Self-adaptive sealing connection structure of ship smoke exhaust pipe

Abstract

The self-adaptive sealing connection structure comprises a first smoke exhaust pipe and a second smoke exhaust pipe, and a socketed pipe is arranged at the connecting end of the first smoke exhaust pipe and the second smoke exhaust pipe; the socketed pipe is fixed to the end of the first smoke exhaust pipe in advance, and during connection, the second smoke exhaust pipe is inserted into the other end of the socketed pipe to form connection and sealing of the smoke exhaust pipes. According to the invention, the applicability is wide: in places where equipment and accessories are not connected, as long as a purchased finished pipe or a rolled pipe can ensure certain roundness, the pipe can be connected by adopting a sleeve. The pipeline connected by the sleeve does not need to be provided with a folding pipe at the sectional folding position, construction is easy and convenient for on-site installation, and dislocation of the upper pipe and the lower pipe is easy and flexible to adjust. And the cost ratio of one sleeve is smaller than the cost of a pair of flanges, a graphite gasket and a plurality of fasteners. The more places are used on the ship, the more cost is saved. Meanwhile, the larger the using number is, the smaller the smoke leakage possibility is, and the smaller the warranty order possibility is.

Description

Technical Field

[0001] The present invention relates to the technical field of exhaust pipe connection kits, and particularly relates to an adaptive sealing connection structure for ship exhaust pipes. Background Art

[0002] The ship exhaust system is a core auxiliary system of the ship power plant (such as diesel engines, gas turbines). Its main functions are to efficiently discharge high-temperature exhaust gas, reduce the temperature of the engine room, control the diffusion of pollutants, and at the same time ensure the safety of the ship (such as preventing explosion caused by exhaust gas backflow) and meet international environmental protection regulations.

[0003] Modern ship exhaust systems usually consist of exhaust pipes, silencers, exhaust gas treatment devices (such as SCR denitrification, scrubbers), chimneys, etc. The exhaust pipe system needs to adapt to the following harsh environments: including high temperature, vibration, corrosion, etc. High temperature: The exhaust gas temperature can reach 300 - 600 °C (diesel engine) or higher (gas turbine). Strong vibration: The hull swaying and the main engine vibration result in complex dynamic stresses in the system. Corrosion: The exhaust gas contains SOx, NOx, water vapor (forming acid solution), and the coastal environment is accompanied by salt spray erosion. Space limitation: The engine room is compact, and the pipes need to be flexibly arranged to avoid other equipment.

[0004] Traditional exhaust system pipe connections widely use flange connections because of their advantages of being detachable and easy to install. However, with the development of larger and higher-power ships and the upgrading of environmental protection requirements, the inherent disadvantages of flange connections have gradually emerged. The disadvantages of existing flange connections are as follows: 1. High risk of seal failure and difficult pollution control High-temperature deformation: The difference in thermal expansion coefficients between the flange and the pipe material (carbon steel or stainless steel) is large. Under long-term high temperature, gaps are likely to occur at the interface, resulting in exhaust gas leakage.

[0005] Vibration fatigue: When the ship is sailing, the vibration of the main engine (10 - 50 Hz) is transmitted through the flange bolts, causing the bolts to loosen and the compression amount of the sealing gaskets (such as asbestos, metal wound gaskets) to decay. The leakage probability increases exponentially with the service time.

[0006] 2. High maintenance cost, affecting ship operation Periodic disassembly: According to the requirements of the classification society, the flange needs to be fully disassembled and inspected for seals every 2 - 3 years. The single maintenance takes 72 - 120 hours (including cooling, disassembly and assembly, and pressure testing). For large ships (such as VLCC), the single maintenance cost exceeds 500,000 yuan.

[0007] Corrosion penetration: Seawater / salt spray seeps into the flange bolt holes, causing the threads to rust and jam. Forcible disassembly is likely to damage the pipe base material. A container ship once had an accident where the pipe fell due to the fracture of the flange bolt.

[0008] 3. Structural redundancy, contradiction between energy efficiency and space Layout limitation: A disassembly space of 150 - 200 mm needs to be reserved for the flange, which is prone to conflict with other pipelines in the dense area of the engine room (such as the power cabin of an LNG ship).

[0009] 4. Insufficient dynamic compensation ability, with significant potential safety hazards Thermal expansion and contraction: When the ship starts and stops, the temperature difference of the exhaust pipe reaches 400 °C. The rigid flange connection cannot absorb axial / radial deformation (up to 15 mm at most), resulting in stress concentration in the pipeline. Even the exhaust pipe may crack due to thermal stress, leading to a fire.

[0010] Shortcoming in seismic resistance: The impact resistance of the flange connection is only 60% of that of welding, and the interface is prone to tearing under extreme sea conditions (such as 12 - level wind and waves).

[0011] Therefore, it is urgent to study an adaptive sealed connection structure for ship exhaust pipes to solve the above - mentioned problems. Summary of the Invention

[0012] The purpose of the present invention is to overcome the defects existing in the prior art and provide an adaptive sealed connection structure for ship exhaust pipes.

[0013] To achieve the above - mentioned purpose, the technical solution of the present invention is as follows: An adaptive sealed connection structure for ship exhaust pipes includes a first exhaust pipe and a second exhaust pipe. A sleeve pipe is arranged at the connecting end of the first exhaust pipe and the second exhaust pipe. The sleeve pipe is preset and fixed at the end of the first exhaust pipe. When connecting, the second exhaust pipe is inserted into the other end of the sleeve pipe to form the connection and seal of the exhaust pipe.

[0014] Further, the sleeve pipe is sleeved on the end of the first exhaust pipe and welded and sealed for fixation. A first weld seam is formed circumferentially between the first exhaust pipe and the sleeve pipe. The other end of the sleeve pipe is sleeved on the end of the second exhaust pipe, and a second weld seam is formed circumferentially between the second exhaust pipe and the sleeve pipe. The unilateral gap between the first exhaust pipe, the second exhaust pipe and the sleeve pipe is not greater than 3 mm.

[0015] Further, an elastic sealing ring structure is arranged inside the sleeve pipe. Both ends of the elastic sealing ring structure respectively abut against the ends of the first exhaust pipe and the second exhaust pipe to form contact sealing. The two ends of the exhaust pipe pre - load extrusion force on the elastic sealing ring structure, so that the elastic sealing ring structure has a certain pre - compression amount; or the elastic sealing ring structure has an adaptive compensation mechanism, which generates axial and / or radial compensation amounts at the working temperature to automatically compensate for the expansion, contraction or vibration deformation of the exhaust pipe.

[0016] Furthermore, the ends of the first exhaust pipe and the second exhaust pipe form a first contact conical surface, and the two ends of the elastic sealing ring structure form a second contact conical surface. When the exhaust pipe and the elastic sealing ring structure are in end-to-end contact, the first contact conical surface and the second contact conical surface are fitted together to form a butt joint seal with inclined surface contact; the elastic sealing ring structure includes a corrugated pipe section, and metal support rings with contact conical surfaces are arranged at both ends of the corrugated pipe section.

[0017] Furthermore, the corrugated pipe section is designed as a double-layer corrugated pipe. The double-layer corrugated pipes are coaxially sleeved, and a containing chamber is formed between the two layers of corrugated pipes. Expanded graphite is filled in the containing chamber.

[0018] Furthermore, the corrugated pipe section is made of a thermosensitive memory alloy. The thermosensitive memory alloy is a Ni-Ti-Nb wide hysteresis alloy, which automatically expands when preheated. The corrugated pipe is provided with inverted trapezoidal corrugation units. When heated, the inverted trapezoids expand into rectangles, causing the corrugated pipe section to axially elongate when heated.

[0019] Furthermore, the second exhaust pipe and the sleeve pipe are connected and fixed through a modular quick-installation structure. The modular quick-installation structure includes a limit block structure arranged on the sleeve pipe and a limit track structure arranged on the surface of the second exhaust pipe wall. When the second exhaust pipe is inserted into the sleeve pipe, the limit block structure and the limit track structure cooperate with each other, and a ratchet limit structure is formed between their contact surfaces; when the second exhaust pipe is inserted into a predetermined position in the sleeve pipe, ratchet meshing is formed through relative rotational movement, and anti-disconnection limit is formed.

[0020] Furthermore, the limit block structure includes a sleeve ring, a spring, and a screwing ring. The surface of the sleeve pipe is provided with a plurality of axially through holes. The sleeve ring is slidably sleeved on the surface of the sleeve pipe. The sleeve ring is provided with a block portion that passes through the axially through hole and penetrates into the inner side of the sleeve pipe. The surface of the sleeve pipe is provided with an external thread, and the screwing ring is screwed on the sleeve pipe. A spring is wound between the sleeve ring and the screwing ring.

[0021] Furthermore, the number of the limit track structures is matched with the number of the block portions. The limit track includes a first axial track and a radial track. The starting end of the first axial track extends to the end of the second exhaust pipe to form an opening for the block portion to enter, and the other end is connected to one end of the radial track, forming a multi-segment structure.

[0022] Furthermore, the ratchet limit structure includes a first ratchet surface provided on the block portion and a second ratchet surface provided on the radial track. When the sleeve pipe and the second exhaust pipe rotate relative to each other, the first ratchet surface and the second ratchet surface are meshed.

[0023] The advantages and beneficial effects of the present invention are as follows: The present invention has wide applicability: In places where devices and accessories are not connected, as long as the purchased finished pipes or rolled pipes can ensure a certain roundness, sleeve connection can be adopted. It is convenient to use: For the pipeline connected by sleeves, there is no need to set up closing pipes at the segmented closing parts, which is simple for on-site installation, and it is easy and flexible to adjust the dislocation of the upper and lower pipes. Good economic benefits: The cost of one sleeve is lower than <the cost of a pair of flanges + a graphite gasket + several fasteners>. The more places it is used on the ship, the more cost can be saved. At the same time, the more the number of uses, the smaller the possibility of smoke leakage and the smaller the possibility of warranty claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 FIG. is a schematic structural diagram of an adaptive sealing connection structure for a ship's smoke exhaust pipe according to the present invention; Figure 2 FIG. is a longitudinal sectional view of an adaptive sealing connection structure for a ship's smoke exhaust pipe according to the present invention; Figure 3 FIG. is a schematic structural diagram of a double-layer corrugated pipe in the present invention; Figure 4 FIG. is a schematic diagram of the structural change of an inverted trapezoidal corrugated unit in the present invention; Figure 5 FIG. is a partial sectional perspective view of an adaptive sealing connection structure for a ship's smoke exhaust pipe in the present invention; Figure 6 FIG. is an exploded view of an adaptive sealing connection structure for a ship's smoke exhaust pipe in the present invention; In the figure: 1. First smoke exhaust pipe; 2. Second smoke exhaust pipe; 3. Sleeve pipe; 4. First weld seam; 5. Second weld seam; 6. Elastic sealing ring structure; 7. First contact cone surface; 8. Second contact cone surface; 9. Corrugated pipe section; 10. Metal support ring; 11. Accommodation chamber; 12. Expanded graphite; 13. Inverted trapezoidal corrugated unit; 14. Modular quick-installation structure; 15. Limit block structure; 16. Limit track structure; 17. Collar; 18. Spring; 19. Screwing ring; 20. Axial through hole; 21. Block part; 22. External thread; 23. First axial track; 24. Radial track; 25. Second axial track; 26. First ratchet surface; 27. Second ratchet surface. DETAILED DESCRIPTION OF THE INVENTION

[0025] The following combines the drawings and embodiments to further describe the specific implementation manners of the present invention. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and cannot be used to limit the protection scope of the present invention.

[0026] Embodiment 1: An adaptive sealing connection structure for a ship's exhaust pipe, comprising a first exhaust pipe 1 and a second exhaust pipe 2. A sleeve pipe 3 is provided at the connecting end of the first exhaust pipe 1 and the second exhaust pipe 2. The sleeve pipe 3 is preset to be fixed at the end of the first exhaust pipe 1. During connection, the second exhaust pipe 2 is inserted into the other end of the sleeve pipe 3 to form the connection and sealing of the exhaust pipe.

[0027] Specifically, as Figure 1 shown, the sleeve pipe 3 is sleeved on the end of the first exhaust pipe 1 and welded and sealed. A first weld seam 4 is formed circumferentially between the first exhaust pipe 1 and the sleeve pipe 3. The exhaust pipe and the sleeve can be welded in the workshop to form the first weld seam 4. Pre-processing welding can reduce the workload of on-site construction, thus ensuring the welding quality here. The other end of the sleeve pipe 3 is sleeved on the end of the second exhaust pipe 2 to form a socket joint. In actual implementation, only the second exhaust pipe 2 needs to be inserted into the sleeve on-site for welding, and a second weld seam 5 is formed circumferentially between the second exhaust pipe 2 and the sleeve pipe 3. In this way, both ends of the sleeve pipe 3 are welded and fixed to the two exhaust pipes. In actual use, optionally, to ensure the welding quality and avoid too large a gap between the sleeve pipe 3 and the exhaust pipe, the unilateral gap between the first exhaust pipe 1, the second exhaust pipe 2 and the sleeve pipe 3 can be set to not more than 3 mm. In this way, it is not only convenient for welding but also convenient to insert the exhaust pipe into the sleeve pipe 3 for installation. In this way, in this embodiment, since there is no difficulty in completely aligning the flange bolt holes, the installation is much simpler. In addition, if the first exhaust pipe 1 and the second exhaust pipe 2 happen to be at the sectional joint, then neither the first exhaust pipe 1 nor the second exhaust pipe 2 needs to be made into a joint pipe with an allowance. Only a finished pipe needs to be made, and the error in the length direction of the pipe can be adjusted through the sleeve.

[0028] Embodiment 2: In Embodiment 1, the use of the sleeve can reduce the use of flanges and fastening bolts, simplify the installation, reduce the cost, and only need to insert the second exhaust pipe 2 for welding during installation, effectively simplifying the assembly process and improving the efficiency. However, in actual use, the exhaust pipes of bulk carriers may be in some special positions, such as high-temperature and vibration areas. Due to temperature changes, abnormal expansion and contraction of the pipeline may occur, or in the ship area where the exhaust pipe is located, vibration may also be caused. These special positions may affect the sealing performance of the exhaust pipeline due to high temperature, vibration, etc. Long-term expansion and contraction and vibration will also cause metal fatigue in the exhaust pipe, especially at the pipeline joint part, which may lead to cracks in the pipeline and the risk of smoke leakage at the joint. Then, it is necessary to consider improving the structure of connecting the sleeve and the exhaust pipe by welding in Embodiment 1, especially to improve the reliability in high-temperature and vibration environments and reduce leakage. In addition, the requirement for installation accuracy may be reduced because the sleeve allows a certain adjustment space. Compared with the flange that requires precise alignment, the sleeve insertion may be more flexible, reducing the installation difficulty, and further improvement is carried out on this basis.

[0029] Specifically, as Figure 2 shown, an elastic sealing ring structure 6 is provided inside the sleeve pipe 3. Both ends of the elastic sealing ring structure 6 respectively abut against the ends of the first exhaust pipe 1 and the second exhaust pipe 2 to form a contact seal. The two exhaust pipes pre-apply a squeezing pressure to the elastic sealing ring structure 6. During actual installation, the second exhaust pipe 2 can be inserted inward by a certain distance to compress the elastic sealing ring structure 6, so that the elastic sealing ring structure 6 forms a certain pre-compression amount. Thus, when the exhaust pipe is stretched, the elastic sealing ring structure 6 compensates for the gap formed by the deformation of the exhaust pipe to form an adaptive seal; the elastic sealing ring structure 6 forms an adaptive compensation mechanism. When at the working temperature and normal temperature, it will cause expansion and contraction changes, and compensates for the axial and / or radial changes generated at the exhaust pipe joint through the elastic sealing structure, automatically compensating for the expansion and contraction or vibration deformation of the exhaust pipe to obtain better sealing performance.

[0030] Furthermore, the ends of the first exhaust pipe 1 and the second exhaust pipe 2 form a first contact conical surface 7, and both ends of the elastic sealing ring structure 6 form a second contact conical surface 8. When the exhaust pipe abuts against the elastic sealing ring structure 6 at the end, the first contact conical surface 7 and the second contact conical surface 8 are fitted together to form a butt joint seal with inclined surface contact; In this embodiment, the elastic sealing ring structure 6 can be formed by a heat-resistant silica gel to form a corrugated pipe section 9, and a spring is arranged inside the heat-resistant silica gel. The spring compensates for the expansion and contraction changes at the exhaust pipe joint, and utilizes the characteristic that the heat-resistant silica gel has tensile deformation, so that the corrugated pipe section 9 still maintains good sealing performance when the length changes; both ends of it are abutted against the ends of the two exhaust pipes through metal support rings 10. That is, when the exhaust pipe is inserted into the sleeve pipe 3, the first contact conical surface 7 at the end of the exhaust pipe abuts tightly against the second contact conical surface 8 of the elastic sealing ring structure 6 to form a seal. This structure has a simple structure, can form a plug-in seal, and still has the simple assembly effect in the first embodiment.

[0031] Embodiment Three: Although the structure of using heat-resistant silica gel and an internal spring in the foregoing embodiment has good expansion and contraction compensation effects and good heat resistance effects, during long-term use, at high temperatures and vibrations, the heat-resistant silica gel will rub and collide with the sleeve pipe 3 at a high frequency, which will cause abnormal wear. Considering the durability problem, this embodiment is further improved.

[0032] Specifically, the elastic sealing ring structure 6 includes a corrugated pipe section 9, and the corrugated pipe section 9 is made of a metal material. Similarly, metal support rings 10 with contact conical surfaces are arranged at both ends of the corrugated pipe section 9. Furthermore, the corrugated pipe section 9 is designed as a double-layer corrugated pipe, and the double-layer corrugated pipes are coaxially sleeved, and a receiving cavity 11 is formed between the two layers of corrugated pipes, as Figure 3As shown, expanded graphite 12 is filled in the accommodation chamber 11. The corrugated pipe section 9 made of metal can improve durability and enhance firmness.

[0033] The corrugated pipe section 9 made of metal itself has certain characteristics of axial expansion compensation. By using a double-layer corrugated pipe design and filling expanded graphite 12 inside, the expanded graphite 12 has the characteristic of high-temperature reversible expansion. Its initial expansion temperature is about 200 - 300 °C. After expansion, it can contract when cooled and can be reused. It can be understood that in the exhaust pipe, the discharged high-temperature flue gas passes through the corrugated pipe section 9, causing the expanded graphite 12 inside to be heated and expand, thus making the joint position of the exhaust pipe tighter and further improving the sealing effect. The expanded graphite 12 itself has good self-lubricity. When it expands, it can form a good flow effect in the accommodation chamber 11. Due to its corrugated design, the metal corrugated pipe section 9 can well limit its expansion and contraction in the radial direction and guide the expanded graphite 12 to flow axially in the accommodation chamber 11, causing the corrugated pipe section 9 to elongate, thereby squeezing the contact conical surface to provide a better sealing effect.

[0034] Example 4: As an improvement, the difference between this embodiment and Example 3 is that the corrugated pipe section is made of a thermosensitive memory alloy. Specifically, the thermosensitive memory alloy is a Ni-Ti-Nb wide hysteresis alloy. Utilizing its thermosensitive memory characteristic, it forms automatic expansion when reaching the working temperature. The NiTiNb wide hysteresis alloy is a shape memory alloy (SMA) mainly composed of nickel (Ni), titanium (Ti), and niobium (Nb). Its core feature is that it has a significant phase transformation temperature hysteresis (thermal hysteresis), that is, the difference between the start temperature of martensitic transformation (M s ) and the start temperature of reverse transformation (A s ) is much larger than that of traditional NiTi alloys, reaching 100 - 150 °C (only 30 - 50 °C for traditional NiTi alloys).

[0035] By adding Nb element (such as the typical composition Ni 47 Ti 44 Nb9), β-Nb dispersed phases are formed and distributed in the NiTi matrix. These second phases hinder the reverse transformation of martensite, stabilize martensite, and thus greatly increase the reverse transformation temperature (A s ), while the martensitic transformation temperature (M s ) remains basically unchanged, finally widening the thermal hysteresis and enabling a thermal hysteresis of nearly 100 °C.

[0036] After cold deformation and heating to A sAs described above, the original shape is restored through inverse phase transformation to endow it with shape memory effect. Moreover, this material can withstand large strains at room temperature and has superelastic effect. It can bear 6% pre-deformation and can fully recover after unloading. Secondly, its corrosion resistance is better than that of most metals, making it suitable for harsh usage environments, such as those in the ocean and chemical industries.

[0037] As Figure 4 shown, in this embodiment, the corrugated pipe is provided with an inverted trapezoidal corrugated unit 13. When heated, the inverted trapezoid expands into a rectangle, causing the corrugated pipe section 9 to axially elongate when heated. Specifically, the geometric parameters of the inverted trapezoidal corrugated unit 13 are as follows: upper base a = 12 mm (high temperature state), lower base b = 8 mm (low temperature state), height h = 10 mm, inclination angle θ = 60°, and wall thickness t = 0.4 mm.

[0038] The expansion and contraction amount of a single corrugated unit is: When heated, the inverted trapezoid expands into a rectangle → the unit length increases by Δl; Δl = (a - b) / tanθ = (12 - 8) / tan60° ≈ 2.31 mm.

[0039] Overall layout: [corrugated unit]×n + [reinforcing ring]×m; For example, n = 6 corrugated units and m = 2 reinforcing rings (with a spacing of 3 corrugated units); Then the total elongation is calculated as: ΔL = n×Δl×η = 6×2.31×0.85≈11.8 mm, (η = 85% is the synergy efficiency).

[0040] Furthermore, in order to reduce frictional losses, a graphite - copper composite bushing can be formed on the inner wall of the sleeve pipe 3, thereby utilizing the lubricating effect of graphite to reduce the frictional losses of the thermosensitive memory alloy and improve its service life.

[0041] Example Five: It further includes a modular quick - installation structure 14. Specifically, the second exhaust pipe 2 and the sleeve pipe 3 are connected and fixed through the modular quick - installation structure 14. This modular quick - installation structure 14 can quickly fix the second exhaust pipe 2 inserted into the sleeve pipe 3 and prevent it from slipping off. In Example One, after inserting the second exhaust pipe 2 into the sleeve pipe 3, welding was required for fixation. Although welding has the advantage of good strength, on - site welding requires good process management and subsequent flaw detection and other operations to ensure the quality of the weld. However, once welded, its position is fixed, making it difficult to cope with the telescopic deformation of the pipeline caused by temperature changes, vibration, etc. The telescopic deformation will also apply stress to the weld, thereby causing damage to the weld.

[0042] In this embodiment, the modular quick - installation structure 14 includes a limit - block structure 15 arranged on the sleeve pipe 3, specifically as shown in Figure 5 , 6 . And a limit - track structure 16 is arranged on the surface of the wall of the second exhaust pipe 2. When the second exhaust pipe 2 is inserted into the sleeve pipe 3, the limit - block structure 15 cooperates with the limit - track structure 16, and a ratchet - type limit structure is formed between their contact surfaces. When the second exhaust pipe 2 is inserted into a predetermined position in the sleeve pipe 3, ratchet meshing is formed through relative rotational movement, and anti - detachment limit is achieved. In this embodiment, after the second exhaust pipe 2 is inserted into the sleeve pipe 3, it can be quickly fixed by rotation, eliminating the process control of welding and subsequent flaw detection operations; the assembly efficiency is greatly improved; moreover, this limit - block structure 15 can provide axial displacement compensation for the sleeve pipe 3 and the second exhaust pipe 2 through the limit - track structure 16, so as to cooperate with the elastic sealing - ring structure 6 in the foregoing embodiment.

[0043] Specifically, the limit - block structure 15 includes a sleeve ring 17, a spring 18, and a screwed - in ring 19. A plurality of axially - through holes 20 are provided on the surface of the sleeve pipe 3. The sleeve ring 17 is slidably sleeved on the surface of the sleeve pipe 3. The sleeve ring 17 is provided with a block portion 21 that passes through the axially - through hole 20 and penetrates into the inner side of the sleeve pipe 3. The surface of the sleeve pipe 3 is provided with an external thread 22, and the screwed - in ring 19 is screwed onto the sleeve pipe 3. A spring 18 is wound between the sleeve ring 17 and the screwed - in ring 19. It can be understood that the screwed - in ring 19 is assembled on the sleeve pipe 3 through the external thread 22. The position of the screwed - in ring 19 on the sleeve pipe 3 is changed by rotation. As shown in the figure, the sleeve ring 17 is arranged on the side of the screwed - in ring 19 close to the first exhaust pipe 1, and then the spring 18 is arranged between the two. This spring 18 can be wound around the sleeve pipe 3. Thus, the screwed - in ring 19 applies a thrust force towards the first - exhaust - pipe 1 side to the sleeve ring 17 through the spring 18. A block portion 21 passing through the axially - through hole 20 is arranged inside the sleeve ring 17, and the second exhaust pipe 2 is connected through the block portion 21, so as to apply an elastic thrust force to the second exhaust pipe 2, making the second exhaust pipe 2 always have a thrust force pointing towards the sleeve - pipe 3 side. And this thrust force is opposite to the thrust force applied to the second exhaust pipe 2 by the elastic sealing - ring structure 6. Thus, under the action of these two thrust forces, the sealing performance of the contact conical surface can be better. Further, due to the arrangement of the limit - track structure 16, the connection formed between the sleeve pipe 3 and the second exhaust pipe 2 is not a fixed connection, but can perform telescopic - compensation movement along a preset track, so as to be applicable to compensating for the telescopic changes of the pipeline in environments such as high temperature and vibration, and avoiding fatigue damage at the connection caused by vibration.

[0044] Specifically, the number of the limit rail structures 16 is matched with the number of the block portions 21. The limit rail includes a first axial rail 23, a radial rail 24, and a second axial rail 25. The starting end of the first axial rail 23 extends to the end of the second exhaust pipe 2 to form an opening for the block portion 21 to enter. The other end is connected to one end of the radial rail 24, and the other end of the radial rail 24 is connected to the second axial rail 25, forming a three-section structure. An arc-shaped convex edge is provided on the inner wall of the sleeve pipe 3 towards the inside of the block portion 21. During installation, the first axial rail 23 of the second exhaust pipe 2 is inserted corresponding to the position of the block portion 21, so that the contact conical surface of the second exhaust pipe 2 can abut against the elastic sealing ring structure 6, and the elastic sealing structure can be pre-compressed through the limit rail structure 16 to form an elastic force pointing to the second exhaust pipe 2. When inserted to the end of the first axial rail 23, the radial rail 24 is communicated. At this time, the second exhaust pipe 2 is controlled to rotate relative to the sleeve pipe 3, so that the block portion 21 is transferred into the second axial rail 25. The sliding of the block portion 21 in the axial through hole 20 provides the formation of relative axial displacement compensation between the second exhaust pipe 2 and the sleeve pipe 3, and also forms anti-disengagement limit for the second exhaust pipe 2 by the cooperation of the axial through hole 20 and the block portion 21, so that relative movement can be carried out between the two to form axial displacement compensation. It can be understood that under the action of the spring 18, the block portion 21 is pressed tightly against the radial rail 24, so as to form a pair of opposite thrusts with the thrust of the elastic sealing ring structure 6 and maintain the telescopic elasticity of the exhaust pipe.

[0045] Further, the ratchet limit structure includes a first ratchet surface 26 provided on the block portion 21 and a second ratchet surface 27 provided on the radial rail 24. When the sleeve pipe 3 and the second exhaust pipe 2 rotate relative to each other, the first ratchet surface 26 meshes with the second ratchet surface 27. A ratchet limit structure is formed on the joint surface between the block portion 21 and the radial rail 24, so as to avoid the sliding between the joint surfaces through the limit of the ratchet. During installation, the meshing of the first ratchet surface 26 and the second ratchet surface 27 during rotation forms a prevention of reverse rotation, so as to avoid the risk of the second exhaust pipe 2 slipping off. It can be understood that the width of the radial rail 24 should meet the axial displacement of the block portion 21 in the radial rail 24 when the two ratchet surfaces are meshed.

[0046] In actual use, the installation method of the exhaust pipe is as follows: First, loosen the screw-in ring 19 to remove the thrust of the spring 18 on the collar 17, so that the collar 17 has a certain degree of axial movement freedom in the axial through-hole 20. Then, insert the second exhaust pipe 2 into the sleeve 3. At this time, insert the first axial track 23 towards the block portion 21. Since the collar 17 is in a free state at this time, move the collar 17 to the end of the first axial track 23, and then rotate the second exhaust pipe 2 to make the block portion 21 enter the radial track 24. Since it is in a free state at this time, the installation is relatively labor-saving. After rotation, the first ratchet surface 26 can be engaged with the second ratchet surface 27 to form anti-disengagement limit; then, use the freedom provided by the axial through-hole 20 to continue inserting the second exhaust pipe 2 until it abuts against the elastic seal ring structure 6 inside, and then push it inward for a certain distance to apply a certain compression amount to the elastic seal ring structure 6 to make it form an elastic force pointing to the second exhaust pipe 2, denoted as the first elastic force; at this time, rotate the screw-in ring 19 to press the spring 18 on the collar 17 to apply a thrust to the second exhaust pipe 2 pointing to the sleeve 3, denoted as the second elastic force, and the second elastic force can be adjusted by the position of the screw-in ring 19, so as to achieve different effects. If the first elastic force is greater than the second elastic force, the exhaust pipe tends to elongate. After reaching the working temperature, under the action of the difference between the two elastic forces, the exhaust pipe can form a slight axial elongation to form axial compensation. If the first elastic force is less than the second elastic force, the exhaust pipe tends to shorten and adjust. Under the action of the second elastic force, the second exhaust pipe 2 is pushed into the sleeve 3 for a small distance. And it can be understood that during the above elongation adjustment or shortening adjustment, changes can be made after the addition of a third-party force, so as to achieve adaptive adjustment and make the connection structure have better self-adaptability.

[0047] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and refinements can still be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. An adaptive sealing connection structure for a ship exhaust pipe, characterized in that: It comprises a first smoke exhaust pipe (1) and a second smoke exhaust pipe (2), wherein a sleeve pipe (3) is arranged at the connecting end of the first smoke exhaust pipe (1) and the second smoke exhaust pipe (2); the sleeve pipe (3) is fixed to the end of the first smoke exhaust pipe (1) in advance, and when connected, the second smoke exhaust pipe (2) is inserted into the other end of the sleeve pipe (3) to form a connection and seal of the smoke exhaust pipes.

2. The adaptive sealing connection structure of a ship exhaust pipe according to claim 1, characterized in that: The sleeve tube (3) is sleeved on the end of the first smoke exhaust pipe (1) and welded and sealed to form a first welding seam (4) circumferentially between the first smoke exhaust pipe (1) and the sleeve tube (3); the other end of the sleeve tube (3) is sleeved on the end of the second smoke exhaust pipe (2), and a second welding seam (5) is circumferentially formed between the second smoke exhaust pipe (2) and the sleeve tube (3); and the single-side gap between the first smoke exhaust pipe (1), the second smoke exhaust pipe (2) and the sleeve tube (3) is not greater than 3 mm.

3. The adaptive sealing connection structure of a ship exhaust pipe according to claim 1, characterized in that: An elastic sealing ring structure (6) is provided in the sleeve tube (3), and the two ends of the elastic sealing ring structure (6) respectively abut against the ends of the first smoke exhaust pipe (1) and the second smoke exhaust pipe (2) to form a contact seal, and the smoke exhaust pipes at both ends preload an extrusion force on the elastic sealing ring structure (6); or the elastic sealing ring structure (6) has an adaptive compensation mechanism, which generates an axial and / or radial compensation amount at the working temperature to automatically compensate for the expansion or vibration deformation of the smoke exhaust pipe.

4. The adaptive sealing connection structure of a ship exhaust pipe according to claim 3 is characterized in that: The ends of the first smoke exhaust pipe (1) and the second smoke exhaust pipe (2) form a first contact cone surface (7), and the two ends of the elastic sealing ring structure (6) form a second contact cone surface (8). When the smoke exhaust pipe and the elastic sealing ring structure (6) are in abutment with each other at the end, the first contact cone surface (7) and the second contact cone surface (8) are fitted together to form an abutment seal with inclined surface contact. The elastic sealing ring structure (6) comprises a bellows section (9), and metal support rings (10) with contact cone surfaces are arranged at both ends of the bellows section (9).

5. The ship exhaust pipe adaptive sealing connection structure according to claim 4, characterized in that: The bellows section (9) is a double-layer bellows design, the double-layer bellows are coaxially sleeved, and a containing chamber (11) is formed between the two layers of bellows, and the containing chamber (11) is filled with expanded graphite (12).

6. The ship exhaust pipe adaptive sealing connection structure according to claim 4, characterized in that: The bellows section (9) is made of a thermosensitive memory alloy, which is a Ni-Ti-Nb wide hysteresis alloy that automatically expands when preheated. The bellows is provided with an inverted trapezoidal corrugated unit (13) that expands into a rectangle when heated, so that the bellows section (9) axially extends when heated.

7. The ship exhaust pipe adaptive sealing connection structure according to claim 6, characterized in that: The second smoke exhaust pipe (2) and the sleeve pipe (3) are connected and fixed via a modular quick-installation structure (14), wherein the modular quick-installation structure (14) comprises a limit block structure (15) arranged on the sleeve pipe (3), and a limit track structure (16) arranged on the wall surface of the second smoke exhaust pipe (2); when the second smoke exhaust pipe (2) is inserted into the sleeve pipe (3), the limit block structure (15) and the limit track structure (16) cooperate with each other, and a ratchet limit structure is formed between the contact surfaces of the two; the second smoke exhaust pipe (2) is inserted into a predetermined position in the sleeve pipe (3), and ratchet engagement is formed through relative rotational movement, and an anti-slip limit is formed.

8. The adaptive sealing connection structure of a ship exhaust pipe according to claim 7, characterized in that: The limit block structure (15) comprises a collar (17), a spring (18), and a screw-in ring (19); a plurality of axial through holes (20) are provided on the surface of the sleeve tube (3); the collar (17) is slidably sleeved on the surface of the sleeve tube (3); the collar (17) is provided with a block portion (21) that passes through the axial through holes (20) and penetrates into the inner side of the sleeve tube (3); an external thread (22) is provided on the surface of the sleeve tube (3); the screw-in ring (19) is screwed onto the sleeve tube (3); and a spring (18) is wound between the collar (17) and the screw-in ring (19).

9. The adaptive sealing connection structure of a ship exhaust pipe according to claim 8, characterized in that: The number of the position-limiting track structures (16) is matched with the number of the blocking parts (21), and the position-limiting track comprises a first axial track (23) and a radial track (24). The starting end of the first axial track (23) extends to the end of the second smoke exhaust pipe (2) to form an opening for the blocking part (21) to enter, and the other end is connected to one end of the radial track (24) to form a multi-stage structure.

10. The ship exhaust pipe adaptive sealing connection structure according to claim 9, characterized in that: The ratchet limiting structure comprises a first ratchet surface (26) provided on the clamping block portion (21), and a second ratchet surface (27) provided on the radial track (24); when the sleeve pipe (3) and the second smoke exhaust pipe (2) rotate relative to each other, the first ratchet surface (26) and the second ratchet surface (27) mesh with each other.

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