Methanol fuel cabin of bulk cargo ship

Abstract

The utility model relates to the technical field of cargo ship fuel cabins, in particular to a methanol fuel cabin of a bulk cargo ship, which comprises a ship body, an assembling groove is arranged at the upper end of the ship body, T-shaped groove rails are welded on two sides of an inner cavity of the assembling groove at equal intervals, a fuel cabin mechanism is arranged in the inner cavity of the assembling groove, and an air supply mechanism is arranged at the upper end of the fuel cabin mechanism. Compared with the prior art, the fuel cabin mechanism is integrally installed in the middle of the ship body, and a half of the fuel cabin mechanism is located below a deck of the ship body, so that the weight of the ship body structural design is reduced, and the fuel cabin mechanism can be installed on the ship body conveniently. The height of the gravity center of the ship is effectively prevented from being increased, the stability of the ship is improved, the problem that the fuel cabin mechanism is far away from the engine room is effectively solved, the fuel supply cost is reduced, the fuel cabin mechanism is firmly fixed and installed, and temperature adjustment protection can be conveniently conducted on fuel stored in the fuel cabin mechanism.

Description

Technical Field

[0001] This utility model relates to the field of ship compartment technology, specifically to a methanol fuel tank for a bulk carrier. Background Technology

[0002] With carbon emission restrictions in place, global green methanol production is on the rise. As a marine fuel, methanol can reduce sulfur oxide emissions by approximately 99%, nitrogen oxide emissions by 80%, and carbon dioxide emissions by up to 25%. Green methanol has broad development feasibility as a marine fuel globally, and the methanol fuel tanks of bulk carriers are where methanol fuel is stored.

[0003] Currently, some methanol-fueled bulk carriers on the market have their methanol fuel tanks installed aft of the living quarters to avoid occupying cargo hold space. This location has the following disadvantages: First, it significantly increases the camber moment in the hull beams, thereby increasing the structural weight of the hull. Second, since the fuel tank is installed above the deck, it increases the ship's center of gravity, which is detrimental to the ship's stability. Third, the methanol tank is far from the engine room, requiring a longer fuel supply pipeline. The methanol fuel pipeline needs to use double-walled pipes, which increases costs.

[0004] Furthermore, existing methanol fuel tanks are installed above the deck and exposed to the elements, which means they are subject to exposure to direct sunlight in hot seasons and freezing in cold seasons. Exposure to direct sunlight can cause the methanol fuel temperature to become too high, posing a safety hazard. Conversely, freezing can cause the methanol fuel to become less fluid, thus affecting its supply and performance. Therefore, we provide a methanol fuel tank for bulk carriers to solve this problem. Utility Model Content

[0005] The purpose of this invention is to overcome the defects in the existing technology and provide a methanol fuel tank for bulk carriers.

[0006] To achieve the above objectives, the technical solution of this utility model is to design a methanol fuel tank for a bulk carrier, including a hull. An assembly groove is provided at the upper end of the hull. T-shaped rails are welded at equal intervals on both sides of the inner cavity of the assembly groove. A fuel tank mechanism is provided in the inner cavity of the assembly groove. An air supply mechanism is installed at the upper end of the fuel tank mechanism. A temperature control mechanism is installed at the upper end of the hull. A reinforcement mechanism is welded to the upper part of the inner cavity of the assembly groove. The reinforcement mechanism is connected to the fuel tank mechanism.

[0007] The fuel tank mechanism includes an outer shell and an inner shell, which are welded together. A hatch cover is installed on the upper end of the outer shell. T-shaped strips that are inserted into T-shaped rails are welded at equal intervals on both sides of the outer shell. A serpentine tube is installed on the outer side of the inner shell through an installation sleeve. The serpentine tube is located between the outer shell and the inner shell. A round hole is provided at the upper end of the hatch cover to be inserted into the serpentine tube. The other end of the serpentine tube passes through the outer shell and the inner shell and is connected to a connecting pipe.

[0008] The temperature control mechanism includes a box installed on the upper part of the hull, a partition installed in the inner cavity of the box, a cooling plate installed in the middle of the partition, heat dissipation fins attached to the cooling plate installed at the lower end of the partition, and a hot and cold air assembly installed in the inner cavity of the box, which is connected to the air supply mechanism and connecting pipe.

[0009] In a further preferred embodiment, the air supply mechanism includes a support frame mounted on the upper end of the cover, a sealing cover mounted on the upper end of the support frame, a cover plate screwed onto the upper end of the sealing cover, two rows of air inlets equidistantly arranged on the upper outer side of the sealing cover, a fixed shaft mounted on the upper middle part of the cover plate via a bearing seat, the lower end of the fixed shaft penetrating the cover plate and connected to a fan wheel, a fan blade assembly mounted on the upper end of the fixed shaft, and an air inlet pipe connected to the lower end of the sealing cover.

[0010] A further preferred technical solution is that the hot and cold air assembly includes a main air duct installed inside the cavity of the housing. Both ends of the main air duct pass through the housing and are connected to an air inlet pipe and a connecting pipe, respectively. A first solenoid valve is installed on the outside of the main air duct. A secondary air duct and an exhaust pipe are connected to the lower sides of the housing, respectively. A second solenoid valve is installed on the outside of the exhaust pipe. The exhaust pipe and the main air duct are connected by a connecting pipe. A third solenoid valve is installed on the outside of the connecting pipe. The secondary air duct is connected to the air inlet pipe.

[0011] In a further preferred embodiment, the fan blade assembly includes a mounting base screwed onto a fixed shaft, and three sets of fan blades are equidistantly connected to the outer side of the mounting base.

[0012] A further preferred technical solution is that weight-reducing holes are equidistantly opened on both sides of the outer shell, and thermal insulation cotton is filled between the outer shell and the inner shell.

[0013] In a further preferred embodiment, the reinforcement mechanism includes a frame plate welded to the upper part of the inner cavity of the assembly slot. Angle plates are welded at equal intervals on both sides of the upper end of the frame plate. One side of the angle plate is welded to the outer shell. A through hole is provided on the outer side of the angle plate. A through groove for inserting into a T-shaped strip is provided on both sides of the frame plate.

[0014] In a further preferred embodiment, longitudinal ribs are welded to both sides of the upper end of the frame plate, and grooves are provided at the lower end of the corner plates, with the grooves engaging with the longitudinal ribs.

[0015] In a further preferred embodiment, the lower end of the frame plate is equidistantly connected with locking posts, and the inner sides of the assembly groove are equidistantly welded with sleeves that insert into the locking posts.

[0016] In a further preferred embodiment, rubber pillars are equidistantly installed at the bottom of the inner cavity of the assembly groove, and the rubber pillars are in contact with the lower end of the outer shell.

[0017] In a further preferred embodiment, a sealing cover is installed at the upper end of the box, and a water injection pipe is installed at the upper end of the sealing cover.

[0018] The advantages and beneficial effects of this utility model are as follows: 1. The hull assembly slot is set in the middle of the whole ship, so that the overall installation position of the fuel tank mechanism is located in the middle of the hull, and half of the fuel tank mechanism is located below the deck of the hull. This makes it easier to reduce the weight of the hull structure design, effectively avoids the increase of the ship's center of gravity height, improves the ship's stability, and effectively avoids the problem of the fuel tank mechanism being far away from the engine room, thus reducing the cost of fuel supply.

[0019] 2. The clamping pins at the lower end of the frame plate of the reinforcement mechanism are inserted into the clamping sleeves on the inner wall of the assembly slot, facilitating rapid positioning and assembly of the frame plate. The T-shaped strips on both sides of the outer shell of the fuel tank mechanism are first inserted into the through slots for rapid positioning and assembly of the outer shell and the entire fuel tank mechanism. Then, as the entire fuel tank mechanism is hoisted and lowered, the T-shaped strips on the outer side of the outer shell are inserted into the T-shaped groove rails in the inner cavity of the assembly slot, facilitating the limiting insertion and fixing of the outer shell and the entire fuel tank mechanism. This makes the installation of the entire fuel tank mechanism more secure and improves the strength of the assembly and fixing. The rubber columns provide effective shock absorption support for the outer shell, which facilitates effective shock absorption protection for the fuel tank mechanism. After the longitudinal ribs at the upper end of the frame plate are clamped with multiple sets of corner plates, one side of the corner plate is welded to the outer shell, further increasing the firmness of the fixed installation of the fuel tank mechanism.

[0020] 3. The air supply mechanism utilizes natural wind power to deliver air energy, eliminating the need for electricity and effectively improving energy efficiency. When the temperature of the fuel stored inside the inner shell is too low, the air supplied by the intake pipe enters the space below the partition in the inner cavity of the housing through the auxiliary air duct. The heat emitted by the heat dissipation fins is absorbed by the air, turning it into hot air. This hot air then enters the main air duct through the exhaust duct, with the connection between the exhaust duct and the main air duct located on the outside of the housing. The hot air then enters the connecting pipe from the main air duct, and subsequently enters the serpentine duct, facilitating the continuous delivery of hot air into the serpentine duct. This allows the serpentine duct to effectively absorb the hot air. The heat is dissipated outwards, transferring to the inner hull and the fuel stored therein, thus heating the fuel and preventing it from becoming too cold, which could lead to poor flow and affect its normal use. When the fuel temperature is too high, the air supplied by the intake pipe exchanges heat with the cooled water in the main air duct, turning the air into cold air. This cold air then enters the connecting pipe through the main air duct, and subsequently enters the serpentine pipe, facilitating the continuous supply of cold air to the serpentine pipe. The serpentine pipe then transfers the low temperature of the cold air to the inner hull and the fuel stored therein, cooling the fuel and preventing it from becoming too hot, which could cause safety hazards and effectively improve the performance. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall three-dimensional structure proposed in this utility model;

[0022] Figure 2 This is a schematic diagram of the partially disassembled three-dimensional structure proposed in this utility model;

[0023] Figure 3 The present utility model proposes Figure 2 A magnified schematic diagram of the device in section A;

[0024] Figure 4 The present utility model proposes Figure 2 A schematic diagram of the enlarged structure of part B of the device;

[0025] Figure 5 This is a partial three-dimensional structural schematic diagram of the present invention;

[0026] Figure 6 This is a three-dimensional structural diagram of the fuel tank mechanism proposed in this utility model;

[0027] Figure 7 This is a half-section three-dimensional structural diagram of the fuel tank mechanism plate proposed in this utility model.

[0028] Figure 8 This is a three-dimensional cross-sectional view of the fuel tank mechanism plate portion proposed in this utility model;

[0029] Figure 9This is a partial three-dimensional structural schematic diagram of the present invention;

[0030] Figure 10 This is a half-sectional three-dimensional structural diagram of the air supply mechanism proposed in this utility model;

[0031] Figure 11 This is a three-dimensional structural diagram showing the temperature control mechanism proposed in this utility model, including its disassembled and semi-sectional views.

[0032] In the diagram: 1. Hull; 2. Fuel tank mechanism; 21. Outer shell; 22. Hatch cover; 23. T-bar; 24. Inner shell; 25. Serpentine pipe; 26. Weight reduction hole; 3. Air supply mechanism; 31. Support frame; 32. Sealing cover; 33. Cover plate; 34. Air inlet; 35. Fixed shaft; 36. Fan blade assembly; 37. Wind turbine; 38. Air inlet pipe; 4. Temperature control mechanism; 41. Housing; 42. Sealing cover; 43. Water injection pipe; 44. Main... 45. Air duct; 46. First solenoid valve; 47. Partition plate; 48. Refrigeration plate; 49. Heat dissipation fins; 40. Secondary air duct; 411. Exhaust air duct; 412. Second solenoid valve; 413. Connecting pipe; 414. Third solenoid valve; 5. Reinforcing mechanism; 51. Frame plate; 52. Snap-on post; 53. Longitudinal rib; 54. Corner plate; 55. Through hole; 56. Through groove; 6. Assembly groove; 7. Rubber column; 8. T-slot rail; 9. Compression sleeve; 10. Connecting pipe. Detailed Implementation

[0033] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings and examples. The following examples are only used to more clearly illustrate the technical solution of this utility model and should not be construed as limiting the scope of protection of this utility model.

[0034] Reference Figure 1-4 As shown, a methanol fuel tank for a bulk carrier includes a hull 1. An assembly groove 6 is provided at the upper end of the hull 1. T-shaped rails 8 are welded at equal intervals on both sides of the inner cavity of the assembly groove 6. A fuel tank mechanism 2 is provided in the inner cavity of the assembly groove 6. The fuel tank mechanism 2 includes an outer shell 21 and an inner shell 24, which are welded together. A hatch cover 22 is installed at the upper end of the outer shell 21. T-shaped strips 23 that are inserted into the T-shaped rails 8 are welded at equal intervals on both sides of the outer shell 21. Rubber pillars 7 are installed at equal intervals at the bottom of the inner cavity of the assembly groove 6, and the rubber pillars 7 are attached to the lower end of the outer shell 21.

[0035] A reinforcing mechanism 5 is welded to the upper part of the inner cavity of the assembly slot 6. The reinforcing mechanism 5 is connected to the fuel tank mechanism 2. The reinforcing mechanism 5 includes a frame plate 51 welded to the upper part of the inner cavity of the assembly slot 6. Angle plates 54 are welded at equal intervals on both sides of the upper end of the frame plate 51. One side of the angle plate 54 is welded to the outer shell 21. A through hole 55 is provided on the outer side of the angle plate 54. A through groove 56 is provided on both sides of the frame plate 51 to be inserted into the T-shaped strip 23. A longitudinal bone 53 is welded to both sides of the upper end of the frame plate 51. A groove is provided at the lower end of the angle plate 54. The groove is engaged with the longitudinal bone 53. A locking post 52 is connected at equal intervals to the lower end of the frame plate 51. A retaining sleeve 9 is welded at equal intervals on both sides of the inner cavity of the assembly slot 6 to be inserted into the locking post 52.

[0036] During the assembly of the methanol fuel tank of the bulk carrier, the lower end of the retaining post 52 of the frame plate 51 of the reinforcement mechanism 5 is inserted into the retaining sleeve 9 on the inner wall of the assembly slot 6 to facilitate the quick positioning and assembly of the frame plate 51. Then, the frame plate 51 is welded to the hull 1 and subsequently hoisted into the assembly slot 6 position of the hull 1 by the fuel tank mechanism 2. The T-shaped strips 23 on both sides of the outer shell 21 of the fuel tank mechanism 2 match the size of the inner cavity of the through groove 56 at the upper end of the frame plate 51, and the lower end of the T-shaped strips 23 is positioned lower. Located at the lower end of the outer shell 21, the T-shaped strip 23 is inserted into the through slot 56 first, allowing for rapid positioning and assembly of the outer shell 21 and the entire fuel tank mechanism 2. Then, as the entire fuel tank mechanism 2 is hoisted and lowered, the T-shaped strip 23 on the outer side of the outer shell 21 engages with the T-shaped rail 8 inside the assembly slot 6, facilitating the limiting and fixing of the outer shell 21 and the entire fuel tank mechanism 2. This makes the installation of the entire fuel tank mechanism 2 more secure, improves the strength of the assembly and fixing, and also ensures the lower... The end contacts multiple sets of rubber columns 7, allowing the rubber columns 7 to effectively dampen and support the outer shell 21, thus providing effective shock absorption protection for the fuel tank mechanism 2. Furthermore, longitudinal ribs 53 are welded to both sides of the upper end of the frame plate 51, and then welded to it through the grooves of multiple sets of corner plates 54. One side of the multiple sets of corner plates 54 is welded to the outer shell 21, further increasing the firmness of the fixed installation of the fuel tank mechanism 2. The through holes 55 designed on the outer side of the corner plates 54 facilitate reducing the structural weight of the assembly, thus reducing the overall weight of the hull 1 and effectively lowering costs. The assembly slot 6 of the hull 1 is located in the middle of the entire vessel, allowing the fuel tank mechanism 2 to be installed in the middle of the hull 1, with half of the fuel tank mechanism 2 located below the deck of the hull 1. This facilitates a reduction in the structural weight of the hull 1, effectively preventing an increase in the ship's center of gravity, improving ship stability, and effectively avoiding the problem of the fuel tank mechanism 2 being too far from the engine room, thus reducing fuel supply costs.

[0037] Reference Figure 5 and 9As shown in Figure -10, an air supply mechanism 3 is installed on the upper end of the fuel tank mechanism 2. The air supply mechanism 3 includes a support frame 31 installed on the upper end of the cover 22. A sealing cover 32 is installed on the upper end of the support frame 31. A cover plate 33 is screwed onto the upper end of the sealing cover 32. Two rows of air inlets 34 are equidistantly arranged on the upper outer side of the sealing cover 32. A fixed shaft 35 is installed on the middle of the upper end of the cover plate 33 through a bearing seat. The lower end of the fixed shaft 35 passes through the cover plate 33 and is connected to a wind turbine 37. A fan blade assembly 36 is provided on the upper end of the fixed shaft 35. An air inlet pipe 38 is connected to the lower end of the sealing cover 32. The fan blade assembly 36 includes a mounting seat screwed onto the fixed shaft 35. Three sets of fan blades are equidistantly connected on the outer side of the mounting seat.

[0038] When the hull 1 is sailing, it generates a strong wind, which, combined with the assistance of the sea breeze, easily blows the three sets of fan blades of the fan blade assembly 36. The three sets of fan blades then drive the mounting base and fixed shaft 35 to rotate, and the fixed shaft 35 drives the wind turbine 37 to rotate. The negative pressure generated by the rotation of the wind turbine 37 causes external air to enter the sealing cover 32 through the air inlet 34, and then enter the temperature control mechanism 4 through the air inlet pipe 38, so as to provide air energy for the temperature control mechanism 4. By using natural wind power as the power source to provide air energy, no electrical energy is required, thereby effectively improving the energy-saving effect.

[0039] Reference Figure 5 and 7 As shown in Figures 9 and 11, a serpentine tube 25 is installed on the outer side of the inner hull 24 via an installation sleeve. The serpentine tube 25 is located between the outer hull 21 and the inner hull 24. The upper end of the hatch cover 22 is provided with a round hole that is inserted into one end of the serpentine tube 25. The other end of the serpentine tube 25 passes through the outer hull 21 and the inner hull 24 and is connected to a connecting pipe 10. A temperature regulating mechanism 4 is installed on the upper end of the hull 1. The temperature regulating mechanism 4 includes a box 41 installed on the upper end of the hull 1. A sealing cover 42 is installed on the upper end of the box 41. A water injection pipe 43 is installed on the upper end of the sealing cover 42. A partition 46 is installed in the inner cavity of the box 41. A cooling plate 47 is installed in the middle of the partition 46. A heat dissipation fin 48 that is in contact with the cooling plate 47 is installed on the lower end of the partition 46. A hot and cold air assembly is installed in the inner cavity of the box 41.

[0040] The hot and cold air assembly includes a main air duct 44 installed in the inner cavity of the housing 41. Both ends of the main air duct 44 pass through the housing 41 and are connected to the air inlet pipe 38 and the connecting pipe 10, respectively. A first solenoid valve 45 is installed on the outside of the main air duct 44. A secondary air duct 49 and an exhaust pipe 410 are connected to the lower sides of the housing 41, respectively. A second solenoid valve 411 is installed on the outside of the exhaust pipe 410. The exhaust pipe 410 and the main air duct 44 are connected by a connecting pipe 412. A third solenoid valve 413 is installed on the outside of the connecting pipe 412. The secondary air duct 49 is connected to the air inlet pipe 38.

[0041] Water is injected into the inner cavity of the housing 41 through the water injection pipe 43. Then, the external controller activates the cooling plate 47 to cool the water. While the upper part of the cooling plate 47 is cooling, its lower part generates significant heat. A temperature sensor installed inside the inner shell 24 detects that the temperature of the fuel stored inside the inner shell 24 is below a set temperature range. The sensor then sends this information to the external controller, which closes the first solenoid valve 45 and the second solenoid valve 411 while simultaneously opening the third solenoid valve 413. At this point, the heat generated at the lower end of the cooling plate 47 is transferred to the heat dissipation fins 48, which quickly dissipate the heat. Then, the heat is transferred to the intake pipe 3. The supplied air enters the space below the partition 46 in the inner cavity of the housing 41 through the auxiliary air duct 49. The heat emitted by the heat dissipation fins 48 is absorbed by the air, and the air becomes hot air. The hot air enters the main air duct 44 through the exhaust duct 410. The connection between the exhaust duct 410 and the main air duct 44 is located on the outside of the housing 41. The hot air then enters the connecting pipe 10 from the main air duct 44 and then enters the serpentine pipe 25, which facilitates the continuous supply of hot air to the serpentine pipe 25. This allows the serpentine pipe 25 to absorb the heat from the hot air and then dissipate it outward, thereby transferring it to the inner shell 24 and the fuel stored in its inner cavity. This heats the fuel and prevents it from becoming too cold, which would result in poor flow and affect its normal use.

[0042] When the temperature sensor detects that the temperature of the fuel stored inside the inner shell 24 is higher than the set temperature range, the temperature sensor feeds this information back to the external controller. The controller then closes the third solenoid valve 413 and simultaneously opens the first solenoid valve 45 and the second solenoid valve 411. At this time, the air delivered by the intake pipe 38 enters the auxiliary air duct 49 and the main air duct 44 respectively. The air entering the auxiliary air duct 49 comes into contact with the heat dissipated by the heat dissipation fins 48 and is then discharged through the exhaust pipe 410, facilitating the cooling plate 4. The heat generated at the lower end of the 7th section is dissipated to prevent the temperature from becoming too high, which would prevent the water from being effectively cooled. Meanwhile, some air exchanges heat with the cooled water in the main air duct 44, turning the air into cold air. The cold air then enters the connecting pipe 10 through the main air duct 44, and then enters the serpentine pipe 25, facilitating the continuous delivery of cold air to the serpentine pipe 25. This allows the serpentine pipe 25 to transfer the low temperature of the cold air to the inner shell 24 and the fuel stored in its inner cavity, thereby cooling the fuel and preventing it from becoming too hot and causing safety hazards.

[0043] Reference Figure 5-8As shown, weight reduction holes 26 are equidistantly provided on both sides of the outer hull 21. Insulation cotton is filled between the outer hull 21 and the inner hull 24. The weight reduction holes 26 effectively reduce the weight of the assembly structure, so as to reduce the structural weight of the entire hull 1 and effectively reduce the cost. In addition, the insulation cotton can be used to insulate and protect the fuel stored in the inner hull 24, which effectively improves the performance.

[0044] Working principle: During the assembly of the methanol fuel tank of a bulk carrier, the locking pins 52 at the lower end of the frame plate 51 of the reinforcement mechanism 5 are inserted into the retaining sleeves 9 on the inner wall of the assembly slot 6 to facilitate the rapid positioning and assembly of the frame plate 51. Then, the frame plate 51 is welded to the hull 1. Subsequently, the fuel tank mechanism 2 is hoisted to the assembly slot 6 position on the hull 1. The T-shaped strips 23 on both sides of the outer shell 21 of the fuel tank mechanism 2 match the size of the inner cavity of the through groove 56 at the upper end of the frame plate 51, and the lower end of the T-shaped strips 23 is lower than the lower end of the outer shell 21. This facilitates the rapid positioning and assembly of the outer shell 21 and the entire fuel tank mechanism 2 after the T-shaped strips 23 are inserted into the through groove 56. Then, as the entire fuel tank mechanism 2 is hoisted and lowered, the outer shell 21... The outer T-shaped strip 23 is inserted into the inner T-shaped groove rail 8 of the assembly groove 6, facilitating the limiting insertion and fixing of the outer shell 21 and the entire fuel tank mechanism 2. This makes the installation of the entire fuel tank mechanism 2 more secure and improves the strength of the assembly and fixing. Furthermore, the lower end of the outer shell 21 contacts multiple sets of rubber columns 7, allowing the rubber columns 7 to effectively dampen and support the outer shell 21, thus providing effective shock absorption protection for the fuel tank mechanism 2. Additionally, longitudinal ribs 53 are welded to both sides of the upper end of the frame plate 51, and then welded to it after being engaged with the grooves of multiple sets of corner plates 54. One side of the multiple sets of corner plates 54 is welded to the outer shell 21, further increasing the secure installation of the fuel tank mechanism 2. The corner plates 54 also feature through holes 55 designed on their outer sides. This design facilitates a reduction in structural weight, allowing for overall weight reduction of the hull 1 and effectively lowering costs. During navigation, the hull 1 generates significant wind, which, combined with sea breezes, easily propels the three sets of fan blades in the fan assembly 36. These blades then rotate the mounting base and fixed shaft 35, which in turn rotates the impeller 37. The negative pressure generated by the rotating impeller 37 forces external air into the sealing cover 32 through the air inlet 34, and then into the temperature control mechanism 4 through the air inlet pipe 38. This provides air energy to the temperature control mechanism 4. Utilizing natural wind power for air energy eliminates the need for electricity, effectively improving energy efficiency. A temperature sensor is installed inside the inner hull 24. When the temperature sensor detects that the temperature of the fuel stored inside the inner shell 24 is lower than the set temperature range, the temperature sensor feeds this information back to the external controller. The controller then closes the first solenoid valve 45 and the second solenoid valve 411, while simultaneously opening the third solenoid valve 413. At this time, the heat generated at the lower end of the cooling plate 47 is transferred to the heat dissipation fins 48, which quickly dissipate the heat. Then, the air supplied by the intake pipe 38 enters the space at the lower end of the partition 46 in the inner cavity of the housing 41 through the auxiliary air pipe 49. Subsequently, the heat dissipated by the heat dissipation fins 48 is absorbed by the air, and the air becomes hot air. The hot air enters the main air pipe 44 through the exhaust pipe 410, and the connection between the exhaust pipe 410 and the main air pipe 44 is located on the outside of the housing 41.Hot air then enters the connecting pipe 10 from the main air duct 44, and then enters the serpentine pipe 25. This facilitates the continuous delivery of hot air to the serpentine pipe 25, allowing it to absorb heat from the hot air and dissipate it outwards. This heat is then transferred to the inner shell 24 and the fuel stored within it, heating the fuel and preventing it from becoming too cold, which could lead to poor flow and affect its normal operation. When the temperature sensor detects that the temperature of the fuel stored inside the inner shell 24 is higher than the set temperature range, the sensor sends this information to the external controller. The controller then closes the third solenoid valve 413 and simultaneously opens the first solenoid valve 45 and the second solenoid valve 411. At this time, the air delivered by the intake pipe 38 enters the... In the secondary air duct 49 and the main air duct 44, the air entering the secondary air duct 49 comes into contact with the heat emitted by the heat dissipation fins 48, and is then discharged through the exhaust duct 410. This facilitates heat dissipation from the lower end of the cooling plate 47, preventing it from overheating and hindering effective cooling of the water. Meanwhile, some air in the main air duct 44 exchanges heat with the cooled water, turning the air into cold air. This cold air then enters the connecting pipe 10 through the main air duct 44, and subsequently enters the serpentine pipe 25. This ensures a continuous supply of cold air to the serpentine pipe 25, which then transfers the low temperature of the cold air to the inner shell 24 and the fuel stored within its cavity, cooling the fuel and preventing it from overheating and posing a safety hazard.

[0045] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A methanol fuel tank for a bulk carrier, comprising a hull, characterized in that The upper end of the ship body is provided with an assembly groove, T-shaped groove rails are welded at equal intervals on both sides of the inner cavity of the assembly groove, a fuel cabin mechanism is arranged in the inner cavity of the assembly groove, a blowing mechanism is installed at the upper end of the fuel cabin mechanism, a temperature adjusting mechanism is installed at the upper end of the ship body, a reinforcing mechanism is welded at the upper part of the inner cavity of the assembly groove, and the reinforcing mechanism is connected with the fuel cabin mechanism. The fuel cabin mechanism comprises an outer cabin shell and an inner cabin shell, the outer cabin shell and the inner cabin shell are welded together, a hatch cover is installed at the upper end of the outer cabin shell, T-shaped strips for inserting the T-shaped groove rails are welded at equal intervals on both sides of the outer cabin shell, a serpentine pipe is installed on the outer side of the inner cabin shell through a mounting sleeve, the serpentine pipe is located between the outer cabin shell and the inner cabin shell, a circular hole for inserting the serpentine pipe is arranged at the upper end of the hatch cover, and the other end of the serpentine pipe penetrates the outer cabin shell and the inner cabin shell and is connected with a connecting pipe. The temperature adjusting mechanism comprises a box body installed at the upper end of the ship body, a partition plate is installed in the inner cavity of the box body, a refrigeration plate is installed in the middle of the partition plate, heat dissipation fins are installed at the lower end of the partition plate and are in close contact with the refrigeration plate, and a cold and hot air assembly is installed in the inner cavity of the box body.

2. A methanol fuel tank for a bulk carrier according to claim 1, characterized in that, The blowing mechanism comprises a supporting frame installed at the upper end of the hatch cover, a sealing cover is installed at the upper end of the supporting frame, a cover plate is screw-connected and installed at the upper end of the sealing cover, two rows of air inlet holes are arranged at equal intervals on the outer side of the sealing cover, a fixed shaft is installed at the upper end of the cover plate through a bearing seat, a wind wheel is connected with the lower end of the fixed shaft and penetrates the cover plate, a fan blade assembly is arranged at the upper end of the fixed shaft, and an air inlet pipe is connected with the lower end of the sealing cover.

3. A methanol fuel tank for a bulk carrier according to claim 2, characterized in that, The cold and hot air assembly comprises a main air pipe installed in the inner cavity of the box body, the two ends of the main air pipe penetrate the box body and are respectively connected with the air inlet pipe and the connecting pipe, a first electromagnetic valve is installed on the outer side of the main air pipe, a secondary air pipe and an exhaust pipe are respectively connected with the lower parts of both sides of the box body, a second electromagnetic valve is installed on the outer side of the exhaust pipe, a communication pipe is commonly connected between the exhaust pipe and the main air pipe, a third electromagnetic valve is installed on the outer side of the communication pipe, and the secondary air pipe is connected with the air inlet pipe.

4. A methanol fuel tank for a bulk carrier as claimed in claim 2, wherein The fan blade assembly comprises a mounting seat screw-connected with the fixed shaft, and three groups of fan blades are connected with the outer side of the mounting seat at equal intervals.

5. A methanol fuel tank for a bulk carrier as claimed in claim 1, wherein Weight-reducing holes are arranged at equal intervals on both sides of the outer cabin shell, and heat preservation cotton is filled between the outer cabin shell and the inner cabin shell.

6. A methanol fuel tank for a bulk carrier as claimed in claim 1, wherein The reinforcing mechanism comprises a frame plate welded at the upper part of the inner cavity of the assembly groove, angle plates are welded at equal intervals on both sides of the upper end of the frame plate, one side of the angle plate is welded with the outer cabin shell, through holes are arranged on the outer side of the angle plate, and through grooves for inserting the T-shaped strips are arranged on both sides of the frame plate.

7. A methanol fuel tank for a bulk carrier as claimed in claim 6, characterised in that, Longitudinal ribs are welded on both sides of the upper end of the frame plate, recesses are arranged at the lower end of the angle plate, and the recesses are clamped with the longitudinal ribs.

8. A methanol fuel tank for a bulk carrier as claimed in claim 6, characterised in that, Clamping columns are connected at equal intervals at the lower end of the frame plate, clamping sleeves for inserting the clamping columns are welded at equal intervals on both sides of the inner cavity of the assembly groove.

9. A methanol fuel tank for a bulk carrier as claimed in claim 1, wherein Rubber columns are installed at equal intervals at the bottom end of the inner cavity of the assembly groove and are in close contact with the lower end of the outer cabin shell.

10. A methanol fuel tank for a bulk carrier as claimed in claim 1, characterized in that, A sealing cover is installed at the upper end of the box body, and a water injection pipe is installed at the upper end of the sealing cover.

Images