Double-opening air supply type cabin ventilation system capable of improving ship traveling stability

Abstract

The invention discloses a double-port air supply type cabin ventilation system capable of improving ship driving stability, which belongs to the technical field of cabin ventilation, and comprises two groups of branch air supply pipes, a main air supply pipe simultaneously connected with the rear ends of the two groups of branch air supply pipes, and a main air supply pipe rotationally mounted at the inlets of the two groups of branch air supply pipes, the fan blade structures are rotationally mounted in all the sets of branch air supply pipes, the driving mechanisms are fixedly mounted at the bottoms of all the sets of branch air supply pipes and drive the fan blade structures to rotate horizontally, and the control units are fixedly mounted at the bottoms of all the sets of branch air supply pipes and electrically connected with the driving mechanisms. The control unit receives electric signals from the rotation direction of the stern propeller in real time. According to the cabin ventilation system, the rotation direction of the stern propeller and the posture of the ship body are monitored in real time, and the angles of the fan blades in the air distribution pipes are dynamically adjusted, so that the ventilation quantity of the two sides of the ship body is balanced, the rolling moment caused by rotation of the propeller is offset, and the ship traveling stability is improved especially during turning.

Description

Technical Field

[0001] This invention relates to the field of ship cabin ventilation technology, specifically to a dual-outlet air supply ship cabin ventilation system that improves the stability of ship navigation. Background Technology

[0002] During navigation, especially when turning, the rotation of the propeller generates periodic rolling moments, causing the ship to heel (roll) or pitch (tick), affecting navigational safety and passenger comfort. Traditional ship ventilation systems typically use a fixed air intake design, unable to dynamically adjust the ventilation volume according to the propeller rotation direction or ship attitude, leading to the following problems:

[0003] When the ship rolls, the uneven ventilation on both sides cannot counteract the rolling moment;

[0004] When the propeller rotates at high speed, the airflow in the ventilation duct becomes turbulent, which can easily create local high-pressure or low-pressure areas and aggravate the vibration of the ship.

[0005] Traditional ventilation systems rely on natural wind pressure or simple mechanical adjustment, which has a slow response speed and cannot adapt to the dynamic operating conditions of ships. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a dual-outlet air supply ventilation system for ship cabins that improves the stability of ship navigation. By monitoring the rotation direction of the stern propeller and the attitude of the ship in real time, the angle of the fan blades in the air supply ducts is dynamically adjusted to balance the ventilation volume on both sides of the ship, counteract the rolling moment caused by the propeller rotation, and improve the stability of ship navigation (especially when turning).

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A dual-inlet air supply ventilation system for improving ship navigation stability includes two sets of air supply ducts and a main air supply duct connected to the rear ends of both sets of air supply ducts; it also includes a fan blade structure rotatably installed in each set of air supply ducts, a drive mechanism fixedly installed at the bottom of each set of air supply ducts and driving the fan blade structure to rotate horizontally, and a control unit fixedly installed at the bottom of each set of air supply ducts and electrically connected to the drive mechanism; the control unit receives an electrical signal from the rotation direction of the stern propeller in real time, and controls the drive mechanism to drive its respective fan blade structure to adjust the amount of air intake according to the feedback signal.

[0009] By adopting the above scheme, during the ship's navigation, especially when turning, the rotation of the propeller will generate a periodic rolling moment, causing the hull to tilt left and right (roll) or pitch forward and backward (tick). The control unit collects the rotation state of the propeller in real time and adjusts the air intake of the two distribution pipes to counteract the rolling moment caused by the propeller rotation, thereby reducing the hull tilt angle, balancing the forces on the hull, and thus improving the ship's navigation stability.

[0010] As a preferred embodiment of a dual-outlet air supply ventilation system for improving ship navigation stability, the fan blade structure includes a bearing housing fixed above and below the outer wall of the distribution air duct, and a circular blade vertically arranged inside the distribution air duct and rotatably mounted on the bearing housing. The circular blade has the same inner diameter as the distribution air duct, is made of lightweight aluminum alloy, and its surface is anodized to form an oxide film with a thickness of 10-15μm. The edge of the circular blade is connected to a sealing strip that fits against the inner wall of the distribution air duct to ensure that there is no air leakage when the blade is closed and rotated.

[0011] As a preferred embodiment of a dual-outlet air supply cabin ventilation system for improving ship navigation stability, the drive mechanism includes a crossbeam fixed to the bottom of the distribution air duct, two single-axis linear screws fixed on the crossbeam, a connecting rod connecting the bottom bearing seat and the single-axis linear screws, and a stepper motor driving the single-axis linear screws to extend and retract. The rotation angle α between the circular blades driven by the single-axis linear screws and the circumference of the distribution air duct is 0-90°, where the air supply volume is the largest when the angle between the circular blades and the circumference of the distribution air duct is 90°. At this time, the circular blades are parallel to the circumference of the distribution air duct, that is, the circular blades are fully open.

[0012] As a preferred embodiment of a dual-inlet air supply ventilation system for improving ship stability, the control unit includes a control box fixed below the crossbeam, two PID controllers installed inside the control box, a data storage module installed inside the control box, an electrical connector installed inside the control box, two airflow sensors installed at the inlets of the distribution ducts, and a magnetoresistive sensor installed at the propeller shaft end. The PID controllers receive electrical signals indicating the rotation direction of the stern propeller and issue corresponding control commands; the data storage module stores historical airflow data (sampling period 0.5s) and adjustment logs (including timestamps, target angles, actual angles, and wind speed deviations); the airflow sensors monitor the actual airflow and duct resistance of the distribution ducts in real time; and the magnetoresistive sensor measures the rotation direction and speed of the stern propeller.

[0013] As a preferred embodiment of a dual-inlet air supply hull ventilation system for improving ship navigation stability, the PID controller has a proportional coefficient Kp = 0.8, an integral time Ti = 0.5s, and a derivative time Td = 0.1s. After receiving the electrical signal indicating the rotation direction of the stern propeller, it executes the following control logic:

[0014] S1. Obtain the ship's roll rate signal (accuracy ±0.1° / s) through the ship's attitude sensor;

[0015] S2. Calculate the angle θ between the propeller rotation direction and the longitudinal axis of the ship (based on the phase difference between the propeller speed signal and the roll rate signal);

[0016] S3. Output PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the drive mechanism, which drives the fan blade structure to rotate by an angle α.

[0017] S4. Collect the wind speed signal at the outlet of the distribution duct in real time through the wind speed sensor (accuracy ±1.5%). If the wind speed deviation is > ±5%, adjust the PWM duty cycle until the wind speed stabilizes (adjustment cycle ≤ 0.5s).

[0018] As a preferred embodiment of a dual-inlet air supply ventilation system for improving ship navigation stability, the magnetoresistive sensor includes four equidistant magnetic poles located on the surface of the propeller shaft (number of pole pairs p=2, remanence Br≥1.2T), outputting four square wave pulse signals per revolution (high level 5V, low level 0V); the magnetoresistive sensor is connected to the control unit via a shielded twisted pair cable with an electrical connector, the signal transmission delay is ≤5ms, and the anti-interference capability meets the IEC 61000-4-4 standard (electrical fast transient / burst ±4kV).

[0019] As a preferred embodiment of a dual-outlet air supply ventilation system for improving ship navigation stability, the rear end of the main air supply duct is connected to an expansion duct with a larger diameter. The expansion duct contains a filter screen, a brush rotatably mounted in the center of the filter screen and in contact with the windward side of the filter screen, and a cleaning motor that drives the brush to rotate. The brush is an S-shaped brush, which cleans the windward side of the filter screen in real time by rotating the S-shaped brush, thereby preventing impurities from covering the filter screen and affecting air intake. The bottom of the expansion duct is connected to a dust exhaust pipe that extends downward and can be opened or closed at any time, so that dust can be discharged at any time to facilitate the cleaning of impurities.

[0020] The beneficial effects of this invention are as follows:

[0021] 1. Dynamically balance the forces on the hull: By adjusting the air intake of the two branch air ducts, the rolling moment caused by the propeller rotation is counteracted, and the hull tilt angle is reduced (tested to reduce the rolling angle by 30%-50%).

[0022] 2. Intelligent control: It integrates an air volume sensor, a magnetoresistive sensor, and a PID controller to achieve closed-loop control of "sensing-calculation-adjustment", which has high reliability;

[0023] 3. High response speed: The fan blade structure is driven by a PID control algorithm with an adjustment cycle of ≤0.5s, which is suitable for the rapid turning conditions of ships;

[0024] 4. Good sealing performance: The sealing strip on the edge of the fan blade fits tightly against the inner wall of the distribution air duct, and the air leakage rate is less than 1% when the blade rotates, ensuring the accuracy of air intake adjustment;

[0025] 5. Self-cleaning function: The S-shaped brush inside the air duct can automatically clean the filter screen to avoid clogging and ensure ventilation efficiency. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 Three-dimensional structure of the ship's cabin ventilation system Figure 1 ;

[0028] Figure 2 Three-dimensional structure of the ship's cabin ventilation system Figure 2 ;

[0029] Figure 3 for Figure 1 Three-dimensional structural diagram of the blade structure, drive mechanism, and control unit;

[0030] Figure 4 for Figure 2 3D structural diagram of the central expansion duct;

[0031] Figure 5 To showcase Figure 4 A three-dimensional structural diagram of the internal structure;

[0032] The markings in the diagram are: 1-Distribution air duct; 2-Main air duct; 3-Bearing housing; 4-Circular blade; 5-Crossbeam; 6-Single-axis linear screw; 7-Connecting rod; 8-Stepper motor; 9-Control box; 10-PID controller; 11-Data storage module; 12-Electrical connector; 13-Airflow sensor; 14-Expansion duct; 15-Filter screen; 16-Brush; 17-Cleaning motor; 18-Dust exhaust pipe. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] like Figures 1 to 3 As shown, a dual-inlet air supply ventilation system for ship cabins is provided to improve ship navigation stability. It is used for ventilation within the cabin and specifically includes two sets of air supply ducts 1 (one set on the left and one on the right) and a main air supply duct 2 connecting the rear ends of both sets of air supply ducts 1. The blowers at the inlets of the two sets of air supply ducts 1 are omitted in the figure. The system also includes a fan blade structure rotatably installed within each set of air supply ducts 1, a drive mechanism fixedly installed at the bottom of each set of air supply ducts 1 and driving the fan blade structure to rotate horizontally, and a control unit fixedly installed at the bottom of each set of air supply ducts 1 and electrically connected to the drive mechanism. The control unit receives an electrical signal from the direction of rotation of the stern propeller in real time, and controls the drive mechanism to drive each fan blade structure according to the feedback signal to adjust the air intake volume. During navigation, especially when turning, the rotation of the propeller generates a periodic rolling moment, causing the ship to tilt left and right (roll) or pitch forward and backward (tick). The control unit collects the rotation state of the propeller in real time and adjusts the air intake of the two distribution pipes 1 to counteract the rolling moment caused by the propeller rotation, thereby reducing the tilt angle of the ship, balancing the forces on the ship, and improving the ship's navigation stability.

[0035] like Figure 3 As shown, the fan blade structure includes a bearing seat 3 fixed above and below the outer wall of the distribution air duct 1, and a circular blade 4 vertically arranged inside the distribution air duct 1 and rotatably mounted on the bearing seat 3. The circular blade 4 has the same inner diameter as the distribution air duct 1. The blade is made of aluminum alloy 6061-T6 (tensile strength ≥276MPa), and the surface is anodized to form an oxide film with a thickness of 10μm. The thickness can be in the range of 10-15μm. The edge of the circular blade 4 is connected to a sealing strip (made of nitrile rubber, 2mm thick) that fits against the inner wall of the distribution air duct 1 to ensure that there is no air leakage when the blade is closed and rotated.

[0036] Continue as Figure 3As shown, the drive mechanism includes a crossbeam 5 fixed to the bottom of the distribution air duct 1, two single-axis linear screws 6 (SKF 20mm, stroke 100mm) fixed to the crossbeam 5, a connecting rod 7 (L-shaped) connecting the bottom bearing seat 3 and the single-axis linear screw 6, and a stepper motor 8 (model 57HS76, protection level IP65) that drives the single-axis linear screw 6 to extend and retract. The single-axis linear screw 6 is driven by the stepper motor 8, which drives the circular blade 4 to rotate around the bearing seat 3 through the connecting rod 7. The rotation angle α ranges from 0 to 90° (when α = 0°, the blade is perpendicular to the circumference of the distribution air duct 1, and the air intake is minimal; when α = 90°, the blade is parallel to the circumference, and the air intake is maximum).

[0037] Continue as Figure 3 As shown, the control unit includes a control box 9 fixed below the crossbeam 5, two PID controllers 10 (proportional coefficient Kp = 0.8, integral time Ti = 0.5s, derivative time Td = 0.1s) installed in the control box 9, a data storage module 11 (capacity 16GB, supports SD card expansion) installed in the control box 9, an electrical connector 12 (model M12×1, IP67 protection rating) installed in the control box 9, two air volume sensors 13 (model FS4001, accuracy ±1.5%) installed at the inlet of the distribution duct 1, and a magnetoresistive sensor (model HMC1052) installed on the propeller shaft end. The magnetoresistive sensor and the propeller are omitted together in the figure. The PID controller 10 is used to receive the electrical signal of the stern propeller rotation direction and issue corresponding control commands; the data storage module 11 is used to store historical air volume data (sampling period 0.5s) and adjustment log (including timestamp, target angle, actual angle, and wind speed deviation); the air volume sensor 13 is used to monitor the actual air volume and pipe resistance of the distribution air duct 1 in real time; and the magnetoresistive sensor is used to measure the stern propeller rotation direction and speed.

[0038] After receiving the electrical signal indicating the rotation direction of the stern propeller, the PID controller 10 executes the following control logic:

[0039] S1. Obtain the ship's roll rate signal (accuracy ±0.1° / s) through the ship's attitude sensor;

[0040] S2. Calculate the angle θ between the propeller rotation direction and the longitudinal axis of the ship (based on the phase difference between the propeller speed signal and the roll rate signal);

[0041] S3. Output PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the drive mechanism, which drives the fan blade structure to rotate by an angle α.

[0042] S4. Collect the wind speed signal at the outlet of the distribution duct 1 in real time through the wind speed sensor (accuracy ±1.5%). If the wind speed deviation is > ±5%, adjust the PWM duty cycle until the wind speed stabilizes (adjustment cycle ≤ 0.5s).

[0043] The magnetoresistive sensor comprises four equidistant magnetic poles located on the surface of the propeller shaft (number of pole pairs p = 2, remanence Br ≥ 1.2T), and outputs four square wave pulse signals per revolution (high level 5V, low level 0V). The magnetoresistive sensor is connected to the electrical connector 12 of the control unit via a shielded twisted pair cable. The signal transmission delay is ≤ 5ms, and the anti-interference capability meets the IEC61000-4-4 standard (electrical fast transient / burst ± 4kV).

[0044] like Figures 4 to 5 As shown, the rear end of the main air supply duct 2 is connected to an expansion duct 14 with a larger diameter. Inside the expansion duct 14 are installed a filter screen 15 (model CB*623-80 stainless steel), a brush 16 (model SUS304 stainless steel wire, speed 30r / min) rotatably mounted in the center of the filter screen 15 and in contact with the windward side of the filter screen 15, and a cleaning motor 17 (model 28BYJ-48) that drives the brush 16 to rotate. The brush 16 is an S-shaped brush. The rotating S-shaped brush cleans the windward side of the filter screen 15 in real time, thereby preventing impurities from covering the filter screen 15 and affecting the air intake. The bottom of the expansion duct 14 is connected to a downward-extending dust exhaust pipe 18 that can be opened or closed at any time, which can be opened at any time to facilitate the cleaning of impurities.

[0045] Working principle of the invention:

[0046] S1. Signal acquisition: The magnetoresistive sensor acquires the propeller rotation direction signal in real time (pulse frequency f = rotation speed n × number of magnetic pole pairs p), and the air volume sensor 13 acquires the actual wind speed signal (v1, v2) at the inlet of the distribution air duct 1.

[0047] S2. Attitude Calculation: The PID controller 10 in the control unit obtains the ship's roll rate ω through the ship's attitude sensor (model ADXRS450, accuracy ±0.1° / s), and calculates the angle θ between the propeller rotation direction and the ship's longitudinal axis by combining the phase difference of the propeller pulse signal.

[0048] S3, Adjustment Logic: The PID controller 10 outputs a PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the stepper motor 8 of the drive mechanism according to the θ value, and then drives the single-axis linear screw 6 to rotate, which drives the circular blade 432 to rotate by an angle α (α=θ×0.8) through the connecting rod 7, so that the difference in air intake of the two branch air ducts 1 can offset the yaw torque.

[0049] S4. Closed-loop feedback: The air volume sensor 1353 monitors the air speed (v1', v2') at the outlet of the distribution air duct 1 in real time. If |v1'-v2'|>±5%, the PID controller 10 corrects the PWM duty cycle until the air speed stabilizes (adjustment period ≤0.5s).

[0050] S5. Real-time self-cleaning of the filter: Inside the expansion pipe 14 at the rear end of the main air supply pipe 2, the cleaning motor 17 drives the S-shaped brush 16 to rotate (speed 30r / min) to clean the impurities on the filter 15; the dust exhaust pipe 18 can be opened periodically (e.g., for 5 minutes every 2 hours of sailing) to discharge accumulated dust.

[0051] After actual ship testing (2000-ton cargo ship, speed 12 knots, turning radius 200 meters), after installing this system: the peak hull roll angle decreased from 8° to 3° (a reduction of 62.5%); the hull vibration acceleration caused by propeller rotation decreased from 0.8g to 0.3g (a reduction of 62.5%); ventilation efficiency remained above 90% (compared to 75% for traditional systems); and the clogging frequency of filter 15 decreased from once a day to once a week (the self-cleaning function is effective).

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A dual-outlet air supply ventilation system for improving ship navigation stability, comprising two sets of air supply ducts and a main air supply duct that connects the rear ends of both sets of air supply ducts. Its features are: It also includes a fan blade structure that is rotatably installed in each group of air supply ducts, a drive mechanism that is fixedly installed at the bottom of each group of air supply ducts and drives the fan blade structure to rotate horizontally, and a control unit that is fixedly installed at the bottom of each group of air supply ducts and electrically connected to the drive mechanism. The control unit receives electrical signals from the rotation direction of the stern propeller in real time. Based on the feedback signals, the control unit controls the drive mechanism to drive their respective fan blade structures to adjust the amount of air intake.

2. The dual-inlet air supply ventilation system for improving ship navigation stability according to claim 1, characterized in that: The fan blade structure includes a bearing seat fixed above and below the outer wall of the distribution air duct, and circular blades vertically arranged inside the distribution air duct and rotatably mounted on the bearing seat.

3. The dual-inlet air supply ventilation system for improving ship navigation stability according to claim 2, characterized in that: The circular blade has the same inner diameter as the distribution air duct, and a sealing strip that fits against the inner wall of the distribution air duct is connected to the edge of the circular blade.

4. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 1, characterized in that, The drive mechanism includes a crossbeam fixed to the bottom of the distribution air duct, two single-axis linear screws fixed on the crossbeam, a connecting rod connecting the bottom bearing seat and the single-axis linear screws, and a stepper motor that drives the single-axis linear screws to extend and retract.

5. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 4, characterized in that, The rotation angle α between the circular blade and the distribution air duct driven by the single-axis linear screw is 0-90°, with the air volume being the largest when the angle between the circular blade and the distribution air duct is 90°.

6. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 5, characterized in that, The control unit includes a control box fixed below the crossbeam, two PID controllers installed inside the control box, a data storage module installed inside the control box, an electrical connector installed inside the control box, two air volume sensors installed at the inlet of the distribution duct, and a magnetoresistive sensor installed at the end of the propeller shaft.

7. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 6, characterized in that, The PID controller has a proportional gain Kp = 0.8, an integral time Ti = 0.5s, and a derivative time Td = 0.1s. After receiving the electrical signal indicating the rotation direction of the stern propeller, it executes the following control logic: S1. Obtain the ship's roll rate signal through the ship's attitude sensor; S2. Calculate the angle θ between the propeller rotation direction and the longitudinal axis of the ship; S3. Output PWM control signal to drive mechanism, which drives the fan blade structure to rotate by angle α. S4. Collect the wind speed signal at the outlet of the distribution duct in real time through the wind speed sensor. If the wind speed deviation is > ±5%, adjust the PWM duty cycle until the wind speed is stable.

8. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 6, characterized in that, The magnetoresistive sensor includes four equidistant magnetic poles located on the surface of the propeller shaft, and outputs four square wave pulse signals for each revolution; the magnetoresistive sensor is connected to the control unit via a shielded twisted pair cable.

9. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to any one of claims 1-8, characterized in that, The rear end of the main air supply duct is connected to an air expansion duct with a larger diameter. Inside the air expansion duct are installed a filter screen, a brush that is rotatably mounted in the center of the filter screen and contacts the windward side of the filter screen, and a cleaning motor that drives the brush to rotate. The brush is an S-shaped brush.

10. The dual-inlet air supply type cabin ventilation system for improving ship navigation stability according to claim 9, characterized in that: The bottom of the ventilation duct is connected to a downward-extending dust exhaust pipe that can be opened or closed at any time.

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