiment; Figure 2 for Figure 1 Enlarged view of section A in the middle; Figure 3 A flowchart illustrating the manufacturing method of a large marine liquid cargo tank provided in this embodiment.

[0017] Icons: 100-Inner liner; 110-Cylinder body; 120-End cap; 121-Dome; 122-Collection tank; 123-Lifting flange; 200-Composite material reinforcement layer; 210-Circular winding layer; 220-Spiral winding layer; 300-Insulation layer; 400-Electrochemical corrosion coating. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0019] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0020] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0021] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0022] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0023] It should be noted that, where there is no conflict, the features in the embodiments of the present invention can be combined with each other.

[0024] Following the 2016 Paris Agreement, the world has been actively promoting carbon reduction, and carbon dioxide capture, utilization, and storage (CCUS) technology has become one of the key means to achieve this goal. According to the International Energy Agency (IEA), the amount of carbon dioxide collected globally will increase from the current 44 trillion tons to 1.2 trillion tons in 2030 and 6.2 trillion tons in 2050. By 2027, 15% of global carbon dioxide emission reductions will be achieved by the CCUS industry. This means that the demand for carbon dioxide transportation will experience explosive growth, and carbon dioxide carriers, as the core tool for long-distance, large-volume transportation, play an indispensable role in the entire CCUS industry chain, indicating a promising market prospect for carbon dioxide carriers.

[0025] Based on the characteristics and three-phase nature of carbon dioxide, to ensure that stored and transported carbon dioxide remains in liquid form, the storage environment needs to meet both temperature and pressure requirements. Specifically, the storage temperature and pressure must be higher than the triple point (5.2 barg, -56.6℃). Current carbon dioxide cargo tanks on ships utilize single-cylinder steel pressure tanks. However, due to limitations in the steel's capacity, the pressure, size, and volume of these cylindrical pressure tanks are significantly restricted. Currently, the largest single cargo tank in a medium-pressure liquid carbon dioxide C-type cargo ship that is in use and in operation has a volume of 3750 m³ and a maximum diameter of 11.4 m, making it the largest liquid carbon dioxide storage tank on the market. The increasing size of CO2 carriers is mainly due to limitations in tank size and volume. Current ship designs can only achieve this by increasing the length and beam, resulting in an excessively large length-to-beam ratio. This not only leads to extremely low capacity utilization but also deviates from the optimal ship proportion range. Furthermore, the excessively large length-to-beam ratio places extremely stringent requirements on port facilities and water conditions when the ship is docked, resulting in poor port suitability. It also leads to a small stability margin, which exacerbates the ship's roll and pitch under adverse conditions, increasing navigation risks and reducing the ship's safety and comfort.

[0026] To address the limitations of liquefied cargo tank size and volume, increase the carrying capacity of CO2 carriers, and achieve larger CO2 carriers, the shipbuilding industry has explored various solutions. However, these methods have certain limitations. The most common approach is to increase the number of liquefied cargo tanks, which improves the ship's carrying capacity to some extent. This also leads to an increase in the number of internal tank support structures and connecting components, making the liquefied cargo system's piping connections and control systems more complex. This increases the difficulty and cost of ship construction, as well as the difficulty and cost of maintenance and management. Another approach is to improve steel properties by developing new types of steel to enhance their strength and toughness, enabling the construction of larger diameter and larger volume liquefied cargo tanks. However, it is understood that improving steel performance currently faces many challenges, including long development cycles, high costs, and less than ideal results in practical applications. Limited by research funding and time, these methods cannot meet the shipbuilding industry's actual needs in the short term.

[0027] Based on this, the present invention provides a large marine liquid cargo tank to improve upon the current limitations of size and volume in single-cylinder steel pressure tanks, thereby meeting the growing demand for larger carbon dioxide transport ships. The following detailed description, through embodiments and accompanying drawings, outlines the overall structure, working principle, and technical effects of the large marine liquid cargo tank provided by the present invention, as well as the detailed steps, implementation principles, and technical effects of the supporting manufacturing method.

[0028] Please refer to Figure 1 and Figure 2This invention provides a large marine liquid cargo tank for storing liquefied carbon dioxide, applicable to carbon dioxide transport ships. The large marine liquid cargo tank provided by this invention has good pressure bearing capacity, thereby creating conditions for increasing the diameter and volume of the liquid cargo tank.

[0029] Please refer to Figure 1 and Figure 2 The large marine cargo tank provided by this invention includes an inner liner 100 and a composite material reinforcement layer 200. The inner liner 100 includes a cylindrical body 110 and end caps 120 welded to both ends of the cylindrical body 110 in the horizontal direction. The cylindrical body 110 and the end caps 120 at both ends of the cylindrical body 110 together form a closed inner cavity of the inner liner 100. The composite material reinforcement layer 200 is wound around the outer surface of the cylindrical body 110 to enhance the strength of the cylindrical body 110 in the axial and radial directions. Specifically, the composite material reinforcement layer 200 includes a circumferential winding layer 210 and a helical winding layer 220. The circumferential winding layer 210 is wound circumferentially around the outer surface of the cylindrical body 110 in the radial direction. The helical winding layer 220 is wound around the outside of the circumferential winding layer 210, and the winding direction of the helical winding layer 220 has an inclination angle between it and the radial direction of the cylindrical body 110, and the inclination angle is 60°-80°.

[0030] It is understandable that by winding a circumferential layer 210 around the outside of the cylinder 110, the cylinder 110 is reinforced in the circumferential direction and used to withstand the circumferential stress generated by the internal pressure of the cylinder 110, thereby improving the cylinder 110's resistance to expansion and bursting, making it less prone to cracking under high pressure. The spiral winding layer 220 is inclined at a radial angle to the cylinder 110, so the spiral winding layer 220 can simultaneously withstand axial and circumferential stresses, improving the overall stress uniformity of the cylinder 110 and enhancing its strength under longitudinal tensile or bending loads. Through the combined effect of the circumferential winding layer 210 and the spiral winding layer 220, the overall structural strength of the liquid cargo tank is improved.

[0031] By wrapping a composite material reinforcement layer 200 around the outer shell 110, the strength of the inner liner 100 is enhanced. The circumferential winding layer 210 can bear the circumferential stress of the shell 110 to enhance the radial structural strength of the liquid cargo tank. The spiral winding layer 220 can bear the axial stress of the shell 110, improving the axial strength of the liquid cargo tank and preventing circumferential cracks from appearing on the shell 110. The composite structure of the composite material reinforcement layer 200 can effectively improve the pressure bearing capacity of the liquid cargo tank, thereby creating conditions for increasing the diameter and volume of the liquid cargo tank. At the same time, it can significantly improve the efficiency of ship liquid carbon dioxide transportation, reduce the unit transportation cost, and greatly improve the main dimensions of the ship, optimize the length / beam ratio of the hull, increase the utilization rate of the cargo hold, and reduce the complexity of the liquid cargo system, thereby reducing the ship construction cost. It also benefits the port suitability of the ship and facilitates the development of larger carbon dioxide transport ships.

[0032] Please refer to Figure 1 and Figure 2 In some optional embodiments, the inclination angle between the spiral winding layer 220 and the radial direction of the cylinder 110 is preferably 65°. With an inclination angle of 65°, the spiral winding layer 220 can provide good axial strength for the liquid cargo tank, thus preventing circumferential cracks. Further, in this embodiment, the composite material reinforcement layer 200 includes fiber-reinforced composite material, with fibers including glass fiber, basalt fiber, or carbon fiber. The flexible composite material reinforcement layer 200 can be wound around the cylinder 110 and, after curing, can provide sufficient support for the cylinder 110, thereby strengthening both the axial and radial strength of the liquid cargo tank. Simultaneously, the fiber-reinforced composite material also has good low-temperature resistance, further improving the thermal insulation performance and durability of the liquid cargo tank.

[0033] Further, please refer to Figure 1 and Figure 2In this embodiment, a dome 121 is welded to the upper part of one end cap 120, and a liquid collection tank 122 opposite to the dome 121 is welded to the lower part of the end cap 120. The dome 121 and the liquid collection tank 122 are set on the end cap 120 of the liquid cargo tank. The dome 121 is cylindrical or hemispherical and is used to provide a buffer space, thereby enhancing the pressure bearing capacity of the liquid cargo tank. The liquid collection tank 122 can prevent liquid residue. Furthermore, both the dome 121 and the liquid collection tank 122 are set on the end cap 120. Compared with the structure where the dome 121 is set on the cylinder body 110, the cylinder body 110 in this embodiment is a complete cylindrical structure. The surface of the cylinder body 110 has no welding or cutting marks, which improves the overall structural strength of the cylinder body 110. Furthermore, the composite material reinforcement layer 200 can be completely wrapped around the surface of the cylinder body 110 without the need for cutting or other operations. This facilitates the wrapping of the composite material reinforcement layer 200 around the surface of the cylinder body 110, reduces the processing time of the composite material reinforcement layer 200 winding process during the manufacturing of the liquid cargo tank, and improves manufacturing efficiency. At the same time, it reduces waste caused by cutting of the composite material reinforcement layer 200, thereby reducing manufacturing costs. In addition, the composite material reinforcement layer 200 on the integrated cylinder body 110 is also a complete structure without cutting or connection marks, thereby improving the overall structural strength of the composite material reinforcement layer 200 and thus improving the strength of the liquid cargo tank.

[0034] Please refer to Figure 1 and Figure 2 In this embodiment, a thermal insulation layer 300 is coated on the outer surface of both the composite material reinforcement layer 200 and the end cap 120. The thermal insulation layer 300 can be made of materials such as polyurethane or rock wool. The specific material and thickness of the thermal insulation layer 300 are not limited in this embodiment and can be selected according to the design insulation requirements. The thermal insulation layer 300 can effectively improve the thermal efficiency of the liquid cargo tank, ensure its stable operation under low temperature and high pressure conditions, and reduce operating energy consumption. Furthermore, an electrochemical corrosion coating 400 is coated on the outer surface of the inner liner 100. Before coating the electrochemical corrosion coating 400, the surface of the inner liner 100 needs to undergo surface treatment processes such as sandblasting, grinding, and removal of surface pits to ensure that the surface of the inner liner 100 meets the surface smoothness requirements of the electrochemical corrosion coating 400 coating process.

[0035] Please refer to Figure 1 and Figure 2 Furthermore, in order to facilitate the lifting of the liquid cargo tank, lifting flanges 123 are welded at the center of the ends of both end caps 120.

[0036] In summary, the implementation principle of the large marine liquid cargo tank provided by the present invention is as follows: by winding a composite material reinforcing layer 200 around the outer shell 110, the strength of the inner liner 100 is enhanced. The circumferential winding layer 210 can bear the circumferential stress of the shell 110 to enhance the radial structural strength of the liquid cargo tank. The helical winding layer 220 can bear the axial stress of the shell 110, improve the axial strength of the liquid cargo tank, and prevent circumferential cracks from appearing on the shell 110. Through the composite structure of the composite material reinforcing layer 200, the pressure bearing capacity of the liquid cargo tank can be effectively improved, thereby creating conditions for increasing the diameter and volume of the liquid cargo tank, which is conducive to the large-scale development of carbon dioxide transport ships.

[0037] On the other hand, please refer to Figure 3 The present invention also provides a method for manufacturing a large marine liquid cargo tank, used to manufacture the large marine liquid cargo tank provided in any of the above embodiments, specifically including the following steps: In step S100, the end caps 120 are connected to both ends of the cylinder body 110 to form the inner liner 100. The end caps 120 are welded to both ends of the cylinder body 110 along its length to form the closed inner cavity of the liquid cargo tank, thereby forming the inner liner 100 of the liquid cargo tank.

[0038] Furthermore, step S100 also includes: In step S110, a dome 121 is welded to the upper part of one of the end caps 120, and a liquid collection tank 122 opposite to the dome 121 is welded to the lower part of the end cap 120. By concentrating the dome 121 and the liquid collection tank 122 on the end cap 120, liquid residue is effectively avoided, and it is more convenient to wrap the composite material reinforcement layer 200 around the surface of the cylinder 110.

[0039] In step S120, lifting flanges 123 are welded to the ends of the two end caps 120 respectively. By welding the lifting flanges 123 to the end caps 120, it is easier to lift and move the liquid cargo tank.

[0040] Step S200: Apply an electrochemical corrosion coating 400 to the outer surface of the inner liner 100. The molded inner liner 100 is sandblasted and polished to remove surface pits, pinholes, cracks, scratches, and other defects to improve the surface smoothness of the outer surface. Then, the electrochemical corrosion coating 400 is uniformly applied to the outer surface of the inner liner 100 to delay corrosion and thus protect it.

[0041] Step S300: The composite material reinforcement layer 200 is wound onto the outer surface of the cylinder body 110.

[0042] In some alternative embodiments, step S300 includes: Step S310: Drive the inner liner 100 to rotate. By driving the inner liner 100 to rotate, the composite material reinforcement layer 200 is wound onto the surface of the inner liner 100.

[0043] Step S320: The resin-impregnated fibers are circumferentially wound onto the outer surface of the cylinder 110 until a preset thickness is reached, and then cured to form a circumferentially wound layer 210. First, the fibers are impregnated with resin and then circumferentially wound onto the outer surface of the cylinder 110 to reach a preset thickness. The preset thickness is selected according to design requirements. Then, the resin-impregnated fiber-reinforced composite material is cured to form a circumferentially wound layer 210 on the surface of the cylinder 110, thus completing the processing of the circumferentially wound layer 210.

[0044] In step S330, resin-impregnated fibers are spirally wound around the circumferential winding layer 210 at an inclined angle and then cured to form a spiral winding layer 220. The fibers are impregnated with resin and wound around the circumferential winding layer 210 at an inclined angle until a preset thickness is reached, then cured to form a spiral winding layer 220 around the circumferential winding layer 210. This achieves the effect of winding a composite material reinforcement layer 200 on the outer surface of the cylinder 110.

[0045] In step S400, an insulation layer 300 is sprayed onto the outer surface of the composite material reinforcement layer 200 and the end cap 120. The insulation layer 300 is used to improve the thermal efficiency and low-temperature resistance of the liquid cargo tank, ensure its stable operation under low-temperature and high-pressure conditions, and reduce operating energy consumption.

[0046] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A large marine liquid cargo tank, characterized in that, include: The inner liner includes a cylindrical body and end caps disposed at both ends of the cylindrical body, wherein a dome is provided at the upper part of one end of the end cap and a liquid collection tank is provided at the lower part of the end cap opposite to the dome. A composite material reinforcement layer is wound around the outer surface of the cylinder body; The composite material reinforcement layer includes a circumferential winding layer and a helical winding layer. The circumferential winding layer is wound around the outer surface of the cylinder in the radial direction of the cylinder body. The helical winding layer is wound around the outside of the circumferential winding layer. The winding direction of the helical winding layer has an inclination angle between it and the radial direction of the cylinder body. The inclination angle is 60°-80°.

2. The large marine liquid cargo tank according to claim 1, characterized in that, The dome is cylindrical or hemispherical.

3. The large marine liquid cargo tank according to claim 1, characterized in that, The composite material reinforcement layer includes fiber-reinforced composite material, wherein the fibers include glass fiber, basalt fiber, or carbon fiber.

4. The large marine liquid cargo tank according to claim 1, characterized in that, The composite material reinforcement layer and the outer surface of the end cap are coated with a thermal insulation layer.

5. The large marine liquid cargo tank according to claim 1, characterized in that, The outer surface of the inner liner is coated with an electrochemical corrosion coating.

6. The large marine liquid cargo tank according to claim 1, characterized in that, Both of the heads are equipped with lifting flanges at their ends.

7. A method for manufacturing a large marine liquid cargo tank, used to manufacture the large marine liquid cargo tank as described in any one of claims 1-6, characterized in that, Includes the following steps: The end caps are connected to both ends of the cylinder to form the inner liner; An electrochemical corrosion coating is applied to the outer surface of the inner liner; The composite material reinforcement layer is wound onto the outer surface of the cylinder body; A thermal insulation layer is sprayed onto the composite material reinforcement layer and the outer surface of the end cap.

8. The method for manufacturing a large marine liquid cargo tank according to claim 7, characterized in that, The step of connecting the end caps to both ends of the cylinder to form the inner liner includes: A dome is welded to the upper part of one of the end caps, and a liquid collection tank opposite the dome is welded to the lower part of the end cap; Lifting flanges are welded to the ends of the two heads respectively.

9. The method for manufacturing a large marine liquid cargo tank according to claim 7, characterized in that, The composite material reinforcement layer includes a fiber-reinforced composite material, and the step of winding the composite material reinforcement layer onto the outer surface of the cylinder includes: Drive the inner liner to rotate; The resin-impregnated fibers are wound circumferentially around the outer surface of the cylinder until a preset thickness is reached, and then cured to form the circumferential winding layer; The resin-impregnated fibers are spirally wound around the outside of the circumferential winding layer at the tilt angle and then cured to form the spiral winding layer.

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