Marine shell-and-tube steam condenser capable of adjusting gas-liquid separation and method

Abstract

The invention belongs to the technical field of ship heat exchange equipment, particularly relates to a marine shell-and-tube steam condenser capable of adjusting gas-liquid separation and a method, and aims to solve the technical problems that a steam channel is submerged by condensate water due to jolting in the sailing process of an existing ship, a condensate liquid film is easily attached to the outer wall of a heat exchange tube, and real-time early warning is lacked. According to the device, dynamic vertical positioning of the liquid guide opening is achieved through the rotating ring assembly, and it is ensured that condensate water is continuously gathered and a steam channel is smooth; a double-cavity cooling liquid circulation structure is adopted to be matched with a heat exchange pipe set, flow field distribution is optimized, a nitrogen dioxide and dinitrogen tetroxide mixed gas element is arranged, pressure alarm is triggered through thermally-induced gas expansion, a U-shaped vibration mechanism containing high-density liquid is arranged on the outer wall of a heat exchange pipe, a liquid film is destroyed through the inertia effect, and therefore the heat exchange effect is improved. According to the main improvement, collaborative arrangement of a rotating ring and a gas guide opening, a thermosensitive gas early warning assembly and a vibration enhanced heat exchange structure are included, and the device is suitable for ship power system steam condensation and abnormal working condition monitoring.

Description

Technical Field

[0001] This invention relates to the field of marine heat exchange equipment technology, and in particular to a marine shell-and-tube steam condenser and method with adjustable gas-liquid separation. Background Technology

[0002] Marine shell-and-tube steam condensers are core heat exchange equipment in marine propulsion systems. They are primarily used to condense the steam generated by the ship's power unit into liquid water, enabling steam recycling and maintaining the stable operation of the propulsion system. During ship navigation, the hull inevitably experiences tilting and rolling motions due to natural factors such as waves and winds. These motions significantly affect the performance of marine shell-and-tube steam condensers.

[0003] Existing shell-and-tube steam condensers still have the following problems when used on ships: Existing marine shell-and-tube steam condensers typically have fixed baffles and air guiding structures inside the shell to guide steam flow and achieve gas-liquid separation. However, these structures are fixed and cannot be adaptively adjusted according to the ship's tilting or rolling conditions. When the ship tilts, the condensate inside the shell will accumulate to one side due to gravity, easily submerging the air guide ports. This prevents steam from flowing smoothly inside the shell, thereby disrupting the heat exchange process between steam and coolant and reducing condensation efficiency. The existing marine shell-and-tube steam condenser lacks an effective temperature warning mechanism on the outer wall of the shell. If the condenser experiences problems such as heat exchange tube blockage or insufficient coolant supply during long-term high-load operation, the temperature of the outer wall of the shell will rise abnormally. If it is not detected and dealt with in time, it will cause damage to the condenser components and even affect the normal operation of the ship's power system. In severe cases, it may lead to safety accidents. The outer wall of the heat exchange tubes in existing condensers is prone to the adhesion of condensate film. The condensate film will hinder the heat transfer between steam and heat exchange tubes and reduce condensation efficiency. At the same time, the vibration generated during the ship's navigation will be transmitted to the heat exchange tubes. Long-term vibration may cause the heat exchange tubes to resonate, which will lead to wear, breakage and other damage to the heat exchange tubes. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing marine shell-and-tube steam condensers and methods with adjustable gas-liquid separation, which are caused by condensate flooding the steam passage during ship navigation, the easy adhesion of condensate film to the outer wall of heat exchange tubes, and the lack of real-time early warning.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: An adjustable gas-liquid separation marine shell-and-tube steam condenser includes a cylindrical body and end caps I and II, respectively fixedly connected to both ends of the cylindrical body. Support feet are fixed to the bottom of the cylindrical body, and an inlet pipe and an outlet pipe are fixedly connected and communicated to both sides of the top of the cylindrical body. The condenser also includes: A condensation mechanism is provided inside the cylinder. The condensation mechanism includes multiple rotating rings, multiple baffles, multiple liquid guide ports, and multiple gas guide ports. The multiple rotating rings are rotatably connected to the cylinder through sealed bearings. The multiple baffles are rotatably connected to the corresponding rotating rings. The multiple gas guide ports are provided on the rotating rings. The gas guide ports on adjacent rotating rings are arranged symmetrically from top to bottom to make the steam flow in a zigzag pattern inside the cylinder. The end cap I is provided with a baffle that divides the inner cavity into an inlet cavity and an outlet cavity; An adaptation mechanism, connected to the rotating ring, drives multiple rotating rings to rotate synchronously when the ship tilts due to rocking. This ensures that the liquid guide ports on the rotating rings always face the direction of gravity's vertical line, allowing condensate to collect through the liquid guide ports and be discharged from the coolant pipe. At the same time, the air guide ports remain open to prevent condensate from flooding the air guide ports and affecting steam flow.

[0006] In one possible design, the condensation mechanism further includes two heat exchange groups, which are located above and below the baffles, respectively. One end of each heat exchange group is connected to the end cap II. One end of the upper heat exchange group is connected to the liquid inlet chamber, and one end of the lower heat exchange group is connected to the liquid outlet chamber. The heat exchange group consists of multiple heat exchange tubes, which are sequentially fixed through multiple baffles.

[0007] In one possible design, the condensation mechanism further includes a coolant pipe fixedly connected to the bottom of the cylinder, and multiple liquid guide ports are disposed at the bottom of the rotating ring for connecting condensate at the bottom of the cylinder; two air guide ports on the same rotating ring are disposed on both sides of the liquid guide ports.

[0008] In one possible design, the adaptation mechanism includes a rotating shaft, a pendulum head, and an annular support. The rotating shaft is rotatably and sealed to the end cap II and extends into the cylinder. The rotating head is fixedly fitted onto one end of the rotating shaft located outside the end cap II. The pendulum head is vertically welded to the bottom of the rotating head via a vertical rod, achieving a rigid connection between the pendulum head and the rotating shaft. The annular support is rotatably connected to one end of the cylinder near the end cap II via a sealed bearing. A partition II is provided inside the annular support, and the partition II is rotatably connected inside the annular support via a bearing. The heat exchange tube is fixedly passed through the partition II. The rotating shaft and the annular support are fixedly connected by multiple connecting rods. Two adjacent rotating rings are fixedly connected by multiple fixing rods I. The annular support and adjacent rotating rings are fixedly connected by multiple fixing rods II.

[0009] In one possible design, an early warning mechanism is also included, comprising a fixed cylinder, a piston rod, and a pressure sensor. The fixed cylinder is fixed to the outer wall of the cylinder body and is sealed and filled with a mixture of nitrogen dioxide and nitrogen tetroxide. The piston rod is slidably connected to the fixed cylinder body, with a rubber pad at one end and the other end in contact with the mixture of nitrogen dioxide and nitrogen tetroxide. The pressure sensor is located inside a protective housing and is opposite to the rubber pad. When the temperature of the outer wall of the cylinder body rises, the mixture expands, pushing the piston rod to move, causing the rubber pad to squeeze the pressure sensor and trigger an alarm.

[0010] In one possible design, the top of the protective box is fitted with a transparent glass plate, and the top of the fixed cylinder is fitted with a transparent observation window.

[0011] In one possible design, the fixing cylinder is made of copper, aluminum, or aluminum nitride ceramic.

[0012] In one possible design, a conical plate is fixed inside the coolant pipe, the top diameter of the conical plate is larger than the bottom diameter, and a leakage hole is provided at the bottom of the conical plate.

[0013] In one possible design, the outer wall of the heat exchange tube is fixed with multiple vibration mechanisms, each vibration mechanism including a U-shaped tube and a fixing plate. The length direction of the U-shaped tube is arranged along the axis of the heat exchange tube. The fixing plate is fixed inside the U-shaped tube and is provided with multiple sieve holes. The U-shaped tube is filled with mercury or high-density silicone oil.

[0014] A method of using a marine shell-and-tube steam condenser with adjustable gas-liquid separation includes the following steps: S1. Low-temperature cooling water from the ship's central cooling system enters the inlet chamber through the inlet pipe, is evenly distributed, and then flows into all the heat exchange tubes above, flowing axially. After absorbing heat from outside the tubes, it enters the cavity of head II, turns, and then flows into the heat exchange tubes below, flowing in the opposite direction. Finally, it converges into the outlet chamber of head I and is discharged through the outlet pipe back to the central cooling system. S2. Water vapor enters the cylinder through the steam inlet pipe, and encounters baffles and rotating rings with staggered air guides in sequence. It is forced to move forward in a zigzag pattern and scour the heat exchange tubes laterally multiple times. The steam comes into contact with the cooler outer wall of the heat exchange tubes, condenses and releases the latent heat of vaporization. The heat is conducted through the tube wall to the cooling water inside the tubes and is carried away. Non-condensable gases and residual steam are extracted from the highest steam outlet pipe. S3. The condensate droplets flow to the bottom of the cylinder under the action of gravity, and flow to the actual lowest point under the action of gravity through the liquid guide port on the rotating ring. After gathering, they are discharged through the coolant pipe. S4. When the hull is tilted, the pendulum head remains vertical, driving the arc block to slide along the annular groove, which drives the rotating shaft to rotate. Through the connecting rod and the annular bracket, all rotating rings and baffles rotate synchronously, so that the liquid guide port is always vertically downward and the air guide port rotates accordingly. S5. Ship vibration causes the heat exchange tube to vibrate slightly, which drives the high-density liquid inside the U-shaped tube to sway back and forth. The liquid passes through the sieve holes on the fixed plate to generate eddies and micro-impacts, which disturb the condensate film on the outer wall of the heat exchange tube, reduce the heat transfer resistance, and improve the condensation heat transfer coefficient. When leakage or other factors cause an abnormal increase in the temperature of the outer wall of the cylinder, the nitrogen tetroxide inside the fixed cylinder decomposes into nitrogen dioxide at an accelerated rate. The pressure rises and pushes the piston rod to squeeze the pressure sensor inside the protective box, generating an electrical signal alarm. The transparent glass plate allows for visual inspection.

[0015] Beneficial effects: In this invention, adaptive adjustment can be achieved when the ship tilts or bumps during navigation. The pendulum head always remains vertical under the action of gravity, driving the rotating shaft, the ring support and multiple rotating rings to rotate synchronously, so that the liquid guide port always faces the vertical line of gravity, ensuring that the condensate collects smoothly. At the same time, the air guide port is kept open, and the lower air guide port is always on both sides of the condensate, preventing the condensate from submerging the air guide port, ensuring the smooth flow of steam inside the cylinder, maintaining stable heat exchange between steam and coolant, and adapting to the complex navigation conditions of ships. In this invention, the temperature change of the outer wall of the cylinder can be monitored in real time. The mixed gas inside the fixed cylinder changes state and color with temperature changes. When the temperature rises abnormally, the gas expands and pushes the piston rod to squeeze the pressure sensor, transmitting an alarm signal to the ship control center. At the same time, the staff can directly observe the gas color change through the transparent glass plate and the transparent tempered glass, realizing dual early warning, timely detection of equipment failure, avoiding equipment damage due to overheating, reducing the risk of failure expansion, and protecting the normal operation of the ship's power system. In this invention, by setting a vibration mechanism, the heat exchange efficiency can be effectively improved and the heat exchange tube can be protected. The vibration of the ship's environment causes the high-density liquid inside the U-shaped tube to slosh, and the resulting pressure fluctuations are transmitted to the heat exchange tube, forming additional vibration. This thins and tears the condensate film on the outer wall of the heat exchange tube, increases the contact area between the steam and the heat exchange tube, and ensures the heat exchange effect. At the same time, the viscosity of the liquid inside the U-shaped tube provides damping, suppresses the resonance of the heat exchange tube, reduces the wear, breakage and other damage caused by resonance, and extends the service life of the heat exchange tube. In this invention, by setting a conical plate and a drain hole, smooth discharge of condensate and effective prevention of backflow can be achieved. The conical plate guides the condensate to flow to the drain hole, ensuring smooth discharge. When the ship tilts or pitches, the conical plate blocks the backflow of condensate in the coolant pipe, preventing the condensate from being re-entrained by high-speed steam, ensuring the stability of the gas-liquid separation effect, and maintaining the condensation efficiency of the equipment.

[0016] In this invention, an adaptive mechanism enables self-adaptive adjustment during ship turbulence, ensuring that the gas-liquid separation effect and condensation efficiency are not affected, adapting to complex operating conditions during ship navigation; an early warning mechanism provides dual early warning of abnormal temperatures, promptly detecting equipment failures, preventing escalation, and protecting equipment and the ship's propulsion system; a vibration mechanism reduces condensate film thinning and suppresses heat exchange tube resonance, improving heat exchange efficiency and extending the service life of the heat exchange tubes; a conical plate and leakage holes ensure smooth discharge of condensate and prevent backflow, guaranteeing the stability of the gas-liquid separation effect; and the symmetrical arrangement of two sets of heat exchange groups and the reciprocating circulation of coolant fully utilize heat exchange capacity, improving condensation efficiency. Attached Figure Description

[0017] Figure 1 A three-dimensional structural schematic diagram of a marine shell-and-tube steam condenser with adjustable gas-liquid separation provided by the present invention; Figure 2 A three-dimensional cross-sectional view of a marine shell-and-tube steam condenser with adjustable gas-liquid separation provided by the present invention. Figure 3 A three-dimensional exploded structural diagram of the shell-and-tube steam condenser for adjustable gas-liquid separation provided by the present invention, including the cylinder, partition I, and rotating ring. Figure 4 A three-dimensional exploded structural diagram of baffle plate I, baffle plate II, and baffle plate of a marine shell-and-tube steam condenser with adjustable gas-liquid separation provided by the present invention; Figure 5 A three-dimensional exploded structural diagram of the rotating ring and fixed rod I of an adjustable gas-liquid separation marine shell-and-tube steam condenser provided by the present invention; Figure 6 A three-dimensional cross-sectional view of the partition II of a marine shell-and-tube steam condenser with adjustable gas-liquid separation provided by the present invention. Figure 7 A three-dimensional exploded view of the fixed disk, arc block, and pendulum head of an adjustable gas-liquid separation marine shell-and-tube steam condenser provided by the present invention. Figure 8 A three-dimensional exploded cross-sectional view of the fixed cylinder, protective box, and transparent glass plate of a marine shell-and-tube steam condenser with adjustable gas-liquid separation provided by the present invention. Figure 9 A three-dimensional cross-sectional view of the cooling liquid pipe and conical plate of an adjustable gas-liquid separation marine shell-and-tube steam condenser provided by the present invention. Figure 10 A three-dimensional structural schematic diagram of the heat exchange tubes and vibration mechanism of an adjustable gas-liquid separation marine shell-and-tube steam condenser provided by the present invention. Figure 11This is a three-dimensional exploded cross-sectional view of the vibration mechanism of a marine shell-and-tube steam condenser with adjustable gas-liquid separation, provided by the present invention.

[0018] In the diagram: 1. Cylinder; 2. Head I; 3. Head II; 4. Baffle I; 5. Annular support; 6. Baffle II; 7. Baffle; 8. Liquid inlet chamber; 9. Liquid outlet chamber; 10. Liquid inlet pipe; 11. Liquid outlet pipe; 12. Heat exchanger tube; 13. Steam inlet pipe; 14. Steam outlet pipe; 15. Coolant pipe; 16. Baffle plate; 17. Rotating ring; 18. Liquid guide port; 19. Gas guide port; 20. Fixed rod I; 21. Fixed rod II; 22. Crossbeam; 3. Rotating shaft; 24. Fixed disc; 25. Fixed rod III; 26. Rotating head; 27. Vertical rod; 28. Pendulum head; 29. ​​Annular groove; 30. Arc block; 31. Conical plate; 32. Leakage hole; 33. Vibration mechanism; 34. U-shaped tube; 35. Fixed plate; 36. Sieve hole; 37. Fixed cylinder; 38. Piston rod; 39. Rubber pad; 40. Protective box; 41. Transparent glass plate; 42. Pressure sensor; 43. Connecting rod. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] In one embodiment: Refer to Figures 1-4This invention relates to a marine shell-and-tube steam condenser with adjustable gas-liquid separation, belonging to the technical field of marine heat exchange equipment. It mainly includes a horizontal cylindrical body 1, which is formed by rolling and welding robust metal plates. Both ends of the cylindrical body 1 are connected by flanges and fixed with end caps I2 and II3, respectively. End caps I2 and II3 are both elliptical end caps, and their material is consistent with that of the cylindrical body 1 to ensure connection strength and sealing. Insulation layers are provided inside the cylindrical body 1, end caps I2, and end caps II3. Multiple support feet are evenly welded along the circumference of the bottom of the cylindrical body 1. These support feet are cut from thick steel plates and have mounting holes at their bottoms. The entire condenser can be securely installed on the ship's base using bolt assemblies. The interior of the cylindrical body 1 forms a shell-side space for steam condensation. [The last sentence appears to be incomplete and possibly refers to a separate process.] A circular partition plate I4 is fixedly installed at one end of the end cap I2. The outer edge of the partition plate I4 is welded and sealed to the inner wall of the cylinder 1, dividing the internal space of the cylinder 1. An annular support 5 is provided at the end of the cylinder 1 near the end cap II3. The outer ring surface of the annular support 5 is sealed and rotatably connected to the inner wall of the cylinder 1 through a bearing, so that the annular support 5 can rotate around the central axis of the cylinder 1. A circular partition plate II6 is sealed and rotatably connected in the inner ring of the annular support 5. The diameter of the partition plate II6 is smaller than the inner diameter of the annular support 5. The two are rotated relative to each other through another set of bearing assemblies. A crossbeam 22 is fixed to the inner wall of the cylinder 1. The side of the crossbeam away from the end cap I2 is fixedly connected to the plate surface of the partition plate II6 to enhance the structural stability of the partition plate II6 when subjected to pressure difference and prevent its deformation.

[0021] Furthermore, referring to Figures 2-6The condensation mechanism is the core component for implementing the condensation function. This mechanism includes two sets of heat exchange groups arranged in parallel space, located in the upper and lower halves of the baffle 7, respectively. Each heat exchange group consists of multiple parallel heat exchange tubes 12. The heat exchange tubes 12 are made of thin-walled copper or titanium alloy tubing with good thermal conductivity. One end of each heat exchange tube 12 is fixedly inserted through the baffle I4 and extends into the head I2, while the other end is fixedly inserted through the baffle II6 and extends into the head II3. Within the shell-side space of the cylinder 1, multiple circular baffles 16 are arranged at intervals along the length of the heat exchange tubes 12. Each baffle 16 has openings for all heat exchange tubes 12 to pass through. Each baffle 16 is not directly fixed to the inner wall of the cylinder 1, but rather connected via a... The bearing is rotatably connected to the inner hole of a rotating ring 17. The rotating ring 17 is an annular component whose outer edge is sealed to the inner wall of the cylinder 1 through the bearing. The number of the rotating rings 17 is the same as the number of the baffles 16 and they correspond one-to-one. Therefore, each baffle 16 can rotate relative to the corresponding rotating ring 17. Multiple rotating rings 17 are welded together by fixing rods I 20 that are evenly distributed in the circumferential direction, so that all rotating rings 17 are connected into a whole component that can rotate synchronously. The rotating ring 17 closest to the end cap II 3 is fixedly connected to the annular support 5 by multiple fixing rods II 21 that are evenly distributed in the circumferential direction. This connection method allows the rotational motion of the annular support 5 to be transmitted through the fixing rods II 21, driving the entire rotating ring 17 and the baffle 16 assembly to rotate together around the axis of the cylinder 1.

[0022] Furthermore, referring to Figures 2-5 Each rotating ring 17 has a liquid guide port 18 at its bottom center. When multiple rotating rings 17 are aligned, these liquid guide ports 18 are horizontally connected, forming a channel that allows condensed liquid to flow at the bottom of the cylinder 1. On the surface of each rotating ring 17, a pair of air guide ports 19 are also provided. The two air guide ports 19 on the same rotating ring 17 are symmetrically arranged with respect to its center. Crucially, the two pairs of air guide ports 19 on adjacent rotating rings 17 are arranged in a staggered, symmetrical pattern. That is, if the air guide port 19 of the previous rotating ring 17 is located at the upper left and upper right of the ring surface, then the air guide port 19 of the next rotating ring 17 will be located at the upper left and upper right of the ring surface. 9 is located at the lower right and lower left of the annulus. This arrangement forces the steam entering from the steam inlet pipe 13 to not flow in a straight line when passing through the gap of the baffle plate 16. Instead, it must repeatedly bend up and down to bypass the obstruction of the baffle plate 16 and flow forward through the alternately used air guide ports 19. This prolongs the residence time and flow path of the steam in the shell side, allowing it to fully contact the outer surface of the heat exchange tube 12. The two air guide ports 19 at the bottom are respectively opened on both sides of the liquid guide port 18. In this way, even if condensate accumulates at the bottom of the shell 1, the steam can still continue to flow through the air guide ports 19 located above the liquid surface, avoiding the flow channel being completely blocked.

[0023] Furthermore, referring to Figure 2 An inlet pipe 10 and an outlet pipe 11 are welded to the top and bottom of the head I2, respectively. A vertical baffle 7 is welded inside the head I2, which divides the inner cavity of the head I2 into two non-communicating inlet chambers 8 and 9. The inlet pipe 10 is connected to the inlet chamber 8, and the outlet pipe 11 is connected to the outlet chamber 9. All heat exchange tubes 12 are divided into two groups at one end inside the head I2. The heat exchange tubes 12 located above the baffle 7 are connected to the inlet chamber 8, and the heat exchange tubes 12 located below the baffle 7 are connected to the outlet chamber 9. On both sides of the top of the shell 1, a steam inlet pipe 13 and a steam outlet pipe 14 are welded, respectively, for the entry of steam and the discharge of condensed gas. A coolant pipe 15 is welded to the lowest point of the bottom of the shell 1, for the continuous discharge of condensate collected at the bottom of the shell.

[0024] Furthermore, referring to Figure 2 , Figure 6 and Figure 7 The adaptive mechanism is used to automatically adjust the internal structure to maintain gas-liquid separation efficiency when the ship is pitching. The core of this mechanism is a rotating shaft 23. One end of the rotating shaft 23 passes through the center of the end cap II3 through a mechanical seal and extends into the internal space of the annular support 5. On the section of the rotating shaft 23 located inside the annular support 5, multiple radial connecting rods 43 are uniformly welded circumferentially. The ends of the connecting rods 43 are fixedly connected to the inner wall of the annular support 5, thereby rigidly connecting the rotating shaft 23 and the annular support 5 together. On the other end of the rotating shaft 23 that extends outside the end cap II3, a rotating head 26 is fixedly fitted. A vertical rod is welded vertically to the bottom of the rotating head 26. The end of the vertical rod 27 is fixed with a high-density metal pendulum head 28. The mass of the pendulum head 28 is configured according to the overall rotational inertia of the condenser, ranging from five kilograms to twenty kilograms. On the outer wall of the end cap II3, multiple fixing rods III25 are evenly welded around the circumference. The other ends of all fixing rods III25 are welded together to a fixing plate 24. The fixing plate 24 is coaxial with the rotating shaft 23. An annular groove 29 is machined on the side of the fixing plate 24 facing away from the end cap II3. An arc-shaped block 30 is fixed on one side of the pendulum head 28. The cross-section of the arc-shaped block 30 matches the cross-section of the annular groove 29 and is slidably fitted into the annular groove 29.

[0025] Specifically, when the ship is in a horizontal, stationary state, the pendulum head 28 hangs naturally under the influence of gravity. The initial angular position of the rotating shaft 23 and its connected annular support 5 is determined by the constraint of the arc-shaped block 30 and the annular groove 29. At this time, the openings of the liquid guide ports 18 on all rotating rings 17 face downwards. When the ship rolls or tilts, the cylinder 1 tilts accordingly, but the pendulum head 28 always attempts to maintain a vertical orientation under the influence of gravity. This causes the pendulum head 28 to move relative to the tilted fixed plate 24. The arc-shaped block 30 slides within the annular groove 29, thereby causing the rotating shaft 23 to rotate. The rotation of the rotating shaft 23 is transmitted to the annular support 5 through the connecting rod 43, and then the annular support 5 is further connected to the fixed plate 24. The fixed rod II 21 drives the entire rotating ring 17 assembly to rotate synchronously. This rotation process is dynamic, and its goal is to adjust the rotating ring 17 assembly to a new angular position relative to the inclined cylinder 1, so that the opening direction of the liquid guide port 18 is always consistent with the local gravity direction, that is, always pointing "down". In this way, no matter how the hull is tilted, the condensate can be effectively collected through the liquid guide port 18 to the lowest point of the cylinder 1 at that time, and discharged through the coolant pipe 15. At the same time, the relative position of the air guide port 19 is also adjusted with the rotating ring 17 to ensure the unobstructed flow of the steam baffle channel, and to keep the two air guide ports 19 of the lowest rotating ring 17 always located on both sides of the accumulated condensate liquid surface to prevent liquid sealing.

[0026] Furthermore, referring to Figure 1 and Figure 8 The early warning mechanism is used to monitor temperature anomalies on the outer wall of the cylinder 1. This mechanism includes a fixed cylinder 37, which is fixed to the outer wall of the cylinder 1 by bolts. The fixed cylinder 37 is preferably made of copper with high thermal conductivity. Its bottom surface is tightly adhered to the outer wall of the cylinder 1 using high-temperature thermally conductive adhesive. The interior of the fixed cylinder 37 is a sealed cavity filled with a mixture of nitrogen dioxide and dinitrogen tetroxide in a certain proportion. After filling, the opening of the fixed cylinder is sealed by laser welding. At room temperature, this mixture is predominantly colorless dinitrogen tetroxide. A transparent tempered glass plate is embedded at the top of the fixed cylinder 37 for observation, and a piston... The piston rod 38 and the opening end of the fixed cylinder 37 are sealed and slidably fitted. One end of the piston rod 38 is located inside the fixed cylinder 37, and the other end extends out of the fixed cylinder 37 and is fixed with a rubber pad 39. A sealing ring is provided between the piston rod 38 and the inner wall of the fixed cylinder 37 to ensure airtightness. A protective box 40 is fixed to the outer wall of the cylinder 1 by a bracket, covering the outside of the fixed cylinder 37 and the piston rod 38 for protection. A transparent glass plate 41 is embedded in the top of the protective box 40. Inside the protective box 40, a pressure sensor 42 is installed in the position opposite the rubber pad 39. The signal line of the pressure sensor 42 is connected to the central control room of the ship.

[0027] The early warning mechanism also includes a signal processor (or controller), and the signal output terminal of the pressure sensor 42 is electrically connected to the signal processor. The signal processor has a preset pressure threshold. When the pressure value detected by the pressure sensor 42 exceeds the threshold, the signal processor sends an alarm command to the ship alarm system.

[0028] Specifically, when the temperature of the outer wall of cylinder 1 rises due to insulation failure or internal leakage, heat is conducted to the internal gas through the wall of the fixed cylinder 37. The balance between nitrogen dioxide and dinitrogen tetroxide shifts towards the generation of nitrogen dioxide as the temperature rises, increasing the number of gas moles and gradually turning reddish-brown. This causes the pressure inside the sealed cavity to rise, pushing the piston rod 38 outward. This causes the rubber pad 39 to squeeze the pressure sensor 42. If the pressure value sensed by the pressure sensor 42 exceeds the set threshold, it will trigger an audible and visual alarm in the control room. Even if the pressure sensor 42 fails, staff can periodically observe obvious changes in the color of the gas inside the fixed cylinder 37 through the transparent glass plate 41 and the transparent tempered glass, thus becoming aware of any abnormalities.

[0029] Furthermore, referring to Figure 2 and Figure 9 Inside the coolant pipe 15, a conical plate 31 is welded and fixed. The large opening at the top of the conical plate 31 faces the inside of the cylinder 1, and the small opening at the bottom forms a drain hole 32. Condensate can smoothly pass through the conical plate 31, collect, and drain from the drain hole 32. When the ship is violently rocking, which may cause the condensate in the coolant pipe 15 to have a backflow tendency, the conical structure of the conical plate 31 will obstruct the backflow water and reduce the possibility of it re-entering the shell side and being entrained by the steam flow.

[0030] In another embodiment: Refer to Figure 10 and Figure 11 On the outer wall of each heat exchange tube 12, multiple vibration mechanisms 33 are fixed axially at intervals. Each vibration mechanism 33 consists of a U-shaped tube 34 and a fixing plate 35 inside it. The U-shaped tube 34 is made of stainless steel thin tube bent into shape, and its two open ends are welded parallel to the outer wall of the heat exchange tube 12 so that the length direction of the U-shaped tube 34 is consistent with the axial direction of the heat exchange tube 12. The fixing plate 35 is welded to the center of the inside of the U-shaped tube 34, dividing its interior into two connected chambers. Multiple sieve holes 36 are machined on the fixing plate 35 to allow liquid flow. The U-shaped tube 34 is encapsulated with a high-density liquid, which can be mercury or high-density silicone oil. If a high-density liquid is required, a non-toxic high-density inert liquid (such as perfluoropolyether oil) can also be used. The welding joints at both ends of the U-shaped tube 34 adopt a double-sealed welding process, and the outer wall is covered with a corrosion-resistant protective sleeve to prevent liquid leakage.

[0031] Specifically, when the ship's engine or waves cause low-frequency vibrations in the hull and condenser, the heat exchange tube 12 vibrates accordingly. Due to inertia, the liquid inside the U-shaped tube 34 sways back and forth between the two sides of the U-shaped tube 34. When the liquid flows through the sieve holes 36 of the fixed plate 35, it generates eddies and periodic pressure fluctuations. This swaying and impact energy of the liquid is transferred to the wall of the heat exchange tube 12 through the wall of the U-shaped tube 34, forming an additional micro-amplitude high-frequency disturbance. This disturbance helps to thin the condensate film adhering to the outer wall of the heat exchange tube 12, promotes the shedding of droplets, thereby reducing the thermal resistance of the liquid film and enhancing the steam condensation heat transfer process. At the same time, the viscosity of the liquid inside the U-shaped tube 34 provides additional damping for the system, which helps to suppress the resonance phenomenon that may occur in the heat exchange tube 12 at a specific frequency.

[0032] The U-shaped tube 34 is made of stainless steel thin tube bent into shape. The U-shaped tube 34 is connected to the reinforcing rib or special welding seat on the outer wall of the heat exchange tube 12 by low heat-affected brazing or soft welding to reduce the impact on the strength of the heat exchange tube body. This connection method improves the fatigue life and sealing reliability of the structure under long-term vibration environment while ensuring vibration transmission efficiency.

[0033] A method of using a marine shell-and-tube steam condenser with adjustable gas-liquid separation includes the following steps: S1. Coolant circulation begins. Low-temperature cooling water from the ship's central cooling system enters the inlet chamber 8 of head I2 through inlet pipe 10. The cooling water is evenly distributed and flows into all the heat exchange tubes 12 located above. The cooling water flows axially in the heat exchange tubes 12, absorbing the heat released by the condensation of steam outside the tubes. The water temperature gradually increases. After flowing through the entire length of the cylinder 1, the cooling water enters head II3. In the cavity of head II3, the water flow turns 180° and enters all the heat exchange tubes 12 located below. The cooling water flows in the opposite direction in the heat exchange tubes 12 below, continuing to absorb heat. Finally, it flows into the outlet chamber 9 of head I2 and is discharged from the condenser through outlet pipe 11, returning to the central cooling system. This U-shaped double-pass flow of the cooling water increases the flow velocity inside the tubes and enhances the turbulence, which is beneficial to improving the convective heat transfer coefficient of the tubes. S2. The steam condensation process occurs simultaneously. Exhaust steam from the ship's main engine or other steam-using equipment enters the condenser shell side through the steam inlet pipe 13. The steam first encounters the first baffle 16 and the rotating ring 17. According to the arrangement of the air guide ports 19, the steam is forced to flow through the air guide ports 19 on the rotating ring 17 to the other side of the shell 1. Then, the steam encounters the second baffle 16. Due to the staggered arrangement of the air guide ports 19 of the adjacent rotating rings 17, the steam is forced to change direction again and flow back. This process is repeated, and the steam moves forward in a zigzag pattern in the shell side, repeatedly laterally scouring the heat exchange tubes 12. During the flow process, the steam comes into contact with the outer wall of the heat exchange tube 12, which has a lower temperature. Since cooling water flows inside the tube wall, the tube wall temperature is much lower than the saturation temperature of the steam. The steam then undergoes film condensation or droplet condensation on the outer surface of the tube wall, releasing the latent heat of vaporization. The heat is conducted to the cooling water inside the tube through the wall of the heat exchange tube 12 and carried away by it. The steam continuously condenses and shrinks in volume, forming a certain vacuum or low-pressure environment in the shell side. This is beneficial to reduce the back pressure of the turbine and improve thermal efficiency. The non-condensable gases and trace amounts of residual steam that have not condensed eventually accumulate and are extracted from the highest steam outlet tube 14. S3. Collection and discharge of condensate: The droplets formed by steam condensation flow down the pipe wall under the action of gravity, or drip directly to the bottom of the cylinder 1. Due to the separation of the baffles 16, each baffle 16 and the adjacent components will form a relatively independent compartment. At the bottom of each compartment, the liquid guide port 18 on the rotating ring 17 connects the bottom space of all compartments. Therefore, no matter where the condensate drips, it can flow to the actual lowest point in the cylinder 1 under the current gravity through the liquid guide port 18. After the condensate gathers, it is discharged through the coolant pipe 15. The structure of the conical plate 31 and the leakage hole 32 in the coolant pipe 15 allows the condensate to be discharged smoothly, but can prevent the water column from flowing back when the liquid surface fluctuates, reducing the possibility of the condensate being carried by the steam again. S4. Automatic adjustment of the adaptive mechanism: When a ship is sailing at sea, it will experience rolling, pitching, and heaving motions due to wind and waves. When the hull tilts, the condenser cylinder 1 tilts accordingly. At this time, the pendulum head 28, fixed to the outside of the end cap II3, remains vertical under the action of gravity. When the cylinder 1 tilts, the pendulum head 28 remains vertical, forcing the arc block 30 to slide along the annular groove 29. Since the central axis of the annular groove 29 coincides with the axis of the rotating shaft 23, the circumferential displacement of the arc block 30 in the groove directly drives the pendulum head 28 and the rotating shaft 23 fixed thereto to rotate. The rotation of the rotating shaft 23 is transmitted to the annular support 5 through the connecting rod 43, causing the annular support 5 to rotate within the cylinder 1. The ring support 5 drives the first rotating ring 17 connected to it to rotate through the fixed rod II 21. Since all the rotating rings 17 are connected as one unit through the fixed rod I 20, all the rotating rings 17 together with the baffles 16 on them rotate synchronously. The rotation angle just cancels the tilt angle of the hull. As a result, the opening direction of the liquid guide port 18 is always vertically downward, pointing to the current gravity direction, ensuring that the condensate discharge path is always in the optimal position. At the same time, the air guide port 19 also rotates, but the zigzag flow channel of steam remains unchanged and unobstructed. The air guide port 19 at the bottom is always higher than the condensate surface, avoiding the increase of flow resistance and the reduction of heat exchange efficiency. S5. Enhanced heat transfer and vibration reduction of vibration mechanism 33: Vibration during ship operation is transmitted to the condenser, causing the heat exchange tube 12 to vibrate slightly. Due to inertia, the U-shaped tube 34 fixed on the heat exchange tube 12 and the high-density liquid inside it have a phase difference and amplitude difference with the body of the heat exchange tube 12, causing the liquid to sway back and forth on both sides of the U-shaped tube 34. When the liquid sways through the sieve holes 36 on the fixed plate 35, it generates eddies and micro-impacts. This fluid movement is transmitted to the outer wall of the heat exchange tube 12, forming a high-frequency, low-amplitude surface disturbance in this embodiment. This disturbance can destroy or thin the condensate film attached to the tube wall, making it easier for steam to contact the cold tube wall, thereby reducing the heat transfer resistance and improving the condensation heat transfer coefficient. At the same time, the viscous damping of the liquid inside the U-shaped tube 34 absorbs some of the vibration energy, which helps to suppress the flow-induced vibration or resonance that may occur in the entire tube bundle and extend the equipment life. S6. Overheat monitoring by the early warning mechanism: During long-term operation, the condenser may experience minor steam leaks due to corrosion or sealing failure at the connection between the heat exchange tube 12 and the tube sheet. The leaked steam will condense and release heat when in contact with the lower-temperature outer wall of the cylinder 1, or directly heat a localized area of ​​the outer shell, causing an abnormal rise in the temperature of the outer wall of cylinder 1. The fixed cylinder 37 of the early warning mechanism, due to its high thermal conductivity material and close contact with the cylinder wall, rapidly reflects the temperature change of the outer wall of cylinder 1. When the temperature rises to a set threshold, the nitrogen tetroxide gas inside the fixed cylinder 37 decomposes rapidly into nitrogen dioxide. This reaction leads to... As the number of gas molecules increases, the pressure rises significantly. The gas pressure pushes the piston rod 38 outward. The rubber pad 39 at the front end of the piston rod 38 squeezes the pressure sensor 42 inside the protective box 40. The pressure sensor 42 generates an electrical signal, which is transmitted to the ship's alarm system through the line, triggering an audible and visual alarm and indicating the specific overheating location. To increase reliability, the transparent glass plate 41 on the fixed cylinder 37 and the protective box 40 allows for visual inspection. Once the originally light-colored gas inside the fixed cylinder 37 turns reddish-brown, it can be confirmed that there is an overheating phenomenon. Even if the pressure sensor 42 does not activate, maintenance measures can still be taken.

[0034] During long-term operation, this device requires regular cleaning and descaling of the rotating bearings, the inner walls of the heat exchange tubes, and the liquid guide ports (recommended every 3-6 months). Lubricating grease should also be added to the rotating shaft, connecting rods, and other transmission components. At the same time, the sealing performance of the fixed cylinder of the early warning mechanism and the sensitivity of the pressure sensor should be checked regularly to ensure stable operation of the equipment.

[0035] However, as is well known to those skilled in the art, the working principle and wiring method of the pressure sensor 42 are conventional methods or common knowledge, and will not be described in detail here. Those skilled in the art can make any selections according to their needs or convenience.

[0036] The accompanying drawings in this application are for illustrative purposes only. The dimensions and shapes of the components shown are not actual limitations but are merely schematic representations. In actual implementation, the components can be reasonably configured and adjusted according to specific needs and actual conditions.

[0037] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A marine shell-and-tube steam condenser with adjustable gas-liquid separation, comprising a cylindrical body (1) and end caps I (2) and II (3) respectively fixedly connected to both ends of the cylindrical body (1), wherein the bottom of the cylindrical body (1) is fixedly provided with supporting feet, and the top two sides of the cylindrical body (1) are respectively fixedly connected to and connected with a steam inlet pipe (13) and a steam outlet pipe (14), characterized in that, Also includes: A condensation mechanism is provided inside the cylinder (1). The condensation mechanism includes multiple rotating rings (17), multiple baffles (16), multiple liquid guide ports (18), and multiple gas guide ports (19). The multiple rotating rings (17) are rotatably connected to the cylinder (1) through sealed bearings. The multiple baffles (16) are rotatably connected to the corresponding rotating rings (17). The multiple gas guide ports (19) are provided on the rotating rings (17). The gas guide ports (19) on adjacent rotating rings (17) are arranged symmetrically from top to bottom so that the steam flows in a zigzag pattern inside the cylinder (1). The end cap I (2) is provided with a baffle (7) that divides the inner cavity into an inlet cavity (8) and an outlet cavity (9); An adaptation mechanism is connected to the rotating ring (17). When the ship pitches and causes the cylinder (1) to tilt, the adaptation mechanism drives multiple rotating rings (17) to rotate synchronously, so that the liquid guide port (18) on the rotating ring (17) always faces the direction of the vertical line of gravity. Condensate gathers through the liquid guide port (18) and is discharged from the coolant pipe (15). At the same time, the air guide port (19) remains open to prevent condensate from flooding the air guide port (19) and affecting the steam flow.

2. The marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 1, characterized in that, The condensation mechanism also includes two heat exchange groups, which are located above and below the baffle (7) respectively. One end of each heat exchange group is connected to the end cap II (3). One end of the heat exchange group located above is connected to the liquid inlet chamber (8), and one end of the heat exchange group located below is connected to the liquid outlet chamber (9). The heat exchange group consists of multiple heat exchange tubes (12), and the multiple heat exchange tubes (12) are fixedly inserted through multiple baffles (16) in sequence.

3. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 2, characterized in that, The condensation mechanism also includes a coolant pipe (15) fixedly connected to the bottom of the cylinder (1), and multiple liquid guide ports (18) are all located at the bottom of the rotating ring (17) to connect the condensate at the bottom of the cylinder (1); two air guide ports (19) on the same rotating ring (17) are located on both sides of the liquid guide port (18).

4. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 3, characterized in that, The adaptation mechanism includes a rotating shaft (23), a pendulum head (28), and a ring support (5); The rotating shaft (23) is sealed and rotatably connected to the end cap II (3) and extends into the cylinder (1). The rotating shaft (23) is fixedly fitted with a rotating head (26) at one end outside the end cap II (3). The pendulum head (28) is vertically welded to the bottom of the rotating head (26) through a vertical rod (27) to achieve a rigid connection between the pendulum head and the rotating shaft. The annular support (5) is rotatably connected to one end of the cylinder (1) near the head II (3) via a sealed bearing. The annular support (5) is provided with a partition II (6). The partition II (6) is rotatably connected to the annular support (5) via a bearing. The heat exchange tube (12) is fixedly inserted through the partition II (6). The rotating shaft (23) is fixedly connected to the annular bracket (5) by multiple connecting rods (43), and two adjacent rotating rings (17) are fixedly connected by multiple fixing rods I (20). The annular bracket (5) is fixedly connected to the adjacent rotating ring (17) by multiple fixing rods II (21).

5. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 4, characterized in that, It also includes an early warning mechanism, which includes a fixed cylinder (37), a piston rod (38) and a pressure sensor (42). The fixed cylinder (37) is fixed to the outer wall of the cylinder (1), and is sealed and filled with a mixture of nitrogen dioxide and dinitrogen tetroxide; the piston rod (38) is sealed and slidably connected to the fixed cylinder (37), with a rubber pad (39) at one end and the other end in contact with the mixture of nitrogen dioxide and dinitrogen tetroxide. The pressure sensor (42) is disposed inside the protective box (40) and is opposite to the rubber pad (39); When the temperature of the outer wall of the cylinder (1) rises, the expansion of the mixed gas pushes the piston rod (38) to move, causing the rubber pad (39) to squeeze the pressure sensor (42) and trigger an alarm.

6. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 5, characterized in that, The top of the protective box (40) is fitted with a transparent glass plate (41), and the top of the fixing cylinder (37) is fitted with a transparent observation window.

7. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 6, characterized in that, The fixed cylinder (37) is made of copper, aluminum or aluminum nitride ceramic.

8. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 7, characterized in that, A conical plate (31) is fixed inside the coolant pipe (15). The top diameter of the conical plate (31) is larger than the bottom diameter, and a leakage hole (32) is opened at the bottom of the conical plate (31).

9. A marine shell-and-tube steam condenser with adjustable gas-liquid separation according to claim 8, characterized in that, Multiple vibration mechanisms (33) are fixed on the outer wall of the heat exchange tube (12). The vibration mechanism (33) includes a U-shaped tube (34) and a fixing plate (35). The length direction of the U-shaped tube (34) is arranged along the axis of the heat exchange tube (12). The fixing plate (35) is fixed inside the U-shaped tube (34) and is provided with multiple sieve holes (36). The U-shaped tube (34) is filled with mercury or high-density silicone oil.

10. A method of using an adjustable gas-liquid separation marine shell-and-tube steam condenser, applied to the adjustable gas-liquid separation marine shell-and-tube steam condenser as described in claim 9, characterized in that... Includes the following steps: S1. Low-temperature cooling water from the ship's central cooling system enters the inlet chamber (8) through the inlet pipe (10), and after being evenly distributed, it flows into all the heat exchange tubes (12) above and flows axially. After absorbing heat from outside the tubes, it enters the cavity of head II (3) and turns, then flows into the heat exchange tube (12) below and flows in the opposite direction. Finally, it flows into the outlet chamber (9) of head I (2) and is discharged through the outlet pipe (11) back to the central cooling system. S2. Water vapor enters the cylinder (1) through the steam inlet pipe (13), and encounters the baffles (16) and rotating ring (17) of the staggered air guide ports (19) in sequence. It is forced to move forward in a zigzag pattern and scour the heat exchange tube (12) laterally. The steam comes into contact with the outer wall of the heat exchange tube (12) with the lower temperature, and condenses to release the latent heat of vaporization. The heat is conducted to the cooling water in the tube through the tube wall and carried away. Non-condensable gases and residual steam are extracted from the highest steam outlet pipe (14). S3. The condensate droplets flow to the bottom of the cylinder (1) under the action of gravity, and flow to the actual lowest point under the action of gravity through the liquid guide port (18) on the rotating ring (17). After gathering, they are discharged through the coolant pipe (15). S4. When the hull tilts, the pendulum head (28) remains vertical, driving the arc block (30) to slide along the annular groove (29), which drives the rotating shaft (23) to rotate. Through the connecting rod (43) and the annular bracket (5), all rotating rings (17) and baffles (16) rotate synchronously, so that the liquid guide port (18) is always vertically downward, and the air guide port (19) rotates accordingly. S5. The ship's vibration causes the heat exchange tube (12) to vibrate slightly, which in turn causes the high-density liquid inside the U-shaped tube (34) to sway back and forth. The liquid passes through the sieve holes (36) on the fixed plate (35) to generate eddies and micro-impacts, which disturb the condensate film on the outer wall of the heat exchange tube (12), reduce the heat transfer resistance, and improve the condensation heat transfer coefficient. S6, leakage, etc., cause the temperature of the outer wall of the cylinder (1) to rise abnormally. The nitrogen tetroxide in the fixed cylinder (37) decomposes into nitrogen dioxide at an accelerated rate. The pressure rises and pushes the piston rod (38) to squeeze the pressure sensor (42) in the protective box (40), generating an electrical signal alarm. The transparent glass plate (41) can be used for visual inspection.

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