Double pressure stabilizing flow type cargo oil filling pipe

Abstract

The utility model provides a double -pressure steady flow type cargo oil injection pipe, including open deck and cargo oil tank, and cargo oil tank is connected in open deck bottom, horizontal buffer section, horizontal buffer section both ends are connected with upper vertical pipe section and lower vertical pipe section respectively, and lower vertical pipe section lower extreme is connected with the cargo oil main pipe in cabin, and the cargo oil main pipe in cabin sets up in the intracavity department of cargo oil tank, intracavity inert gas pressure -compensating assembly, intracavity inert gas pressure -compensating assembly includes intercommunication pipe and check valve, and the side surface of upper vertical pipe section and lower vertical pipe section is connected with intercommunication pipe, and the upper end of intercommunication pipe extends to the top area of cargo oil tank gas phase space, and the check valve is provided on intercommunication pipe. The utility model horizontal buffer section breaks the liquid column of continuous vertical acceleration through the flow direction mutation, makes the flow state in pipe from intermittent flow change into stable flow state, eliminates residual gas cavity vacuum through intracavity inert gas pressure -compensating assembly, and the pressure in upper vertical pipe section and lower vertical pipe section is always higher than crude oil saturated vapor pressure through both, prevents VOC generation from the source.

Description

Technical Field

[0001] This utility model relates to the field of ship cargo oil loading and unloading, and in particular to a dual-pressure stable flow type cargo oil injection pipe. Background Technology

[0002] During the loading of cargo oil on crude oil tankers, cargo oil is injected vertically downwards from the deck piping system into the cargo oil tanks through injection pipes, with a height difference typically reaching 20-30 meters. Since crude oil is a multi-component mixture containing gas, the flow pattern inside the pipe is very prone to forming slug flow during the long vertical descent—that is, an unstable flow pattern in which the liquid and gas phases flow intermittently.

[0003] The formation mechanism of plunger flow is as follows: a high-speed falling liquid column accelerates continuously under the action of gravity. The leading edge (bottom) of the liquid column impacts the liquid surface or bottom below at high speed, while the trailing edge (upper part) creates a vacuum due to the high-speed suction of the liquid phase. When the suction vacuum exceeds the saturated vapor pressure of the liquid phase, dissolved hydrocarbons precipitate, and the liquid column breaks off from the top. Light hydrocarbon components (C1-C4) dissolved in crude oil are rapidly released, forming a cavitation. The cavitation expands downward, eventually forming a plunger flow consisting of alternating long gas springs and liquid plugs. The collapse of the cavitation generates violent pressure fluctuations, which not only cause a large amount of VOCs to be released into the gas phase space but also trigger a severe water hammer effect, causing impact damage to the piping system, support structure, and tank walls.

[0004] The KVOC (Knutsen VOC Technology) system developed by the Norwegian company KnutsenOAS is the closest existing solution to the in-pipe flow optimization scheme, and has been included and promoted in the official technical documents of the International Maritime Organization (IMO). The core principles of the KVOC system are: increasing the injection pipe diameter: significantly increasing the pipe diameter compared to conventional injection pipes to reduce the oil flow velocity inside the pipe, thereby reducing drag force; tangential oil injection method: using tangential oil injection at deck level, allowing the oil to flow along the pipe wall, creating an open space in the center of the pipe; buoyancy separation mechanism: using buoyancy to make bubbles rise inside the pipe, avoiding the formation of a low-pressure zone at the top of the pipe; pressure self-balancing: through pressure self-balancing, the pressure inside the pipe is kept close to the saturated vapor pressure of crude oil, preventing negative pressure from causing VOC generation.

[0005] However, the KVOC system has the following inherent drawbacks: it requires custom-made large-diameter pipes, and each ship needs to have its pipe diameter specially designed according to the characteristics of the cargo oil, resulting in poor versatility and high retrofit costs; it relies on the tangential inlet structure and is sensitive to the inlet flow pattern; it has limitations in passive regulation and cannot actively intervene in the local vacuum that has been formed; and it is difficult to retrofit, requiring existing ships to replace the entire injection piping system.

[0006] China Merchants Heavy Industry (Jiangsu) Co., Ltd.'s utility model patent CN216946207U discloses a crude oil injection pipe for reducing VOCs. It employs a large-diameter deceleration scheme where the downcomer string diameter is larger than the cargo oil injection pipe diameter, and includes a compensation pipe and a one-way valve connected to the outside air on the side of the downcomer string. This scheme has the following limitations: the large-diameter downcomer string needs to be custom-made, making retrofitting existing vessels difficult; the compensation pipe connects to the outside air, posing a safety hazard in hydrocarbon-containing environments and potentially forming an explosive mixture; it relies solely on passive deceleration due to a sudden diameter change, failing to actively interrupt the plunger flow; the one-way valve lacks precise opening pressure control, making the timing of gas replenishment uncontrollable, essentially a passive emergency gas replenishment; and the gas replenishment structure is an external bypass, occupying internal space and resulting in a complex structure. Utility Model Content

[0007] In order to overcome the defects of existing high-drop cargo oil injection pipes, such as cavitation vacuum caused by accelerated suction of liquid column, resulting in plunger flow and water hammer effect, which in turn leads to the release of a large amount of VOCs and pipeline impact damage, this utility model provides a dual-pressure stable flow cargo oil injection pipe.

[0008] The present invention solves the above-mentioned technical problems through the following technical solution: This utility model provides a dual-pressure stable flow type cargo oil injection pipe, including an open deck and a cargo oil tank, wherein the cargo oil tank is connected to the bottom of the open deck; A horizontal buffer section, the two ends of which are connected to an upper vertical pipe section and a lower vertical pipe section respectively. The upper end of the upper vertical pipe section extends out of the open deck, and the lower end of the lower vertical pipe section is connected to the cargo oil main pipe inside the tank. The cargo oil main pipe inside the tank is located in the interior cavity of the cargo oil tank. An internal cavity inert gas pressurization assembly includes a connecting pipe and a check valve. The upper vertical pipe section and the lower vertical pipe section are both connected to the connecting pipe on their sides. The upper end of the connecting pipe extends to the top area of ​​the gas phase space of the cargo oil tank. A check valve is installed on the connecting pipe. The horizontal buffer section, the upper vertical pipe section, and the lower vertical pipe section are respectively connected to the support unit, and the support unit is connected to the inner wall of the cargo oil tank.

[0009] In this technical solution, the horizontal buffer section interrupts the continuous vertical acceleration of the liquid column by abruptly changing the flow direction, so that the flow state in the pipe changes from intermittent flow to a stable flow state. The residual cavitation vacuum is eliminated by the inert gas pressure replenishment component in the inner cavity. Together, the two maintain the pressure in the upper and lower vertical pipe sections above the saturated vapor pressure of crude oil, thus preventing VOC generation from the source.

[0010] Through the dual mechanism of horizontal buffer section flow channel reconstruction and active gas replenishment in the inner cavity of the inert gas replenishment component, the formation of plunger flow is fundamentally suppressed, cavitation vacuum is eliminated, thereby significantly reducing VOC release during cargo oil loading and avoiding water hammer accidents.

[0011] Preferably, the opening pressure of the check valve is set according to the pressure of the gas phase space in the cargo oil tank, and the gas phase space is located in the area above 98% of the tank height in the longitudinal bow direction of the cargo oil tank.

[0012] Preferably, the length of the horizontal buffer section is 3-5 times the nominal diameter of the upper vertical pipe section; The connection angle between the horizontal buffer section and the upper vertical pipe section, and between the horizontal buffer section and the lower vertical pipe section, is 90°±15°.

[0013] In this technical solution, the horizontal buffer section is used to reduce the liquid phase flow rate to a subcritical state where the Froude number Fr << 1.0.

[0014] Preferably, the connecting pipe is equipped with a splash-proof component at the upper gas phase opening in the gas phase space area of ​​the cargo oil tank. The splash-proof assembly includes a splash-proof outer cover and a fixed bracket. The splash-proof outer cover is disposed at the gas phase opening at the upper end of the connecting pipe. The fixed bracket is connected to the inner wall of the splash-proof outer cover, and one end of the fixed bracket is connected to the side of the connecting pipe.

[0015] In this technical solution, the anti-splash component is used to prevent crude oil from sloshing or splashing into the connecting pipe.

[0016] Preferably, a gooseneck elbow is connected to the gas phase opening at the upper end of the connecting pipe.

[0017] Preferably, the support unit includes a vertical support assembly and a horizontal support component. One side of the upper vertical pipe section and the lower vertical pipe section are detachably connected to the vertical support assembly, and the side of the horizontal buffer section is detachably connected to the horizontal support component. Both the vertical support assembly and the horizontal support component are connected to the inner wall of the cargo oil tank.

[0018] In this technical solution, the horizontal buffer section, the upper vertical pipe section, and the lower vertical pipe section are supported by support units.

[0019] Preferably, the vertical support assembly includes a vertical bracket, one side of which is connected to the inner wall of the cargo oil tank, and the other side of which is detachably connected to a plurality of vertical clamp groups, which wrap around the outer sides of the upper and lower vertical pipe sections.

[0020] In this technical solution, the upper and lower vertical pipe sections are supported by vertical support components.

[0021] Preferably, the horizontal support component includes a support frame shell, the side of which is connected to the inner wall of the cargo oil tank; A fixed frame is provided above the supporting frame, and the supporting frame and the fixed frame are movably connected by a vertical buffer assembly. A sliding mounting assembly is provided above the fixed frame, and the sliding mounting assembly is detachably connected to the horizontal buffer section. The fixed frame and the sliding mounting assembly are movably connected by a sliding buffer assembly.

[0022] In this technical solution, the horizontal buffer section is supported and damped by horizontal support components.

[0023] Preferably, the vertical buffer assembly includes a cross connecting frame, and cross connecting frames are provided on both sides of the fixed frame shell, with rotating connecting seats rotatably connected to both the upper and lower ends of the cross connecting frame; The two rotating connecting seats located at the top are respectively connected to the bottom of the two movable plates; The two rotating connecting seats located below are respectively connected to the top of the two buffer plates, and multiple elastic connecting parts are connected between the two buffer plates and between the buffer plates and the inner wall of the support frame shell. The top of the support frame is connected to a vertical vibration damping pad.

[0024] In this technical solution, vertical damping is achieved by reducing and buffering the vertical vibration of the horizontal buffer section through a vertical buffer component.

[0025] Preferably, the sliding buffer assembly includes positioning posts, and a plurality of positioning posts are connected to the inner wall of the fixed frame shell. The surface of the positioning posts is slidably connected to the sliding connecting plate, and the top of the sliding connecting plate is connected to the bottom of the sliding mounting assembly. Multiple elastic reset members are connected to both sides of the sliding connecting plate, and the end of the elastic reset member away from the sliding connecting plate is connected to the inner wall of the fixed frame. Sliding damping pads are connected to the inner walls on both sides of the fixed frame.

[0026] In this technical solution, the lateral vibration of the horizontal buffer section is reduced and buffered by the sliding buffer assembly, and the horizontal buffer section is allowed to move axially within a certain range.

[0027] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various preferred embodiments of this utility model.

[0028] The positive and progressive effects of this utility model are as follows: This invention's horizontal buffer section interrupts the continuous vertical acceleration of the liquid column by abruptly changing the flow direction, thus transforming the flow state inside the pipe from intermittent to stable. The residual cavitation vacuum is eliminated by the inert gas replenishment component in the inner cavity. Together, these two components maintain the pressure in the upper and lower vertical pipe sections above the saturated vapor pressure of crude oil, thereby preventing VOC generation from the source.

[0029] Through the dual mechanism of horizontal buffer section flow channel reconstruction and active gas replenishment in the inner cavity of the inert gas replenishment component, the formation of plunger flow is fundamentally suppressed, cavitation vacuum is eliminated, thereby significantly reducing VOC release during cargo oil loading and avoiding water hammer accidents.

[0030] The inert gas replenishment component in the internal cavity is supplied with gas from the gas phase space at the top of the cargo oil tank, preventing outside air from entering the hydrocarbon-containing environment, ensuring high safety and complying with ship explosion-proof regulations.

[0031] The check valve can precisely open under pressure, automatically opening only when there is negative pressure. Under normal operating conditions, it provides a strict seal and can be added to the middle section of existing ship piping systems without the need to replace the entire system with a custom-made large-diameter pipe, resulting in a short construction period.

[0032] The entire cargo oil injection pipe consumes zero additional energy, has a compact structure, utilizes the pressure of the existing inert gas system, and does not require energy-consuming equipment such as compressors and condensers. The connection pipe is arranged inside the cavity, does not occupy external space, and has a simple internal layout.

[0033] The horizontal buffer section is the area where the liquid column impact is most concentrated and the vibration is most intense. The support frame allows it to thermally expand and contract freely in the axial direction, effectively releasing thermal stress and preventing thermal stress from accumulating at elbows and flanges, which could lead to their destruction. At the same time, it can absorb the vibration of the horizontal buffer section, cope with the high-frequency, large-amplitude vibration brought by heavy-duty liquid column impact, and resist the huge impact force caused by sudden changes in flow direction, thus extending the service life of the horizontal buffer section and the support frame. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the structure of the dual-pressure stable flow type cargo oil injection pipe according to an embodiment of the present invention.

[0035] Figure 2 for Figure 1 The diagram shows a three-dimensional structure of the dual-pressure stable flow cargo oil injection pipe, including the horizontal buffer section, upper vertical pipe section, lower vertical pipe section, cargo oil main pipe inside the tank, inert gas replenishment assembly, splash guard assembly, and support unit.

[0036] Figure 3 for Figure 1 The diagram shows a cross-sectional view of the connecting pipe, splash guard, and fixed support of the dual-pressure stable flow cargo oil injection pipe.

[0037] Figure 4 for Figure 1 The diagram shows a cross-sectional view of the connecting pipe and gooseneck elbow of the dual-pressure stable flow type cargo oil injection pipe.

[0038] Figure 5 for Figure 1 The diagram shows a three-dimensional structural representation of the support unit for the dual-pressure, stable-flow cargo oil injection pipe.

[0039] Figure 6 for Figure 5 Schematic diagram of the cross-sectional structure of the support unit for the dual-pressure stabilizing flow type cargo oil injection pipe shown. Figure 1 .

[0040] Figure 7 for Figure 5 Schematic diagram of the cross-sectional structure of the support unit for the dual-pressure stabilizing flow type cargo oil injection pipe shown. Figure 2 .

[0041] Figure 8 for Figure 5 The diagram shows a cross-sectional view of the support frame, fixed frame, vertical buffer assembly, and sliding buffer assembly of the dual-pressure stable flow type cargo oil injection pipe.

[0042] Figure 9 for Figure 8 The diagram shows a three-dimensional structure of the vertical buffer assembly of the dual-pressure stable flow type cargo oil injection pipe.

[0043] Explanation of reference numerals in the attached figures 1. Open deck; 2. Cargo oil tanks; 3. Horizontal buffer zone; 4. Upper vertical pipe section; 5. Lower vertical pipe section; 6. In-tank cargo oil main; 7. Inert gas repressurization assembly for the inner cavity; 71. Connecting pipe; 72. Check valve; 8. Splash-proof components; 81. Splash-proof cover; 82. Fixing bracket; 83. Gooseneck elbow; 9. Vertical support assembly; 91. Vertical bracket; 92. Vertical clamp assembly; 10. Support frame; 11. Fix the frame; 12. Vertical buffer assembly; 121. Cross connector; 122. Rotary connector; 123. Moving plate; 124. Guide post; 125. Buffer plate; 126. Fixed post; 127. Elastic connector; 128. Vertical vibration damping pad; 129. Sliding limit shaft; 13. Sliding mounting assembly; 131. Mounting plate; 132. Horizontal clamp assembly; 14. Sliding buffer assembly; 141. Positioning post; 142. Sliding connecting plate; 143. Elastic reset component; 144. Sliding vibration damping pad. Detailed Implementation

[0044] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0045] Figures 1 to 9 The diagram shown is a structural schematic of an embodiment of the dual-pressure stable flow type cargo oil injection pipe of this utility model.

[0046] The dual-pressure stable flow type cargo oil injection pipe includes an open deck 1 and a cargo oil tank 2, with the cargo oil tank 2 connected to the bottom of the open deck 1; Horizontal buffer section 3, with its two ends connected to upper vertical pipe section 4 and lower vertical pipe section 5 respectively. The upper end of upper vertical pipe section 4 extends out of open deck 1, and the lower end of lower vertical pipe section 5 is connected to cargo oil main pipe 6 in the tank. Cargo oil main pipe 6 in the tank is located in the inner cavity of cargo oil tank 2. The internal cavity inert gas pressurization assembly 7 includes a connecting pipe 71 and a check valve 72. The upper vertical pipe section 4 and the lower vertical pipe section 5 are both connected to the connecting pipe 71 on their sides. The upper end of the connecting pipe 71 extends to the top area of ​​the gas phase space of the cargo oil tank 2. The connecting pipe 71 is equipped with a check valve 72. When the pressure in the upper vertical pipe section 4 or the lower vertical pipe section 5 is lower than the pressure in the gas phase space of the cargo oil tank 2 and the pressure difference reaches the preset value, the corresponding check valve 72 opens, allowing the inert gas in the gas phase space to be replenished into the corresponding upper vertical pipe section 4 or the lower vertical pipe section 5 through the connecting pipe 71. When the pressure in the upper vertical pipe section 4 or the lower vertical pipe section 5 is normal, the check valve 72 maintains a positive seal to prevent liquid crude oil from overflowing through the connecting pipe 71.

[0047] The support unit, the horizontal buffer section 3, the upper vertical pipe section 4 and the lower vertical pipe section 5 are respectively connected to the support unit, and the support unit is connected to the inner wall of the cargo oil tank 2.

[0048] In this technical solution, the horizontal buffer section 3 interrupts the continuous vertically accelerating liquid column by abruptly changing the flow direction, so that the flow state in the pipe changes from intermittent flow to stable flow state. The residual cavitation vacuum is eliminated by the inert gas pressure replenishment component 7 in the inner cavity. Together, the two maintain the pressure in the upper vertical pipe section 4 and the lower vertical pipe section 5 at a level higher than the saturated vapor pressure of crude oil, thus preventing VOC generation from the source.

[0049] Through the dual mechanism of horizontal buffer section 3 flow channel reconstruction and internal cavity inert gas replenishment component 7 active gas replenishment, the formation of plunger flow is fundamentally suppressed, cavitation vacuum is eliminated, thereby significantly reducing VOC release during cargo oil loading and avoiding water hammer accidents.

[0050] The inert gas replenishment component 7 in the inner cavity is supplied with gas from the gas phase space at the top of the inner cavity of the cargo oil tank 2, which prevents outside air from entering the hydrocarbon-containing environment, ensuring high safety and complying with ship explosion-proof regulations.

[0051] The opening pressure of check valve 72 is set according to the pressure of the gas phase space of cargo oil tank 2, which is located in the area above 98% of the tank height in the longitudinal direction of cargo oil tank 2 towards the bow.

[0052] The check valve 72 is preferably a spring plate check valve, and its sealing surface is made of corrosion-resistant polytetrafluoroethylene coated material.

[0053] The opening pressure of check valve 72 is preferably set to 0.002-0.02 MPa. Under normal oil injection conditions, when the liquid phase pressure in the upper vertical pipe section 4 or the lower vertical pipe section 5 is higher than the gas phase space pressure, check valve 72 remains closed, effectively preventing liquid crude oil from overflowing into the gas phase space at the top of the tank through the gas connection pipe. When the plunger flow causes liquid column separation and low pressure or even vacuum appears in the pipe below the opening pressure of the check valve, the positive pressure inert gas in the gas phase space opens the check valve 72 under the action of pressure difference and quickly enters the upper vertical pipe section 4 or the lower vertical pipe section 5 to replenish the cavitation space, so that the pressure in the pipe is always maintained above the saturated vapor pressure, preventing dissolved hydrocarbons from precipitating.

[0054] The length of the horizontal buffer section 3 is 3-5 times the nominal diameter of the upper vertical pipe section 4; The connection angle between the horizontal buffer section 3 and the upper vertical pipe section 4, and between the horizontal buffer section 3 and the lower vertical pipe section 5, is 90°±15°.

[0055] In this technical solution, the horizontal buffer section 3 is used to reduce the liquid phase flow rate to a subcritical state where the Froude number Fr << 1.0.

[0056] The horizontal buffer section 3 is set at a height of 10-15 meters from the upper inlet of the upper vertical pipe section 4.

[0057] The horizontal buffer section 3 forcibly interrupts the continuous vertically accelerating liquid column by abruptly changing the flow direction, converting gravitational potential energy into frictional losses and local resistance losses along the flow path; it provides a buffer space for the redistribution of the gas and liquid phases, disrupting the continuous conditions for the formation of the plunger flow; it reduces the liquid phase velocity to a subcritical state with a Froude number Fr << 1.0, causing the flow pattern to change from intermittent flow to stable annular flow or dispersed bubble flow.

[0058] A splash guard 8 is installed at the upper gas phase opening of the connecting pipe 71 located in the gas phase space area of ​​the cargo oil tank 2; The splash-proof assembly 8 includes a splash-proof cover 81 and a fixed bracket 82. The splash-proof cover 81 is disposed at the gas phase opening at the upper end of the connecting pipe 71. The fixed bracket 82 is connected to the inner wall of the splash-proof cover 81, and one end of the fixed bracket 82 is connected to the side of the connecting pipe 71.

[0059] In this technical solution, the anti-splash component 8 is used to prevent crude oil from sloshing or splashing into the connecting pipe 71.

[0060] A gooseneck elbow 83 is connected to the gas phase opening at the upper end of the connecting pipe 71.

[0061] The gooseneck elbow 83 is a downward-facing elbow with its outlet facing downwards.

[0062] The lower end of the connecting pipe 71 is provided with a downward-facing gas phase vacuum port in the inner cavity of the upper vertical pipe section 4 or the lower vertical pipe section 5, with the port facing the downward liquid flow direction.

[0063] The support unit includes a vertical support assembly 9 and a horizontal support component. The upper vertical pipe section 4 and the lower vertical pipe section 5 are detachably connected to the vertical support assembly 9 on one side, and the horizontal buffer section 3 is detachably connected to the horizontal support component on the other side. Both the vertical support assembly 9 and the horizontal support component are connected to the inner wall of the cargo oil tank 2.

[0064] In this technical solution, the horizontal buffer section 3, the upper vertical pipe section 4, and the lower vertical pipe section 5 are supported by support units.

[0065] The vertical support assembly 9 includes a vertical bracket 91. One side of the vertical bracket 91 is connected to the inner wall of the cargo oil tank 2, and the other side of the vertical bracket 91 is detachably connected to multiple vertical clamp groups 92. The vertical clamp groups 92 are wrapped around the outside of the upper vertical pipe section 4 and the lower vertical pipe section 5.

[0066] In this technical solution, the upper vertical pipe section 4 and the lower vertical pipe section 5 are supported by the vertical support component 9.

[0067] The vertical clamp assembly 92 consists of a vertical clamp, a vertical rubber pad, and a vertical bolt. The vertical clamp surrounds the outside of the upper vertical pipe section 4 and the lower vertical pipe section 5, and the vertical clamp is detachably connected to the vertical support 91 by the vertical bolt. Vertical rubber pads are installed between the vertical support 91 and the upper vertical pipe section 4, and between the vertical support 91 and the lower vertical pipe section 5.

[0068] The horizontal support component includes a support frame 10, the side of which is connected to the inner wall of the cargo oil tank 2; A fixed frame 11 is provided above the support frame 10. The support frame 10 and the fixed frame 11 are movably connected by a vertical buffer assembly 12. A sliding mounting assembly 13 is provided above the fixed frame 11. The sliding mounting assembly 13 is detachably connected to the horizontal buffer section 3. The fixed frame 11 and the sliding mounting assembly 13 are movably connected by a sliding buffer assembly 14.

[0069] In this technical solution, the horizontal buffer section 3 is supported and buffered for vibration reduction by horizontal support components.

[0070] The vertical buffer assembly 12 includes a cross connecting frame 121. Both sides of the fixed frame shell 11 are provided with cross connecting frames 121, and the upper and lower ends of the cross connecting frame 121 are rotatably connected with rotating connecting seats 122. The two rotating connecting seats 122 located at the top are respectively connected to the bottom of the two movable plates 123. The movable plates 123 are slidably connected to the surface of the guide column 124. Both ends of the movable plates 123 are connected to the side of the fixed frame shell 11. The two rotating connecting seats 122 located below are respectively connected to the top of the two buffer plates 125. The buffer plates 125 are slidably connected to the surface of the fixed column 126. The two ends of the fixed column 126 are respectively connected to the inner wall of the support frame 10. Multiple elastic connecting pieces 127 are connected between the two buffer plates 125 and between the buffer plates 125 and the inner wall of the support frame 10. A vertical vibration damping pad 128 is connected to the top of the support frame shell 10.

[0071] In this technical solution, the vertical buffer component 12 reduces and buffers the vertical vibration of the horizontal buffer section 3, thereby achieving vertical vibration reduction.

[0072] The bottom of the fixed frame 11 is connected to multiple sliding limit shafts 129, and the surface of the sliding limit shafts 129 is slidably connected to the support frame 10.

[0073] The cross-connector 121 consists of two cross-support bars, and the center of each support bar is rotatably connected to the anti-detachment shaft.

[0074] The rotating connecting seat 122 consists of a central shaft and side plates. Both ends of the central shaft are connected to the side plates. The surface of the central shaft is rotatably connected to the cross connecting frame 121. The side plates are respectively connected to the corresponding moving plate 123 or buffer plate 125.

[0075] When the horizontal buffer section 3 is subjected to vertical vibration, it compresses the cross connecting frame 121, thereby causing the buffer plates 125 on both sides to move towards or away from each other along the fixed column 126. At this time, the elastic connecting member 127 is stretched or compressed, and in conjunction with the vertical vibration damping pad 128, the vibration is reduced and absorbed, thereby achieving vibration reduction.

[0076] The sliding mounting assembly 13 includes a mounting plate 131, and a plurality of horizontal clamp groups 132 are detachably connected to the top of the mounting plate 131. The horizontal clamp groups 132 wrap around the outside of the horizontal buffer section 3.

[0077] The horizontal clamp assembly 132 consists of a horizontal clamp, a horizontal rubber pad, and a horizontal bolt. The horizontal clamp surrounds the outside of the horizontal buffer section 3, and the horizontal clamp is detachably connected to the mounting plate 131 by the horizontal bolt. A horizontal rubber pad is placed between the mounting plate 131 and the horizontal buffer section 3.

[0078] The sliding buffer assembly 14 includes positioning posts 141. Multiple positioning posts 141 are connected to the inner wall of the fixed frame 11. The surface of the positioning posts 141 is slidably connected to the sliding connecting plate 142. The top of the sliding connecting plate 142 is connected to the bottom of the sliding mounting assembly 13. Multiple elastic reset members 143 are connected to both sides of the sliding connecting plate 142. The end of the elastic reset member 143 away from the sliding connecting plate 142 is connected to the inner wall of the fixed frame shell 11. Sliding damping pads 144 are connected to the inner walls on both sides of the fixed frame shell 11.

[0079] In this technical solution, the lateral vibration of the horizontal buffer section 3 is reduced and buffered by the sliding buffer assembly 14, and the horizontal buffer section 3 is allowed to move axially within a certain range.

[0080] When the horizontal buffer section 3 moves axially, it drives the sliding connecting plate 142 to move along the positioning column 141, thereby compressing or stretching the elastic reset member 143, and absorbing and reducing the vibration through the sliding damping pad 144 to achieve buffering.

[0081] While specific embodiments of this utility model have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of this utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A dual-pressure, stable-flow cargo oil injection pipe, characterized in that: It includes an open deck (1) and a cargo oil tank (2), the cargo oil tank (2) being connected to the bottom of the open deck (1); A horizontal buffer section (3) is connected at both ends to an upper vertical pipe section (4) and a lower vertical pipe section (5) respectively. The upper end of the upper vertical pipe section (4) extends out to the open deck (1), and the lower end of the lower vertical pipe section (5) is connected to the cargo oil main pipe (6) inside the tank. The cargo oil main pipe (6) inside the tank is located in the inner cavity of the cargo oil tank (2). The internal cavity inert gas pressurization assembly (7) includes a connecting pipe (71) and a check valve (72). The upper vertical pipe section (4) and the lower vertical pipe section (5) are both connected to the connecting pipe (71). The upper end of the connecting pipe (71) extends to the top area of ​​the gas phase space of the cargo oil tank (2). The connecting pipe (71) is equipped with a check valve (72). The horizontal buffer section (3), the upper vertical pipe section (4) and the lower vertical pipe section (5) are respectively connected to the support unit, and the support unit is connected to the inner wall of the cargo oil tank (2).

2. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 1, characterized in that: The opening pressure of the check valve (72) is set according to the gas phase space pressure of the cargo oil tank (2), which is located in the area above 98% of the tank height in the longitudinal bow direction of the cargo oil tank (2).

3. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 1, characterized in that: The length of the horizontal buffer section (3) is 3-5 times the nominal diameter of the upper vertical pipe section (4); The connection angle between the horizontal buffer section (3) and the upper vertical pipe section (4), and between the horizontal buffer section (3) and the lower vertical pipe section (5) is 90°±15°.

4. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 1, characterized in that: The connecting pipe (71) is equipped with a splash-proof component (8) at the upper gas phase opening in the gas phase space area of ​​the cargo oil tank (2). The splash-proof assembly (8) includes a splash-proof cover (81) and a fixed bracket (82). The splash-proof cover (81) is located at the gas phase opening at the upper end of the connecting pipe (71). The inner wall of the splash-proof cover (81) is connected to the fixed bracket (82), and one end of the fixed bracket (82) is connected to the side of the connecting pipe (71).

5. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 4, characterized in that: A gooseneck elbow (83) is connected to the gas phase opening at the upper end of the connecting pipe (71).

6. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 1, characterized in that: The support unit includes a vertical support assembly (9) and a horizontal support component. The upper vertical pipe section (4) and the lower vertical pipe section (5) are detachably connected to the vertical support assembly (9) on one side. The horizontal buffer section (3) is detachably connected to the horizontal support component on one side. The vertical support assembly (9) and the horizontal support component are both connected to the inner wall of the cargo oil tank (2).

7. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 6, characterized in that: The vertical support assembly (9) includes a vertical bracket (91), one side of which is connected to the inner wall of the cargo oil tank (2), and the other side of which is detachably connected to a plurality of vertical clamp groups (92), which are wrapped around the outer side of the upper vertical pipe section (4) and the lower vertical pipe section (5).

8. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 6, characterized in that: The horizontal support component includes a support frame (10), the side of which is connected to the inner wall of the cargo oil tank (2); A fixed frame (11) is provided above the supporting frame (10). The supporting frame (10) and the fixed frame (11) are movably connected by a vertical buffer assembly (12). A sliding mounting assembly (13) is provided above the fixed frame (11). The sliding mounting assembly (13) is detachably connected to the horizontal buffer section (3). The fixed frame (11) and the sliding mounting assembly (13) are movably connected by a sliding buffer assembly (14).

9. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 8, characterized in that: The vertical buffer assembly (12) includes a cross connecting frame (121). Both sides of the fixed frame (11) are provided with cross connecting frames (121), and the upper and lower ends of the cross connecting frame (121) are rotatably connected with rotating connecting seats (122). The two rotating connecting seats (122) located at the top are respectively connected to the bottom of the two movable plates (123); The two rotating connecting seats (122) located below are respectively connected to the top of the two buffer plates (125), and multiple elastic connectors (127) are connected between the two buffer plates (125) and between the buffer plates (125) and the inner wall of the support frame (10). The top of the support frame (10) is connected to a vertical vibration damping pad (128).

10. The dual-pressure stabilizing flow type cargo oil injection pipe as described in claim 8, characterized in that: The sliding buffer assembly (14) includes positioning posts (141), and multiple positioning posts (141) are connected to the inner wall of the fixed frame (11). The surface of the positioning posts (141) is slidably connected to the sliding connecting plate (142), and the top of the sliding connecting plate (142) is connected to the bottom of the sliding mounting assembly (13). Multiple elastic reset members (143) are connected to both sides of the sliding connecting plate (142), and the end of the elastic reset member (143) away from the sliding connecting plate (142) is connected to the inner wall of the fixed frame shell (11). The inner walls on both sides of the fixed frame (11) are connected to sliding damping pads (144).

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