Ammonia fuel transport and supply ship

Abstract

The ammonia fuel transport and supply ship includes a hull (1), several independent tanks fixed to the hull (1), liquid cargo collecting pipes (2) and supply collecting pipes (3) connected to each independent tank, and a leakage treatment device installed near the liquid cargo collecting pipes (2) and the supply collecting pipes (3) on each independent tank. The leakage treatment device includes a gas detection station (4) installed near the liquid cargo collecting pipes (2) and the supply collecting pipes (3), and a cleaning tower (5) installed on the hull (1). The cleaning range of the cleaning tower (5) covers the liquid cargo collecting pipes (2) and the supply collecting pipes (3). The ship reduces the risk of poisoning of personnel due to ammonia fuel leakage.

Description

[Technical Field]

[0001] The present invention relates to the field of clean energy transportation and supply equipment for ships, and in particular to ammonia fuel transportation and supply ships. [Background technology]

[0002] Advances in science and technology are driving industrialization at an ever-increasing pace. However, this has also led to excessive carbon dioxide emissions, exacerbating the impact of greenhouse gases. To achieve the ambitious goal of reducing total greenhouse gas emissions by at least 50% by 2050, based on 2008 levels, the use of low-carbon or zero-carbon fuels is crucial. Ammonia fuel, hydrogen fuel, and nuclear power are considered to be among the most representative zero-carbon energy sources for the future water transportation industry. Due to its low transportation costs and high safety, ammonia fuel is expected to be easily commercialized and widely used within approximately 10 years.

[0003] Compared with hydrogen gas, ammonia gas has the following advantages:

[0004] 1. Ammonia fuel has the characteristic of being easy to transport. By keeping the transport temperature below -34.5°C, ammonia fuel can be stored in a liquefied state. Furthermore, even in a room temperature environment, ammonia can be stored in a liquefied state under certain pressure conditions (8 to 10 bar).

[0005] 2. Ammonia fuel has a high energy density. Based on the same cruising range requirements of a ship, the required cargo capacity for ammonia fuel is approximately three-fifths of that for hydrogen fuel, which can be advantageous for ship layout.

[0006] 3. The storage properties of ammonia fuel allow it to be stored well in many types of stand-alone tanks, and anhydrous ammonia has a very narrow flash point range, so it is generally considered to pose very little explosion risk.

[0007] However, ammonia gas itself is colorless and transparent, and is characterized by its toxicity and active molecular structure. Therefore, if ammonia fuel leaks during its transportation or storage, they are difficult to detect, and their toxicity could cause irreparable damage to personnel. Therefore, international regulations regarding the structure and equipment of ships carrying liquefied gases in bulk impose very strict restrictions and requirements on the transportation of ammonia, stipulating that consideration should be given to minimizing the risk of personnel poisoning due to ammonia leaks. Due to these drawbacks, the use of ammonia fuel is not yet widespread.

[0008] Furthermore, currently, refueling vessels (ultra-large container ships, bulk carriers, tankers, etc.) are also faced with the issue of resource constraints at the destination port. Therefore, in order to achieve the goal of rapid and short berthing at the port and thus rapid transshipment at sea, an ammonia fuel transport and supply vessel was invented to solve the problem of rapid and safe transport and refueling of ammonia fuel on ships. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] U.S. Patent No. 4,004,535 [Patent Document 2] Chinese Patent Application Publication No. 112193368 [Patent Document 3] Chinese Patent Application Publication No. 112339974 Summary of the Invention [Problem to be solved by the invention]

[0010] In view of the drawbacks of the prior art described above, an object of the present invention is to provide an ammonia fuel transport and supply ship that solves the problems that, due to the difficulty in detecting ammonia gas leaks in the prior art, it is possible to cause personnel poisoning and affect the safe transport and supply of ammonia fuel. [Means for solving the problem]

[0011] To achieve the above and other related objects, the present invention provides an ammonia fuel transport and supply vessel including a hull, several independent tanks fixed to the hull, liquid cargo collecting pipes and supply collecting pipes connected to each of the independent tanks, and a leak treatment device installed near the liquid cargo collecting pipes and supply collecting pipes on each of the independent tanks. The leak treatment device includes a gas detection station installed near the liquid cargo collecting pipes and supply collecting pipes, and a cleaning tower installed on the hull. The cleaning range of the cleaning tower covers the liquid cargo collecting pipes and supply collecting pipes.

[0012] Preferably, the leakage treatment device further includes a receiving tray installed below the supply collecting pipe, and a neutralization tank installed below the liquid cargo collecting pipe and the supply collecting pipe. The neutralization tank is attached to the hull below the receiving tray. The neutralization tank has an opening on the ship's side. The receiving tray has a two-layer structure, with the upper layer being a mesh stainless steel layer and the lower layer being a solid stainless steel layer. A water isolation layer is provided between the upper and lower layers. The bottom of the receiving tray is connected to the neutralization tank via a pipe.

[0013] Preferably, the hull is further equipped with a fuel self-sufficiency tank and a fuel power room for driving the hull. An ammonia-fueled main engine is installed in the fuel power room. The fuel self-sufficiency tank and several independent tanks are each connected via a first gas phase pipeline. Each of the first gas phase pipelines is equipped with a stress valve. The fuel self-sufficiency tank and any of the independent tanks are also connected via a first liquid phase pipeline. The fuel self-sufficiency tank and the ammonia-fueled main engine are connected to form a circuit via a second liquid phase pipeline and a second gas phase pipeline. Both the first liquid phase pipeline and the second liquid phase pipeline are equipped with an emergency shutoff valve.

[0014] Preferably, the second liquid phase pipeline and the second gas phase pipeline are both double-walled pipes. The double-walled pipe includes an outer pipe, an inner pipe inserted into the outer pipe, and a pipe gap formed between the outer pipe and the inner pipe. The inner pipe of the second liquid phase pipeline is used to inject liquid ammonia, and the inner pipe of the second gas phase pipeline is used to deliver ammonia gas. The pipe gap of the second liquid phase pipeline and the pipe gap of the second gas phase pipeline are used for the flow of compressed air. The flow direction of the compressed air in the second liquid phase pipeline is opposite to the injection direction of liquid ammonia, and the flow direction of the compressed air in the second gas phase pipeline is opposite to the delivery direction of ammonia gas.

[0015] Preferably, the fuel self-sufficiency tank includes an inner shell and a bottom structure attached to the bottom of the fuel self-sufficiency tank. An insulating layer is laid on the outer surface of the inner shell. Furthermore, another structure of the fuel self-sufficiency tank includes an inner shell, an outer shell enclosing the inner shell, and a bottom structure attached to the bottom of the fuel self-sufficiency tank. An insulating layer is laid on the inner surface of the outer shell. The bottom structure has a double bottom structure and can effectively withstand vibrations generated during operation of the ammonia-fueled main engine installed in the fuel power room.

[0016] Preferably, the hull further includes a compressor room and a ventilation tower, the compressor room is connected to a first gas phase line, the first gas phase line is equipped with a pressure sensing device, and the ventilation tower is connected to an independent tank.

[0017] Preferably, a fence is fixed to the hull, and a fender is mounted on the fence. The fender includes a center float, a tire cushion installed on the outer wall of the center float, center locks installed on both ends of the center float, and a chain lock connecting the center locks to the center of the tire cushion. Both ends of the fender are spherical, and the center is cylindrical. The inside of the center float needs to maintain a constant pressure, and the tire cushion ensures appropriate elastic deformation.

[0018] Preferably, the vessel has a mooring room at the bow and a battery room at the stern. Side thrust rooms are attached to the side walls of the bow and stern of the vessel. A personnel accommodation room is installed at the bow of the vessel. The leakage treatment device further includes a plurality of emergency shower rooms. The emergency shower rooms are installed on the ceilings of each independent tank.

[0019] Preferably, a centerline bulkhead is installed inside the independent tank. The centerline bulkhead is installed on the centerline extending from the bow to the stern to divide the independent tank. [Effects of the Invention]

[0020] As described above, the ammonia fuel transport / supply ship of the present invention has the following beneficial effects.

[0021] In the present invention, a plurality of independent tanks are installed for use in storing and transporting ammonia fuel. Liquid cargo manifolds and supply manifolds are installed in the independent tanks, facilitating the storage of ammonia fuel and the supply of gas to the ship. Furthermore, a leak treatment device is installed, so that in the event of an ammonia fuel leak, the leaked ammonia fuel can be quickly treated by the leak treatment device, thereby reducing the risk of personnel poisoning due to the ammonia fuel leak. [Brief explanation of the drawings]

[0022] [Figure 1] FIG. 1 is a schematic structural diagram of the A-type and B-type independent tanks in the ammonia fuel transport / supply ship of the present invention. [Figure 2] FIG. 2 is a right side view of the A-type and B-type independent tanks in the ammonia fuel transport and supply ship of the present invention. [Figure 3] FIG. 3 is a structural diagram of the A1 type and B1 type self-sufficient fuel tanks in the ammonia fuel transport and supply ship of the present invention. [Figure 4] FIG. 4 is a plan view of the bottom structure of the ammonia fuel transport / supply ship of the present invention. [Figure 5] FIG. 5 is a structural diagram of a C1 type self-sufficient fuel tank in the ammonia fuel transport and supply ship of the present invention. [Figure 6] FIG. 6 is a plan view of a fender in the ammonia fuel transport / supply ship of the present invention. [Figure 7] FIG. 7 is a left side view of a fender in the ammonia fuel transport / supply ship of the present invention. [Figure 8] FIG. 8 is a flow diagram of the fuel self-sufficiency tank and the ammonia-fueled main engine in the ammonia fuel transport and supply ship of the present invention. [Figure 9] FIG. 9 is a schematic structural diagram of a C-type independent tank in the ammonia fuel transport / supply ship of the present invention. [Figure 10] FIG. 10 is a right side view of a C-type independent tank in the ammonia fuel transport and supply ship of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0023] The following describes the embodiments of the present invention with reference to specific examples, and those skilled in the art will readily understand other advantages and effects of the present invention from the disclosure herein.

[0024] Please refer to Figures 1 to 10. It should be noted that the structures, ratios, sizes, etc. described in the accompanying drawings of this specification are intended merely to facilitate understanding and reading by those familiar with the present technology in combination with the contents disclosed in the specification, and are not intended to define the limitations on the implementation of the present invention. Therefore, any structural modifications, changes in proportional relationships, or adjustments in size that have no substantial technical meaning and do not affect the effects and objectives that can be achieved by the present invention are considered to be within the scope that can be covered by the technical content disclosed in this specification. Furthermore, terms such as "upper," "lower," "left," "right," "center," and "one" used in this specification are merely for the purpose of clarity and are not intended to limit the scope of the implementation of the present invention. Therefore, any changes or adjustments in relative relationships are considered to be within the scope of the implementation of the present invention as long as they do not result in a substantial change in the technical content.

[0025] As shown in Figures 1, 2, 9, and 10, the present invention provides an ammonia fuel transport and supply vessel including a hull 1, several independent tanks fixed to the hull 1, a liquid cargo collecting pipe 2 and a supply collecting pipe 3 connected to each independent tank, and a leak treatment device installed near the liquid cargo collecting pipe 2 and the supply collecting pipe 3 on each independent tank. The leak treatment device includes a gas detection station 4 installed near the liquid cargo collecting pipe 2 and the supply collecting pipe 3, and a scrubbing tower 5 installed on the hull 1. The cleaning range of the scrubbing tower 5 covers the liquid cargo collecting pipe 2 and the supply collecting pipe 3. In this embodiment, the independent tanks are numbered as follows: a first independent tank 101, a second independent tank 102, and a third independent tank 103, arranged in the bow-to-stern direction. The independent tanks can be divided into diamond-shaped and spherical-cylindrical shapes. Each independent tank is mounted on the hull 1 via a mount. As shown in Figures 1 and 2, diamond-shaped independent tanks include Type A and Type B. The design pressure of diamond-shaped independent tanks is less than 0.7 bar. Also, as shown in Figures 9 and 10, spherical-columnar independent tanks include Type C. Because the design pressure of spherical-columnar independent tanks is greater than 0.7 bar, they can withstand greater onboard pressure. The above-mentioned ammonia fuel transport and supply ship combines the dual functions of transport and supply, thanks to the liquid cargo collecting pipes 2 and supply collecting pipes 3 on each independent tank.

[0026] Preferably, as shown in Figures 1 and 9, the liquid cargo collecting pipe 2 on the second independent tank 102 in the center of the hull 1 is a VLLVVL liquid cargo collecting pipe or an LVVLLV liquid cargo collecting pipe. The liquid cargo collecting pipe 2 realizes both of the two types of liquid cargo replenishment methods, VLLV and LVVL, and is mainly used to replenish ammonia fuel from a supply source in a port to the hull 1 of the ship, but can also realize the converse of replenishment of ammonia fuel from one ship to another. Two liquid phase pipes and one vapor phase pipe are attached to the replenishment collecting pipe 3. Note that L means a liquid phase collecting pipe and V means a vapor phase collecting pipe.

[0027] Furthermore, in order to meet the refueling requirements of ships with different main dimensions, the bow and stern regions of the hull 1 are provided with dedicated piping for refueling ammonia fuel from ship to ship.

[0028] When one-to-one replenishment operations are employed, if the storage tank of the replenished vessel is located at the bow, the supply vessel and the replenished vessel will come alongside owner to owner, and replenishment operations will be carried out using the first independent tank 101. If the storage tank of the replenished vessel is located in the center, the supply vessel and the replenished vessel will come alongside owner to owner, and replenishment operations will be carried out using the second independent tank 102. If the storage tank of the replenished vessel is located at the stern, the supply vessel and the replenished vessel will come alongside owner to stern, and replenishment operations will be carried out using the first independent tank 101.

[0029] When adopting a one-to-two replenishment operation, the supply vessel and the first replenished vessel are berthed owner-to-own and replenishment operations are carried out using the first independent tank 101, while the supply vessel and the second replenished vessel are berthed stern-to-stern and replenishment operations are carried out using the third independent tank 103. This makes it possible to meet the need to replenish two vessels simultaneously.

[0030] The three independent tanks in this invention are used for storing and transporting ammonia fuel. Liquid cargo manifolds 2 and supply manifolds 3 on each independent tank facilitate the storage of ammonia fuel supplied from outside and its replenishment to the ship. A gas detection station 4 is also installed to detect the ammonia content in the air. The ammonia volumetric concentration alarm value is set at 20 to 50 parts per million (ppm). If the ammonia content exceeds the standard, a scrubber 5 sprays water to reduce the ammonia gas content in the air, based on the principle that ammonia gas is easily soluble in water, thereby preventing personnel from inhaling ammonia gas and becoming poisoned.

[0031] As shown in Figures 1, 2, 9, and 10, the leakage treatment device further includes a receiving tray 6 installed below the supply collecting pipe 3 and a neutralization tank 7 installed below the liquid cargo collecting pipe 2 and the supply collecting pipe 3. The neutralization tank 7 is attached to the hull 1 below the receiving tray 6. The neutralization tank 7 has an opening on the ship's side, allowing the ammonia water in the neutralization tank 7 to be discharged outside the ship's side. Preferably, the receiving tray 6 is installed below the supply collecting pipe 3, allowing it to collect and receive leaked liquid ammonia during barge transportation or in the event of a leak. The receiving tray 6 has a two-layer structure, with the upper layer being a mesh-like stainless steel layer and the lower layer being a solid stainless steel layer. A water isolation layer is provided between the upper and lower layers. The bottom of the receiving tray 6 is connected to the neutralization tank 7 via a pipe. Preferably, an acidic substance is sprayed into the neutralization tank 7. When the scrubbing tower 5 sprays water, the ammonia gas dissolves in the water and naturally flows into the neutralization tank 7 through the flat convex deck on the hull 1. Alternatively, the leaked liquid ammonia collected in the receiver 6 flows into the neutralization tank 7 through a piping system. These react with the acidic substances in the neutralization tank 7 to produce ammonium salts, thereby preventing ammonia poisoning of personnel.

[0032] 1, 3, 4, and 8, the hull 1 is equipped with a self-contained fuel tank 8 and a fuel power room 9 that drives the hull 1. An ammonia-fueled main engine 10 is installed in the fuel power room 9. The self-contained fuel tank 8 and several independent tanks are connected via first gas-phase pipelines 11. Each of the first gas-phase pipelines 11 is equipped with a stress valve 1101. The self-contained fuel tank 8 and any of the independent tanks are connected via a first liquid-phase pipeline 12. A bottom structure 804 is installed at the bottom of the self-contained fuel tank 8. Preferably, the bottom structure 804 has a double-bottom structure, which can effectively resist vibrations that occur during operation of the ammonia-fueled main engine 10 installed in the fuel power room 9. The self-contained fuel tank 8 and the ammonia-fueled main engine 10 are connected to form a circuit via a second liquid-phase pipeline 13 and a second gas-phase pipeline 1301. An emergency shutoff valve 1201 is installed on both the first liquid-phase pipeline 12 and the second liquid-phase pipeline 13. Preferably, the self-contained fuel tank 8 is installed in the aft region of the hull 1 and connected to the third independent tank 103 via the first liquid-phase pipeline 12. The fuel power room 9 is installed below the self-contained fuel tank 8. The self-contained fuel tank 8 is made of low-temperature steel, stainless steel, aluminum alloy, high-manganese steel, or the like, preferably low-temperature steel. Ammonia is corrosive and highly corrodes carbon-manganese steel and nickel steel. More preferably, a small compartment directly below the gas chamber of the third independent tank 103 may be used as the self-contained fuel tank 8. In this case, there is no need to install a separate self-contained fuel tank 8, resulting in cost and material savings. Furthermore, emergency shutoff valves 1201 are installed on the first liquid-phase pipeline 12 and the second liquid-phase pipeline 13. In the event of a liquid ammonia leak, the emergency shutoff valve 1201 is automatically closed to prevent further leakage.

[0033] Furthermore, as shown in Figure 8, the second liquid phase pipeline 13 and the second gas phase pipeline 1301 are both double-walled pipes. The double-walled pipe includes an outer pipe, an inner pipe inserted into the outer pipe, and a pipe gap formed between the outer pipe and the inner pipe. The inner pipe of the second liquid phase pipeline 13 is used to inject liquid ammonia, and the inner pipe of the second gas phase pipeline 1301 is used to deliver ammonia gas. In addition, the compressed air pipeline 1302 is used to inject compressed air into the pipe gap of the second liquid phase pipeline 13 and the pipe gap of the second gas phase pipeline 1301. The flow direction of the compressed air in the second liquid phase pipeline 13 is opposite to the injection direction of liquid ammonia, and the flow direction of the compressed air in the second gas phase pipeline 1301 is opposite to the delivery direction of ammonia gas. If ammonia fuel leaks due to gaps or cracks in the internal pipes of the first liquid phase pipeline 12 and the second gas phase pipeline 1301, the ammonia fuel can be diluted by the compressed air flowing through the gaps between the pipes, thereby preventing the concentration of the ammonia fuel from reaching the flash point range of an explosion.

[0034] Furthermore, the fuel self-sufficiency tank 8 can be an A1 type, a B1 type, or a C1 type. As shown in FIG. 5, the C1 type fuel self-sufficiency tank 8 includes an inner shell 801 and a bottom structure 804 attached to the bottom of the fuel self-sufficiency tank 8. An insulating layer 803 is laid on the surface of the inner shell 801. If the load capacity of the fuel self-sufficiency tank 8 is less than 5,000 cubic meters, the inner shell 801 alone can withstand the pressure of the liquid ammonia. A PU insulating layer 803 is laid on the surface of the inner shell 801. A thin steel plate may be attached to the outside of the PU insulating layer 803 to better keep the liquid ammonia cool. Preferably, as shown in FIG. 3, the A1 type or B1 type fuel self-sufficiency tank 8 includes an inner shell 801, an outer shell 802 enclosing the inner shell 801, and a bottom structure 804 attached to the bottom of the fuel self-sufficiency tank 8. Furthermore, an insulating layer 803 is laid on the inner surface of the outer hull 802. The outer hull 802 must be installed when the load capacity of the self-sufficient fuel tank 8 is greater than 5,000 cubic meters. This allows the structure of the outer hull 802 to capture leaked liquid if the structure of the inner hull 801 loses its function. Furthermore, a PU insulating layer 803 is laid on the inner surface of the outer hull 802 to keep the liquid ammonia cool. When the self-sufficient fuel tank 8 has a load capacity of 5,000 cubic meters, a single full tank can allow the vessel to travel approximately 20,000 nautical miles. Preferably, the outer hull of the A1 or B1 type self-sufficient fuel tank 8 further has an access opening for personnel to enter, so that personnel can check the condition of the inner hull 801 and quickly detect any ammonia fuel leaks.

[0035] Furthermore, as shown in Figures 1 and 9, the hull 1 is provided with a compressor room 21 and a ventilation tower 14. The compressor room 21 is connected to a first gas phase pipeline 11. A pressure sensing device is installed in the first gas phase pipeline 11. The ventilation tower 14 is connected to an independent tank. Preferably, the fuel self-sufficiency tank 8 and several independent tanks are connected to each other via the first gas phase pipeline 11. The multiple first gas phase pipelines 11 share a single pipeline, and the compressor room 21 is connected to the shared pipeline of the multiple first gas phase pipelines 11. When the pressure in each independent tank exceeds the design value of the liquid tank, the stress valve 1101 is opened, and ammonia gas flows into the pressure sensing device in the first gas phase pipeline 11. At this time, the compressor in the compressor room 21 operates to start the liquefaction system, thereby reducing the pressure in each independent tank. In the event of a compressor failure, i.e., if the liquefaction system cannot be started, ammonia gas is released from the ventilation tower 14 to reduce the pressure in each independent tank. In this embodiment, there is one ventilation tower 14. In other embodiments, the number of ventilation towers 14 may correspond one-to-one to the number of independent tanks. That is, one ventilation tower 14 may be provided for each independent tank.

[0036] 6 and 7, a fence 1501 is fixed to the hull 1, and fenders 15 are mounted on the fence 1501. The fender 15 includes a center float 1502, a tire cushion 1503 mounted on the outer wall of the center float 1502, center locks 1504 mounted on both ends of the center float 1502, and a chain lock 1505 connecting the center lock 1504 and the center of the tire cushion 1503. Preferably, both ends of the fender 15 are spherical and the center is cylindrical. The inside of the center float 1502 needs to maintain a constant pressure, and the tire cushion 1503 ensures appropriate elastic deformation. Furthermore, in this embodiment, the number of fenders 15 is four. During normal navigation, the fenders 15 are mounted on the fence 1501. However, when the ship is being replenished, a crane mechanism is used to place the fenders 15 on the sea surface between the supply ship and the replenished ship to mitigate the collision force between the supply ship and the replenished ship. This satisfies safety requirements when refueling ammonia fuel from ship to ship.

[0037] Furthermore, as shown in Figures 1 and 9, a mooring room 16 is installed at the bow of the hull 1, and a battery room 17 is installed at the stern of the hull 1. In addition, side thrust rooms 18 are attached to the side walls of the bow and stern of the hull 1. The mooring room 16 is used to meet the mooring requirements of the ship. In addition, when there is no main starting engine in the port, the ship supplies energy from the battery room 17 to maintain the power demand in the port. In addition, the side thrust room 18 gives the hull 1 good maneuverability.

[0038] As shown in FIGS. 1 and 9, a personnel accommodation room 19 is installed at the bow of the hull 1. The leak treatment system further includes multiple emergency shower rooms 20. The emergency shower rooms 20 are installed on the ceiling of each independent tank. Preferably, the personnel accommodation room 19 is located at the very front of the ship, which has the following advantages: First, the personnel living area and the ammonia fuel operating area are completely separated, significantly reducing the risk of ammonia poisoning. Second, the visibility is improved, minimizing obstructions caused by blind spots (when the ship is operating, the blind spot is always less than one time the ship's length). Third, the vast aft deck space can be more fully utilized. Furthermore, the exterior of the personnel accommodation room 19 is angled upward at a 45-degree angle, reducing air resistance. Preferably, devices such as an eyewash station and a portable ammonia gas leak monitor are installed inside the emergency shower room 20. The gas detection station 4 can be automatically activated when it detects that the ammonia volume concentration per cubic meter of air reaches 400 ppm, allowing personnel to quickly clean the ammonia gas that has accumulated.

[0039] Furthermore, the hull 1 is equipped with a flush-convex deck that allows the capacity of the first independent tank 101, the second independent tank 102, and the third independent tank 103 to be increased while the framework of the hull 1's main dimensions is defined. By installing the flush-convex deck at a position higher than the neutralization tank 7, the load capacity constraints of conventional tank designs can be overcome and the tank capacity can be effectively increased while the ship's main dimensions remain constant. It also reliably ensures that the center of gravity of the liquefied gas tanker does not change significantly. Furthermore, by installing a flush-convex deck on the hull 1, the deck surface area can be effectively expanded, allowing for the installation of numerous pieces of equipment, such as fenders 15.

[0040] Furthermore, a centerline bulkhead 104 is installed inside each independent tank. The centerline bulkhead 104 is installed on the centerline from the bow to the stern and divides the independent tanks. As shown in Figures 2 and 10, the first independent tank 101 is divided by the centerline bulkhead 104 into a left tank of the first independent tank 101 and a right tank of the first independent tank 101. The second independent tank 102 is divided by the centerline bulkhead 104 into a left tank of the second independent tank 102 and a right tank of the second independent tank 102. The third independent tank 103 is divided by the centerline bulkhead 104 into a left tank of the third independent tank 103 and a right tank of the third independent tank 103. The installation of the centerline bulkhead 104 effectively reduces the impact on the structure of the hull 1 caused by sloshing in the independent tanks. Furthermore, in the event of a collision, only one tank (the left tank or the right tank) will be damaged, improving the stability of the ship.

[0041] Before sailing, the ammonia fuel transport and supply vessel disclosed in the present invention replenishes ammonia fuel into the first independent tank 101, the second independent tank 102, the third independent tank 103, and the fuel self-supply tank 8 through the liquid cargo collecting pipe 2. The fuel self-supply tank 8 transports ammonia fuel into the ammonia-fueled main engine 10 through the fuel supply pipe system, the first liquid-phase pipe 12, and the second vapor-phase pipe 1301. The ammonia fuel is then burned to propel the vessel 1. When refueling is required, fenders 15 are first placed on the sea surface to mitigate collision forces between the vessels, and ammonia fuel is then refueled into the vessel through the refueling collecting pipe 3 on the independent tank. During the voyage, a gas detection station 4 monitors the ammonia concentration in the air. If the ammonia concentration is detected to exceed the standard, the leaked ammonia gas is treated immediately using equipment such as a scrubber 5, a neutralization tank 7, and an emergency shower room 20. In addition, if the pressure inside the independent tank becomes too high, equipment such as the compressor room 21 and ventilation tower 14 will release the pressure inside the independent tank in an emergency, thereby avoiding an accident.

[0042] As described above, the present invention effectively overcomes various drawbacks in the prior art and therefore has great industrial applicability.

[0043] The above-described embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Those skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present invention. Therefore, any equivalent modifications or changes that those skilled in the art can make without departing from the spirit and technical concept disclosed in the present invention should still be included in the claims of the present invention. [Explanation of symbols]

[0044] 1. Hull 101 No. 1 Independent Tank 102 Second Independent Tank 103 Third Independent Tank 104 Centerline Bulkhead 2 Liquid cargo collection pipe 3 Supply collection pipe 4 Gas Detection Station 5. Washing tower 6 saucers 7 Neutralization Tank 8 Self-contained fuel tank 801 Inner shell 802 Outer shell 803 Insulation layer (Cooling layer) 804 Bottom structure 9 Fuel power room 10 Ammonia-fueled main engine 11 First gas phase pipeline 1101 Stress valve 12 1st liquid phase pipe 1201 Emergency shutoff valve 13 Second liquid phase pipe 1301 Second gas phase pipeline 1302 Compressed air pipeline 14 Ventilation tower 15 Fender 1501 Fence 1502 Center Float 1503 Tire Cushion 1504 Center Lock 1505 Chain Lock 16 Mooring Room 17 Battery compartment 18 Side thrust chamber 19 Personnel accommodation room 20 Emergency shower room 21 Compressor Room

Claims

1. The invention comprises a hull (1), several independent tanks fixed to the hull (1), liquid cargo collecting pipes (2) and supply collecting pipes (3) connected to each of the independent tanks, and a leakage treatment device attached to each of the independent tanks near the liquid cargo collecting pipes (2) and the supply collecting pipes (3), the leakage treatment device including a gas detection station (4) attached to each of the liquid cargo collecting pipes (2) and the supply collecting pipes (3), and a cleaning tower (5) attached to the hull (1), the cleaning range of the cleaning tower (5) extending over the liquid cargo collecting pipes (2) and the supply collecting pipes (3); The hull (1) is further provided with a self-contained fuel tank (8) and a fuel power room (9) for driving the hull (1), and an ammonia-fueled main engine (10) is installed in the fuel power room (9). The self-contained fuel tank (8) and any of the independent tanks are connected via a first liquid phase pipeline (12), and the self-contained fuel tank (8) and the ammonia-fueled main engine (10) are connected to form a circuit via a second liquid phase pipeline (13) and a second gas phase pipeline (1301). The second liquid phase pipeline (13) and the second gas phase pipeline (1301) are both double-walled pipes, and the double-walled pipes include an outer pipe, an inner pipe inserted into the outer pipe, and a pipe gap formed between the outer pipe and the inner pipe, the inner pipe of the second liquid phase pipeline (13) is used to inject liquid ammonia, the inner pipe of the second gas phase pipeline (1301) is used to deliver ammonia gas, the pipe gap of the second liquid phase pipeline (13) and the pipe gap of the second gas phase pipeline (1301) are used for the flow of compressed air, the flow direction of the compressed air in the second liquid phase pipeline (13) is opposite to the injection direction of liquid ammonia, and the flow direction of the compressed air in the second gas phase pipeline (1301) is opposite to the delivery direction of ammonia gas, The liquid cargo collecting pipe (2) supplies ammonia fuel to each of the independent tanks and the fuel self-sufficiency tank (8), The ammonia fuel transport / supply ship is characterized in that the supply manifold (3) supplies the ammonia fuel to the supply recipient ship.

2. The ammonia fuel transport and supply vessel according to claim 1, characterized in that the leakage treatment device further includes a receiving tray (6) installed below the supply collecting pipe (3), and a neutralization tank (7) installed below the liquid cargo collecting pipe (2) and the supply collecting pipe (3), the neutralization tank (7) being attached to the hull (1) below the receiving tray (6), and the neutralization tank (7) has an opening on the ship side, and the bottom of the receiving tray (6) is connected to the neutralization tank (7) through a pipeline.

3. The ammonia fuel transport and supply vessel according to claim 1, characterized in that the fuel self-sufficiency tank (8) and several independent tanks are each connected via a first gas phase pipeline (11), and the first gas phase pipeline (11) is equipped with a pressure sensing device and a valve (1101) that opens when the pressure in each independent tank exceeds a design value, allowing the ammonia gas to flow into the pressure sensing device, and the first liquid phase pipeline (12) and the second liquid phase pipeline (13) are both equipped with an emergency shut-off valve (1201).

4. 4. The ammonia fuel transport and supply vessel according to claim 3, wherein the fuel self-sufficiency tank (8) includes an inner hull (801) and a bottom structure (804) attached to the bottom of the fuel self-sufficiency tank (8) and configured to resist vibrations generated during operation of the ammonia-fueled main engine (10), and wherein an insulation layer (803) is laid on the outer surface of the inner hull (801).

5. 4. The ammonia fuel transport and supply vessel according to claim 3, wherein the fuel self-sufficiency tank (8) includes an inner shell (801), an outer shell (802) enclosing the inner shell (801), and a bottom structure (804) attached to the bottom of the fuel self-sufficiency tank (8) and resistant to vibrations generated during operation of the ammonia-fueled main engine (10), and wherein an insulating layer (803) is laid on the inner surface of the outer shell (802).

6. The ammonia fuel transport and supply vessel according to claim 3, characterized in that the hull (1) is further provided with a compressor room (21) and a ventilation tower (14), the compressor room (21) is equipped with a compressor, the compressor room (21) is connected to the first gas phase pipeline (11), the compressor of the compressor room (21) compresses the ammonia gas in the first gas phase pipeline (11), a pressure sensing device is installed in the first gas phase pipeline (11), and the ventilation tower (14) is connected to an independent tank.

7. 2. The ammonia fuel transport and supply vessel according to claim 1, wherein a fence (1501) is fixed to the hull (1), a fender (15) is placed on the fence (1501), the fender (15) includes a center float (1502), a tire cushion (1503) installed on the outer wall of the center float (1502), center locks (1504) installed on both ends of the center float (1502), and a chain lock (1505) connecting the center lock (1504) and the center of the tire cushion (1503), and both ends of the fender (15) are spherical and the center is cylindrical.

8. 2. The ammonia fuel transport and supply vessel according to claim 1, wherein a mooring room (16) is installed at the bow of the hull (1), a battery room (17) is installed at the stern of the hull (1), side thrust rooms (18) are attached to the side walls of the bow and stern of the hull (1), a personnel accommodation room (19) is installed at the bow of the hull (1), and the leakage treatment device further includes a plurality of emergency shower rooms (20), the emergency shower rooms (20) being installed on the ceiling of each independent tank.

9. 2. The ammonia fuel transport and supply vessel according to claim 1, wherein a centerline bulkhead (104) is installed inside the independent tank, and the centerline bulkhead (104) is installed on a centerline extending from the bow to the stern to divide the independent tank.

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