A ship fuel tank and dual-fuel conversion transport ship

Abstract

The utility model provides a ship fuel tank and a dual-fuel conversion transport ship, which are arranged on the open deck of the ship to accommodate fuel system equipment, including: a cover structure with a single-sided opening, the opening facing the stern, and the fuel system equipment arranged in the cover structure; a plurality of vents are opened on the cover structure; each of the vents is provided with an adjustable mask device, the adjustable mask device is sealed on the vent, and the ventilation volume through the vent can be controlled by adjusting the masking area of ​​the vent by the adjustable mask device; the flowing air enters the cover structure from the vent, takes away the exhaust gas and heat generated by the ship's gas treatment device, and is discharged from the opening of the cover structure. Under the premise of reducing sea breeze and wave corrosion and wind resistance during navigation, the airflow can be evenly and effectively distributed, has a good heat dissipation effect, does not require energy consumption, and has a low design cost, thereby solving the problems existing in the prior art.

Description

Technical Field

[0001] The utility model relates to a cabin, in particular to a ship fuel cabin and a dual-fuel converted transport ship. Background Art

[0002] With the severe global climate change, shipping, as one of the main modes of international trade, accounts for a considerable proportion of energy consumption and greenhouse gas emissions. The International Maritime Organization (IMO) has introduced strict ship emission standards and energy efficiency requirements to reduce the negative impact on the environment. In addition, with the gradual reduction and price fluctuations of traditional energy, improving the energy efficiency of ships and reducing dependence on limited energy are of great significance to ensure the stability and sustainability of energy supply.

[0003] Dual-fuel conversion of ships is one of the measures to solve the above problems. Dual-fuel conversion refers to the technical transformation of existing ships so that they can use two different fuels, usually traditional heavy fuel oil (HFO) and cleaner fuels such as liquefied natural gas (LNG). Dual-fuel conversion requires adding liquefied natural gas (LNG) tanks or other alternative fuel tanks on board to ensure safe storage and management; installing or modifying fuel supply pipelines, fuel pumps, fuel regulating devices, etc. to switch between different fuels; modifying or replacing engines and adding fuel control systems; optimizing ventilation systems, etc. Among them, optimizing the ventilation system is an important part of dual-fuel conversion.

[0004] The optimization of ventilation system is mainly aimed at the fuel tanks converted from dual fuel. The fuel tank is an important structure of the ship. By placing the fuel storage or use equipment in the tank, it can prevent the equipment from being hit by external objects and reduce the impact of wind and wave erosion on the equipment, so as to better maintain the safety of the equipment. Because the fuel in the fuel tank has the possibility of leakage of flammable and explosive gases when it is used; and the operation of the equipment will also cause the temperature in the fuel tank to rise, thereby reducing the efficiency of equipment use. Therefore, in order to ensure the air circulation in the fuel tank, avoid excessive air temperature and the accumulation of harmful gases, so as to ensure the normal operation of the equipment and the personal safety of the operators, the ventilation design of the fuel tank is required.

[0005] Traditional ventilation methods usually achieve air flow and exhaust effects by installing ventilation ducts and fans, blowers and other equipment, but traditional ventilation systems have the following disadvantages: 1. The operation of the ventilation system requires electricity or other energy, which may result in higher energy consumption; 2. Due to space limitations in the fuel compartment and the complexity of the equipment layout, the layout of the traditional ventilation system is also restricted, making it difficult to achieve uniform and effective airflow distribution; 3. The installation and maintenance of traditional ventilation systems usually require high costs; 4. Due to problems such as spatial complexity and uneven airflow distribution, traditional ventilation systems may have poor ventilation effects and cannot effectively guarantee the quality and circulation of air in the room. Utility Model Content

[0006] In view of the shortcomings of the prior art mentioned above, the technical problem to be solved by the utility model is to provide a ship fuel tank and a dual-fuel converted transport ship, which can make the airflow evenly and effectively distributed under the premise of reducing sea breeze and wave corrosion and wind resistance during navigation, have good heat dissipation effect, do not require energy consumption, and have low design cost, thereby solving the problems of high energy consumption of the ventilation system, uneven airflow distribution, high installation and maintenance costs and poor ventilation effect existing in the dual-fuel conversion of transport ships in the prior art.

[0007] To achieve the above-mentioned purpose, the first aspect of the utility model provides a ship fuel tank room, which is arranged on the open deck of the ship and is used to accommodate fuel system equipment, including: a cover structure with a single-sided opening, the opening facing the stern, and the fuel system equipment is arranged in the cover structure; a plurality of ventilation holes are opened on the cover structure; each of the ventilation holes is provided with an adjustable mask device, and the adjustable mask device covers the ventilation hole, and the ventilation volume through the ventilation hole can be controlled by adjusting the masking area of ​​the ventilation hole by the adjustable mask device; the flowing air enters the cover structure from the ventilation hole, takes away the exhaust gas and heat generated by the ship's gas processing device, and is discharged from the opening of the cover structure.

[0008] In one embodiment of the present application, the cover structure includes a bulkhead; the bulkhead includes a first bulkhead, a second bulkhead and a third bulkhead, the first bulkhead faces the bow and is opposite to the opening, the second bulkhead and the third bulkhead face the two sides of the ship respectively, and the second bulkhead and the third bulkhead are opposite to each other.

[0009] In one embodiment of the present application, the vent and its corresponding adjustable shielding device are disposed on the first bulkhead.

[0010] In one embodiment of the present application, the vent and its corresponding adjustable shielding device are arranged on the second bulkhead and / or the third bulkhead.

[0011] In one embodiment of the present application, the vent and its corresponding adjustable shielding device are arranged on the upper part of the cover structure.

[0012] In one embodiment of the present application, the vent and its corresponding adjustable shielding device are disposed at the lower portion of the cover structure.

[0013] In one embodiment of the present application, the adjustable masking device is a shutter.

[0014] In one embodiment of the present application, a water vapor filtering structure is provided on the adjustable mask device, which can filter the water vapor in the air flowing through the blinds.

[0015] In one embodiment of the present application, vertical reinforcement ribs and transverse reinforcement ribs are provided on the bulkhead, the vertical reinforcement ribs are arranged vertically along the height direction of the bulkhead, the transverse reinforcement ribs are arranged horizontally along the width direction of the bulkhead, and the transverse reinforcement ribs and the vertical reinforcement ribs are perpendicularly crossed with each other, so that the bulkhead structure is more stable.

[0016] To achieve the above-mentioned purpose, the second aspect of the utility model provides a dual-fuel converted transport ship, comprising: an open deck and the ship fuel tank chamber as described above arranged on the open deck; an engine, the engine is arranged at the stern and connected to the ship gas processing device, and the ship gas processing device provides the engine with the gas required for operation.

[0017] As described above, the ship fuel tank and the dual-fuel conversion transport ship involved in the utility model have the following beneficial effects:

[0018] The present application provides a ship fuel tank, which is arranged on the open deck of the ship to accommodate the fuel system equipment, including: a cover structure with a single-sided opening, the opening facing the stern, and the fuel system equipment arranged in the cover structure; a plurality of vents are provided on the cover structure; under the premise of reducing the erosion of sea wind and waves and the wind resistance during navigation, the flowing air can enter from the vents when the ship is sailing, and flow out from the open surface of the cover structure, thereby taking away the exhaust gas and heat generated by the ship's gas treatment device. An adjustable mask device is provided on each of the vents, and the adjustable mask device is sealed on the vents. By adjusting the masking area of ​​the adjustable mask device on the vents, the ventilation volume can be reasonably adjusted according to factors such as the layout of the fuel system equipment in the fuel tank, so that the airflow can be evenly and effectively distributed, and has a good heat dissipation effect. The ship fuel tank provided by the utility model achieves a good ventilation effect by opening on one side and setting vents, without consuming energy and with low design cost.

[0019] The dual-fuel converted transport ship of the utility model directly sets the above-mentioned ship fuel tank room on the open deck, which saves the conversion cost; at the same time, it directly utilizes the air flow during the operation of the transport ship, so that the flowing air enters the cover structure from the vent, and takes away the exhaust gas and heat generated by the ship's gas treatment device. There is no need to set up additional ventilation equipment, which saves energy. At the same time, the open-air setting ensures the ventilation effect.

[0020] The utility model provides a ship fuel tank that achieves good ventilation effect by means of a single-side opening and a vent, does not consume energy and has a low design cost, thereby solving the problems of high fuel tank construction cost, high energy consumption and poor ventilation effect in the prior art of dual-fuel conversion of transport ships. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 Shown is a schematic diagram of the three-dimensional structure of a ship fuel tank in one embodiment of the present application.

[0022] Figure 2 A front view of a ship fuel tank according to an embodiment of the present application is shown.

[0023] Figure 3 A rear view of a ship fuel tank according to one embodiment of the present application is shown.

[0024] Figure 4 A left side view of a ship fuel tank according to one embodiment of the present application is shown.

[0025] Figure 5 A right side view of a ship fuel tank according to one embodiment of the present application is shown.

[0026] Component number description

[0027] 1. Shell structure

[0028] 2 First bulkhead

[0029] 3 Second bulkhead

[0030] 4 Third bulkhead

[0031] 5 Opening

[0032] 6 Ventilation holes

[0033] 7 transverse stiffeners

[0034] 8 Vertical reinforcement DETAILED DESCRIPTION

[0035] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0036] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions that can be implemented in this utility model, so they have no technical substantive significance. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effects that can be produced by the utility model and the purposes that can be achieved, should still fall within the scope of the technical content disclosed by the utility model. The following detailed description should not be considered restrictive, and the scope of the embodiments of this application is limited only by the claims of the published patents. The terms used here are only for describing specific embodiments and are not intended to limit this application. Spatial related terms, such as "upper", "lower", "left", "right", "below", "below", "lower", "above", "upper", etc., can be used in the text to facilitate the description of the relationship between an element or feature shown in the figure and another element or feature.

[0037] In the present invention, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", "fix", "hold" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] Furthermore, as used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless there is an indication to the contrary in the context. It should be further understood that the terms "comprise", "include" indicate the presence of the described features, operations, elements, components, items, kinds, and / or groups, but do not exclude the presence, occurrence or addition of one or more other features, operations, elements, components, items, kinds, and / or groups. The terms "or" and "and / or" used herein are interpreted as inclusive, or mean any one or any combination. Therefore, "A, B or C" or "A, B and / or C" means "any of the following: A; B; C; A and B; A and C; B and C; A, B and C". Exceptions to this definition will only occur when the combination of elements, functions or operations is inherently mutually exclusive in some way.

[0039] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the technical solution in the embodiments of the present invention is further described in detail through the following embodiments and in combination with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the invention.

[0040] like Figure 1 As shown, the utility model provides a ship fuel tank room, which is arranged on the open deck of the ship and is used to accommodate fuel system equipment, including: a cover structure 1 with a single-sided opening 5, the opening 5 faces the stern, and the fuel system equipment is arranged in the cover structure 1; a plurality of vents are opened on the cover structure 1; each of the vents 6 is provided with an adjustable masking device, and the adjustable masking device covers the vents 6, and the ventilation amount through the vents 6 can be controlled by adjusting the masking area of ​​the vents 6 by the adjustable masking device; the flowing air enters the cover structure 1 from the vents 6, and takes away the exhaust gas and heat generated by the ship's gas processing device and discharges them from the opening 5 of the cover structure 1.

[0041] It should be understood that the size of the vent 6 should be determined after accurate analysis and calculation based on factors such as the space size of the fuel compartment, the expected ventilation volume and external wind conditions.

[0042] Preferably, the fuel tank can be arranged on the open deck at the stern. Being arranged at the stern can help optimize the center of gravity distribution of the ship and make the hull more stable. The weight of the fuel helps to offset the weight of the front, especially when there are heavy equipment or cargo at the front. In addition, the stern is usually far away from the living area of ​​passengers and crew, which can reduce the direct threat to personnel in the event of a fuel leak or fire. Furthermore, the fuel tank is close to the engine and other related equipment, making maintenance and overhaul more convenient and reducing interference with other cabins.

[0043] It should be understood that the fuel tank can also be set at other locations on the ship. For example, placing the fuel tank in the middle of the ship or other locations can better distribute the weight, reduce the imbalance of the hull caused by excessive weight at the stern, and help the stability and maneuverability of the entire ship. In addition, separating the fuel tank from the stern engine can reduce the impact of engine vibration on the fuel tank, reduce structural fatigue and potential leakage risks.

[0044] Preferably, in order to achieve a more uniform airflow distribution, the vents 6 may be symmetrically arranged on the cover structure 1. And, preferably, the fuel compartment may be arranged on the longitudinal center axis of the ship. When the ship is sailing, since the fuel compartment is located on the longitudinal center axis of the ship and the vents 6 on the cover structure 1 of the fuel compartment are symmetrically distributed, the air flow entering the compartment can be made more uniform, ensuring that the ventilation effect of each area in the compartment is consistent. The symmetrical air inlet design allows the airflow to form a more regular and stable flow path in the compartment, avoiding the formation of vortices and dead ends. This design increases the fluidity and efficiency of the airflow, thereby improving the ventilation effect.

[0045] It should be understood that, according to the equipment layout inside the fuel tank, the vents 6 on the cover structure 1 can also be set to an asymmetric form. The asymmetric design of the vents 6 should be specifically analyzed and calculated based on factors such as the size of the space in the fuel tank and the specific distribution of the equipment in the tank.

[0046] It should be understood that the fuel system equipment includes fuel storage tanks, fuel supply systems, fuel processing systems, safety equipment, control and monitoring systems, etc. The fuel storage tank is used to store liquefied natural gas (LNG) or other backup fuels to ensure a stable fuel supply. For example, when the fuel used in the dual-fuel conversion is liquefied natural gas (LNG): (1) The fuel supply system includes a fuel pump, a fuel pipeline and a fuel filter, etc.; the fuel pump is used to transport the fuel from the storage tank to the engine or boiler; the fuel pipeline is used to connect the fuel storage tank with the use equipment to ensure the safe transportation of the fuel; the fuel filter is used to remove impurities in the fuel to protect the fuel system and the engine. (2) The fuel processing system includes a vaporizer, a gas heater and a gas pressure reducer, etc.; the vaporizer is used to vaporize liquefied natural gas (LNG) into natural gas for use by the engine; the gas heater is used to heat the fuel when the temperature is low to ensure the smooth progress of the fuel gasification process; the gas pressure reducer is used to control the gas pressure to ensure that the gas enters the engine or boiler at an appropriate pressure. (3) The safety equipment includes emergency shut-off valves, pressure relief valves, fire detectors and fire extinguishing systems. The emergency shut-off valve cuts off the fuel supply in an emergency to prevent accidents. The pressure relief valve releases pressure when the fuel system pressure is too high to prevent system damage. The fire detection and fire extinguishing system monitors the fire situation in the fuel tank and extinguishes the fire in time when it occurs. (4) The control and monitoring system includes a fuel management system, sensors and alarm systems. The fuel management system monitors and controls the supply and use of fuel to optimize fuel efficiency. The sensors and alarm systems monitor the pressure, temperature, gas concentration and other parameters in the fuel tank in real time and sound an alarm in abnormal situations. These devices are installed in the fuel tank and work together to ensure the safe and efficient operation of the ship when using dual fuels.

[0047] It should be understood that when the ship is sailing, the bow will be subjected to windward pressure, forming a high-pressure area in front, and a low-pressure area will be formed at the stern. Since the opening 5 is facing the stern, the open surface of the fuel tank is facing the low-pressure area. At this time, the air in the bow direction will naturally flow to the low-pressure area at the stern due to the high pressure. This airflow direction is conducive to air entering the cabin from the vent 6 and being discharged from the opening 5. The higher the sailing speed of the ship, the more significant the effect of air intake and exhaust.

[0048] As the ship sails on the sea, salt particles produced by seawater evaporation and waves beating will be carried into the air by the wind, increasing the salt content in the air; and, ocean air usually contains more water vapor and higher humidity. These water vapor and impurities will lead to aggravated corrosion of the equipment structure in the fuel tank room and cause equipment failure. Therefore, when the ship's sailing speed is high and a high ventilation volume is not required, the adjustable mask structure can be manually adjusted to control the masking area of ​​the vent 6 by the mask structure, thereby reducing the air intake of the vent 6, so that the air intake is maintained at a level that not only meets the heat dissipation requirements of the equipment and the ventilation requirements of the fuel tank room, but also reduces the corrosive effects of the sea breeze on the instruments and equipment.

[0049] In this embodiment, the shell structure 1 is a rectangular three-dimensional structure, including a first bulkhead 2, a second bulkhead 3 and a third bulkhead 4, wherein the first bulkhead 2 faces the bow and is opposite to the opening 5, and the second bulkhead 3 and the third bulkhead 4 face the two sides of the ship respectively, and the second bulkhead 3 and the third bulkhead 4 are opposite to each other. It should be understood that the shell structure 1 of the fuel tank room also includes a fourth bulkhead (top bulkhead), and the first bulkhead, the second bulkhead, the third bulkhead and the fourth bulkhead together with the open deck form a rectangular three-dimensional space with a single-sided opening.

[0050] like Figure 2-5 As shown, in one embodiment of the present application, the vent 6 and its corresponding adjustable shielding device (not shown) are arranged on the first bulkhead 2. Preferably, in order to achieve a basic heat dissipation effect, the vent 6 can be arranged on the first bulkhead 2. Since the bow faces the wind when the ship is moving forward, the airflow directly enters the vent 6, which can effectively introduce fresh air from the outside into the fuel tank. And because the bow faces the wind, the airflow entering the vent 6 is faster, which can quickly replace the air in the cabin.

[0051] like Figure 2-5 As shown, in one embodiment of the present application, the vent 6 and its corresponding adjustable shielding device are arranged on the second bulkhead 3 and / or the third bulkhead 4. By arranging the vents 6 on the bulkheads on both sides, lateral ventilation can be formed, the airflow in the cabin is evenly distributed, and the overall air flow is helpful. The airflow velocity of the bulkheads on both sides is usually lower than the airflow velocity of the bow facing the wind, and the ventilation effect may not be as strong as the bow vent 6, but the probability of the vents 6 on both sides being directly impacted by the waves is relatively small relative to the bow, reducing the risk of seawater entering. In addition, by arranging the vents 6 on the second bulkhead 3 and / or the third bulkhead 4, air can enter from the bulkheads on both sides. In an environment where the equipment layout in the fuel tank is relatively complex, a more air inlet position can be provided to avoid the existence of ventilation dead corners in the fuel tank when air enters from the vents 6 of the first bulkhead 2, thereby obtaining a better ventilation effect.

[0052] Preferably, Figure 2-5As shown, a plurality of vents 6 can be provided on the first bulkhead 2, the second bulkhead 3 and the third bulkhead 4, so that when the ship is sailing, the fuel compartment can not only take in air through the vents 6 on the first bulkhead 2, but also take in air through the vents 6 on both sides, thereby increasing the air intake and improving the ventilation effect.

[0053] In one embodiment of the present application, the vent 6 and its corresponding adjustable shielding device are arranged at the upper part of the shell structure 1. The air density in the fuel compartment is affected by the temperature and the type of gas, so the position of the vent 6 needs to help effectively discharge harmful gases and maintain air circulation. When the density of harmful gases in the fuel compartment is smaller than the density of air, they tend to accumulate at the top of the fuel compartment. At this time, the vent 6 should be arranged at the upper part of the shell structure 1.

[0054] In one embodiment of the present application, the vent 6 and its corresponding adjustable shielding device are arranged at the lower part of the shell structure 1. When the density of harmful gas in the fuel compartment is greater than that of air, it is easy to accumulate at the bottom of the fuel compartment. At this time, the vent 6 should be arranged at the lower part of the shell structure 1.

[0055] It should be understood that when there are both harmful gases with a density greater than that of air and harmful gases with a density less than that of air in the fuel compartment, the vents 6 can be simultaneously arranged at the upper and lower parts of the cover structure 1, so as to achieve good ventilation effects for harmful gases of different densities.

[0056] In one embodiment of the present application, the adjustable shielding device is a Venetian blind. Venetian blinds are window devices that can adjust the shielding and ventilation effects, usually consisting of a series of rotatable or adjustable blades arranged in parallel. The blades can be adjusted in angle by manual or automatic mechanisms to control the flow of air.

[0057] In one embodiment of the present application, a water vapor filtering structure (not shown) is provided on the adjustable mask device to filter water vapor in the air flowing through the blinds.

[0058] It should be understood that the water vapor filtering structure includes a mesh filtering structure, a multi-layer filtering structure, an activated carbon filtering structure, and the like. The mesh filtering structure is made of a fine mesh or filter material, which can block most impurities and particles, and can effectively filter water vapor with larger particles and dust in the air. The multi-layer filtering structure uses multiple layers of superimposed filter screens or fiber materials, and the aperture and density of each layer gradually increase or decrease. Through multi-level filtering, it can effectively filter fine water vapor particles, smoke and microorganisms in the air. The activated carbon filtering structure uses adsorption materials such as activated carbon, which can adsorb organic matter, odor and chemical pollutants in the air. The filtering structure is usually dense, but is usually designed with good ventilation pores to ensure air circulation. In addition, the structure can effectively remove harmful gases, odors and volatile organic compounds in the air, thereby reducing water vapor and other impurities in the sea breeze and reducing the corrosion of the sea breeze on the equipment in the fuel tank.

[0059] In one embodiment of the present application, vertical reinforcement ribs 8 and transverse reinforcement ribs 7 are provided on the bulkhead, the vertical reinforcement ribs 8 are vertically arranged along the height direction of the bulkhead, the transverse reinforcement ribs 7 are horizontally arranged along the width direction of the bulkhead, and the transverse reinforcement ribs 7 and the vertical reinforcement ribs 8 are perpendicularly crossed with each other, so that the bulkhead structure is more stable.

[0060] It should be understood that the stiffeners can increase the tensile strength and load-bearing capacity of the bulkhead or structure, thereby improving the overall structural strength and stability of the hull. Since ships are subject to external forces such as wind and waves during navigation, the stiffeners can help disperse and absorb these forces, reduce the impact on the bulkhead structure, and thus improve the ship's ability to resist wind and waves. In addition, the stiffeners can serve as support points or fixing points, which helps to install and fix other important equipment or pipelines, such as ventilation systems, electrical equipment, etc., to ensure their safety and stability.

[0061] To achieve the above-mentioned purpose, the second aspect of the utility model provides a dual-fuel converted transport ship, comprising: an open deck and the ship fuel tank chamber as described above arranged on the open deck; an engine, the engine is arranged at the stern and connected to the ship gas processing device, and the ship gas processing device provides the engine with the gas required for operation.

[0062] It should be understood that the structure and effect of the fuel tank compartment on the modified transport ship are similar to the structure and effect of the aforementioned ship fuel tank compartment, and will not be repeated here.

[0063] In summary, the utility model effectively overcomes various shortcomings of the prior art and has high industrial utilization value.

[0064] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A ship fuel tank, arranged on the open deck of the ship, for accommodating fuel system equipment, comprising: A cover structure with a single-sided opening, the opening facing the stern, and the fuel system equipment is arranged in the cover structure; A plurality of vents are provided on the cover structure; each of the vents is provided with an adjustable masking device, and the adjustable masking device covers the vents. By adjusting the masking area of ​​the vents by the adjustable masking device, the ventilation volume passing through the vents can be controlled; the flowing air enters the cover structure from the vents, takes away the exhaust gas and heat generated by the ship's gas processing device, and is discharged from the opening of the cover structure.

2. A ship fuel tank as claimed in claim 1, characterized in that: The cover structure includes a bulkhead; the bulkhead includes a first bulkhead, a second bulkhead and a third bulkhead, the first bulkhead faces the bow and is opposite to the opening, the second bulkhead faces the left side of the ship, the third bulkhead faces the right side of the ship, and the second bulkhead and the third bulkhead are opposite to each other.

3. A ship fuel tank as claimed in claim 2, characterized in that: The vent and its corresponding adjustable shielding device are arranged on the first bulkhead.

4. A ship fuel tank as claimed in claim 2 or 3, characterized in that: The vents and their corresponding adjustable shielding devices are arranged on the second bulkhead and / or the third bulkhead.

5. A ship fuel tank as claimed in claim 1, characterized in that: The vents and their corresponding adjustable shielding devices are arranged on the upper part of the cover structure, and have a better ventilation effect when the density of harmful gases in the fuel compartment is smaller than that of air.

6. A ship fuel tank as claimed in claim 1, characterized in that: The vent and its corresponding adjustable shielding device are arranged at the lower part of the cover structure, and have a better ventilation effect when the density of harmful gases in the fuel compartment is greater than that of air.

7. A ship fuel tank as claimed in claim 1, characterized in that: The adjustable masking device is a shutter.

8. A ship fuel tank as claimed in claim 1, characterized in that: The adjustable shielding device is provided with a water vapor filtering structure, which can filter the water vapor in the air flowing through the blinds.

9. A ship fuel tank as claimed in claim 2, characterized in that: The bulkhead is provided with vertical reinforcement ribs and transverse reinforcement ribs. The vertical reinforcement ribs are arranged vertically along the height direction of the bulkhead, and the transverse reinforcement ribs are arranged horizontally along the width direction of the bulkhead. The transverse reinforcement ribs and the vertical reinforcement ribs are perpendicularly crossed with each other, so that the bulkhead structure is more stable.

10. A dual-fuel converted transport ship, characterized in that: include: An open deck and a ship fuel tank as claimed in any one of claims 1 to 9 arranged on the open deck; The engine is arranged at the stern and connected to the ship gas processing device, and the ship gas processing device provides the engine with gas required for operation.

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