Marine diesel engine heat exchanger with multiple anti-vibration structures
By introducing phase flow buffering, diameter reduction, dynamic compensation, and modal coordination mechanisms into the marine diesel engine heat exchanger, the equipment instability caused by multi-source vibration was solved, and stable operation and efficient heat exchange of the equipment were achieved.
Patent Information
- Application Number
- CN202511455649.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-13
- Publication Date
- 2025-11-18
AI Technical Summary
Marine diesel engine heat exchangers face a superimposed effect under multi-source vibration, which can lead to unstable equipment operation, potentially causing leaks, fractures, and other malfunctions, threatening the safety of the ship's power system.
The system employs multiple vibration-resistant structures, including phase flow buffering, diameter reduction, dynamic compensation, and modal coordination mechanisms, which are used to buffer fluid impact, suppress resonance, compensate for vibration, and coordinate tuning, thereby improving equipment stability.
It effectively reduces fluid impact, suppresses resonance, compensates for vibration, improves equipment reliability and heat exchange efficiency, and ensures the safety of ship power systems.
Smart Images
Figure CN120970321A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of heat exchanger equipment technology, specifically to a marine diesel engine heat exchanger with multiple anti-vibration structures. Background Technology
[0002] Marine diesel engine heat exchangers are the core of a ship's power system for heat dissipation and energy utilization. Their operating status directly determines the stable output of the diesel engine and the safety of ship navigation, making them a key piece of equipment for ensuring the long-term service life of the power system. In actual operation, this equipment performs a dual critical function: firstly, it precisely regulates the temperature of the cylinder liner water and lubricating oil through the cooling circuit to prevent core power components such as pistons and crankshafts from failing due to overheating; secondly, it can utilize the system's waste heat resources to preheat fuel or recover exhaust waste heat, effectively improving the ship's energy utilization efficiency and reducing overall energy consumption.
[0003] However, heat exchangers constantly face complex vibration problems during service. This problem is not caused by a single factor, but is the result of multiple factors, including diesel engine-driven vibration, fluid-induced vibration, marine environmental vibration, and installation structural defects. Among them, fluid-induced vibration is the main source of damage to internal components, while diesel engine vibration, as the most direct external vibration transmission path, continuously transmits dynamic disturbances to the heat exchanger, disrupting the equipment's operational stability.
[0004] In severe sea conditions, multi-source vibrations can create a superposition effect: diesel engine vibration and ship roll vibration couple, causing significant amplitude vibration in the heat exchanger shell and weakening the overall structural strength; the cooling seawater inside the shell experiences violent sloshing and impact due to the roll, continuously aggravating the collision and wear between the tube bundle and the baffle; if the equipment is used for fuel preheating or exhaust waste heat recovery, the interphase slippage of the gas-liquid two-phase flow will also generate irregular impact forces, further worsening the vibration environment. Under prolonged operation under such conditions, the heat exchanger will not only experience a significant decrease in heat exchange efficiency, but may also suffer from component fatigue damage leading to leaks, fractures, and other malfunctions, directly threatening the safety of the ship's propulsion system. Therefore, those skilled in the art have proposed a marine diesel engine heat exchanger with multiple vibration-resistant structures to address the aforementioned technical problems. Summary of the Invention
[0005] To address the shortcomings of existing technologies, this invention provides a marine diesel engine heat exchanger with multiple anti-vibration structures, which solves the problem of the superimposed effect of multi-source vibrations affecting the ship's power safety during navigation.
[0006] To achieve the above objectives, the present invention provides the following technical solution: a marine diesel engine heat exchanger with multiple vibration-resistant structures, comprising: The shell has connecting flanges at both ends, and the connecting flanges are connected to the corresponding pipe box on the same side by connecting bolts; The upper and lower sides of the front-end pipe box are respectively provided with an inlet pipe 1 and an outlet pipe 2 that communicate with its interior, and the upper and lower ends of the shell are respectively provided with an inlet pipe 2 and an outlet pipe 1 that communicate with its interior. A partition plate is welded to the middle of the shell, and both ends of the partition plate extend into the pipe boxes on both sides and are connected to the corresponding positions of the inner walls of the pipe boxes. A tube plate is provided on the end of the shell near the discharge pipe. The phase flow buffer mechanism is installed inside the front-end pipe box and is used to buffer the irregular impact force generated by pressure fluctuations or interphase slippage of the gas-liquid two-phase flow when the fluid enters the equipment. The variable diameter suppression mechanism, which is located inside the housing, is used to suppress tube bundle resonance caused by a single-frequency Karman vortex street formed when fluid enters the equipment. The dynamic compensation mechanism is located on the upper and lower sides of the outer wall of the hull and is used to dynamically compensate for the vibration changes generated by the hull under dynamic conditions during navigation and movement. The modal coordination mechanism is located in the middle of the outer wall of the tube box and is used to actively coordinate and tune the hull according to the real-time status when the sea is in severe sea conditions.
[0007] Preferably, the phase flow buffer mechanism includes a honeycomb guide plate. A honeycomb guide plate is provided on the upper inner side of the front end of the tube box near the edge. Multiple honeycomb hole units are opened on the honeycomb guide plate. A gas-liquid separation mesh plate is welded on the upper inner side of the front end of the tube box. A one-way exhaust valve for gas discharge is provided on the top of the outer wall of the front end of the tube box near the shell. A pressure regulating valve is provided on the discharge pipe.
[0008] Preferably, the variable diameter suppression mechanism includes variable diameter heat transfer tubes. Multiple variable diameter heat transfer tubes are equidistantly arranged inside the shell. The variable diameter heat transfer tubes are laid in a group of one large diameter tube and two small diameter tubes. Both ends of the variable diameter heat transfer tubes pass through the tube sheet inside the shell and are connected to the tube box at the front end. Each variable diameter heat transfer tube is provided with a micro strain gauge. Multiple flow field guide ribs are arranged in a circular array on the inner wall of the shell, and the cross-section of each flow field guide rib is an isosceles triangle.
[0009] Preferably, the variable diameter suppression mechanism further includes baffles. Multiple baffles are fixedly connected at equal intervals on the upper and lower sides of the partition plate. Annular grooves are formed on the outer periphery of the connection between the baffles and the variable diameter heat transfer tube. Multiple vortex suppression rings are equidistantly and obliquely arranged on the variable diameter heat transfer tube, and the vortex suppression rings on adjacent variable diameter heat transfer tubes are offset at a 45° angle. Multiple inclined guide holes are arranged circumferentially near the edge of each vortex suppression ring.
[0010] Preferably, the dynamic compensation mechanism includes a connecting base, which is fixedly connected to the top center of the outer wall of the shell. A connecting top seat is provided on the upper part of the connecting base and connected to the top of the ship's engine room by connecting bolts. Multiple hollow connecting cylinders are equidistantly arranged between the connecting top seat and the connecting base. Multiple hydraulic dampers are equidistantly arranged at the bottom center of the connecting top seat, and the rods of the hydraulic dampers extend into the corresponding hollow connecting cylinders and are slidably connected. Multiple connecting columns are fixedly connected at equal intervals at the top center of the connecting base, and the tops of the connecting columns extend into the corresponding hollow connecting cylinders and are slidably connected. The tops of the connecting columns are connected to one end of a helical spring through a fisheye bearing, and the other end of the helical spring is connected to the bottom end of the rod of the corresponding hydraulic damper.
[0011] Preferably, the dynamic compensation mechanism further includes arc-shaped brackets, with arc-shaped brackets provided on both sides of the middle part of the bottom end of the shell. The bottom of each arc-shaped bracket is provided with a bottom plate connecting seat that is connected to the bottom plate of the ship's engine room by connecting bolts. The bottom end of each arc-shaped bracket extends into the interior of the bottom plate connecting seat. The bottom end of each arc-shaped bracket bottom column is slidably connected to a limit seat. Multiple elastic rubber rings and metal damping ring plates are alternately arranged in the lower middle part of the arc-shaped bracket bottom column.
[0012] Preferably, the dynamic compensation mechanism further includes a vibration sensor. A vibration sensor is provided on one side of the front middle part of the outer wall of the housing. Stainless steel corrugated compensators are provided on the first discharge pipe, the second discharge pipe, the second discharge pipe, and the first discharge pipe. The outer wall of the stainless steel corrugated compensator is wrapped with a silicone damping sleeve.
[0013] Preferably, the modal coordination mechanism includes a mounting box, and the middle of the outer wall of the tube box is connected to the corresponding position of the mounting box by frequency adjustment bolts. The mounting box has a mounting cavity on the side away from the tube box, and an electromagnetic coil is installed inside the mounting cavity. A frequency regulator is installed in the middle of the outer wall of the mounting box.
[0014] Preferably, the modal coordination mechanism further includes a heave cavity, a heave cavity is longitudinally formed in the middle of the inner side of the mounting box, and a sway cavity is transversely formed in the side of the mounting box near the pipe box. Buffer blocks are provided at both ends of the heave cavity and the sway cavity. Alloy counterweights are slidably connected inside the heave cavity and the sway cavity. Magnetic damping sheets are covered on the outer wall of the alloy counterweights. The interior of the heave cavity and the sway cavity is filled with damping fluid.
[0015] Preferably, the modal coordination mechanism further includes anti-sway baffles, and multiple anti-sway baffles are equidistantly arranged on the inner wall of the housing, with anti-sway baffles and baffles alternating, and multiple flow holes are equidistantly opened in the middle of the anti-sway baffles.
[0016] Working Principle: When the marine diesel engine heat exchanger is in use, the pumping volume of the cooling water pump changes with the load of the oil production machine, causing the pressure in the inlet pipe to rise pulsatingly. Simultaneously, the operator adjusts the opening of the solenoid valve on the inlet pipe to initially stabilize the flow rate. Once the fluid enters the upper chamber of the front-end pipe box through the discharge pipe, the phase flow buffer mechanism activates. As the fluid enters the upper chamber of the front-end pipe box through the discharge pipe, the pulsating fluid is first dispersed into multiple stable flow streams by the honeycomb guide plate within the pipe box. The throttling and expansion effects of the honeycomb perforated units on the guide plate reduce the pulsating amplitude of the fluid. If the fluid contains vaporized light components generated during fuel preheating or water vapor from exhaust waste heat recovery, the liquid will be dispersed due to inertia when the gas-liquid mixture flows through the gas-liquid separation mesh. The liquid is trapped and flows along the mesh surface to the bottom of the upper chamber of the front tube box. Then, as the liquid in the tube box increases, the liquid flows into the variable diameter heat transfer tube for cooling or preheating. At the same time, the gas in the upper chamber of the tube box is discharged through the exhaust hole at the top of the one-way exhaust valve on the front tube box. The one-way exhaust valve prevents external air from flowing back into the tube box while the gas is discharged. Then, the liquid in the variable diameter heat transfer tube flows back to the lower chamber at the bottom of the tube box. The liquid in the lower chamber at the bottom of the tube box is then regulated in real time by the pressure regulating valve on the discharge pipe 2 to ensure that the fluid pressure entering the tube bundle is stable at around the standard value. This avoids sudden changes in the flow velocity in the tube bundle due to pressure fluctuations and reduces the impact of the fluid on the tube bundle, thus completing the buffering treatment of pulsating fluid or gas-liquid two-phase flow.When the heat exchange fluid enters the shell through the second inlet pipe, the variable diameter suppression mechanism is activated. At this time, the heat exchange fluid is guided into the shell through the second inlet pipe. Upon entering the shell, the heat exchange fluid first contacts the flow field guide ribs on the inner wall of the shell. The triangular cross-section of the flow field guide ribs divides the fluid into multiple uniform streams, guiding them along the circumference of the shell to the variable diameter heat transfer tubes inside the shell. This avoids the problem of excessively high local flow velocities in traditional unguided structures and lays the flow field foundation for subsequent vortex suppression. Then, the flow velocity increases when the heat exchange fluid flows through the small-diameter section of the variable diameter heat transfer tube, and decreases when it flows through the large-diameter section. Because the Karman vortex frequency corresponds to different flow velocities, this causes a misalignment between the vortex frequency and the tube bundle's natural frequency, preventing resonance from the source. Simultaneously, the annular groove on the baffle plate... To reduce the resistance of fluid flow and further weaken the energy of vortex formation, when the heat exchange fluid flows through the vortex suppression ring on the variable diameter heat transfer tube, the multiple inclined guide holes on the vortex suppression ring split the fluid around each tube bundle into multiple small streams, thereby disrupting the continuous shedding rhythm of the vortex. Moreover, the staggered arrangement of adjacent vortex suppression rings can also avoid the secondary vibration effect of vortex superposition between adjacent tube bundles. At the same time, the micro strain gauges set on the upper surface of the variable diameter heat transfer tube collect vibration stress in real time and transmit the collected data to the main controller. If a local flow velocity abnormality is detected, the main controller can feed back to the electromagnetic regulating valve on the inlet pipe to fine-tune the outlet flow of the chamber, thereby ensuring the stability of the tube bundle flow field. Finally, the heat exchange fluid in the shell, after being guided by multiple baffles, is discharged through the discharge pipe at the bottom of the shell, thus completing the suppression of tube bundle resonance caused by Karman vortex street.When faced with diesel engine vibration and ship roll vibration, the dynamic compensation mechanism activates. When the low-frequency vibration transmitted from the diesel engine is transmitted through the hull deck to the bottom plate connecting seat, the elastic rubber ring at the bottom of the arc-shaped bracket absorbs most of the vibration energy through elastic deformation. Then, the metal damping ring dissipates the remaining vibration through friction, minimizing the vibration amplitude transmitted to the shell. When high-frequency vibration caused by ship roll or heave acts on the shell, the helical spring inside the hollow connecting cylinder first counteracts the vertical vibration, and then the hydraulic damper on it suppresses the lateral vibration through the viscous resistance of the oil. During this process, the vibration sensor on the shell... The system monitors and feeds back data in real time. During ship roll, the main controller increases damping; during ship heave, it decreases damping to ensure stable vibration response. Simultaneously, the inlet pipe 2, outlet pipe 1, and inlet pipe 1 and outlet pipe 2 on the shell and pipe box absorb relative displacement of the shell through stainless steel bellows compensators, preventing additional torque caused by misalignment. The silicone damping sleeves on the stainless steel bellows compensators further attenuate the transmission of pipeline vibration to the shell, minimizing the additional vibration force exerted by the pipeline on the shell. This completes the dynamic compensation treatment for ship roll or heave. When the ship rolls or heaves, the modal coordination mechanism activates. First, the frequency regulator on the mounting box calculates the inherent frequency requirement of the mounting box. Then, by adjusting the current of the electromagnetic coil in the mounting cavity, the magnetic resistance between the magnetic damping plate on the alloy counterweight and the electromagnetic coil is changed. This causes the alloy counterweight in the rolling cavity to slide in the opposite horizontal direction. Through the combined effect of the inertial force and magnetic resistance generated by the alloy counterweight sliding in the damping fluid within the magnetic damping plate, the rolling vibration energy is dissipated. Similarly, during heaving vibration, the alloy counterweight in the heaving cavity also moves in the opposite vertical direction. The combined effect of inertial force and magnetic resistance generated in the damping fluid within the sway cavity dissipates heave vibration energy. When the fluid inside the hull sloshes due to propagation motion, the arc-shaped structure of the anti-sloshing baffle guides the fluid flow along it, thus preventing reciprocating impacts within the hull. Furthermore, the flow holes on the anti-sloshing baffle ensure uniform distribution of the fluid stream, reducing tube bundle impacts caused by excessively high local velocities. Simultaneously, the staggered arrangement of the anti-sloshing baffle and the deflector plate ensures that the fluid, after being guided by the baffle, enters the bottom of the hull uniformly without interfering with the vortex suppression effect. This achieves modal coordinated processing when facing different ship conditions.
[0017] This invention provides a marine diesel engine heat exchanger with multiple vibration-resistant structures. It offers the following advantages: 1. This invention adds and sets up a phase flow buffer mechanism, which can ensure the operation of the equipment from two aspects: flow field stability and medium optimization. On the one hand, its honeycomb guide plate can disperse the pulsed fluid into multiple stable flow streams, weaken the impact of fluid pressure pulsation, and avoid the fluctuating flow field from causing additional load on the subsequent tube bundle, thus creating a stable fluid environment inside the equipment. On the other hand, the gas-liquid separation mesh plate can effectively separate the gas in the fluid, preventing the gas from forming a gas film on the tube bundle surface and affecting the heat exchange efficiency. The one-way exhaust valve can prevent the backflow of external air, and the pressure regulating valve can maintain the outlet fluid pressure in real time, reducing component damage caused by pressure changes, and further improving the reliability and heat exchange effect of the equipment operation.
[0018] 2. This invention adds and sets up a variable diameter suppression mechanism, which mainly functions from the perspective of resonance prevention and flow field optimization. First, the variable diameter heat transfer tube changes the fluid velocity by combining different tube diameters, causing the Karman vortex street frequency to be misaligned with the tube bundle's natural frequency, thus avoiding resonance from the source and protecting the tube bundle structure from resonance damage. Second, the flow field guide ribs can guide the fluid to be evenly distributed, avoiding additional vibrations caused by excessively high local flow velocities. The guide holes of the vortex street suppression ring can disrupt the continuous vortex shedding rhythm, preventing secondary vibrations caused by the superposition of vortices in adjacent tube bundles. The annular groove of the baffle plate can also weaken the energy of vortex formation. At the same time, the micro strain gauges provide real-time feedback on the vibration situation, facilitating timely adjustment. The multi-link synergy ensures stable operation of the tube bundle and high heat exchange efficiency.
[0019] 3. This invention adds and sets a dynamic compensation mechanism, which can block external vibrations in all directions and provide a stable operating environment for the equipment. The elastic rubber ring of the arc-shaped bracket at the bottom of the mechanism can absorb the low-frequency vibration transmitted by the diesel engine through deformation. The metal damping ring then dissipates the remaining vibration energy through friction, greatly reducing the transmission of vibration to the shell. Then, the top helical spring can offset the vertical vibration of the ship, the hydraulic damper can suppress the lateral vibration, the vibration sensor provides real-time feedback data to facilitate dynamic adjustment of damping parameters, the stainless steel bellows compensator can also absorb the relative displacement between the pipeline and the shell, avoiding additional torque caused by poor installation alignment, and the silicone damping sleeve further attenuates pipeline vibration. The combination of multiple structures effectively copes with the impact of diesel engine vibration and ship movement.
[0020] 4. This invention improves the equipment's adaptability to harsh sea conditions by adding and setting a modal coordination mechanism. This mechanism can actively adapt to different motion states of the ship. On the one hand, the inherent frequency requirement is calculated by the frequency regulator, and the current of the electromagnetic coil is adjusted to change the magnetic resistance, so that the alloy counterweights in the roll cavity and heave cavity move in opposite directions. The inertial force and magnetic resistance work together to dissipate the energy of roll and heave vibrations, and actively suppress the vibration caused by the ship's motion. On the other hand, the arc-shaped structure of the anti-sway baffle can guide the fluid flow in the shell and avoid the reciprocating impact of fluid swaying. The flow hole ensures that the fluid is evenly distributed to reduce the impact of excessive local flow velocity. Moreover, the misalignment of the baffle with the baffle does not interfere with vortex suppression. It stabilizes external vibration and optimizes the internal flow field, ensuring the overall stable operation of the equipment. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of the front structure of the present invention; Figure 2 This is a cross-sectional view of the internal structure of the present invention; Figure 3 This is a schematic diagram of the variable diameter heat exchanger tube layout structure of the present invention; Figure 4 This is a schematic diagram of the internal structure of the housing of the present invention; Figure 5 This is a schematic diagram of the baffle structure of the present invention; Figure 6 This is a partial structural diagram of the arc-shaped bracket of the present invention; Figure 7 This is a schematic diagram of the bottom structure of the arc-shaped bracket of the present invention; Figure 8 This is a cross-sectional view of the internal structure of the hollow connecting pipe of the present invention; Figure 9 This is a cross-sectional view of the internal structure of the mounting box of the present invention; Figure 10 This is a schematic diagram of the anti-sway baffle structure of the present invention.
[0022] The components include: 1. Housing; 2. Discharge pipe one; 3. Vibration sensor; 4. Arc-shaped bracket; 5. Connecting flange; 6. Pressure regulating valve; 7. Discharge pipe two; 8. Pipe box; 9. Frequency regulator; 10. Inlet pipe one; 11. Stainless steel corrugated compensator; 12. One-way exhaust valve; 13. Inlet pipe two; 14. Connecting base; 15. Connecting top seat; 16. Hydraulic damper; 17. Connecting column; 18. Mounting box; 19. Frequency adjusting bolt; 20. Base plate connecting seat; 21. Partition plate; 22. Gas-liquid separation mesh plate; 23. 24. Honeycomb baffle; 25. Variable diameter heat transfer tube; 26. Micro strain gauge; 27. Vortex suppression ring; 28. Inclined flow guide hole; 29. Anti-sway baffle; 30. Flow field guide rib; 31. Annular groove; 32. Elastic rubber ring; 33. Metal damping ring; 34. Limiting seat; 35. Helical spring; 36. Hollow connecting cylinder; 37. Mounting cavity; 38. Electromagnetic coil; 39. Heave cavity; 40. Buffer rubber block; 41. Alloy counterweight; 42. Magnetic damping plate; 43. Rolling cavity; 44. Flow hole. Detailed Implementation
[0023] The technical solutions in 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.
[0024] Please see the appendix Figure 1 - Appendix Figure 2 This invention provides a marine diesel engine heat exchanger with multiple anti-vibration structures, including a housing 1. Both ends of the housing 1 are provided with connecting flanges 5, which are connected to the corresponding pipe boxes 8 on the same side by connecting bolts. The upper and lower sides of the front pipe box 8 are respectively provided with an inlet pipe 10 and an outlet pipe 7 communicating with the interior of the pipe box 8. The upper and lower ends of the housing 1 are respectively provided with an inlet pipe 23 and an outlet pipe 2 communicating with the interior of the pipe box 8. A partition plate 21 is welded to the middle of the housing 1, and both ends of the partition plate 21 extend into the pipe boxes 8 on both sides and are connected to the corresponding positions of the inner walls of the pipe boxes 8. A tube plate is provided on the end of the housing 1 near the inlet pipe 10. Please see the appendix Figure 2 The phase flow buffer mechanism is located inside the front-end pipe box 8 and is used to buffer the irregular impact force generated by pressure fluctuations or interphase slippage of the gas-liquid two-phase flow when the fluid enters the equipment. The phase flow buffer mechanism includes a honeycomb guide plate 23. The honeycomb guide plate 23 is provided on the upper inner part of the front end tube box 8 near the edge. Multiple honeycomb hole units are opened on the honeycomb guide plate 23. A gas-liquid separation mesh plate 22 is welded on the upper inner part of the front end tube box 8. A one-way exhaust valve 12 for gas discharge is provided on the top of the outer wall of the front end tube box 8 near the shell 1. A pressure regulating valve 6 is provided on the discharge pipe 7.
[0025] When the phase flow buffer mechanism is started, when the fluid enters the upper chamber of the front end box 8 through the discharge pipe 10, the fluid first disperses its pulsed fluid into multiple stable flow streams through the honeycomb guide plate 23 in the box 8. Through the throttling and expansion effect of the honeycomb hole unit on the honeycomb guide plate 23, the pulse amplitude of the fluid is reduced.
[0026] If the fluid contains vaporized light components generated during fuel preheating or water vapor from exhaust waste heat recovery, when the gas-liquid mixture flows through the gas-liquid separation mesh plate 22, the liquid is trapped due to inertia and flows along the mesh surface to the bottom of the upper chamber of the front-end tube box 8. Then, as the liquid in the inner chamber of the tube box 8 increases, the liquid flows into the variable diameter heat transfer tube 25 for cooling or preheating. At the same time, the gas in the upper chamber of the tube box 8 is discharged through the exhaust hole at the top of the one-way exhaust valve 12 on the front-end tube box 8. By setting the one-way exhaust valve 12, the gas in the tube box 8 is discharged while the external air is prevented from flowing back into the tube box 8.
[0027] Afterwards, the liquid in the variable diameter heat transfer tube 25 is guided back to the lower chamber at the bottom of the tube box 8. Then, the liquid in the lower chamber at the bottom of the tube box 8 is adjusted in real time by the pressure regulating valve 6 on the discharge tube 2 7, so as to ensure that the fluid pressure entering the tube bundle is stable at around the standard value, avoid sudden changes in the flow velocity in the tube bundle due to pressure fluctuations, reduce the impact of the fluid on the tube bundle, and thus complete the buffering treatment of pulsating fluid or gas-liquid two-phase flow.
[0028] Please see the appendix Figure 3 - Appendix Figure 5 A variable diameter suppression mechanism, which is installed inside the housing 1, is used to suppress tube bundle resonance caused by a single-frequency Karman vortex street formed when fluid enters the equipment. The variable diameter suppression mechanism includes variable diameter heat transfer tubes 25. Multiple variable diameter heat transfer tubes 25 are equidistantly arranged inside the shell 1. The variable diameter heat transfer tubes 25 are laid in a group of one large diameter tube and two small diameter tubes. The two ends of the variable diameter heat transfer tubes 25 pass through the tube sheet inside the shell 1 and are connected to the tube box 8 at the front end. Each variable diameter heat transfer tube 25 is equipped with a micro strain gauge 26. Multiple flow field guide ribs 30 are arranged in a circular array on the inner wall of the shell 1, and the cross-section of each flow field guide rib 30 is an isosceles triangle.
[0029] When the variable diameter suppression mechanism is activated, the heat exchange fluid is guided into the interior of the shell 1 through the discharge pipe 13. When the heat exchange fluid enters the shell 1, it first contacts the flow field guide rib 30 on the inner wall of the shell 1. The flow field guide rib 30 with a triangular cross section divides the fluid into multiple uniform flow streams, thereby guiding it along the circumference of the shell 1 to the variable diameter heat transfer tube 25 inside the shell 1. This avoids the problem of excessively high local flow velocity in traditional non-guided structures and also lays the flow field foundation for subsequent vortex suppression.
[0030] Then, the flow velocity of the heat exchange fluid increases when it flows through the small diameter tube of the variable diameter heat transfer tube 25, and decreases when it flows through the large diameter tube of the variable diameter heat transfer tube 25. Since the Karman vortex street frequencies corresponding to the two flow velocities are different, the vortex street frequency is misaligned with the tube bundle natural frequency, thus avoiding the occurrence of resonance from the source. At the same time, the annular groove 31 on the baffle 24 reduces the resistance when the fluid flows around it, further weakening the energy of vortex formation.
[0031] The variable diameter suppression mechanism also includes baffles 24. Multiple baffles 24 are fixedly connected at equal intervals on the upper and lower sides of the partition plate 21. Annular grooves 31 are provided on the outer periphery of the connection between the baffles 24 and the variable diameter heat transfer tube 25. Multiple vortex suppression rings 27 are provided at equal intervals and at an inclined angle on the variable diameter heat transfer tube 25. The vortex suppression rings on adjacent variable diameter heat transfer tubes 25 are offset at a 45° angle. Multiple inclined guide holes 28 are arranged in a circular array near the edge of each vortex suppression ring 27.
[0032] During the flow of the heat exchange fluid, when it passes through the vortex suppression ring 27 on the variable diameter heat transfer tube 25, the multiple inclined guide holes 28 on the vortex suppression ring 27 split the fluid around each tube bundle into multiple small streams, thereby disrupting the continuous shedding rhythm of the vortex. Moreover, the staggered arrangement of adjacent vortex suppression rings 27 can also avoid the secondary vibration effect of vortex superposition between adjacent tube bundles.
[0033] Meanwhile, the micro-strain gauges 26 on the upper surface of the variable diameter heat transfer tube 25 collect vibration stress in real time and transmit the collected data to the main controller. If a local flow velocity abnormality is detected, the main controller can feed back to the electromagnetic regulating valve on the inlet pipe to fine-tune the outlet flow of the chamber, thereby ensuring the stability of the tube bundle flow field. Finally, the heat exchange fluid in the shell 1, after being guided by multiple baffles 24, is discharged through the discharge pipe 2 at the bottom of the shell 1, thereby completing the suppression of the tube bundle resonance phenomenon caused by the Karman vortex street.
[0034] Please see the appendix Figure 6 - Appendix Figure 8 The dynamic compensation mechanism is located on the upper and lower sides of the outer wall of the hull 1 and is used to dynamically compensate for the vibration changes generated by the hull under dynamic conditions during navigation. The dynamic compensation mechanism includes a connecting base 14, which is fixedly connected to the top center of the outer wall of the shell 1. A connecting top seat 15 is provided on the upper part of the connecting base 14 and connected to the top of the ship's engine room by connecting bolts. Multiple hollow connecting cylinders 36 are equidistantly arranged between the connecting top seat 15 and the connecting base 14. Multiple hydraulic dampers 16 are equidistantly arranged at the bottom center of the connecting top seat 15, and the rods of the hydraulic dampers 16 extend into the corresponding hollow connecting cylinders 36 and are slidably connected. Multiple connecting columns 17 are fixedly connected at equal intervals at the top center of the connecting base 14, and the tops of the connecting columns 17 extend into the corresponding hollow connecting cylinders 36 and are slidably connected. The tops of the connecting columns 17 are connected to one end of a helical spring 35 through a fisheye bearing, and the other end of the helical spring 35 is connected to the bottom end of the rod of the corresponding hydraulic damper 16.
[0035] After the dynamic compensation mechanism is activated, when the high-frequency vibration caused by the ship's rolling or heaving acts on the shell 1, the helical spring 35 in the hollow connecting cylinder 36 first cancels the vertical vibration, and then the hydraulic damper 16 on it suppresses the lateral vibration through the viscous resistance of the oil. During this process, the vibration sensor 3 on the shell 1 monitors and feeds back the data in real time. When the ship rolls, the main controller increases the damping effect, and when the ship heaves, the main controller decreases the damping effect to ensure the stability of the vibration response.
[0036] The dynamic compensation mechanism also includes an arc-shaped bracket 4. Arc-shaped brackets 4 are provided on both sides of the middle part of the bottom end of the shell 1. The bottom of the arc-shaped bracket 4 is provided with a bottom plate connecting seat 20 that is connected to the bottom plate of the ship's engine room by connecting bolts. The bottom end of the arc-shaped bracket 4 extends into the interior of the bottom plate connecting seat 20. The bottom end of the bottom column of the arc-shaped bracket 4 is slidably connected to a limit seat 34. Multiple elastic rubber rings 32 and metal damping ring plates 33 are staggered in the middle and lower part of the bottom column of the arc-shaped bracket 4.
[0037] When the low-frequency vibration transmitted by the diesel engine is transmitted to the bottom plate connecting seat 20 through the hull deck, the elastic rubber ring 32 at the bottom of the arc bracket 4 absorbs most of the vibration energy through elastic deformation. Then, the metal damping ring 33 dissipates the remaining vibration through friction, so that the vibration amplitude transmitted to the shell 1 is reduced to the minimum.
[0038] The dynamic compensation mechanism also includes a vibration sensor 3. The vibration sensor 3 is installed on one side of the front middle part of the outer wall of the housing 1. Stainless steel corrugated compensators 11 are installed on the first discharge pipe 10, the second discharge pipe 13, the second discharge pipe 7, and the first discharge pipe 2. The outer wall of the stainless steel corrugated compensator 11 is wrapped with a silicone damping sleeve.
[0039] Meanwhile, the inlet pipe 13, outlet pipe 2, outlet pipe 10, and outlet pipe 7 on the shell 1 and the pipe box 8 absorb the relative displacement of the shell 1 through the stainless steel corrugated compensator 11, avoiding the additional torque caused by poor installation alignment. At the same time, the silicone damping sleeve on the stainless steel corrugated compensator 11 further attenuates the transmission of pipeline vibration to the shell 1, so that the additional vibration force of the pipeline on the shell 1 is reduced to the minimum range, thereby completing the dynamic compensation treatment for the ship's roll or heave.
[0040] Please see the appendix Figure 9 - Appendix Figure 10 The modal coordination mechanism is located in the middle of the outer wall of the tube box 8 and is used to actively coordinate and tune the hull according to the real-time status when the sea conditions are severe.
[0041] The modal coordination mechanism includes a mounting box 18. The outer wall of the tube box 8 is connected to the corresponding position of the mounting box 18 by frequency adjustment bolts 19. The mounting box 18 has a mounting cavity 37 on the side away from the tube box 8. An electromagnetic coil 38 is installed inside the mounting cavity 37. A frequency regulator 9 is installed in the middle of the outer wall of the mounting box 18.
[0042] When the modal coordination mechanism is started, the frequency regulator 9 on the mounting box 18 first calculates the inherent frequency requirement of the mounting box 18, and then changes the magnetic resistance of the magnetic damping plate 42 on the alloy counterweight 41 and the electromagnetic coil 38 by adjusting the current in the electromagnetic coil 38 in the mounting cavity 37.
[0043] Another installation method for the frequency adjustment bolt 19: The frequency adjustment bolt 19 is installed on the outer wall of the mounting box 18. Then, by adding springs inside the heave cavity 39 and the roll cavity 43, the preload of the alloy counterweight 41 and the springs on the cavity wall can be adjusted by the frequency adjustment bolt 19, thereby changing the natural frequency of the mounting box 18 during use. Then, by using the frequency adjustment bolt 19, the natural frequency of the mounting box 18 during use can be adjusted according to different navigation conditions of the ship, such as fully loaded, empty, calm sea state or bad sea state, so that the mounting box 18 is always misaligned with the ship's motion frequency, avoiding the occurrence of self-resonance.
[0044] The modal coordination mechanism also includes a heave cavity 39. The heave cavity 39 is longitudinally formed in the middle of the inner side of the mounting box 18. The lateral rocking cavity 43 is transversely formed in the side of the mounting box 18 near the tube box 8. Buffer blocks 40 are provided at both ends of the heave cavity 39 and the lateral rocking cavity 43. Alloy counterweights 41 are slidably connected inside the heave cavity 39 and the lateral rocking cavity 43. Magnetic damping sheets 42 are covered on the outer wall of the alloy counterweights 41. The interior of the heave cavity 39 and the lateral rocking cavity 43 is filled with damping fluid.
[0045] Then, the alloy counterweight 41 in the rocking cavity 43 slides in the opposite horizontal direction. The rocking vibration energy is dissipated by the combined effect of the inertial force and magnetic resistance generated by the sliding of the alloy counterweight 41 in the damping fluid in the magnetic damping plate 42. Similarly, during the heave vibration, the alloy counterweight 41 in the heave cavity 39 also moves in the opposite vertical direction. The heave vibration energy is dissipated by the combined effect of the inertial force and magnetic resistance generated by the alloy counterweight 41 in the damping fluid in the heave cavity 39.
[0046] The modal coordination mechanism also includes anti-sway baffles 29. Multiple anti-sway baffles 29 are equidistantly arranged on the inner wall of the housing 1, and the anti-sway baffles 29 and the baffle plates 24 are alternately arranged. Multiple flow holes 44 are equidistantly opened in the middle of the anti-sway baffles 29.
[0047] When the fluid inside the hull 1 sloshes due to propagation motion, the arc-shaped structure of the anti-sloshing baffle 29 inside the hull 1 guides the fluid to flow along it, thereby avoiding the fluid from forming reciprocating impacts inside the hull 1. Moreover, the flow holes 44 on the anti-sloshing baffle 29 make the fluid flow evenly distributed along it, reducing tube bundle impact caused by excessively high local flow velocities. At the same time, the staggered arrangement of the anti-sloshing baffle 29 and the baffle plate 24 can also ensure that the fluid can enter the bottom of the hull 1 evenly after being guided by the baffle, without interfering with the vortex street suppression effect, thus completing the modal collaborative processing when facing different states of the ship.
[0048] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A marine diesel engine heat exchanger having a multi-vibration resistant structure, characterized by comprising: include: The shell (1) is provided with connecting flanges (5) at both ends. The connecting flanges (5) are connected to the corresponding pipe box (8) on the same side by connecting bolts. The upper and lower sides of the front end pipe box (8) are respectively provided with an inlet pipe (10) and an outlet pipe (7) communicating with its interior, and the upper and lower ends of the shell (1) are respectively provided with an inlet pipe (13) and an outlet pipe (2) communicating with its interior. A partition plate (21) is welded to the middle of the shell (1), and both ends of the partition plate (21) extend into the pipe boxes (8) on both sides and are connected to the corresponding positions of the inner wall of the pipe box (8). A pipe plate is provided on one end of the shell (1) near the discharge pipe (10). The phase flow buffer mechanism is set inside the front-end pipe box (8) and is used to buffer the irregular impact force generated by pressure fluctuation or interphase slippage of the gas-liquid two-phase flow when the fluid enters the equipment. A variable diameter suppression mechanism is installed inside the housing (1) to suppress tube bundle resonance caused by a single-frequency Karman vortex street formed when fluid enters the equipment. The dynamic compensation mechanism is set on the upper and lower sides of the outer wall of the shell (1) and is used to dynamically compensate for the vibration changes generated by the ship under dynamic working conditions during navigation. The modal coordination mechanism is located in the middle of the outer wall of the tube box (8) and is used to actively coordinate and tune the hull according to the real-time status when the sea conditions are severe.
2. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 1, characterized by The phase flow buffer mechanism includes a honeycomb guide plate (23). The honeycomb guide plate (23) is provided on the upper inner side of the front tube box (8) near the edge. Multiple honeycomb hole units are opened on the honeycomb guide plate (23). A gas-liquid separation mesh plate (22) is welded on the upper inner side of the front tube box (8). A one-way exhaust valve (12) for gas discharge is provided on the top of the outer wall of the front tube box (8) near the shell (1). A pressure regulating valve (6) is provided on the second discharge pipe (7).
3. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 1, characterized by The variable diameter suppression mechanism includes a variable diameter heat transfer tube (25). Multiple variable diameter heat transfer tubes (25) are equidistantly arranged inside the shell (1). The variable diameter heat transfer tubes (25) are laid in a group of one large diameter tube and two small diameter tubes. The two ends of the variable diameter heat transfer tubes (25) pass through the tube sheet inside the shell (1) and are connected to the tube box (8) at the front end. Each variable diameter heat transfer tube (25) is provided with a micro strain gauge (26). Multiple flow field guide ribs (30) are arranged in a circular array on the inner wall of the shell (1), and the cross-section of each flow field guide rib (30) is an isosceles triangle.
4. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 3, characterized by The variable-diameter inhibition mechanism further comprises baffles (24), a plurality of baffles (24) are fixedly connected in equal intervals on the upper and lower sides of the partition plate (21), annular grooves (31) are formed on the outer periphery of the connection between the baffles (24) and the variable-diameter heat transfer pipe (25), a plurality of vortex street suppression rings (27) are obliquely arranged in equal intervals on the variable-diameter heat transfer pipe (25), and the vortex street suppression rings (27) on adjacent variable-diameter heat transfer pipes (25) are 45° angularly misaligned, and a plurality of inclined angle flow guide holes (28) are circumferentially arranged near the edges of the vortex street suppression rings (27).
5. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 1, characterized by The dynamic compensation mechanism comprises a connecting base (14), the top end of the outer wall of the shell (1) is fixedly connected with the connecting base (14), the upper part of the connecting base (14) is provided with a connecting top seat (15) connected with the top of the ship engine room by connecting bolts, a plurality of hollow connecting barrels (36) are arranged in equal intervals between the connecting top seat (15) and the connecting base (14), a plurality of hydraulic dampers (16) are arranged in equal intervals at the bottom end of the connecting top seat (15), the rod bodies of the hydraulic dampers (16) respectively extend into the corresponding hollow connecting barrels (36) and are connected in sliding mode, a plurality of connecting columns (17) are fixedly connected in equal intervals at the top end of the connecting base (14), the top ends of the connecting columns (17) respectively extend into the corresponding hollow connecting barrels (36) and are connected in sliding mode, the top end of the connecting column (17) is connected with one end of the spiral spring (35) through the fish eye bearing, and the other end of the spiral spring (35) is connected with the rod body bottom end of the corresponding hydraulic damper (16).
6. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 5, characterized by The dynamic compensation mechanism further comprises an arc-shaped bracket (4), the middle part of the bottom end of the shell (1) is provided with an arc-shaped bracket (4) on both sides, the bottom of the arc-shaped bracket (4) is provided with a bottom plate connecting seat (20) connected with the bottom plate of the ship engine room by connecting bolts, the bottom end of the arc-shaped bracket (4) extends to the inside of the bottom plate connecting seat (20), the bottom end of the bottom column of the arc-shaped bracket (4) is connected with a limiting seat (34) in sliding mode, and a plurality of elastic rubber rings (32) and metal damping ring pieces (33) are arranged in an alternating manner on the middle and lower parts of the bottom column of the arc-shaped bracket (4).
7. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 6, characterized by The dynamic compensation mechanism further comprises a vibration sensor (3), the vibration sensor (3) is arranged on one side of the middle part of the front end of the outer wall of the shell (1), and the stainless steel corrugated compensator (11) is arranged on the inlet pipe one (10), the inlet pipe two (13), the outlet pipe two (7) and the outlet pipe one (2).
8. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 1, characterized by The modal coordination mechanism comprises a mounting box (18), the middle part of the outer wall of the pipe box (8) is connected with the corresponding position of the mounting box (18) through the frequency adjusting bolt (19), the inside of the mounting box (18) is provided with the mounting cavity (37) away from the pipe box (8) on one side, the inside of the mounting cavity (37) is provided with the electromagnetic coil (38), and the middle part of the outer wall of the mounting box (18) is provided with the frequency adjuster (9).
9. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 8, characterized by The mode coordination mechanism further comprises a heave cavity (39), a heave cavity (39) is longitudinally arranged in the middle of the inner side of the mounting box (18), a roll cavity (43) is transversely arranged on the side of the inner side of the mounting box (18) close to the pipe box (8), buffer rubber blocks (40) are arranged at the two ends of the heave cavity (39) and the roll cavity (43), alloy counterweight blocks (41) are slidably connected in the heave cavity (39) and the roll cavity (43), magnetic damping sheets (42) are covered on the outer walls of the alloy counterweight blocks (41), and the heave cavity (39) and the roll cavity (43) are filled with damping liquid.
10. The marine diesel engine heat exchanger having a multi-vibration-proof structure according to claim 9, characterized by The mode coordination mechanism further comprises anti-slosh baffles (29), a plurality of anti-slosh baffles (29) are equidistantly arranged on the inner wall of the shell (1), and the anti-slosh baffles (29) and the baffles (24) are arranged alternately, a plurality of flow-through holes (44) are equidistantly arranged in the middle of the anti-slosh baffles (29).