Fuel storage equipment for dual-fuel engine

Abstract

The utility model relates to the technical field of fuel storage tanks, in particular to fuel storage equipment for a dual-fuel engine, which comprises a tank body and external seal heads arranged at two ends of the tank body, and limit seats are arranged on the outer wall of the tank body and between the tank body and the outer walls of the external seal heads. The saddle is provided with a curved surface adaptive to the shape of the tank main body and corresponds to the position of the limiting seat; the saddle is sleeved with two oppositely arranged encircling poles in a damping manner; an internal seal head embedded with the tank main body is arranged inside the external seal head, two wave-proof and oscillation-suppression assemblies which are oppositely arranged and used for slowing down the oscillation working condition of liquid in the tank are arranged on the internal seal head, the cross section of each wave-proof and oscillation-suppression assembly is in a broken line shape, and an opening of each wave-proof and oscillation-suppression assembly faces the tank wall direction of the tank main body. According to the utility model, the oscillation condition of liquid in the tank can be effectively reduced, the oscillation period is improved, the resonance risk is reduced, the oscillation pressure is relieved, and the safety coefficient of the storage tank is increased.

Description

Technical Field

[0001] The utility model belongs to the technical field of fuel storage tanks, and in particular relates to a fuel storage device used for a dual-fuel engine of a small dual-fuel ship. Background Art

[0002] With the gradual scarcity of oil resources, it is urgent to choose alternative fuels for ships. Liquefied natural gas (LNG) has become the first choice for shipowners to operate ships as a clean, safe, cheap and efficient fuel. The momentum of research and development and construction of LNG / diesel dual-fuel engines is also gradually increasing. Ships using LNG / diesel dual-fuel engines need to be equipped with fuel tanks and LNG storage tanks at the same time to provide ships with a steady supply of power fuel. Therefore, solving the LNG storage problem of operating ships is the primary issue in promoting the application of LNG fuel.

[0003] The swaying of the ship's hull during operation will, on the one hand, have a negative effect on the installation structure of the fuel tank and the hull. On the other hand, the liquid LNG fuel in the fuel tank will produce liquid impact as the ship moves. When the ship sways, the natural frequency of the liquid in the tank is close to the rocking frequency of the ship, and the liquid in the tank resonates with the ship. The head and tank wall of the tank will be subjected to a greater impact. For small ships, the swaying will be more severe, and the risk of causing the above situation is higher. Usually, wave-breaking plates are installed in the tank to change the swing frequency of the liquid in the tank. Common types include straight perforated walls and hemispherical perforated walls. In practice, it is found that these two types of wave-breaking plates are not ideal for the irregular lateral and longitudinal swaying of small ships. Utility Model Content

[0004] The purpose of the utility model is to provide a fuel storage device for a dual-fuel engine in order to solve the above-mentioned problem.

[0005] The utility model achieves the above-mentioned purpose through the following technical solutions:

[0006] A fuel storage device for a dual-fuel engine, comprising a tank body and external sealing heads arranged at both ends of the tank body, the outer wall of the tank body and the outer wall between the tank body and the external sealing head are both provided with limit seats, and also comprising a plurality of saddles having curved surfaces adapted to the shape of the tank body and corresponding to the positions of the limit seats, the saddles are dampingly sleeved with two oppositely arranged embracing rods, one end of the embracing rod is braked by gravity when the tank body is installed toward the saddle, and the other end of the embracing rod is driven to embrace and fix the tank body;

[0007] An internal head embedded in the tank body is provided inside the external head, and two anti-wave and sway control components arranged opposite to each other for alleviating the sloshing of liquid in the tank are provided on the internal head. The cross section of the anti-wave and sloshing control components is in a broken line shape and the opening is facing the tank wall direction of the tank body.

[0008] As a further optimized solution of the present utility model, the structure of the tank main body includes an outer tank body and an inner tank body, and a heat insulation interlayer is provided between the outer tank body and the inner tank body.

[0009] As a further optimized solution of the present utility model, a welding seat is embedded on the installation surface of the external head and the tank main body, and the external head is connected to the tank main body through the welding seat.

[0010] As a further optimized solution of the present utility model, strengthening limiting mechanisms are arranged on both sides of the saddle relative to the surrounding rod. The strengthening limiting mechanism includes a support seat slidably embedded in the saddle. One end of the support seat that does not contact the saddle has a curved surface adapted to the shape of the tank main body, and a plurality of friction blocks are sleeved on the support seat along the trend of the curved surface.

[0011] As a further optimized solution of the present utility model, a linkage shaft linked to the surrounding rod is arranged on the saddle, and a transmission gear part is sleeved on the linkage shaft. A transmission tooth condition in transmission cooperation with the transmission gear part is arranged at the bottom of the support seat.

[0012] As a further optimized solution of the present utility model, the anti-wave and anti-slosh assembly includes a first plate body and a second plate body with a curved outer end. The first plate body and the second plate body are connected through an axle connecting seat. The first plate body and the second plate body are provided with overflow ports evenly distributed and in an elliptical shape. One end of the first plate body that is not connected to the axle connecting seat is provided with an axle connecting block sleeved on the internal head. A sliding groove for sliding limit of the lead screw nut seat and rotation of the second plate body relative to the lead screw nut seat is opened at the position of the second plate body corresponding to the lead screw nut seat.

[0013] As a further optimized solution of the present utility model, it further includes an opening degree adjusting mechanism for synchronously adjusting the opening degrees of the anti-wave and anti-slosh assemblies on the two internal heads;

[0014] The opening degree adjusting mechanism includes two groups of driving lead screws and a linkage gear set for controlling the rotation of the two groups of driving lead screws. The driving lead screw includes a positive rotation lead screw, a reverse rotation lead screw, and a linkage seat connecting the positive rotation lead screw and the reverse rotation lead screw. Both the positive rotation lead screw and the reverse rotation lead screw are in threaded cooperation with a lead screw nut seat and fixedly connected with a fixed seat. The lead screw nut seat and the fixed seat are respectively movably arranged on the second plate body and the first plate body of the anti-wave and anti-slosh assembly. A sliding groove for sliding limit of the lead screw nut seat and rotation of the second plate body relative to the lead screw nut seat is opened at the position of the second plate body corresponding to the lead screw nut seat.

[0015] The beneficial effects of the present utility model are as follows:

[0016] (1) The utility model fixes the tank body by setting a saddle and a surrounding rod damping sleeved on the saddle. During the hoisting process of the tank body towards the saddle, one end of the surrounding rod is driven by the gravity braking when the tank body is installed towards the saddle, and the other end of the surrounding rod surrounds and fixes the tank body. The fixing and limiting method is simple and easy to execute. At the same time, cooperating with the strengthening limiting mechanism helps to improve the stability of the fixing and limiting structure between the tank body and the saddle;

[0017] (2) The utility model is provided with two anti-wave and anti-slosh components arranged oppositely on the built-in head for reducing the sloshing condition of the liquid in the tank. The cross-section of the anti-wave and anti-slosh component is in a broken line shape and the opening faces the tank wall direction of the tank body, which can effectively reduce the sloshing of the liquid in the tank, improve the oscillation period, reduce the resonance risk, relieve the sloshing pressure, and increase the safety factor of the storage tank under the condition of roll, pitch or both existing simultaneously of the hull. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is the overall structural schematic diagram provided by the utility model;

[0019] Figure 2 is the schematic diagram of the installation process provided by the utility model;

[0020] Figure 3 is provided by the utility model Figure 1 the enlarged structural view of part A-A in;

[0021] Figure 4 is provided by the utility model Figure 1 the enlarged structural view of part B-B in;

[0022] Figure 5 is the structural schematic diagram of the anti-wave and anti-slosh component provided by the utility model;

[0023] Figure 6 is the three-dimensional structural diagram of the surrounding rod provided by the utility model;

[0024] In the figure: 1, tank body; 11, outer tank body; 12, heat insulation interlayer; 13, inner tank body; 2, external head; 3, limit seat; 4, saddle; 5, surrounding rod; 6, strengthening limiting mechanism; 61, linkage shaft; 62, transmission gear parts; 63, support; 64, friction block; 65, transmission tooth condition; 7, welding seat; 8, built-in head; 9, anti-wave and anti-slosh component; 91, first plate body; 92, second plate body; 93, shaft connection seat; 94, overflow port; 95, shaft connection block; 96, sliding groove; 10, opening degree adjusting mechanism; 101, positive rotation lead screw; 102, reverse rotation lead screw; 103, linkage seat; 104, nut seat; 105, fixed seat; 106, linkage gear set. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] The present application is further described in detail below in conjunction with the accompanying drawings. It is necessary to point out here that the following specific implementation methods are only used to further illustrate the present application and cannot be understood as limiting the scope of protection of the present application. Technical personnel in this field can make some non-essential improvements and adjustments to the present application based on the above application content.

[0026] Example 1

[0027] The present embodiment provides a fuel storage device for a dual-fuel engine, which is applied to a small dual-fuel powered ship and is used to store fuel such as diesel or liquefied natural gas for use in the operation of the dual-fuel engine of the small dual-fuel powered ship.

[0028] like Figure 1 , 3 As shown, the structure of the fuel storage device includes a tank body 1 and an external head 2 arranged at both ends of the tank body 1. The external head 2 is installed with the tank body 1 by welding or flange installation, and is used to close both ends of the tank body 1 so that the tank body 1 forms a sealed space to store fuel.

[0029] Furthermore, the structure of the tank body 1 includes an outer tank body 11 and an inner tank body 13. An insulating interlayer 12 is provided between the outer tank body 11 and the inner tank body 13 to isolate the influence of the external ambient temperature, thereby assisting the relevant cooling system to maintain the low temperature state required for storing liquid natural gas, thereby avoiding explosion or other safety risks that may exist due to heating of liquefied natural gas.

[0030] In order to enable the tank body 1 and the external heads 2 at both ends to be limited and fixed on the small dual-fuel powered ship, a limit seat 3 is provided on the outer wall of the tank body 1 and between the tank body 1 and the outer wall of the external head 2, and a plurality of saddles 4 with curved surfaces that adapt to the shape of the tank body 1 and correspond to the positions of the limit seats 3 are provided according to the overall length of the tank body 1 and the external heads 2 at both ends. Two relatively arranged embracing rods 5 are connected to the damping sleeve on the saddle 4. When the tank body 1 and the saddle 4 are installed, the lower end surface of the tank body 1 will first contact one end of the embracing rod 5, so that one end of the embracing rod 5 is braked by gravity when the tank body 1 is installed toward the saddle 4, and the other end of the embracing rod 5 is driven to embrace and fix the tank body 1, so as to realize the limited and fixed installation of the tank body 1 by the saddle 4. The structure of fixing the tank body 1 of the saddle 4 is simple, and there is no need to set an additional fixed limiting structure. The tank body 1 itself and the saddle 4 can be installed and fixed by its own gravity, and the fixed limiting method is also simple and easy to implement.

[0031] In order to further improve the stability of the fixed limiting structure between the tank body 1 and the saddle 4, as Figure 2 , 4As shown in FIGS. 6, a reinforcing limiting mechanism 6 is arranged on both sides of the saddle 4 opposite to the surrounding rod 5. The reinforcing limiting mechanism 6 includes a support 63 slidably fitted into the saddle 4. One end of the support 63 that does not contact the saddle 4 has a curved surface adapted to the shape of the tank body 1, and a plurality of friction blocks 64 are sleeved on the support 63 along the direction of the curved surface. The friction blocks 64 are preferably arranged in a cylindrical shape, and the upper end of the friction block 64 extends beyond the upper curved surface of the support 63. A linkage shaft 61 linked to the surrounding rod 5 is arranged on the saddle 4, and a transmission gear member 62 is sleeved on the linkage shaft 61. A transmission tooth condition 65 in transmission cooperation with the transmission gear member 62 is arranged at the bottom of the support 63.

[0032] Specifically, when the tank body 1 is installed towards the saddle 4 by means of hoisting and other equipment, as can be seen from the above, the lower end of the tank body 1 will first contact one end of the surrounding rod 5. After the end of the surrounding rod 5 is stressed, it will drive the other end of the surrounding rod 5 to surround and fix the tank body 1. When the surrounding rod 5 rotates relative to the saddle 4, it will drive the linked linkage shaft 61 to rotate together. After the linkage shaft 61 rotates, the transmission gear member 62 sleeved on it rotates. After the transmission gear member 62 rotates, it produces transmission cooperation with the transmission tooth condition 65 arranged at the bottom of the support 63, thereby forming a driving force for the support 63 to slide on the saddle 4. Since the top end of the support 63 is a curved surface adapted to the shape of the tank body 1, during the process of hoisting the tank body 1 onto the saddle 4, the support 63 slides along the upper end of the saddle 4 towards the center of the saddle 4 at the same time. The plurality of friction blocks 64 sleeved on its outer side come into contact with the surface of the tank body 1 and generate elastic deformation, increasing the friction force between the support 63 and the tank body 1. In summary, the effect that the support 63 can produce linkage with the rotation of the surrounding rod 5 is that on the one hand, it can correct the position and position the tank body 1 during the process of placing the tank body 1 on the saddle 4, and on the other hand, it can cooperate with the surrounding rod 5 to realize the limiting and fixing of the tank body 1.

[0033] To further improve the structural sealing performance between the external head 2 and the tank body 1, as Figure 3 shown, a welding seat 7 is embedded on the installation surface between the external head 2 and the tank body 1, and the external head 2 is connected to the tank body 1 through the welding seat 7. At the same time, an internal head 8 embedded with the tank body 1 is arranged inside the external head 2. The internal head 8 can block a part of the liquid impact when the fuel inside the tank body 1 surges due to the waves during the ship's operation, playing a role in protecting the structural sealing performance between the external head 2 and the tank body 1.

[0034] Embodiment 2

[0035] On the basis of Embodiment 1, to further improve the swing frequency of the liquid inside the tank body 1 and reduce the sloshing load of the liquid, as Figures 4-5, in this embodiment, two anti-wave and anti-slosh components 9 for reducing the sloshing condition of the liquid in the tank are further provided on the built-in head 8, and the cross-section of the anti-wave and anti-slosh component 9 is in a polygonal shape and the opening faces the tank wall direction of the tank body 1.

[0036] Furthermore, the anti-wave and anti-slosh component 9 includes a first plate body 91 and a second plate body 92 with curved outer ends. The first plate body 91 and the second plate body 92 are connected by an articulated seat 93. The first plate body 91 and the second plate body 92 are provided with overflow ports 94 that are evenly distributed and in an elliptical shape. One end of the first plate body 91 that is not connected to the articulated seat 93 is provided with an articulated block 95 that is sleeved with the built-in head 8. A sliding groove 96 that can provide sliding limit for the lead screw nut seat 104 and allow the second plate body 92 to rotate relative to the lead screw nut seat 104 is opened at the position of the second plate body 92 corresponding to the lead screw nut seat 104. The setting of the sliding groove 96 on the second plate body 92 enables the lead screw nut seat 104 to slide adaptively on the second plate body 92 and the first plate body 91 to rotate adaptively relative to the lead screw nut seat 104 during the process of the second plate body 92 opening and closing relative to the first plate body 91 as the lead screw nut seat 104 moves, so that the second plate body 91 and the lead screw nut seat 104 will not interfere with each other structurally, ensuring the smooth adjustment of the opening degree of the second plate body 92.

[0037] During application, the two anti-wave and anti-slosh components 9 provided on each built-in head 8 are composed of a first plate body 91 and a second plate body 92 that are axially connected to each other. The first plate body 91 and the second plate body 92 are arranged at a certain angle. Therefore, the two anti-wave and anti-slosh components 9 provided on the same built-in head 8 are arranged in an "X" shape in terms of cross-section. The second plate bodies 92 at the front ends of the two anti-wave and anti-slosh components 9 are also arranged at a certain angle to each other, and the first plate bodies 91 at the rear bottom ends of the two anti-wave and anti-slosh components 9 are also arranged at a certain angle to each other.

[0038] When the hull rolls, the liquid in the tank body 1 generates a lateral fluid impact. At this time, the second plate bodies 92 at the front ends of the two anti-wave and anti-slosh components 9 and the first plate bodies 91 at the rear bottom ends of the two anti-wave and anti-slosh components 9 are used to block the lateral fluid impact of the liquid to prevent the formation of waves and reduce the sloshing of the liquid in the lateral direction. When the hull pitches, the liquid in the tank body 1 generates a longitudinal fluid impact. At this time, the first plate bodies 91 and the second plate bodies 92 on the two anti-wave and anti-slosh components 9 cooperate with each other to block the longitudinal flow of the liquid to prevent the formation of waves and reduce the sloshing of the liquid in the longitudinal direction. Similarly, when the hull has both rolling and pitching, the above two situations are combined to jointly achieve the effect of reducing the sloshing of the liquid in the lateral and longitudinal directions. Through the setting of the anti-wave and anti-slosh component 9, the sloshing of the liquid in the tank can be reduced when the hull shakes, effectively improving the oscillation period, reducing the resonance risk, and alleviating the sloshing pressure.

[0039] In addition, to improve the flexibility of use of the wave-proof and anti-sloshing component 9, in this embodiment, an opening degree adjusting mechanism 10 is further provided for synchronously adjusting the opening degrees of the wave-proof and anti-sloshing components 9 on the two built-in end heads 8. The opening degree adjusting mechanism 10 includes two sets of driving lead screws and a linkage gear set 106 for controlling the rotation of the two sets of driving lead screws. The two sets of driving lead screws are correspondingly fixed on the two wave-proof and anti-sloshing components 9 provided on each built-in end head 8. Specifically, the driving lead screw includes a right-handed lead screw 101, a left-handed lead screw 102, and a linkage seat 103 connecting the right-handed lead screw 101 and the left-handed lead screw 102. Both the right-handed lead screw 101 and the left-handed lead screw 102 are in threaded engagement with a nut seat 104 and fixedly connected with a fixed seat 105. The nut seat 104 and the fixed seat 105 are respectively movably arranged on the second plate body 92 and the first plate body 91 of the wave-proof and anti-sloshing component 9. By means of the transmission cooperation between the right-handed lead screw 101 / left-handed lead screw 102 and the nut seat 104 when they rotate, the second plate body 92 on which the nut seat 104 is installed moves relative to the first plate body 91 as the nut seat 104 moves, so that the included angle between the second plate body 92 and the first plate body 91 can be adaptively adjusted according to the state of liquid impact inside the tank main body 1 and the sloshing condition during the movement of the ship.

[0040] The specific degree of adjustment can be comprehensively determined by methods such as installing an image acquisition device inside the tank main body 1 to obtain the liquid impact state in the tank in real time or installing a pressure sensing device on the tank main body 1 to measure the pressure value borne by the tank main body 1, so as to improve the flexibility of use of the wave-proof and anti-sloshing components 9 inside the tank main body 1.

[0041] The specific method for synchronously adjusting the opening degrees of the wave-proof and anti-sloshing components 9 on the two built-in end heads 8 is as follows: Use a driving source installed inside the external end head 2 to control the linkage gear set 106 to rotate the two sets of driving lead screws connected to the linkage gear set 106. The driving lead screw includes a right-handed lead screw 101 and a left-handed lead screw 102 connected through a linkage seat 103. Therefore, the right-handed lead screw 101 and the left-handed lead screw 102 will rotate synchronously under the drive of the linkage gear set 106. Since the directions of the threads on the two are different, the moving directions of the nut seats 104 respectively arranged on them are opposite when they rotate. Furthermore, the two wave-proof and anti-sloshing components 9 on the two built-in end heads 8 can achieve synchronous adjustment of the opening degrees under the action of the same driving source.

[0042] The above embodiments only represent several implementation manners of the present invention. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention.

Claims

1. A fuel storage device for a dual-fuel engine, comprising a tank main body (1) and external end closures (2) provided at both ends of the tank main body (1). Limiting seats (3) are provided between the outer wall of the tank main body (1) and between the outer wall of the tank main body (1) and the outer wall of the external end closure (2). It is characterized in that: It further includes a plurality of saddles (4) having curved surfaces adapted to the shape of the tank body (1) and corresponding to the positions of the limit seats (3). Two oppositely arranged surrounding rods (5) are damping sleeved on the saddle (4). One end of the surrounding rod (5) is driven by the gravity braking when the tank body (1) is installed towards the saddle (4), and the other end thereof surrounds and fixes the tank body (1). An internal head (8) fitted with the tank body (1) is provided inside the external head (2). Two anti-wave and anti-slosh components (9) arranged oppositely are provided on the internal head (8) for reducing the sloshing condition of the liquid in the tank. The cross-section of the anti-wave and anti-slosh component (9) is in a broken line shape and the opening faces the tank wall direction of the tank body (1).

2. The fuel storage device for a dual-fuel engine according to claim 1, characterized in that: The structure of the tank body (1) includes an outer tank body (11) and an inner tank body (13). An adiabatic interlayer (12) is provided between the outer tank body (11) and the inner tank body (13).

3. The fuel storage device for a dual-fuel engine according to claim 1, characterized in that: A welding seat (7) is embedded on the installation surface between the external head (2) and the tank body (1), and the external head (2) is connected to the tank body (1) through the welding seat (7).

4. A fuel storage device for a dual-fuel engine according to claim 1, characterized in that: Reinforcing limit mechanisms (6) are arranged on both sides of the surrounding rod (5) on the saddle (4). The reinforcing limit mechanism (6) includes a support (63) slidably fitted with the saddle (4). One end of the support (63) that does not contact the saddle (4) has a curved surface adapted to the shape of the tank body (1), and a plurality of friction blocks (64) are sleeved on the support (63) along the curved surface.

5. A fuel storage device for a dual-fuel engine according to claim 4, characterized in that: A linkage shaft (61) linked with the surrounding rod (5) is provided on the saddle (4), and a transmission gear member (62) is sleeved on the linkage shaft (61). A transmission tooth condition (65) in transmission cooperation with the transmission gear member (62) is provided at the bottom of the support (63).

6. A fuel storage device for a dual-fuel engine according to claim 1, characterized in that: The anti-wave and anti-slosh component (9) includes a first plate body (91) and a second plate body (92) with a curved outer end. The first plate body (91) and the second plate body (92) are connected through an articulated seat (93). Oval overflow ports (94) evenly distributed are formed on the first plate body (91) and the second plate body (92). An articulated block (95) sleeved with the internal head (8) is provided at one end of the first plate body (91) that is not connected to the articulated seat (93).

7. A fuel storage device for a dual-fuel engine according to claim 6, characterized in that: It further includes an opening adjustment mechanism (10) for synchronously adjusting the opening degrees of the anti-wave and anti-slosh components (9) on the two internal heads (8); The opening adjustment mechanism (10) includes two sets of driving lead screws and a linkage gear set (106) for controlling the rotation of the two sets of driving lead screws. The driving lead screws include a right-handed lead screw (101), a left-handed lead screw (102), and a linkage seat (103) connecting the right-handed lead screw (101) and the left-handed lead screw (102). Both the right-handed lead screw (101) and the left-handed lead screw (102) are threadedly engaged with a nut seat (104) and fixedly connected with a fixed seat (105). The nut seat (104) and the fixed seat (105) are respectively movably arranged on the second plate body (92) and the first plate body (91) of the anti-wave and anti-sway assembly (9). A sliding groove (96) is formed at the position of the second plate body (92) corresponding to the nut seat (104), which can provide sliding limit for the nut seat (104) and allow the second plate body (92) to rotate relative to the nut seat (104).

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