Concentrated cooling pipeline shunting device for ship

Abstract

The invention belongs to the technical field of ship centralized cooling systems, and relates to a ship centralized cooling pipeline shunting device. The surface of the hull structure (4) is fixedly connected with a plurality of first fixing bases (316), each acceleration valve (315) is connected with the corresponding first fixing base (316) in a clamped mode, each filter box (302) comprises a sundry cavity (312) and a filter block (314), a first inner pipe (304) of each filter box (302) is communicated with the corresponding control valve (301), and an outlet of the filter block (314) of each filter box (302) is communicated with a second inner pipe (307) of the corresponding acceleration valve (315). The ship centralized cooling pipeline flow dividing device is simple in structure, on the premise that flow dividing is met, seawater purification treatment is effectively achieved, dirt formed by impurity accumulation is avoided, branch pipeline blockage is avoided, the service life of cooling equipment is prolonged, the seawater flow speed can be increased, the cooling efficiency of the cooling equipment is improved, and the service life of the ship is prolonged. Meanwhile, dirt is convenient to clean, maintenance is convenient, and the equipment cooling stability is improved.

Description

Technical Field

[0001] This invention belongs to the technical field of centralized cooling systems for ships, and more specifically, relates to a centralized cooling pipeline diversion device for ships. Background Technology

[0002] A ship's centralized cooling system is a piping system used for heat dissipation from ship equipment. It removes heat generated during operation by circulating cooling water or coolant to prevent overheating and damage. This system is an important component of ship equipment and is primarily used for cooling various types of ship equipment. Based on the cooling medium, this system is classified into three categories: open-loop seawater, closed-loop freshwater, and central cooling systems. During ship navigation, seawater is used to cool the propulsion equipment to ensure a comfortable operating environment. While traditional cooling pipe systems ensured cooling effectiveness, the need to cool multiple pieces of equipment necessitated the diversion of cooling water from the main pipeline to various locations. This diversion reduced the cooling water flow rate, decreasing the cooling efficiency. Furthermore, when the seawater flow rate was too slow, impurities within the seawater easily adhered to the inside of the pipes, forming scale and causing blockages, further affecting the cooling system's effectiveness and making cleaning difficult.

[0003] Existing technology includes a technology entitled "Cooling System and Method, Marine Diesel Engine Generator Set," with publication number "CN118008550A." This technology provides a cooling system and method, and a marine diesel engine generator set. This cooling system is used to cool a power unit and a generator set. The cooling system includes: an inlet pipe configured to carry cooling water, with a first branch point to divide the inlet pipe into a first branch and a second branch; a first cooling device connected to the first branch and configured to cool the power unit; and a second cooling device connected to the second branch and configured to cool the generator set. The cooling system provided in this application, through integrated design of the cooling water systems for the power unit and generator set, reduces the configuration of equipment and pipes, optimizes pipe design, improves space utilization, and also reduces the failure rate and improves the reliability of the cooling system. However, this technology does not address the technical problems and solutions of this application. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a ship centralized cooling pipeline diversion device that, in view of the shortcomings of the prior art, effectively achieves seawater purification under the premise of satisfying the diversion function, avoids the accumulation of impurities to form dirt, avoids the blockage of branch pipelines, extends the service life of cooling equipment, accelerates the seawater flow rate, improves the cooling efficiency of cooling equipment, and facilitates dirt cleaning and maintenance, thereby improving the stability of equipment cooling.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: This invention relates to a flow distribution device for a centralized cooling pipeline on a ship. The flow distribution cavity on the surface of the ship's hull structure is connected to a multi-component flow distribution mechanism. The flow distribution mechanism includes a control valve, a filter box, and an acceleration valve. Multiple second fixed bases are fixedly connected to the surface of the ship's hull structure. Each filter box is snapped into a corresponding second fixed base. Multiple first fixed bases are fixedly connected to the surface of the ship's hull structure. Each acceleration valve is snapped into a corresponding first fixed base. The filter box includes a debris chamber and a filter block. The first inner tube of each filter box is connected to a corresponding control valve. The filter block outlet of each filter box is connected to the second inner tube of a corresponding acceleration valve.

[0006] The inlet of the diversion chamber is connected to the main pipeline, and the outlet of the diversion chamber is connected to the control valves of multiple diversion mechanisms.

[0007] The control valve is fixedly connected to the first sleeve, the surface of the first sleeve is rotatably connected to the first fixing ring, the surface of the filter box is fixedly connected to the first inner tube, the first fixing ring is threadedly screwed into the first inner tube, and the first sealing ring is fixedly connected inside the first sleeve, with the first sealing ring abutting against the first inner tube.

[0008] The filter box surface is fixedly connected to the second inner tube, the second inner tube is externally threaded to the second fixing ring, the acceleration valve is fixedly connected to the second connecting pipe, the second fixing ring is rotatably connected to the second connecting pipe, the second connecting pipe is internally fixedly connected to the second sealing ring, and the second sealing ring abuts against the second inner tube.

[0009] The filter box contains a filter block, and below the filter block is a debris chamber. A sealing plate is fixedly connected to the top of the filter box, and the sealing plate and the filter box are connected by snap-fit. A sealing gasket is fixedly connected to the top of the filter box, and the sealing gasket fills the gap between the filter box and the sealing plate.

[0010] The filter block has a conical structure on the side closest to the first inner tube, and the conical structure on the side of the filter block closest to the first inner tube includes multiple conical surfaces.

[0011] Each accelerator valve output is fixedly connected to a branch pipeline.

[0012] The accelerator valve is internally configured with a main channel and branch channels. The main channel extends from the second connecting pipe to the branch pipe, and the branch channels include multiple upper branch channels and multiple lower branch channels.

[0013] Each upper branch passage includes an arc section and a straight section, with the arc section located near the second connecting pipe 308 and the straight section located near the branch pipe.

[0014] Each lower branch passage includes an arc section and a straight section, with the arc section located near the second connecting pipe 308 and the straight section located near the branch pipe.

[0015] The working principle and beneficial effects of the technical solution adopted in this invention are as follows: The ship centralized cooling pipeline diversion device of this invention features a control valve fixedly connected to the diversion chamber. The control valve controls the opening and closing of branch pipelines. The control valve can be closed during maintenance of the diversion mechanism and opened during normal seawater supply, satisfying equipment usage requirements while improving pipeline maintenance convenience. A filter box purifies the delivered cooling water, reducing the fouling content and making the cooling water purer. A second fixed base secures and positions the filter box, preventing it from swinging after installation and improving operational stability. A first fixed base positions the Tesla valve, preventing vibrations from the accelerator valve's delivery medium that could loosen bolt connections and improving valve stability. The accelerator valve accelerates the delivered cooling water, causing high-speed flow within the branch pipelines, rapidly cooling the equipment and improving operational stability. Furthermore, the Tesla valve has no power-driven acceleration device, reducing energy consumption and improving resource utilization efficiency. The working principle of this invention is as follows: Seawater is transported through the main pipeline and then delivered to the distribution mechanism via the distribution chamber. The seawater is filtered and purified through a debris box and filter blocks, removing fine impurities and other contaminants. These impurities remain in the debris chamber to prevent them from accumulating in the branch pipes with the cooling water and causing blockages. The filtered seawater then enters an acceleration valve, which accelerates its flow within the branch pipes, allowing the cooling water to rapidly cool the equipment and improve the stability of the ship's equipment operation. Furthermore, the acceleration valve is a non-powered acceleration device, reducing the energy consumption of the cooling pipes and improving the ship's resource utilization efficiency. After prolonged use, the filter blocks can be easily replaced by loosening the clips. Attached Figure Description

[0016] The following is a brief explanation of the contents depicted in the accompanying drawings and the markings therein: Figure 1 This is a schematic diagram of the structure of the ship centralized cooling pipeline diversion device described in this invention; Figure 2 This is a schematic diagram of the structure of the ship centralized cooling pipeline diversion device described in this invention; Figure 3 This is a schematic diagram of the structure of the ship centralized cooling pipeline diversion device described in this invention; Figure 4 This is a schematic diagram of the structure of the ship centralized cooling pipeline diversion device described in this invention; The labels in the attached diagram are as follows: 1. Main pipeline; 2. Diverter; 3. Diverter mechanism; 301. Control valve; 302. Filter box; 303. First sleeve; 304. First inner pipe; 305. First sealing ring; 306. First fixing ring; 307. Second inner pipe; 308. Second connecting pipe; 309. Second sealing ring; 310. Second fixing ring; 311. Sealing plate; 312. Miscellaneous storage box; 313. Filter block; 314. Sealing gasket; 315. Tesla valve; 316. First fixed base; 317. Branch pipeline; 318. Second fixed base; 319. Buckle; 320. Main pipeline channel; 321. Branch pipeline channel; 322. Upper branch pipeline channel; 323. Lower branch pipeline channel; 324. Arc-shaped section; 325. Straight section; 326. Conical surface; 4. Hull structure. Detailed Implementation

[0017] The following description, with reference to the accompanying drawings, provides a more detailed explanation of the specific embodiments of the present invention, including the shape and structure of each component, the relative positions and connections between the parts, the functions and working principles of each part: As attached Figure 1 - Appendix Figure 3As shown, this invention is a flow distribution device for a centralized cooling pipeline on a ship. The flow distribution cavity 2 on the surface of the hull structure 4 is connected to a multi-component flow distribution mechanism 3. The flow distribution mechanism 3 includes a control valve 301, a filter box 302, and an acceleration valve 315. Multiple second fixed bases 318 are fixedly connected to the surface of the hull structure 4. Each filter box 302 is engaged with a corresponding second fixed base 318. Multiple first fixed bases 316 are fixedly connected to the surface of the hull structure 4. Each acceleration valve 315 is engaged with a corresponding first fixed base 316. The filter box 302 includes a debris chamber 312 and filter blocks 314. The first inner tube 304 of each filter box 302 is connected to a corresponding control valve 301, and the outlet of the filter block 314 of each filter box 302 is connected to the second inner tube 307 of the corresponding acceleration valve 315. This invention addresses the shortcomings of existing technologies by proposing an improved technical solution. In the structural setup, control valve 301 is fixedly connected to the diversion chamber 2. Control valve 301 controls the opening or closing of branch pipeline 317. Control valve 301 can be closed during maintenance of the diversion mechanism 3, and opened during normal seawater supply, thus meeting equipment usage requirements and improving pipeline maintenance convenience. The filter box 302 purifies the delivered cooling water, reducing the fouling content in the pipeline and making the cooling water purer. The filter box 302 is fixed and positioned by the second fixed base 318, preventing it from swinging freely after installation and improving its operational stability. The Tesla valve 315 is positioned by the first fixed base 316, preventing vibrations caused by the medium transported by the acceleration valve 315 from loosening bolt connections and improving its operational stability. The cooling water is accelerated by the accelerator valve 315, and the cooling water inside the branch pipe 317 flows at high speed, which enables the cooling water to quickly cool the equipment and improve the stability of the ship's equipment operation. In addition, the Tesla valve 315 has no power acceleration device, which reduces the energy consumption of the cooling pipe to the ship and improves the efficiency of ship resource utilization. The working principle of this invention is as follows: Seawater is transported through the main pipeline 1 and then delivered to the diversion mechanism 3 via the diversion chamber 2. The seawater is filtered and purified through the debris box 312 and filter block 313, removing fine impurities and other contaminants. These impurities are retained in the debris chamber 312 to prevent them from accumulating in the branch pipeline 317 and causing blockage. The filtered seawater then enters the acceleration valve 315, which accelerates its flow, allowing it to move rapidly within the branch pipeline 317. This facilitates rapid cooling of the equipment, improving the stability of the ship's equipment operation. Furthermore, the acceleration valve 315 is a non-powered acceleration device, reducing the energy consumption of the cooling system and improving resource utilization efficiency. After prolonged use, the filter block 313 can be easily replaced by loosening the clips.The ship centralized cooling pipeline diversion device of the present invention has a simple structure. Under the premise of meeting the diversion requirements, it can effectively purify seawater, avoid the accumulation of impurities to form dirt, avoid blockage of branch pipelines, extend the service life of cooling equipment, accelerate the seawater flow rate, improve the cooling efficiency of cooling equipment, and at the same time, dirt is easy to clean, convenient to maintain, and improve the stability of equipment cooling.

[0018] The inlet of the diversion chamber 2 is connected to the main pipeline 1, and the outlet of the diversion chamber 2 is connected to the control valve 301 of multiple diversion mechanisms 3. In the above structure, multiple diversion mechanisms are arranged in parallel, and the number of diversion mechanisms can be selected according to actual needs to effectively meet the diversion requirements of ship cooling.

[0019] The control valve 301 is fixedly connected to the first sleeve 303. A first fixing ring 306 is rotatably connected to the surface of the first sleeve 303. The filter box 302 is fixedly connected to the first inner tube 304. The first fixing ring 306 and the first inner tube 304 are threadedly connected. A first sealing ring 305 is fixedly connected inside the first sleeve 303, and the first sealing ring 305 abuts against the first inner tube 304. This structure fills the gap between the first inner tube 304 and the first sleeve 303 with the first sealing ring 305, preventing cooling water from seeping out and improving the stability of media transmission. The first fixing ring 306 and the first inner tube 304 fix the first sleeve 303 together, ensuring the control valve 301 and the filter box 302 are connected and improving the tightness of the device connection.

[0020] The filter box 302 is fixedly connected to the second inner tube 307. The second inner tube 307 is externally threaded with a second fixing ring 310. The accelerator valve 315 is fixedly connected to the second connecting pipe 308. The second fixing ring 310 and the second connecting pipe 308 are rotatably connected. A second sealing ring 309 is fixedly connected inside the second connecting pipe 308, and the second sealing ring 309 abuts against the second inner tube 307. This structure fills the gap between the second inner tube 307 and the second connecting pipe 308 through the second sealing ring 309, preventing cooling water from seeping out and improving the stability of media transmission. The second inner tube 307 is fixed inside the second connecting pipe 308 by rotating the second fixing ring 310 on its surface, thus connecting the filter box 302 to the Tesla valve 315.

[0021] The filter box 302 houses a filter block 313. Below the filter block 313 is a debris chamber 312. A sealing plate 311 is fixedly connected to the top of the filter box 302, and the sealing plate 311 is assembled and connected to the filter box 302 via a snap-fit ​​319. A sealing gasket 314 is fixedly connected to the top of the filter box 302, filling the gap between the filter box 302 and the sealing plate 311. This structure seals the upper part of the filter box 302 with the sealing plate 311 and stores impurities from the cooling water in the debris chamber 312, preventing impurities from entering the cooling pipes and improving the stability of cooling water delivery. The debris chamber can be cleaned by opening the sealing plate. A debris box can be placed in the debris chamber 312 within the filter box to store impurities. The debris box can be removed for cleaning after opening the sealing plate and then repositioned. The filter block 313 can be installed on one side of the filter box 302 and can be fixedly installed or removed.

[0022] The filter block 313 has a conical structure on the side closest to the first inner tube 304, and this conical structure includes multiple conical surfaces 326. This structure filters impurities through the filter block 313. The conical shape of the filter block 313 increases the contact area between the filter block 313 and seawater, thus improving filtration efficiency. The filter block 313 can be made of commonly used water purification materials such as ceramic, allowing both water flow and the filtration of large molecular impurities. The debris chamber in the filter box 302 can be filled with water purification materials such as sponge, activated carbon, and maifanite to adsorb impurities in the seawater.

[0023] Each accelerator valve 315 has its output end fixedly connected to a branch pipe 317. The accelerator valve 315 internally has a main channel 320 and branch channels 321. The main channel 320 extends from the second connecting pipe 308 to the branch pipe 317. The branch channels 321 include multiple upper branch channels 322 and multiple lower branch channels 323. Each upper branch channel 322 includes an arc-shaped segment 324 and a straight segment 325, with the arc-shaped segment 324 near the second connecting pipe 308 and the straight segment 325 near the branch pipe 317. Each lower branch channel 323 also includes an arc-shaped segment 324 and a straight segment 325, with the arc-shaped segment 324 near the second connecting pipe 308 and the straight segment 325 near the branch pipe 317. The aforementioned structure describes an acceleration valve that is a one-way flow guide valve without moving parts. It utilizes a special internal channel structure to achieve low-resistance forward flow and high-resistance reverse flow of fluid. When the fluid flows forward, it can accelerate the fluid, and when the fluid flows in reverse, it can agitate the fluid and reduce the fluid velocity. This invention utilizes its forward acceleration effect.

[0024] The ship centralized cooling pipeline diversion device of the present invention, in its structural configuration, has a control valve 301 fixedly connected to the diversion chamber 2. The control valve 301 controls the opening or closing of the branch pipeline 317. The control valve 301 can be closed during maintenance of the diversion mechanism 3, and opened during normal seawater supply, thus meeting equipment usage requirements and improving pipeline maintenance convenience. The filter box 302 purifies the delivered cooling water, reducing the fouling content in the pipeline and making the cooling water purer. The filter box 302 is fixed and positioned by the second fixed base 318, preventing it from swinging freely after installation and improving its operational stability. The Tesla valve 315 is positioned by the first fixed base 316, preventing vibrations caused by the medium transported by the accelerator valve 315 from loosening bolt connections and improving its operational stability. The cooling water is accelerated by the accelerator valve 315, and the cooling water inside the branch pipe 317 flows at high speed, which enables the cooling water to quickly cool the equipment and improve the stability of the ship's equipment operation. In addition, the Tesla valve 315 has no power acceleration device, which reduces the energy consumption of the cooling pipe to the ship and improves the efficiency of ship resource utilization.

[0025] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any improvements made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A marine central cooling piping distribution device, characterized by: The shunt cavity (2) on the surface of the ship structure (4) is communicated with multiple sets of shunt mechanisms (3), the shunt mechanism (3) comprises a control valve (301), a filter box (302) and an acceleration valve (315), a plurality of second fixed bases (318) are fixedly connected to the surface of the ship structure (4), each filter box (302) is clamped with a corresponding second fixed base (318), a plurality of first fixed bases (316) are fixedly connected to the surface of the ship structure (4), each acceleration valve (315) is clamped with a corresponding first fixed base (316), the filter box (302) comprises a sundry cavity (312) and a filter block (314), a first inner tube (304) of each filter box (302) is communicated with a corresponding control valve (301), and the filter block (314) of each filter box (302) is communicated with a second inner tube (307) of a corresponding acceleration valve (315) at the outlet.

2. The ship central cooling pipe distribution device according to claim 1, characterized in that: The water inlet of the shunt cavity (2) is communicated with the main pipeline (1), and the water outlet of the shunt cavity (2) is communicated with the control valve (301) of the multiple shunt mechanisms (3).

3. A ship central cooling pipe distribution arrangement according to claim 1 or 2, characterized in that: The control valve (301) is fixedly communicated with a first sleeve (303), the first sleeve (303) is rotatably connected with a first fixed ring (306) on the surface, the filter box (302) is fixedly communicated with a first inner tube (304) on the surface, the first fixed ring (306) is threadedly connected with the first inner tube (304), the first sleeve (303) is fixedly connected with a first sealing ring (305) inside, and the first sealing ring (305) is in mutual abutment with the first inner tube (304).

4. A ship central cooling pipe distribution arrangement according to claim 1 or 2, characterized in that: The filter box (302) is fixedly communicated with a second inner tube (307) on the surface, the second inner tube (307) is threadedly connected with a second fixed ring (310) outside, the acceleration valve (315) is fixedly communicated with a second connecting tube (308), the second fixed ring (310) is rotatably connected with the second connecting tube (308), the second connecting tube (308) is fixedly connected with a second sealing ring (309) inside, and the second sealing ring (309) is in mutual abutment with the second inner tube (307).

5. A ship central cooling pipe distribution arrangement according to claim 1 or 2, characterized in that: The filter box (302) is internally provided with a filter block (313), the filter block (313) is below a sundry cavity (312) inside the filter box (302), a sealing plate (311) is fixedly connected to the top end of the filter box (302), the sealing plate (311) is assembled and connected with the filter box (302) through buckles (319), a sealing gasket (314) is fixedly connected to the top end of the filter box (302), and the sealing gasket (314) fills the gap between the filter box (302) and the sealing plate (311).

6. The ship central cooling line flow splitting device according to claim 1 or 2, characterized in that: The side of the filter block (313) close to the first inner tube (304) is in a conical structure, and the conical structure of the side of the filter block (313) close to the first inner tube (304) comprises multiple conical surfaces (326).

7. A ship central cooling pipe distribution arrangement according to claim 1 or 2, characterized in that: The output end of each acceleration valve (315) is fixedly communicated with a branch pipeline (317).

8. The ship central cooling pipe distribution apparatus of claim 1, wherein: The acceleration valve (315) is internally provided with a main passage (320) and branch passages (321), the main passage (320) extends from the second connecting pipe (308) to the branch pipe (317), and the branch passages (321) include a plurality of upper branch passages (322) and a plurality of lower branch passages (323).

9. The ship central cooling line flow splitting device according to claim 8, characterized in that: Each upper branch passage (322) includes an arc segment (324) and a straight segment (325), the arc segment (324) is close to the second connecting pipe (308) side, and the straight segment (325) is close to the branch pipe (317) side.

10. The ship central cooling line flow splitting device according to claim 9, characterized in that: Each lower branch passage (323) includes an arc segment (324) and a straight segment (325), the arc segment (324) is close to the second connecting pipe (308) side, and the straight segment (325) is close to the branch pipe (317) side.

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