Marine LNG (Liquefied Natural Gas) fuel cabin supply system

Abstract

The utility model provides an LNG fuel cabin supply system for a ship. The LNG fuel cabin supply system comprises a filling unit, a gasification unit, a fuel unit, a first collecting pipe, a first control valve, a second collecting pipe, a second control valve, a third collecting pipe, a third control valve, a fourth collecting pipe and a fourth control valve. The fuel unit comprises a fuel tank, a first liquid phase opening of the fuel tank is communicated with a liquid phase filling opening of the filling unit through a first collecting pipe, liquid of the filling unit can flow to the first liquid phase opening, and the first control valve is arranged on the first collecting pipe; a gas phase opening of the fuel tank is communicated with a gas phase filling opening of the filling unit through a second collecting pipe, and a second control valve is arranged on the second collecting pipe; the first liquid phase opening is communicated with an inlet of the gasification unit through a third collecting pipe, liquid in the fuel tank can flow to the gasification unit, and the third control valve is arranged on the third collecting pipe; the gas phase opening is communicated with the inlet of the gasification unit through a fourth collecting pipe, and the fourth control valve is arranged on the fourth collecting pipe.

Description

Technical Field

[0001] The utility model relates to the technical field of ship fuel transportation, and particularly relates to a marine LNG fuel tank supply system. Background Art

[0002] The shipping industry is a major energy consumer. At present, the utilization rate of clean fuels for ships in China is extremely low. Vigorously promoting the use of liquefied natural gas (LNG) as fuel for ships is not only the demand for controlling air pollutants but also the need for adjusting China's energy structure. At present, LNG-powered ships are usually equipped with LNG storage tanks of a certain volume, and LNG is mainly stored in the LNG storage tanks in a liquid state.

[0003] Marine fuel tanks in LNG-powered ships are generally divided into two forms: fixed fuel tanks and movable fuel tanks, which are mainly used for refueling and storing LNG fuel. The storage tank is connected to the marine phase change gas supply device through a pipeline to transport LNG.

[0004] At present, existing marine LNG fuel tanks are generally arranged individually on ships. In a supply system with multiple fuel tanks, the supply pipeline is relatively complex and prone to leakage risks. Therefore, the pipeline layout of the current marine LNG fuel tank is not convenient for the use of movable fuel tanks and needs to be further improved. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a marine LNG fuel tank supply system to solve the problems that the supply pipeline of the existing marine LNG fuel tank is relatively complex and not convenient for the use of movable fuel tanks.

[0006] To solve the above technical problems, the utility model provides a marine LNG fuel tank supply system.

[0007] One aspect of the utility model provides a marine LNG fuel tank supply system, including:

[0008] A refueling unit, provided with a liquid refueling port and a gas refueling port;

[0009] A gasification unit, used for gasifying fuel, and the outlet of the gasification unit is used to connect to an engine;

[0010] A fuel unit, the fuel unit includes a fuel tank, the fuel tank is used for storing fuel, and the fuel tank is provided with a first liquid phase port and a gas phase port;

[0011] A first manifold and a first control valve, the first liquid phase port is communicated with the liquid refueling port through the first manifold, so that the liquid of the refueling unit can flow to the first liquid phase port, and the first control valve is arranged on the first manifold and is configured to control the conduction and cut-off of the first manifold;

[0012] A second manifold and a second control valve. The gas phase port and the gas injection port are communicated through the second manifold. The second control valve is arranged on the second manifold and configured to control the on and off of the second manifold.

[0013] A third manifold and a third control valve. The first liquid phase port and the inlet of the gasification unit are communicated through the third manifold, so that the liquid in the fuel tank can flow to the gasification unit. The third control valve is arranged on the third manifold and configured to control the on and off of the third manifold.

[0014] A fourth manifold and a fourth control valve. The gas phase port and the inlet of the gasification unit are communicated through the fourth manifold. The fourth control valve is arranged on the fourth manifold and configured to control the on and off of the fourth manifold.

[0015] In one embodiment, the fuel tank further has a second liquid phase port, and the liquid level height of the second liquid phase port in the fuel tank is higher than that of the first liquid phase port.

[0016] The second liquid phase port is communicated with the liquid injection port through the first manifold, and the liquid of the injection unit can flow into the fuel tank.

[0017] In one embodiment, the fuel unit further includes a first pipeline, a first branch and a second branch. The first liquid phase port is communicated with the first manifold pipeline and the third manifold pipeline through the first branch and the first pipeline. The second liquid phase port is communicated with the first manifold through the second branch and the first pipeline.

[0018] In one embodiment, the fuel unit includes:

[0019] A fifth control valve, arranged on the first branch and configured to control the on and off of the first branch.

[0020] A sixth control valve, arranged on the second branch and configured to control the on and off of the second branch.

[0021] A seventh control valve, arranged on the first pipeline and configured to control the on and off of the first pipeline.

[0022] In one embodiment, the fuel unit further includes:

[0023] A third branch. The fuel tank further has a full measurement port, and the full measurement port is connected to the third branch.

[0024] A temperature detector is arranged on the third branch and is used to detect the pipeline temperature of the third branch. The first control valve can correspond to the temperature detector.

[0025] In one embodiment, a supercharger is further included. The liquid inlet end of the supercharger is connected to the first liquid phase port through the third manifold to receive the fuel transported by the fuel tank. The gas outlet end of the supercharger is connected to the gas phase port, so that the fuel gasified by the supercharger is transported into the fuel tank.

[0026] An eighth control valve is further included, which is connected between the liquid inlet end of the supercharger and the third manifold and is configured to control the on-off between the liquid inlet end of the supercharger and the third manifold.

[0027] In one embodiment, the fuel unit further includes a pressure detector arranged on the fuel tank and used to detect the pressure in the fuel tank. The eighth control valve can respond to the pressure detector.

[0028] In one embodiment, the fuel unit further includes:

[0029] A second pipeline and a ninth control valve. The second pipeline is connected to the gas phase port, and the second pipeline is connected to the second manifold and the fourth manifold. The ninth control valve is arranged on the second pipeline and is configured to control the on-off of the second pipeline.

[0030] In one embodiment, the number of the fuel tanks is at least two. Each fuel tank can be filled with fuel through the filling unit respectively and supply fuel to the gasification unit respectively.

[0031] Beneficial effects:

[0032] The present application discloses a marine LNG fuel tank supply system. The marine LNG fuel tank supply system includes a filling unit, a vaporization unit, a fuel unit, a first manifold and a first control valve, a second manifold and a second control valve, a third manifold and a third control valve, and a fourth manifold and a fourth control valve. Among them, the fuel unit includes a fuel tank for storing fuel. The fuel tank is provided with a first liquid phase port and a gas phase port for the inlet and outlet of liquid and the balance of gas respectively. The filling unit, as a part for fuel replenishment, includes a liquid filling port and a gas filling port. The first liquid phase port of the fuel tank is connected to the liquid filling port of the filling unit through the first manifold. When the first control valve is opened, the liquid fuel in the filling unit can be directly injected into the fuel tank. Moreover, the gas phase port of the fuel tank is connected to the gas filling port of the filling unit through the second manifold to balance the gas phase pressure inside and outside the fuel tank. The vaporization unit is used to convert liquid LNG into gas to meet the usage requirements of the engine. The liquid LNG in the fuel tank is transported to the vaporization unit for vaporization. By setting the third manifold to connect the first liquid phase port and the inlet of the vaporization unit, when the third control valve is opened, the liquid fuel in the fuel tank can be transported to the vaporization unit for vaporization. And by setting the fourth manifold to connect the gas phase port and the inlet of the vaporization unit, the gas phase space of the fuel tank can be connected to the vaporization unit. The flash gas generated due to the change of temperature and pressure state of the fuel in the fuel tank can also be timely transported to the vaporization unit through the gas phase port, improving the usage safety of the marine LNG fuel tank supply system. In this way, the first liquid phase port provided on the fuel tank can be used as the liquid inlet for storing fuel by being connected to the first manifold, and can also be used as the liquid outlet for supplying fuel to the vaporization unit by being connected to the third manifold. The gas phase port provided on the fuel tank can also be connected to the inlet of the vaporization unit through the fourth manifold to transport the flash gas in the fuel tank to the vaporization unit. This can reduce the opening of multiple connection ports and connection pipes on the fuel tank, effectively reducing the complexity of the pipeline. Compared with the prior art, the present application simplifies the technical solution of opening multiple interfaces on the fuel tank and further simplifies the pipeline for fuel supply and filling, which can reduce the leakage risk caused by the need to disassemble and install multiple interfaces and pipelines when using a mobile fuel tank, improving the safety and stability of using the marine LNG fuel tank supply system. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 is a schematic structural diagram of a marine LNG fuel tank supply system according to an embodiment of the present utility model.

[0034] The descriptions of the reference numerals are as follows:

[0035] 1 filling unit, 101 liquid filling port, 102 gas filling port;

[0036] 2 vaporization unit;

[0037] 3 Fuel unit, 301 First liquid phase port, 302 Gas phase port, 303 Second liquid phase port, 304 Measuring full port, 31 Fuel tank, 321 First pipeline, 322 Second pipeline, 331 First branch, 332 Second branch, 333 Third branch, 341 Fifth control valve, 342 Sixth control valve, 343 Seventh control valve, 344 Ninth control valve, 35 Temperature detector;

[0038] 41 First manifold, 42 First control valve;

[0039] 51 Second manifold, 52 Second control valve;

[0040] 61 Third manifold, 62 Third control valve;

[0041] 71 Fourth manifold, 72 Fourth control valve;

[0042] 81 Supercharger, 82 Eighth control valve;

[0043] 9 Engine. Detailed implementation mode

[0044] Although the present utility model can be easily embodied in different forms of embodiments, only some specific embodiments are shown in the drawings and will be described in detail in this specification. At the same time, it can be understood that this specification should be regarded as a demonstration of the principle of the present utility model and is not intended to limit the present utility model to what is described herein.

[0045] Therefore, a feature pointed out in this specification will be used to illustrate one of the features of one embodiment of the present utility model, rather than implying that each embodiment of the present utility model must have the described feature. In addition, it should be noted that this specification describes many features. Although some features can be combined together to show a possible system design, these features can also be used in other combinations not specifically described. Therefore, unless otherwise specified, the described combination is not intended to be limiting.

[0046] In the embodiments shown in the drawings, the indication of directions (such as up, down, left, right, front and back) is used to explain that the structures and movements of various elements of the present utility model are not absolute but relative. When these elements are in the positions shown in the drawings, these explanations are appropriate. If the description of the positions of these elements changes, then the indication of these directions also changes accordingly.

[0047] Figure 1 It is a schematic structural diagram of a marine LNG fuel tank supply system according to an embodiment of the present utility model.

[0048] Please refer to Figure 1As shown, an embodiment of one aspect of the present application provides a marine LNG fuel tank supply system, including a filling unit 1, a vaporization unit 2, a fuel unit 3, a first manifold 41 and a first control valve 42, a second manifold 51 and a second control valve 52, a third manifold 61 and a third control valve 62, and a fourth manifold 71 and a fourth control valve 72.

[0049] The fuel unit 3 includes a fuel tank 3 for storing fuel, which can be liquefied natural gas (LNG). The fuel tank 3 is provided with a first liquid phase port 301 and a gas phase port 302; the filling unit 1 is provided with a liquid filling port 101 and a gas filling port 102; the vaporization unit 2 is used for vaporizing fuel, and the outlet of the vaporization unit 2 is used to connect to the engine 9.

[0050] Among them, the first liquid phase port 301 and the liquid filling port 101 are connected through the first manifold 41, so that the liquid of the filling unit 1 can flow to the first liquid phase port 301. The first control valve 42 is arranged on the first manifold 41 and is configured to control the on-off of the first manifold 41. In this way, when the first control valve 42 is opened, the first liquid phase port 301 can be used as the liquid inlet for the filling unit 1 to transport fuel to the fuel tank 3.

[0051] The gas phase port 302 and the gas filling port 102 are connected through the second manifold 51. The second control valve 52 is arranged on the second manifold 51 and is configured to control the on-off of the second manifold 51. When the first control valve 42 and the second control valve 52 are opened simultaneously, the liquid filling port 101 and the gas filling port 102 of the filling unit 1 are respectively connected to the first liquid phase port 301 and the gas phase port 302, and the pressure balance in the fuel tank 3 can be maintained during the process of the filling unit 1 transporting fuel to the fuel tank 3.

[0052] The first liquid phase port 301 and the inlet of the vaporization unit 2 are connected through the third manifold 61, so that the liquid of the fuel tank 3 can flow to the vaporization unit 2. The third control valve 62 is arranged on the third manifold 61 and is configured to control the on-off of the third manifold 61. In this way, when the third control valve 62 is opened, the first liquid phase port 301 can be used as the liquid outlet for the fuel tank 3 to transport fuel to the vaporization unit 2.

[0053] The gas phase port 302 is connected to the inlet of the gasification unit 2 through the fourth manifold pipe 71. A fourth control valve 72 is provided on the fourth manifold pipe 71 and is configured to control the opening and closing of the fourth manifold pipe 71. When the fourth control valve 72 is opened, not only can the gas phase top of the fuel tank 3 be connected to the gasification unit 2, but also by opening the fourth control valve 72 and closing the third control valve 62 at the same time, the flash gas generated by the change of the temperature and pressure state of the fuel in the fuel tank 3 can be timely transported to the gasification unit 2 through the gas phase port 302, avoiding excessive pressure in the tank and causing potential safety hazards to the tank body. Moreover, by transporting it to the gasification unit 2, the pressure in the fuel tank 3 can be effectively reduced, maintaining the stable operation of the system.

[0054] It should be noted that the first liquid phase port 301 provided on the fuel tank 3 serves both as the liquid inlet for receiving fuel and as the outlet for transporting fuel. By connecting the first liquid phase port 301 to the liquid filling port 101 of the filling unit 1 through the first manifold pipe 41 respectively, and connecting it to the inlet of the gasification unit 2 through the third manifold pipe 61, and cooperating with the control valves provided on the pipeline, the number and complexity of the pipelines are greatly simplified. When the filling unit 1 transports fuel to the fuel tank 3, controlling the opening of the first control valve 42 and the second control valve 52 and closing the third control valve 62 and the fourth control valve 72 can enable the filling unit 1 to enter the fuel tank 3 through the first liquid phase port 301 and be stored. When fuel needs to be supplied to the engine 9 of the ship, by closing the first control valve 42 and the second control valve 52 and opening the third control valve 62 and the fourth control valve 72, the fuel tank 3 can transport fuel to the gasification unit 2 through the first liquid phase port 301.

[0055] The marine LNG fuel tank supply system disclosed in this application reduces the number of connection ports opened on the fuel tank 3 and simplifies the complexity of the pipeline by designing corresponding connection pipelines and control valves. In the prior art, multiple interfaces are often provided on the fuel tank 3. For example, at least one liquid inlet and one liquid outlet are provided on the fuel tank 3, and the pipelines between the fuel tank 3, the gasification unit 2, and the filling unit 1. This application simplifies the technical solution of opening multiple interfaces on the fuel tank 3 and further simplifies the pipelines for fuel supply and filling, facilitating the fuel supply system of the ship to adopt multiple fuel tanks 3. Further, this system can also reduce the leakage risk caused by the need to disassemble and install multiple interfaces and pipelines when using a mobile fuel tank 3, improving the safety and stability of the marine LNG fuel tank supply system and simplifying the procedures for installing and disassembling the fuel tank 3.

[0056] Further, the marine LNG fuel tank supply system may also be provided with a control unit, which can be electrically connected to the first control valve 42, the second control valve 52, the third control valve 62, and the fourth control valve 72, so as to control the opening or closing of the first control valve 42, the second control valve 52, the third control valve 62, and the fourth control valve 72, enabling the marine LNG fuel tank supply system to achieve automation and improve the intelligence of the system.

[0057] The first control valve 42, the second control valve 52, the third control valve 62, and the fourth control valve 72 may be configured as pneumatic control valves.

[0058] In some embodiments, the fuel tank 3 is further provided with a second liquid phase port 303. The liquid level height of the second liquid phase port 303 in the fuel tank 3 is higher than that of the first liquid phase port 301. The second liquid phase port 303 is communicated with the liquid filling port 101 through a first manifold 41, and the liquid of the filling unit 1 can flow into the fuel tank 3.

[0059] The fuel tank 3 first receives liquid through the second liquid phase port 303, and then the first liquid phase port 301 is opened to receive liquid. Among them, since the LNG stored in the fuel tank 3 is a cryogenic liquid, entering the fuel tank 3 through the second liquid phase port 303 with a liquid level height higher than that of the first liquid phase port 301 can achieve a precooling effect of quickly cooling the fuel tank 3. In this way, LNG contacts the air or the wall surface in the fuel tank 3, and thus a certain degree of vaporization occurs. This process helps to reduce the overall temperature in the storage tank and reduce the evaporation amount during subsequent liquid injection.

[0060] Further, the second liquid phase port 303 may be arranged close to the top of the fuel tank 3, and the first liquid phase port 301 may be arranged close to the bottom of the fuel tank 3.

[0061] The fuel unit 3 further includes a first pipeline 321, a first branch 331, and a second branch 332. The first liquid phase port 301 is communicated with the first manifold 41 and the third manifold 61 through the first branch 331 and the first pipeline 321, and the second liquid phase port 303 is communicated with the first manifold 41 through the second branch 332 and the first pipeline 321.

[0062] The first liquid phase port 301 of the fuel tank 3 is connected to the first branch 331, and then through the first pipeline 321, it is respectively connected to the first manifold 41 and the third manifold 61. In this way, when the filling unit 1 transports fuel to the fuel tank 3, the fuel of the filling unit 1 can pass through the first manifold 41, the first pipeline 321, and the first branch 331, and then enter the fuel tank 3 through the first liquid phase port 301.

[0063] The second liquid phase port 303 of the fuel tank 3 is connected to the second branch 332, and then is connected to the first manifold 41 through the first pipeline 321. When the fuel injection unit 1 transports fuel to the fuel tank 3, it can first choose the first manifold 41, the first pipeline 321 and the second branch 332, and then enter the fuel tank 3 through the second liquid phase port 303. After cooling the whole fuel tank 3, it then enters the fuel tank 3 through the flow direction of the first manifold 41, the first pipeline 321 and the first branch 331.

[0064] Further, the fuel unit 3 includes a fifth control valve 341. The fifth control valve 341 is arranged on the first branch 331 and is configured to control the on and off of the first branch 331.

[0065] The fuel unit 3 includes a sixth control valve 342 arranged on the second branch 332 and is configured to control the on and off of the second branch 332.

[0066] The fuel unit 3 includes a seventh control valve 343 arranged on the first pipeline 321 and is configured to control the on and off of the first pipeline 321.

[0067] When it is necessary to enter the fuel tank 3 through the second liquid phase port 303, the sixth control valve 342 can be opened and the fifth control valve 341 can be closed, so that the liquid of the fuel injection unit 1 can flow into the fuel tank 3 through the second branch 332 after passing through the first pipeline 321; when it is necessary to enter the fuel tank 3 through the first liquid phase port 301, the fifth control valve 341 can be opened and the sixth control valve 342 can be closed, so that the liquid of the fuel injection unit 1 can flow into the fuel tank 3 through the first branch 331 after passing through the first pipeline 321.

[0068] It should be noted that in this embodiment, although the second liquid phase port 303 is added, by cooperating with the setting of the first pipeline 321, the first branch 331, the second branch 332 and the control valves arranged on the corresponding pipelines, the flow direction and flow rate of the fuel can be flexibly adjusted according to different working conditions and requirements of the marine LNG fuel tank supply system, reducing the complexity and maintenance cost of the system.

[0069] Specifically, the fifth control valve 341, the sixth control valve 342 and the seventh control valve 343 can be set as pneumatic control valves. The control unit can be electrically connected to the fifth control valve 341, the sixth control valve 342 and the seventh control valve 343 respectively to control the opening and closing of the fifth control valve 341, the sixth control valve 342 and the seventh control valve 343.

[0070] Manual stop valves can be respectively arranged on the first branch 331 and the second branch 332.

[0071] In some embodiments, the fuel unit 3 further includes a third branch 333, and the fuel tank 3 is further provided with a full-level measuring port, which is connected to the third branch 333.

[0072] It should be noted that the full-level measuring port can be set at a preset liquid level height of the fuel tank 3. When the fuel liquid level reaches this position, it means that the fuel tank 3 is about to be full or already full. Among them, the full-level measuring port is communicated with the first pipeline 321 through the third branch 333. When the liquid level reaches the height where the full-level measuring port is located, it can overflow through the third branch 333.

[0073] Furthermore, the fuel unit 3 further includes a temperature detector, which is arranged on the third branch 333 and is used to detect the pipeline temperature of the third branch 333. The first control valve 42 can correspond to the temperature detector 35.

[0074] Specifically, when the temperature detector detects that the pipeline temperature of the third branch 333 reaches a first preset value, it sends a first signal, and the first control valve 42 can correspond to the first signal and close. Among them, the first preset value refers to a temperature threshold. When the fuel filling unit 1 fills the fuel tank 3 with fuel until the fuel liquid level height in the pipe reaches the height where the full-level measuring port is located, the low-temperature fuel can overflow to the third branch 333 through the full-level measuring port. The temperature detector arranged on the third branch 333 can detect the pipeline temperature on the third branch 333. When the temperature detected by the temperature detector reaches or exceeds the first preset value, it will send a first signal. When the temperature detector sends a first signal, the first control valve 42 can receive this signal and make a corresponding reaction. Generally, by closing the first control valve 42, the first manifold 41 connecting the first liquid phase port 301 and the liquid filling port 101 is cut off, so as to prevent the fuel filling unit 1 from continuing to fill the fuel tank 3 with fuel.

[0075] The temperature detector can be connected to the control unit. The control unit receives the signal of the temperature detector and correspondingly controls the opening and closing of the control valves on each pipeline, thereby realizing the automatic liquid inlet process of the fuel unit 3. Moreover, by real-time monitoring the filling state of the fuel tank 3 and the temperature condition of the third pipeline, it enables the operator to more conveniently monitor and manage the fuel supply process.

[0076] More specifically, the fuel unit 3 can further include a liquid level detection device, which is arranged on the fuel tank 3 and can detect the fuel liquid level height in the fuel tank 3. The liquid level detection device can be connected to the control unit. The control unit can quickly react when the liquid level height in the fuel tank 3 exceeds the threshold value, ensuring the safety and reliability of the fuel supply.

[0077] Further, a manual shut-off valve may be provided on the third branch 333. The manual shut-off valve is used to control the conduction and cut-off of the third branch 333, so that when the fuel tank 3 stores fuel normally or transports fuel to the gasification unit 2, the shut-off valve disconnects the conduction state of the third branch 333.

[0078] In some embodiments, the marine LNG fuel tank supply system further includes a booster 81. The liquid inlet end of the booster 81 is connected to the first liquid phase port 301 through a third manifold 61 to receive the fuel transported by the fuel tank 3. The gas outlet end of the booster 81 is connected to the gas phase port 302, so that the fuel gasified by the booster 81 is transported into the fuel tank 3.

[0079] The liquid inlet end of the booster 81 is connected to the first liquid phase port 301 of the fuel tank 3 through the third manifold 61. In this way, during the process of supplying LNG fuel to the gasification unit 2, as the fuel in the fuel tank 3 is continuously used, the pressure in the fuel tank 3 will decrease, which will in turn affect the liquid supply of the fuel tank 3 to the gasification unit 2. The liquid LNG in the fuel tank 3 flows out through the first liquid phase port 301 and enters the booster 81 through the third manifold 61. The booster 81 gasifies the liquid LNG into gaseous LNG fuel, and the gas outlet end of the booster 81 is connected to the gas phase port 302 of the fuel tank 3, so that the gasified LNG fuel can re-enter the top gas phase space in the fuel tank 3 through the gas phase port 302 to provide necessary gas pressure in the tank.

[0080] By providing the booster 81 in the marine LNG fuel tank supply system, not only can the gas pressure in the fuel tank 3 be effectively adjusted to fluctuate within a safe range, which helps to maintain the normal working state of the fuel tank 3 and prevent the problem of abnormal liquid supply caused by too low pressure, but also the pressure stabilization of the fuel tank 3 is achieved.

[0081] Further, an eighth control valve 82 is further included. The eighth control valve 82 is connected between the liquid inlet end of the booster 81 and the third manifold 61 and is configured to control the conduction and cut-off between the liquid inlet end of the booster 81 and the third manifold 61. In this way, by operating the eighth control valve 82, the fuel flow path from the third manifold 61 to the liquid inlet end of the booster 81 can be opened or closed.

[0082] Specifically, when the air pressure in the fuel tank 3 is lower than the normal threshold, the eighth control valve 82 can be opened, so that part of the fuel flowing through the first liquid phase port 301 to the gasification unit 2 can flow into the booster 81 through the third manifold 61 for gasification; while when boosting is not required or other operations need to be performed, the eighth control valve 82 can be closed to cut off the fuel flow to the booster 81.

[0083] The fuel unit 3 further includes a pressure detector disposed on the fuel tank 3 for detecting the pressure inside the fuel tank 3, and the eighth control valve 82 can respond to the pressure detector. By providing the pressure detector, the pressure value inside the fuel tank 3 can be detected in real time and accurately, and further information can be fed back to the system control unit.

[0084] The fourth control valve 72 can respond to the output signal of the pressure detector. When the pressure inside the fuel tank 3 exceeds or is lower than a preset safe range, the pressure detector will send a corresponding signal, and based on the corresponding signal, the control unit can control the closing and opening of the fourth control valve 72.

[0085] Specifically, when the pressure detector detects that the pressure inside the fuel tank 3 is lower than the second preset value, at this time the pressure inside the fuel tank 3 is relatively low. By opening the eighth control valve 82, the fourth control valve 72, and the fifth control valve 341, the liquid fuel inside the fuel tank 3 can be vaporized into gaseous fuel through the supercharger 81 and then flow through the fourth manifold 71 to the top gas phase space of the fuel tank 3, thereby pressurizing the fuel tank 3, which is beneficial to maintaining the pressure inside the fuel tank 3 within the normal range value.

[0086] When the gas consumption of the ship's engine is small, the pressure inside the fuel tank 3 increases due to the evaporation of the low-temperature liquid, or in the scenario where the supercharger 81 vaporizes the liquid fuel to increase the pressure inside the fuel tank 3. When the pressure inside the fuel tank 3 is higher than the third preset value, there is a large amount of flash vapor in the top gas phase space of the fuel tank 3. At this time, it is no longer necessary for the supercharger 81 to vaporize the liquid fuel flowing out through the first liquid phase port 301. By closing the eighth control valve 82, and at the same time closing the fifth control valve 341 to prevent the liquid fuel at the bottom of the fuel tank 3 from flowing to the vaporization unit 2, and opening the fourth control valve 72, the flash vapor at the top of the fuel tank 3 can flow through the fourth control valve 72 to the vaporizer and be supplied to the engine for use, so as to release some flash vapor and reduce the pressure inside the fuel tank 3.

[0087] In some embodiments, the fuel unit 3 further includes a second pipeline 322 and a ninth control valve 344. The second pipeline 322 is connected to the gas phase port 302, and the second pipeline 322 is connected to the second manifold 51 and the fourth manifold 71. The ninth control valve 344 is disposed on the second pipeline 322 and is configured to control the conduction and cutoff of the second pipeline 322.

[0088] Among them, the gas phase port 302 of the fuel tank 3 is connected to the second manifold 51 and the fourth manifold 71 through the first pipeline 321. When the gas phase port 302 of the fuel tank 3 needs to be connected to the filling unit 1, the second control valve 52 and the ninth control valve 344 on the second manifold 51 can be controlled to open, and the fourth control valve 72 of the fourth manifold 71 is closed; when the gas phase port 302 of the fuel tank 3 needs to be connected to the gasification unit 2, the fourth control valve 72 and the ninth control valve 344 of the fourth manifold 71 can be controlled to open, and the second control valve 52 on the second manifold 51 is closed.

[0089] In some embodiments, the number of fuel tanks 3 is at least two. Each fuel tank 3 can be filled with fuel through the filling unit 1 and supply fuel to the gasification unit 2 respectively. In this way, by increasing the number of fuel tanks 3, even if one of the fuel tanks 3 fails or needs maintenance, the other fuel tanks 3 can still continue to work, ensuring the continuity and stability of fuel supply.

[0090] More specifically, when it is necessary to fill one or more of the fuel tanks 3 with fuel, the seventh control valve 343 of the other fuel tanks 3 can be controlled to close, and then the fueling of the selected fuel tank 3 can be achieved; similarly, when it is necessary to use one or more of the fuel tanks 3 to supply fuel to the gasification unit 2, the seventh control valve 343 of the other fuel tanks 3 can be controlled to close, and then the fuel tank 3 can be used to supply fuel to the gasification unit 2.

[0091] Please refer to the Figure 1 As shown in the figure, the fuel unit 3 of the marine LNG fuel tank supply system shown in the figure includes two fuel tanks 3. Specifically, a tee joint is used to connect the first pipeline 321, the first manifold 41, and the third manifold 61 of one of the fuel tanks 3, and the first pipeline 321 of the other fuel tank 3 is connected to the third manifold 61. A tee joint is used to connect the second pipeline 322, the second manifold 51, and the fourth manifold 71 of one of the fuel tanks 3, and the second pipeline 322 of the other fuel tank 3 is connected to the fourth manifold 71.

[0092] An embodiment of another aspect of the present application provides a control method for a marine LNG fuel tank supply system. The control method for the marine LNG fuel tank supply system is applied to the marine LNG fuel tank supply system in any of the above embodiments. The marine LNG fuel tank supply system has a fuel filling mode and a fuel supply mode.

[0093] In the fuel filling mode, the liquid filling port 101 is conducted to the first liquid phase port 301 through the first manifold 41, and the first liquid phase port 301, the gas filling port 102 is conducted to the gas phase port 302 through the second manifold 51, and the third manifold 61 and the fourth manifold 71 are cut off.

[0094] Among them, the fuel filling mode means that the LNG fuel is transported from the fuel filling unit 1 to the fuel tank 3 for storage. In the fuel filling mode, the first control valve 42 and the second control valve 52 can be controlled to open, and the third control valve 62 and the fourth control valve 72 are controlled to close, so that the liquid filling port 101 is communicated with the first liquid phase port 301 through the first manifold 41, allowing the LNG liquid to smoothly enter the fuel tank 3.

[0095] Specifically, in the fuel filling mode, first open the sixth control valve 342 and close the fifth control valve 341, so that the liquid of the liquid filling unit 1 sequentially enters the fuel tank 3 through the first manifold 41, the first pipeline 321, the second branch 332 and the second liquid phase port 303. After cooling the inside of the fuel tank 3, close the sixth control valve 342 and open the fifth control valve 341, so that the liquid of the liquid filling unit 1 sequentially enters the fuel tank 3 through the first manifold 41, the first pipeline 321, the first branch 331 and the first liquid phase port 301. When the temperature detector on the third branch 333 detects that the pipeline temperature reaches the first preset value and issues a first signal, it means that the fuel in the fuel tank 3 reaches the preset liquid level height. Control the first control valve 42, the second control valve 52 and the fifth control valve 341 to close to complete the fuel filling work of the fuel tank 3.

[0096] It should be noted that when there are at least two fuel tanks 3 in the fuel unit 3, the control valves on the corresponding pipelines can be controlled to control whether to fill the fuel tank 3, which will not be elaborated here.

[0097] In the fuel supply mode, the first liquid phase port 301 is communicated with the inlet of the gasification unit through the third manifold 61, the gas phase port 302 is communicated with the inlet of the gasification unit 2 through the fourth manifold 71, and the first manifold 41 and the second manifold 51 are cut off.

[0098] Specifically, the fuel supply mode means that the LNG in the fuel tank 3 needs to be supplied to the gasification unit 2 for gasification and supplied to the ship engine. In the fuel supply mode, the third control valve 62 and the fourth control valve 72 can be controlled to open, and the first control valve 42 and the second control valve 52 are controlled to close, so that the first liquid phase port 301 is communicated with the inlet of the gasification unit 2 through the third manifold 61, allowing the LNG liquid to be transported into the gasification unit 2. At the same time, the gas phase port 302 of the fuel tank 3 is communicated with the inlet of the gasification unit 2, so that the flash gas generated by the change of the temperature and pressure state of the fuel in the fuel tank 3 can be timely transported to the gasification unit 2 through the gas phase port 302. In this way, by communicating the gas phase port 302 with the inlet of the gasification unit 2, the pressure change of the fuel tank during the fuel supply process can be reduced, and a more stable supply process can be realized.

[0099] Specifically, in the fuel supply mode, the third control valve 62, the fifth control valve 341, the seventh control valve 343, and the ninth control valve 344 are opened, and the sixth control valve 342 is closed, so that the fuel in the fuel tank 3 can flow through the first branch 331, the first pipeline 321, and the third manifold 61 to the gasification unit 2.

[0100] Furthermore, during the process of supplying LNG fuel to the gasification unit 2, as the fuel in the fuel tank 3 is continuously used, the pressure in the fuel tank 3 will decrease, which will in turn affect the liquid supply from the fuel tank 3 to the gasification unit 2. When the pressure detector detects that the pressure in the fuel tank 3 is lower than the second preset value, the eighth control valve 82 can be controlled to open, so that part of the fuel in the fuel tank 3 flows through the first branch 331, the first pipeline 321, and the third manifold 61 and then flows to the supercharger 81. The supercharger 81 gasifies the liquid LNG into gaseous LNG fuel, and then returns to the top gas phase space of the fuel tank 3 through the fourth manifold 71 and the second branch 332 to provide the necessary gas pressure in the tank.

[0101] In some embodiments, the marine LNG fuel tank supply system further includes a gas-phase fuel supply mode, and the control method includes:

[0102] In the gas-phase fuel supply mode, the gas-phase port 302 is conducted to the inlet of the gasification unit 2 through the fourth manifold 71, and the first manifold 41, the second manifold 51, and the third manifold 61 are cut off.

[0103] Specifically, under the influence of pressure or temperature, the low-temperature liquid in the fuel tank 3 evaporates and forms flash gas at the top of the tank, or in the scenario where the supercharger 81 gasifies the liquid fuel to increase the pressure in the fuel tank 3. When the pressure detector detects that the pressure in the fuel tank 3 is higher than the third preset value, there is a large amount of flash gas in the top gas phase space of the fuel tank 3. By closing the fifth control valve 341 and the eighth control valve 82 and opening the ninth control valve 344 and the fourth control valve 72, the gaseous fuel at the top of the fuel tank 3 is transported to the gasification unit 2.

[0104] Although the present invention has been described with reference to several exemplary embodiments, it should be understood that the terms used are illustrative and exemplary, rather than restrictive. Since the present invention can be embodied in many forms without departing from the spirit or essence of the invention, it should be understood that the above-described embodiments are not limited to any of the foregoing details, but should be broadly construed within the spirit and scope defined by the appended claims. Therefore, all changes and modifications falling within the scope of the claims or their equivalents should be covered by the appended claims.

Claims

1. A marine LNG fuel tank supply system, characterized in that: include: A filling unit, provided with a liquid-phase filling port and a gas-phase filling port; A gasification unit, used for gasifying the fuel, wherein the outlet of the gasification unit is used for connecting to the engine; A fuel unit, the fuel unit comprising a fuel tank, the fuel tank being used to store fuel, the fuel tank being provided with a first liquid phase port and a gas phase port; a first manifold and a first control valve, wherein the first liquid-phase port and the liquid-phase filling port are connected via the first manifold so that the liquid in the filling unit can flow to the first liquid-phase port, and the first control valve is disposed on the first manifold and configured to control the conduction and cutoff of the first manifold; a second manifold and a second control valve, the gas phase port and the gas phase filling port are connected through the second manifold, and the second control valve is arranged on the second manifold and configured to control the conduction and cutoff of the second manifold; a third manifold and a third control valve, wherein the first liquid phase port is connected to the inlet of the gasification unit through the third manifold so that the liquid in the fuel tank can flow to the gasification unit, and the third control valve is arranged on the third manifold and configured to control the conduction and cutoff of the third manifold; A fourth manifold and a fourth control valve, the gas phase port is connected to the inlet of the gasification unit through the fourth manifold, and the fourth control valve is arranged on the fourth manifold and is configured to control the conduction and cutoff of the fourth manifold.

2. The marine LNG fuel tank supply system according to claim 1, characterized in that: The fuel tank is further provided with a second liquid phase port, the liquid level height of the second liquid phase port in the fuel tank is higher than that of the first liquid phase port; The second liquid-phase port is communicated with the liquid-phase filling port through the first manifold, and the liquid in the filling unit can flow into the fuel tank.

3. The marine LNG fuel tank supply system according to claim 2, characterized in that: The fuel unit also includes a first pipeline, a first branch and a second branch. The first liquid phase port is connected to the first confluence pipeline and the third confluence pipeline through the first branch and the first pipeline, and the second liquid phase port is connected to the first confluence pipe through the second branch and the first pipeline.

4. The marine LNG fuel tank supply system according to claim 3, characterized in that: The fuel unit comprises: A fifth control valve, disposed on the first branch, configured to control the conduction and cutoff of the first branch; A sixth control valve, disposed on the second branch, configured to control the conduction and cutoff of the second branch; The seventh control valve is arranged on the first pipeline and is configured to control the conduction and cutoff of the first pipeline.

5. The marine LNG fuel tank supply system according to claim 1, characterized in that: The fuel unit also includes: A third branch, the fuel tank is further provided with a fullness measuring port, the fullness measuring port is connected to the third branch; A temperature detector is arranged on the third branch and is used to detect the pipeline temperature of the third branch. The first control valve can correspond to the temperature detector.

6. The marine LNG fuel tank supply system according to claim 1, characterized in that: It also includes a supercharger, wherein the liquid inlet end of the supercharger is connected to the first liquid phase port through the third manifold to receive the fuel delivered by the fuel tank, and the gas outlet end of the supercharger is connected to the gas phase port to deliver the fuel gasified by the supercharger to the fuel tank.

7. The marine LNG fuel tank supply system according to claim 6, characterized in that: It also includes an eighth control valve connected between the liquid inlet end of the supercharger and the third manifold, and configured to control the conduction and cutoff between the liquid inlet end of the supercharger and the third manifold.

8. The marine LNG fuel tank supply system according to claim 7, characterized in that: The fuel unit further includes a pressure detector, which is disposed on the fuel tank and is used to detect the pressure in the fuel tank, and the eighth control valve is responsive to the pressure detector.

9. The marine LNG fuel tank supply system according to claim 1, characterized in that: The fuel unit also includes: The second pipeline and the ninth control valve, the second pipeline is connected to the gas phase port, the second pipeline is connected to the second manifold and the fourth manifold, the ninth control valve is arranged on the second pipeline, and is configured to control the conduction and cutoff of the second pipeline.

10. The marine LNG fuel tank supply system according to any one of claims 1 to 9, characterized in that: The number of the fuel tanks is at least two, and each of the fuel tanks can be filled with fuel through the filling unit and supply fuel to the gasification unit.

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