Ice zone vessel attitude control system with de-icing device

Abstract

This invention pertains to the field of ship design and discloses a ship attitude control system with an ice-covered area de-icing device. The system includes an anti-icing structure, a pressure sensing component, a de-icing device, and an attitude sensing device. The anti-icing structure is installed on the outer side of the hull. The pressure sensing component detects the pressure exerted on the hull by ice at a target location. The de-icing device removes the ice at the target location. Both the pressure sensing component and the de-icing device are installed on the anti-icing structure. The attitude sensing device is installed on the hull to acquire the ship's attitude, enabling accurate prediction of long-term attitude changes. Furthermore, by removing ice at the target location, the de-icing device balances the growth of ice around the ship, allowing the hull to remain stable in a relatively horizontal position, thus preventing structural damage and impacting crew efficiency.

Description

Technical Field

[0001] This invention relates to the field of ship design, and more particularly to a ship attitude control system with an ice-covered area de-icing device. Background Technology

[0002] Under normal navigation conditions, ships use tilt pressure sensors, gyroscopes, and accelerometer pressure sensors to determine their attitude. However, for ships that drift in ice-covered areas for extended periods, once surrounded and frozen by sea ice, the ice grows along the hull over a long period, compressing the hull and causing it to tilt. This results in additional pressure and stress on the ship's structure, potentially leading to structural damage and impacting crew productivity. Current tilt pressure sensors and gyroscopes can only measure the ship's angle, not changes in tilt angle. Accelerometer pressure sensors are mainly used to measure pitch and roll angles, providing accurate measurements for large transient fluctuations, but they cannot meet the accuracy requirements for predicting long-term tilt changes caused by ice compression in ice-covered areas.

[0003] In existing technologies, for ships floating in ice areas, ballast water is usually adjusted by using ballast water or anti-heeling systems to adjust the ship's attitude. However, this method can easily cause the ship to continuously exert pressure on the ice surface. After exceeding a certain critical point, the ship may suddenly sink, causing severe vibration of the hull or even damage to equipment. It is also quite dangerous to operate.

[0004] Therefore, there is an urgent need for a ship attitude control system with de-icing device in ice-covered areas to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a ship attitude control system with an ice-covered area de-icing device, so as to achieve accurate prediction of long-term attitude changes of the ship and timely adjust the ship attitude to avoid damage to the hull structure and affect the work efficiency of the crew.

[0006] Based on the above concept, the technical solution adopted by this invention is as follows:

[0007] An ice-covered vessel attitude control system with de-icing equipment includes:

[0008] Ice-resistant structure, installed on the outer side of the hull;

[0009] Pressure sensing components are used to detect the pressure exerted on the hull by ice at a target location on the hull.

[0010] An ice removal device is used to remove ice from a target location on the hull. Both the pressure sensing component and the ice removal device are installed on the anti-icing structure.

[0011] An attitude sensing device is installed on the hull to acquire the attitude of the hull.

[0012] Furthermore, the anti-icing structure is a concave box structure, and multiple anti-icing structures are provided, which are arranged around the hull to form an anti-icing zone.

[0013] Furthermore, the pressure sensing component includes multiple pressure sensors, each of which corresponds to one of the multiple anti-icing structures, and the pressure sensors are installed on the corresponding anti-icing structures.

[0014] Furthermore, the de-icing device includes multiple de-icing components, each of which corresponds one-to-one with a multiple anti-icing structure, and the de-icing components are installed on the corresponding anti-icing structure;

[0015] The de-icing device also includes a drive structure, and multiple de-icing components are connected to the drive structure. The drive structure can drive one or more of the de-icing components to remove ice from the target location on the hull.

[0016] Furthermore, it also includes a control valve structure, and the drive structure is connected to the de-icing assembly via a steam pipeline. The control valve structure is connected to the steam pipeline and is located between the steam pipeline and the multiple de-icing assemblies.

[0017] Furthermore, the driving structure is a ship steam system, in which steam is transported to the de-icing assembly through steam pipelines. The steam is used to heat the de-icing assembly and drive its movement.

[0018] Furthermore, it also includes a control box located in a compartment near the pressure sensing assembly, the control box being used to transmit signals to the control valve structure and the de-icing device to control the movement of the control valve structure and the de-icing device.

[0019] Furthermore, multiple control boxes are provided, and each control box can be connected to multiple pressure sensors.

[0020] Furthermore, the de-icing assembly has a telescopic mechanism and a moving mechanism. The telescopic mechanism is installed in the hull and can drive the moving mechanism to move closer to or away from the ice layer. The moving mechanism can perform physical de-icing operations on the ice layer at the target location on the hull.

[0021] Furthermore, it also includes a monitoring station, which is used to receive and process data measured by the pressure sensing component and the attitude sensing device to determine the ice growth on the outer side of the hull.

[0022] The beneficial effects of this invention are:

[0023] This invention provides a ship attitude control system with an ice-covered area de-icing device, comprising an anti-icing structure, a pressure sensing component, a de-icing device, and an attitude sensing device. The anti-icing structure is installed on the outer side of the hull. The pressure sensing component detects the pressure exerted on the hull by ice at a target location. The de-icing device removes the ice at the target location. Both the pressure sensing component and the de-icing device are installed on the anti-icing structure. The attitude sensing device is installed on the hull to acquire the ship's attitude. By analyzing the pressure value detected by the pressure sensing component and the current hull attitude acquired by the attitude sensing device, and comparing it with an internal ship model, the degree of hull compression and tilt, as well as the growth trend of ice around the ship's perimeter at different locations, are determined. This allows for the prediction of the further impact of ice growth on the ship's attitude with high accuracy, enabling precise prediction of long-term attitude changes. Furthermore, by removing ice at the target location using the de-icing device, the growth of ice around the ship is balanced, allowing the hull to remain stable in a relatively horizontal attitude, preventing structural damage and impacting crew efficiency. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure of the ship attitude control system with de-icing device in ice-covered areas provided in an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of another perspective of the attitude control system for ships in ice-covered areas with de-icing devices provided in an embodiment of the present invention.

[0027] In the picture:

[0028] 1. Pressure sensor; 2. Anti-icing structure; 3. Control box; 4. Attitude sensing device; 5. Monitoring console; 6. Steam pipeline; 7. De-icing assembly; 8. Control valve. Detailed Implementation

[0029] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0030] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0031] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0032] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature. In the description of this embodiment, unless otherwise specified, "multiple" specifically refers to two or more.

[0033] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0034] It should be noted that when a component is referred to as "fixed to" or "set on" another component, it can be directly on the other component or it can be located in between the component.

[0035] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0036] This embodiment provides a ship attitude control system with an ice-covered area de-icing device, which can accurately predict long-term attitude changes of the ship and adjust the ship's attitude in a timely manner to avoid damage to the hull structure and affect the work efficiency of the crew.

[0037] For example, such as Figures 1-2 As shown, the ice-covered ship attitude control system with de-icing device includes an anti-icing structure 2, a pressure sensing component (not shown), a de-icing device (not shown), and an attitude sensing device 4. The anti-icing structure 2 is installed on the outer side of the hull. The pressure sensing component detects the pressure exerted on the hull by ice at a target location. The de-icing device removes the ice at the target location. Both the pressure sensing component and the de-icing device are installed on the anti-icing structure 2. The attitude sensing device 4 is installed on the hull to acquire the ship's attitude. It can be understood that by analyzing the pressure exerted on the hull by ice at a target location detected by the pressure sensing component and the current hull attitude acquired by the attitude sensing device 4, and comparing this with the ship's built-in model, the degree of compression and tilt of the hull, as well as the growth trend of ice at different locations around the ship's perimeter, can be determined. This allows for the prediction of the further impact of ice growth on the ship's attitude, achieving high prediction accuracy and enabling precise prediction of long-term attitude changes in the ship. Furthermore, by removing the ice layer at the target location using a de-icing device, the growth of the ice layer around the ship is balanced, allowing the hull to remain stable in a relatively horizontal position, thus preventing damage to the hull structure and impacting the crew's work efficiency. In this embodiment, the target location refers to the area on the hull where the ice layer is thickest.

[0038] Furthermore, such as Figure 1 As shown, the ice-covered vessel attitude control system with de-icing device also includes a monitoring station 5. The monitoring station 5 receives and processes data measured by the pressure sensing components and the attitude sensing device 4 to determine the ice growth around the hull. Specifically, the monitoring station 5 has a built-in data analysis model. It can be understood that the monitoring station 5 receives and processes data measured by the pressure sensing components and the attitude sensing device 4, analyzes the data to determine the current attitude of the vessel and the local ice growth around the vessel, and compares this with the built-in model of the monitoring station 5 to predict the impact of ice growth on the vessel's attitude. This provides input conditions for the subsequent actions of the ice-covered vessel attitude control system with de-icing device, namely, removing ice from the target location using the de-icing device to balance the ice growth around the vessel, allowing the hull to remain stable in a relatively horizontal attitude, avoiding damage to the hull structure and affecting the crew's work efficiency. In this embodiment, the built-in analysis data model in the monitoring station 5 refers to a mathematical model used for real-time monitoring, analysis, and prediction of the vessel's operating status and environmental impacts, which is existing technology in the field and is not specifically limited in this embodiment.

[0039] Furthermore, the attitude control system for ships in ice-covered areas equipped with de-icing devices also includes a ballast water system and an anti-roll system, which can quickly drive ballast water in the ballast water system from one side to the other. When the ice layer is thick and the de-icing device is inefficient, the de-icing device can work with the balancing water system to break up the outer floating ice and readjust the ship's attitude.

[0040] In this embodiment, the attitude sensing device 4 can be a gyroscope or a tilt sensor, and is integrated with the ship's system. The specific type of attitude sensing device 4 is only required to meet the usage requirements; this embodiment does not impose any specific limitations on it.

[0041] Furthermore, the monitoring station 5 is also equipped with a controller (not shown in the figure), a processor (not shown in the figure), and a storage device (not shown in the figure) to process the data measured by the pressure sensing component and the data measured by the attitude sensing device 4, and to analyze and judge the ice layer growth through the built-in data analysis model.

[0042] Furthermore, the anti-icing structure 2 is a concave structural box, and multiple anti-icing structures 2 are arranged around the hull to form an anti-icing zone. It is understood that by setting the anti-icing structure 2 as a concave structural box, the concave or convex-concave geometry can change the local stress distribution path, avoiding stress concentration on the hull during wave impact, cargo loads, or collisions, thus improving structural fatigue resistance. Moreover, by arranging multiple anti-icing structures 2 around the hull to form an anti-icing zone, stress homogenization is beneficial. For example, the compression or collision of ice on the hull can generate extremely high local pressure; multiple concave structural boxes, through geometric deformation (such as the elastic or plastic deformation of the grooves), disperse the concentrated load to a larger area of ​​the hull structure, preventing a single area from breaking due to overload.

[0043] Furthermore, the pressure sensing assembly includes multiple pressure sensors 1, each corresponding to one of multiple anti-icing structures 2. The pressure sensors 1 are mounted on their respective anti-icing structures 2. It is understood that placing the pressure sensors 1 at the location of their corresponding anti-icing structures 2 facilitates installation and protection of the pressure sensors 1. Regarding the specific type of pressure sensor 1, it can be an existing pressure sensor or an existing stress patch, as long as it meets the actual usage requirements; this embodiment does not impose any specific limitations on this.

[0044] In this embodiment, the de-icing device includes multiple de-icing components 7, which correspond one-to-one with multiple anti-icing structures 2. The de-icing components 7 are installed on the corresponding anti-icing structures 2, which facilitates the installation of the de-icing components 7.

[0045] Furthermore, it can be conceivable that the number of de-icing components 7, anti-icing structures 2, and pressure sensors 1 are the same, and their positions correspond. That is, one de-icing component 7, one anti-icing structure 2, and one pressure sensor 1 can constitute a set of action units. Multiple sets of action units are arranged along the extension direction of the anti-icing zone to form a measurement matrix. When the ship is floating on the ice, the pressure sensor 1 in a certain set of action units senses that the hull is being squeezed by ice on a certain side. The data transmitted back is analyzed and simulated by the data model built into the monitoring station 5 to predict the degree of compression and tilt of the hull. The de-icing component 7 can then be used to de-ice the target location, slowing down the growth of ice at the target location, thereby achieving the purpose of adjusting the ship's attitude.

[0046] Furthermore, except for the load-bearing surface that can directly contact the ice, the rest of the pressure sensor 1 and the de-icing assembly 7, as well as the connecting wires, are located inside the hull and do not directly contact seawater or sea ice, thereby improving the safety and service life of the pressure sensor 1 and the de-icing assembly 7.

[0047] In this embodiment, the de-icing device also includes a drive structure (not shown in the figure). Multiple de-icing components 7 are connected to the drive structure, which can drive one or more de-icing components 7 to remove ice from the target location on the hull. It is understood that by providing a drive structure, it is convenient to drive multiple de-icing components 7. It is conceivable that the drive structure can also drive a single de-icing component 7. The number of de-icing components 7 driven by the drive structure can be determined according to actual usage requirements; this embodiment does not impose a specific limitation.

[0048] To facilitate the movement of the de-icing assembly 7 driven by the drive structure, in this embodiment, as shown... Figure 2 As shown, the ice-covered ship attitude control system with de-icing device also includes a control valve structure (not shown in the figure). The drive structure is connected to the de-icing assembly 7 via steam pipeline 6. The control valve structure is connected to the steam pipeline 6 and is located between the steam pipeline 6 and multiple de-icing assemblies 7. Specifically, the control valve structure includes multiple control valves 8, and the steam pipeline 6 includes multiple connected steam pipes (not shown in the figure). The multiple control valves 8 are arranged one-to-one with the multiple steam pipes and one-to-one with the multiple de-icing assemblies 7. The control valves 8 are used to control the connection or disconnection between the steam pipe and the corresponding de-icing assembly 7. It can be understood that by setting multiple control valves 8, the connection or disconnection between the steam pipe and the corresponding de-icing assembly 7 can be controlled to control whether the corresponding de-icing assembly 7 moves, thereby facilitating the movement of some de-icing assemblies 7. In this embodiment, the steam pipeline 6 can be arranged in an empty tank or ballast water tank, and can be heated by passing through the compartment and the medium. The control valves 8 include, but are not limited to, existing remote control valves, as long as they meet the usage requirements. This embodiment does not impose specific limitations.

[0049] For example, the drive structure is a ship steam system. High-pressure steam in the ship steam system is transported to the de-icing assembly 7 through steam pipe 6. The steam is used to heat the de-icing assembly 7 and drive its movement. Specifically, the high-pressure steam in the ship steam system is transported to the corresponding de-icing assembly 7 through steam pipe, and the steam in the ship steam system is used directly to drive the de-icing assembly 7. In order to further improve the energy utilization on the ship and avoid setting up an additional drive mechanism, energy is saved.

[0050] Furthermore, the de-icing assembly 7 includes a telescopic mechanism (not shown in the figure) and a moving mechanism (not shown in the figure). The telescopic mechanism is installed within the hull and can move the moving mechanism closer to or away from the ice layer. The moving mechanism can perform physical de-icing operations on the ice layer at the target location on the hull. It is understood that when the moving mechanism is not in use, the telescopic mechanism can move the moving mechanism into the hull to protect both the telescopic and moving mechanisms. When de-icing of the target location is required, the telescopic and moving mechanisms approach the ice layer at the target location to perform physical de-icing operations on the ice layer at the target location on the hull.

[0051] Furthermore, it is conceivable that steam-heated de-icing components 7 facilitate the cutting and melting of ice layers, thereby improving the de-icing efficiency of the de-icing components 7. In this embodiment, physical de-icing refers to the de-icing components using physical principles such as cutting and melting to remove ice.

[0052] In this embodiment, the de-icing assembly 7 is a mechanical device controlled by an internal controller and driven by steam. The moving mechanism is equipped with de-icing blades and can rotate 360° to generate airflow to blow away the cut ice fragments. The specific structure of the de-icing assembly 7 is only required to meet the usage requirements; it is existing technology in the field and will not be described in detail in this embodiment.

[0053] Furthermore, the ice-covered vessel attitude control system with de-icing device also includes a control box 3, located in a compartment near the pressure sensing components. The control box 3 transmits signals to the control valve structure and the de-icing device to control their movement. Specifically, the control box 3 transmits control signals to the control valve 8 and the de-icing assembly 7. Understandably, when de-icing operation is required at a target location, the control box 3 transmits an opening signal to the control valve 8 and the de-icing assembly 7 to open the corresponding control valve 8, connecting the corresponding de-icing assembly 7 to the drive structure and driving the assembly to de-ic the ice layer at the target location.

[0054] In this embodiment, multiple control boxes 3 are provided, and each control box 3 can be connected to multiple pressure sensors 1. It can be understood that by connecting multiple pressure sensors 1 to the control box 3, the ice growth at different locations on the hull can be obtained, which facilitates the control of multiple de-icing components 7 to perform de-icing operations on multiple target locations.

[0055] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A ship attitude control system for ice-covered areas with an ice-removing device, characterized in that, include: Anti-icing structure (2) is installed on the outer side of the hull; Pressure sensing components are used to detect the pressure exerted on the hull by ice at a target location on the hull. The de-icing device is used to remove ice from the target location on the hull. Both the pressure sensing component and the de-icing device are installed on the anti-icing structure (2). An attitude sensing device (4) is installed on the hull to acquire the attitude of the hull; Multiple anti-icing structures (2) are provided, and multiple anti-icing structures (2) are arranged around the hull to form an anti-icing zone; The pressure sensing component includes multiple pressure sensing elements (1), and the multiple pressure sensing elements (1) correspond one-to-one with the multiple anti-icing structures (2). The pressure sensing elements (1) are installed on the corresponding anti-icing structures (2). The ice zone ship attitude control system with de-icing device also includes a monitoring station (5). The monitoring station (5) is used to receive and process the data measured by the pressure sensing component and the data measured by the attitude sensing device (4). By comparing the data with the data analysis model built into the monitoring station (5), the degree of compression and tilt of the hull, as well as the growth trend of ice at different positions around the hull are determined. The ice at the target position is removed by the de-icing device to balance the growth of ice around the ship, so that the hull can be stabilized in a relatively horizontal attitude.

2. The ice-covered ship attitude control system with de-icing device according to claim 1, characterized in that, The anti-icing structure (2) is a concave structure box.

3. The ice-covered ship attitude control system with de-icing device according to claim 2, characterized in that, The de-icing device includes multiple de-icing components (7), and the multiple de-icing components (7) correspond one-to-one with the multiple anti-icing structures (2). The de-icing components (7) are installed on the corresponding anti-icing structures (2). The de-icing device also includes a drive structure, and multiple de-icing components (7) are connected to the drive structure. The drive structure can drive one or more of the de-icing components (7) to remove ice from the target location on the hull.

4. The ice-covered ship attitude control system with de-icing device according to claim 3, characterized in that, It also includes a control valve structure, and the drive structure is connected to the de-icing assembly (7) through the steam pipeline (6). The control valve structure is connected to the steam pipeline (6) and is located between the steam pipeline (6) and the multiple de-icing assemblies (7).

5. The ice-covered ship attitude control system with de-icing device according to claim 4, characterized in that, The driving structure is a ship steam system. The steam in the ship steam system is transported to the de-icing assembly (7) through the steam pipeline (6). The steam is used to heat the de-icing assembly (7) and drive the de-icing assembly (7) to move.

6. The ice-covered ship attitude control system with de-icing device according to claim 4, characterized in that, It also includes a control box (3), which is located in a compartment near the pressure sensing assembly. The control box (3) is used to transmit signals to the control valve (8) structure and the de-icing device to control the movement of the control valve structure and the de-icing device.

7. The ice-covered ship attitude control system with de-icing device according to claim 6, characterized in that, Multiple control boxes (3) are provided, and each control box (3) can be connected to multiple pressure sensors (1).

8. The ice-covered ship attitude control system with de-icing device according to claim 5, characterized in that, The de-icing assembly (7) has a telescopic mechanism and a moving mechanism. The telescopic mechanism is installed in the hull and can drive the moving mechanism to approach or move away from the ice layer. The moving mechanism can perform physical de-icing operation on the ice layer at the target location on the hull.

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