A method and system for de-icing a ship's bridge window

Abstract

The embodiment of the present application relates to the field of ship ice prevention, and particularly relates to a ship driving window ice prevention method and system. The method comprises: capturing relative head-on airflow during ship navigation; performing acceleration processing on the relative head-on airflow to obtain accelerated airflow; spraying the accelerated airflow along the outer surface of the ship driving window according to a set ice prevention critical condition through an airflow spraying device to generate an attached air curtain on the outer surface; the ice prevention critical condition comprises: the speed of generating the attached air curtain is greater than or equal to an ice prevention standard value; the ice prevention standard value is the larger one of a first critical value and a second critical value; the first critical value is a critical value of airflow speed corresponding to the deflection of ice crystal particles, supercooled water droplets or initial ice nuclei under the action of the relative head-on airflow; and the second critical value is a critical value of airflow speed corresponding to the destruction of the adhesion of ice crystal particles, supercooled water droplets or initial ice nuclei.

Description

Technical Field

[0001] This invention relates to the field of ship anti-icing, and more particularly to an anti-icing method and system for a ship's navigation window. Background Technology

[0002] When ships navigate in environments with low temperatures, high humidity, and ice crystal particles, the surface of the bridge window is prone to icing or frosting (this is common in polar vessels that navigate year-round in cold waters). Icing on the bridge window severely obstructs the navigator's view, preventing them from accurately assessing critical information such as navigation channels, obstacles, and other vessel dynamics, increasing the risk of collisions and groundings. Furthermore, if the icing problem is left untreated, the weight of the ice layer can increase structural load, and long-term accumulation may lead to glass breakage or frame deformation, affecting the bridge's sealing and potentially causing more serious structural problems.

[0003] Currently, measures to address icing in ship navigation windows include electrically heated glass, hot air purging, chemical anti-icing coatings, and electrically driven air curtains. However, these measures generally suffer from high energy consumption, reduced anti-icing efficiency at low temperatures, limited reliability, or frequent maintenance. Ships requiring long-duration voyages (especially polar vessels) face practical energy constraints, making these window anti-icing methods difficult to apply. Summary of the Invention

[0004] The purpose of this invention is to provide an anti-icing method and system for ship navigation windows, which solves the problems of high energy consumption, decreased anti-icing efficiency at low temperatures, limited reliability, or frequent maintenance when performing anti-icing treatment on ship navigation windows in the prior art.

[0005] To achieve the above objectives, the present invention provides a method for preventing ice from entering a ship's navigation window, the method comprising: Capture the relative oncoming airflow during the ship's navigation; accelerate the relative oncoming airflow to obtain accelerated airflow; The accelerated airflow is sprayed along the outer surface of the ship's navigation window through an airflow jetting device according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. The critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow; The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

[0006] This invention provides a method for de-icing a ship's navigation window. This method utilizes only the naturally generated relative oncoming airflow (i.e., the incoming airflow) during ship navigation as the power source for de-icing, without requiring any additional energy supply. After capturing and accelerating this incoming airflow, a predetermined de-icing critical condition is used as a constraint on the jet airflow, ultimately generating a wall-attached air curtain. This air curtain inhibits ice crystal adhesion through a dual mechanism of particle deflection and shearing. Therefore, the aforementioned de-icing critical condition includes both the minimum condition for deflecting ice crystal particles on the navigation window surface and the minimum condition for disrupting (or shearing) ice crystal adhesion on the navigation window surface. However, in practice, only the more stringent condition needs to be met to satisfy the entire de-icing critical condition, thereby achieving basic de-icing requirements. In summary, this invention significantly reduces energy consumption and operating costs by relying entirely on natural airflow to drive the generation of the air curtain, making it suitable for long-term ship navigation. Furthermore, by using airflow injection under the constraints of critical anti-icing conditions, it further saves costs and reduces energy consumption while ensuring that the air curtain effectively deflects and destroys (or shears) ice crystals, supercooled water droplets, or initial ice nuclei.

[0007] Furthermore, the accelerated airflow is obtained by accelerating the relative oncoming airflow through the following methods: The velocity of the accelerating airflow is determined by the product of the first ratio and the velocity of the relative oncoming airflow, and a Venturi intake structure is used to accelerate the relative oncoming airflow according to the velocity of the accelerating airflow. The first ratio is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

[0008] Furthermore, it also includes: The velocity of the airflow entering the regulating valve is obtained by multiplying the first flow loss, the velocity of the accelerated airflow, and the second ratio. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the regulating valve, and the third ratio. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The second ratio is the ratio of the cross-sectional area of ​​the throat section of the venturi intake structure to the cross-sectional area of ​​the outlet of the regulating valve or the effective flow section after the regulating valve. The third ratio is the ratio of the effective flow cross-sectional area of ​​the regulating valve outlet or downstream of the regulating valve to the total effective outlet area of ​​the airflow injection device. The first flow loss is the flow loss from the throat section of the venturi intake structure to the inlet of the regulating valve; The second flow loss is the flow loss from the outlet of the regulating valve to the airflow injection device.

[0009] Furthermore, it also includes: after accelerating the relative oncoming airflow, dehumidifying, de-dripping and de-icing treatments are performed to reduce the particle load and moisture content in the captured relative oncoming airflow.

[0010] Furthermore, the Venturi air intake structure is a structure in which the inlet section penetrates the bulkhead of the ship's bridge or is smoothly connected to the outer contour of the ship's bridge.

[0011] The present invention also provides an anti-icing system for a ship's navigation window, comprising: an airflow capture and acceleration unit and an air curtain generation unit; The airflow capture and acceleration unit is used to capture the relative oncoming airflow during the ship's navigation process; The airflow capture and acceleration unit is also used to accelerate the relative oncoming airflow to obtain accelerated airflow; The air curtain generating unit is used to spray the accelerated airflow along the outer surface of the ship's navigation window through the airflow jetting device according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. The critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow; The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

[0012] Furthermore, the airflow capture and acceleration unit is provided with a Venturi intake structure; The methods for accelerating the relative oncoming airflow to obtain accelerated airflow include: The velocity of the accelerating airflow is determined by the product of the first ratio and the velocity of the relative oncoming airflow, and a Venturi intake structure is used to accelerate the relative oncoming airflow according to the velocity of the accelerating airflow. The first ratio is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

[0013] Furthermore, it also includes: a passive adaptive adjustment unit; The passive adaptive adjustment unit is used to obtain the airflow velocity entering the control valve based on the product of the first flow loss, the velocity of the accelerated airflow, and the second ratio; the second ratio is the ratio of the cross-sectional area of ​​the throat section of the Venturi intake structure to the cross-sectional area of ​​the control valve outlet or the effective flow cross-section after the control valve. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the regulating valve, and the third ratio; the third ratio is the ratio of the effective flow cross-sectional area at the outlet of the regulating valve or after the regulating valve to the total effective outlet area of ​​the airflow jet device. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The first flow loss is the flow loss from the throat section of the venturi intake structure to the inlet of the regulating valve; The second flow loss is the flow loss from the outlet of the regulating valve to the airflow injection device.

[0014] Furthermore, it also includes: an airflow purification and separation unit; The airflow purification and separation unit is used to accelerate the relative oncoming airflow and then perform dehumidification, de-dripping, and de-icing treatment to reduce the particle load and moisture content in the captured relative oncoming airflow.

[0015] Furthermore, the Venturi air intake structure is a structure in which the inlet section penetrates the bulkhead of the ship's bridge or is smoothly connected to the outer contour of the ship's bridge. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is an example diagram illustrating the application of the anti-icing method for the ship's navigation window in an embodiment of the present invention. Figure 2 This is an example diagram of the nozzle array structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; Figure 3 This is a schematic diagram illustrating the principle of the anti-icing method for the ship's navigation window in an embodiment of the present invention. Figure 4 This is an example diagram of the Venturi air intake structure used in the embodiment of the anti-icing method for the ship's navigation window of the present invention; Figure 5 This is an example diagram of the passive regulating valve structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; Figure 6 This is an example diagram of the swirling inertial separation cavity structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention.

[0018] Among them, 1 is the Venturi air intake structure; 2 is the swirling inertial separation chamber; 3 is the passive adaptive regulating valve; 4 is the slit nozzle array; 5 is the ship's navigation window; 6 is the connecting pipe of the Venturi air intake structure; 7 is the inlet section of the Venturi air intake structure; 8 is the tapering section of the Venturi air intake structure; 9 is the throat section of the Venturi air intake structure; 10 is the diffuser section of the Venturi air intake structure; 11 is the air inlet of the Venturi air intake structure; 12 is the spiral guide vane; 13 is the drain pipe; 14 is the U-shaped anti-backflow liquid seal; 15 is the clean airflow outlet; 16 is the top horizontal nozzle; 17 is the lateral vertical nozzle; 18 is the guide groove; 19 is the flat compression slit; 20 is the jet deflection angle adjustment seat; 21 is the pneumatic induction impeller; 22 is the transmission shaft; 23 is the centrifugal mechanism drive linkage; 24 is the return spring; 25 is the centrifugal counterweight; 26 is the axial sliding sleeve; and 27 is the butterfly valve actuator plate. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0020] Implementation of anti-icing methods for ship bridge windows This embodiment provides a technical solution for an anti-icing method for a ship's navigation window. This method combines air intake acceleration treatment and air curtain generation treatment to achieve the effect of automatically generating and adjusting the anti-icing air curtain on the surface of the navigation window, with the incoming airflow as the sole main driving force. In other words, this method can achieve passive airflow capture and air curtain generation in one step, and enable the air curtain to provide dual protection against ice crystal particles through deflection and shearing, thereby ensuring that the ship's navigation window remains visible and clean during long-term navigation.

[0021] In this embodiment, the method includes: Capture the relative oncoming airflow during ship navigation; accelerate the relative oncoming airflow to obtain accelerated airflow; The air jet device accelerates the airflow along the outer surface of the ship's navigation window according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. Critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow. The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

[0022] In a preferred embodiment, an airflow capture and acceleration unit is provided on the leading edge of the top of the bridge of a polar vessel or in the windward area above the driver's window. Figure 1 This is an example diagram illustrating the application of the anti-icing method for the ship's navigation window in an embodiment of the present invention; see reference. Figure 1 This airflow capture and acceleration unit is used to capture the relative oncoming airflow (i.e., the incoming airflow, or external airflow) generated by the polar vessel during navigation and accelerate it. The accelerated airflow then provides the aerodynamic energy source for subsequent air curtain injection. It should be noted that in this embodiment, the captured external airflow is used as the sole aerodynamic energy source for anti-icing treatment, and no other energy assistance is provided. Simultaneously, an air curtain generation unit is installed on the frame of the polar vessel's navigation window. The main component of this unit is an airflow injection device; in this embodiment, a slit nozzle array is used. Figure 2 This is an example diagram of the nozzle array structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; as shown. Figure 2 As shown, the slit nozzle array includes a top nozzle group arranged along the upper edge of the driver's window and side nozzle groups arranged along the two side edges of the driver's window. After the airflow is accelerated, it is injected onto the surface of the driver's window through the top nozzle group and the side nozzle group, respectively. The top nozzle forms the dominant airflow, and the side nozzles provide edge compensation airflow. Under the effect of the wall adhesion, the injected airflows converge and reconstruct a continuous air curtain layer (i.e., wall-adhering air curtain) on the window surface. This air curtain layer flows from top to bottom along the window surface, thereby achieving full coverage protection of the window area.

[0023] In a preferred embodiment, the slit nozzle array may further include auxiliary return nozzles, flow guide and recovery channels, or airflow shaping structures disposed along the lower edge of the driver's window to further optimize the uniformity of the flow field coverage on the window surface. In this embodiment, each nozzle outlet in the slit nozzle array adopts a flat slit-shaped structure, with its long axis direction basically consistent with the extension direction of the window edge and its short axis direction facing the window surface, so that the ejected airflow forms a thin layer of high-speed airflow with a certain wall adhesion effect after approaching the glass surface. In addition, in this embodiment, the nozzle outlet has a predetermined angle with respect to the jet direction of the driver's window surface. This angle is set so that the airflow can adhere to the outer surface of the glass after leaving the nozzle and extend downward or towards the central region along the glass surface, thereby forming a continuous and uniform air curtain layer.

[0024] Figure 3 This is a schematic diagram illustrating the principle of the anti-icing method for the ship's bridge window in an embodiment of the present invention; as shown. Figure 3As shown, the formed wall-attached air curtain serves two purposes: firstly, it acts as a fluid barrier, preventing external cold and humid airflow containing ice crystals from directly contacting the glass surface; secondly, it alters the trajectory of ice crystal particles, supercooled water droplets, or initial ice nuclei through the shearing effect generated by the high-speed flow near the wall, thus weakening or even eliminating the collision and adhesion conditions between ice crystal particles, supercooled water droplets, or initial ice nuclei and the glass surface. Essentially, the basic principle of anti-icing in this embodiment is to construct a wall-attached air curtain flow field, causing the air curtain to simultaneously exert trajectory deflection and near-wall shearing effects on ice crystal particles, supercooled water droplets, or initial ice nuclei. Based on this theory, and considering the control of the effect of the air curtain simultaneously exerting trajectory deflection and near-wall shearing effects on ice crystal particles, supercooled water droplets, or initial ice nuclei, this embodiment follows certain constraints when constructing the wall-attached air curtain; these constraints are the anti-icing critical conditions. Considering the combined effects of the air curtain on the trajectory deflection and near-wall shear of ice crystals, supercooled water droplets, or initial ice nuclei, the critical conditions for anti-icing stipulate that as long as the more stringent condition between the particle deflection condition and the shear inhibition condition is met, the anti-icing function can be guaranteed in principle.

[0025] Specifically, the critical condition for anti-icing does not need to be limited to a fixed numerical threshold, but can be determined using particle dynamics and hydrodynamic relationships as criteria. Preferably, the satisfaction of the anti-icing condition is characterized by particle deflection ability criteria (such as the range of Stokes number) and near-wall shearing action criteria (such as the comparison between shear stress and adhesion strength). These two criteria, representing two different quantitative relationships between airflow parameters and ice crystal adhesion behavior, can also be summarized into the following two different mechanisms:

[0026] 1) Particle deflection mechanism The particle deflection mechanism can be represented as: in, For Stokes numbers; The critical Stokes number is the empirical critical range (generally taken as 0.1~1), when the actual particle size... When the value is less than this critical value, it indicates that the particle inertia is relatively weak and it can follow the airflow well; when... When the value exceeds this critical value, it indicates that the particle has strong inertia and is more likely to maintain its original direction of motion and collide with the glass surface.

[0027] If the above formula is satisfied, it means that ice crystal particles, supercooled water droplets, or initial ice nuclei are deflected by the airflow and do not collide with the glass. Therefore, the above formula can be used as a constraint condition to ensure that ice crystal particles, supercooled water droplets, or initial ice nuclei do not collide with the glass.

[0028] The definition of a Stokes number is as follows: in, Particle response time is the characteristic time required for ice crystals, supercooled water droplets, or initial ice nuclei to respond to changes in the velocity of the surrounding airflow. The air curtain injection velocity (or the velocity at which the air curtain is generated) is the characteristic velocity at which the gas forms a wall-adhering air curtain along the surface of the driver's window after being ejected from the slit nozzle. The characteristic velocity at which the gas is ejected from the slit nozzle and forms a wall-adhering airflow layer on the surface of the window is usually expressed in m / s. The greater this velocity, the stronger the tangential drag effect of the airflow on the surface. The characteristic length is the characteristic distance from which airflow acts on particles and causes them to be significantly deflected. It is also the scale from the nozzle outlet to the effective area of ​​the air curtain near the surface of the driver's window, or the characteristic distance from when the particles enter the air curtain to when they approach the glass surface.

[0029] 2) Shear inhibition mechanism The shear inhibition mechanism can be represented as: in, The critical shear stress at which ice crystals, supercooled water droplets, or initial ice nuclei adhere; This refers to the shear stress of the air curtain.

[0030] The actual meaning of "shear stress" is the minimum tangential stress required for ice crystals, supercooled water droplets, or initial ice nuclei adhering to the surface of the driver's window to lose their stable adhesion. The unit is usually Pa. This parameter is a condition-dependent engineering parameter, and its value depends on the surface material (glass, coating, etc.), temperature (whether it is supercooled), particle type (water droplets / ice crystals), surface roughness, etc. This parameter value needs to be determined experimentally or empirically. When the actual shear stress of the air curtain... When this parameter value is reached or exceeded, the adhesion will be weakened, damaged, or difficult to maintain stably.

[0031] If the above formula is satisfied, it means that the attachment of ice crystal particles, supercooled water droplets, or initial ice nuclei will be weakened, destroyed, or difficult to maintain stably. Therefore, the above formula can be used as a constraint condition to ensure that the attachment of ice crystal particles, supercooled water droplets, or initial ice nuclei is weakened, destroyed, or difficult to maintain stably.

[0032] The definition of air curtain shear stress is as follows: in, This is the aerodynamic viscosity, usually measured in Pa·s; this parameter characterizes the magnitude of the viscous effect inside the gas and can be regarded as the physical property basis for the shear stress generated by the airflow. The characteristic thickness of the air curtain is the characteristic thickness of the airflow layer or near-wall boundary layer. The unit is usually m. The smaller the value of this parameter, the more concentrated the velocity change is in a thinner area, the greater the velocity gradient, and the stronger the air curtain shear stress.

[0033] Combining the deflection criterion and shear criterion mentioned in 1) and 2), the following comprehensive expression (i.e., the expression for the critical condition for anti-icing) can be summarized: In the above formula, This is the first critical value, which can be used as a deflection criterion (exceeding this value means that ice crystals, supercooled water droplets, or initial ice nuclei will be deflected). This is the second critical value, which can be used as a shear criterion (exceeding this value means that the attachment of ice crystals, supercooled water droplets, or initial ice nuclei will be sheared away); the expression on the right side of the inequality... This represents the anti-icing standard value; apart from that, the meaning of all parameters in the above formula has been explained and will not be repeated here.

[0034] In summary, the practical meaning of this comprehensive expression is that the air curtain velocity must simultaneously satisfy the following two conditions: a) Ice crystal particles, supercooled water droplets, or initial ice nuclei are deflected by the relative oncoming airflow; the airflow velocity corresponding to this condition is numerically the first critical value, that is, the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow. Exceeding this value means that ice crystal particles, supercooled water droplets, or initial ice nuclei will be deflected.

[0035] b) The attachment of ice crystal particles, supercooled water droplets, or initial ice nuclei can be sheared and destroyed; the airflow velocity corresponding to this condition is numerically the second critical value, that is, the critical value of the airflow velocity corresponding to the destruction of the attachment of ice crystal particles, supercooled water droplets, or initial ice nuclei. Exceeding this value means that the attachment of ice crystal particles, supercooled water droplets, or initial ice nuclei will be sheared and destroyed.

[0036] It should be noted that the max function in the above formula represents the more stringent condition that needs to be met between conditions a) and b) (i.e., the speed at which the wall-mounted air curtain is generated needs to be greater than or equal to the larger of the first and second critical values ​​mentioned above) in order to determine the minimum speed required for the air curtain to achieve anti-icing.

[0037] In summary, the solution provided in this embodiment enables quantitative control of airflow injection based solely on external airflow as the pneumatic source, according to set constraints. This allows the generated wall-mounted air curtain to act as a fluid barrier, deflecting external ice crystal particles to prevent them from directly contacting the glass surface. Furthermore, the shearing effect generated by the high-speed wall-mounted flow alters the trajectory of the ice crystal particles. These two combined effects provide comprehensive, multi-layered anti-icing protection for the driver's window, ensuring normal use of the glass and stable operation of the equipment in cold and humid environments.

[0038] In this embodiment, the accelerated airflow is obtained by accelerating the relative oncoming airflow through the following methods: The speed of the accelerating airflow is determined by the product of the first ratio and the speed of the relative oncoming airflow. A venturi intake structure is then used to accelerate the relative oncoming airflow according to the speed of the accelerating airflow. The first ratio is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

[0039] In a preferred embodiment, an airflow capture and acceleration unit is provided on the leading edge of the top of the bridge of a polar vessel or in the windward area above the driver's window. Figure 4 This is an example diagram of the Venturi air intake structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; this airflow capture and acceleration unit is used to capture the relative oncoming airflow (i.e., the incoming airflow) generated by polar ships during navigation, and employs, as shown in... Figure 4 The illustrated Venturi intake structure accelerates the captured oncoming airflow. This Venturi intake structure is installed at the front of the ship's bridge, surrounding the outer frame of the driver's window. Through this structure, the captured airflow flows along the following path: external flow → Venturi intake → nozzle array → outer surface of the driver's window. Furthermore, all components involved in this embodiment are sealed together via piping, forming a continuous aerodynamic channel. The Venturi intake structure includes an inlet section, a converging section, a throat section, and a diffuser section arranged sequentially. The inlet section faces the ship's direction of travel and receives the external flow; the converging section contracts and compresses the incoming flow, increasing its velocity; the throat section is the minimum flow cross-section area, forming a high-speed airflow core; and the diffuser section improves the stability of the subsequent flow field while maintaining a high flow velocity, allowing the airflow to smoothly enter the subsequent stages. Through this Venturi intake structure, the incoming airflow experiences increased velocity and dynamic pressure redistribution in the convergence and throat sections, resulting in initial acceleration of the original incoming flow. This increases the available kinetic energy of the system, providing a pneumatic energy source for subsequent particle separation, flow regulation, and air curtain injection.

[0040] Specifically, when the ship travels at speed During navigation, outside air enters the Venturi intake structure at a relative velocity, and the airflow accelerates at the Venturi throat, satisfying the following continuity relationship: This expression can be converted to: in, The speed of the throat section of the Venturi intake structure; The speed of the relative oncoming airflow during the ship's navigation; The inlet cross-sectional area of ​​the Venturi intake structure; The cross-sectional area of ​​the throat section of the Venturi intake structure; This is the first ratio.

[0041] According to the above formula, since the inlet cross-sectional area of ​​the Venturi intake structure is larger than the throat section cross-sectional area of ​​the Venturi intake structure (i.e.) ),therefore ; and thus we can obtain This demonstrates that the Venturi intake structure used in this embodiment can form a stable speed amplification effect.

[0042] In this embodiment, the aforementioned Venturi air intake structure has an inlet section that penetrates the bulkhead of the ship's bridge or smoothly transitions to the outer contour of the bridge. This air intake arrangement and connection method can reduce additional drag and flow separation, representing a special engineering optimization design.

[0043] In this embodiment, the method further includes: The airflow velocity entering the control valve is obtained by multiplying the first flow loss, the velocity of the accelerated airflow, and the second ratio; the second ratio is the ratio of the cross-sectional area of ​​the throat section of the venturi intake structure to the cross-sectional area of ​​the control valve outlet or the effective flow area after the control valve. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the control valve, and the third ratio; the third ratio is the ratio of the effective flow cross-sectional area at the control valve outlet or after the control valve to the total effective outlet area of ​​the airflow jet device. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The aforementioned first flow loss is the flow loss from the throat section of the Venturi intake structure to the inlet of the regulating valve; The second flow loss mentioned above is the flow loss from the outlet of the regulating valve to the airflow injection device.

[0044] In one specific embodiment, a polar vessel is equipped with a passive adaptive control unit. This passive adaptive control unit is positioned between the airflow capture and acceleration unit and the air curtain generation unit, or at an appropriate location in the main system pipeline. This passive adaptive control unit accelerates the captured oncoming airflow and then adjusts the flow rate of the air curtain against the wall based on a calculated regulating valve. In other words, it automatically adjusts the system's flow capacity according to changes in airflow kinetic energy, ensuring that the nozzle outlet air curtain velocity matches the vessel's speed. Preferably, the passive adaptive control unit employs a centrifugal weight-spring type flow control valve. Figure 5 This is an example diagram of the passive regulating valve structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; as shown. Figure 5 As shown, the flow regulating valve includes: a valve body, a pneumatic induction impeller, a transmission shaft, a centrifugal mechanism drive linkage, a return spring, an axial sliding sleeve, and a butterfly valve actuator plate.

[0045] refer to Figure 5 The structure involves a pneumatic induction impeller rotating when gas enters the valve body, which in turn drives the transmission shaft to rotate. The transmission shaft drives a connecting rod via a centrifugal mechanism, causing a centrifugal counterweight to rotate around the shaft. This rotation generates a mechanical displacement tendency related to the airflow velocity. A return spring applies a restoring force to the centrifugal counterweight. After a dynamic balance is achieved between the centrifugal force and the spring's restoring force, the axial sliding sleeve is pulled to generate axial displacement, thereby placing the butterfly valve actuator plate at the corresponding opening position and changing the effective flow area of ​​the pipeline.

[0046] As the ship's speed increases, the airflow velocity and kinetic energy entering the system increase, the inertial response corresponding to the centrifugal weight is enhanced, and the valve plate is pulled to move in the direction of increasing the opening, thereby increasing the airflow and jet velocity delivered by the system to the slit nozzle array. When the ship's speed decreases, the effect of the centrifugal weight weakens, and under the action of the spring restoring force, the valve plate or valve core returns to its original position in the direction of reducing the opening, so as to avoid excessive air curtain flow, turbulent flow field or unnecessary flow loss.

[0047] Specifically, before regulating the flow rate through the regulating valve, it is necessary to calculate the velocity of the airflow injection (i.e., the velocity at which the wall-mounted air curtain is generated); however, the airflow already has a certain velocity before entering the regulating valve, so this velocity is needed to determine the airflow injection velocity; the calculation method for this velocity is as follows: in, The airflow velocity entering the regulating valve; This is the first flow loss (i.e., the flow loss from the throat section of the Venturi intake structure to the inlet of the regulating valve). The cross-sectional area of ​​the throat section of the Venturi intake structure; The effective flow cross-sectional area at the outlet of the control valve or downstream of the control valve. This is the second ratio; To accelerate the airflow speed.

[0048] Once the airflow velocity entering the regulating valve is obtained, the airflow injection velocity (i.e., the velocity at which the wall-mounted air curtain is generated) can be determined. The calculation method is as follows: in, The speed at which the wall-mounted air curtain is generated; The effective flow cross-sectional area at the outlet of the control valve or downstream of the control valve. This refers to the total effective outlet area of ​​the airflow jet device (i.e., the total effective outlet area of ​​the nozzle). The third ratio; This is the second flow loss (i.e., the flow loss from the outlet of the regulating valve to the air jet device).

[0049] It is important to note that, taking all factors into consideration... and Only then can the flow loss be determined throughout the entire process from the Venturi throat to the cyclone separator chamber to the regulating valve inlet.

[0050] In this embodiment, the method further includes: after accelerating the relative oncoming airflow (i.e., the captured external airflow), performing dehumidification, de-dripping and de-icing treatments to reduce the particle load and moisture content in the captured relative oncoming airflow.

[0051] Specifically, the dehumidification, de-dripping, and de-icing processes transform the accelerated incoming flow from a humid and particulate state to a low-humidity and low-particulate state before entering the nozzle array. This reduces the risk of nozzle clogging and lowers the probability of ice crystals directly entering the viewing window surface, creating conditions for the formation of a stable and clean wall-adhering air curtain. The quality and stability of the final generated air curtain will be significantly enhanced.

[0052] In a preferred embodiment, a polar vessel is equipped with an airflow purification and separation unit. This airflow purification and separation unit is connected to the outlet of an airflow capture and acceleration unit. Figure 6 This is an example diagram of the swirling inertial separation chamber structure used in an embodiment of the anti-icing method for the ship's navigation window of the present invention; the airflow purification and separation unit uses the following... Figure 6 The swirling inertial separation chamber shown includes: a chamber shell; a flow guiding member disposed inside the chamber; a liquid collection structure disposed at the bottom or circumferential low position of the chamber; and a liquid drainage structure communicating with the liquid collection structure.

[0053] The aforementioned flow guiding component is preferably a spiral flow guide vane, a swirl vane, or a tangential flow guiding channel, used to make the airflow entering the separation chamber form a swirling flow field rotating around the axis of the chamber.

[0054] Under the influence of the swirling flow field, water droplets, snow particles, ice crystals, and highly humid condensed microdroplets entrained in the airflow migrate to the outside of the separation chamber due to their density being greater than that of air, and after colliding with the chamber wall, they slide down the chamber wall and enter the above-mentioned liquid collection structure, and are finally discharged to the outside of the system through the above-mentioned liquid discharge structure.

[0055] The aforementioned drainage structure includes a drainage pipe. The drainage pipe is equipped with an anti-backflow structure; this anti-backflow structure can be a U-shaped liquid seal, a one-way check valve assembly, or a low-temperature anti-backflow sealing assembly to prevent external low-temperature cold air, ice, snow, or sea fog from entering the separation chamber in the reverse direction along the drainage path and affecting the stability of the system flow field.

[0056] Implementation of anti-icing system for ship's bridge This embodiment provides a technical solution for an anti-icing system for a ship's navigation window, which includes: an airflow capture and acceleration unit and an air curtain generation unit; The airflow capture and acceleration unit is used to capture the relative oncoming airflow during the ship's navigation process; The airflow capture and acceleration unit is also used to accelerate the relative oncoming airflow to obtain accelerated airflow; The air curtain generation unit is used to spray accelerated airflow along the outer surface of the ship's navigation window through an airflow jetting device according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. Critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow. The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

[0057] The airflow capture and acceleration unit is equipped with a venturi intake structure; Methods for accelerating relative oncoming airflow to obtain accelerated airflow include: The speed of the accelerating airflow is determined by the product of the first ratio and the speed of the relative oncoming airflow. A venturi intake structure is then used to accelerate the relative oncoming airflow according to the speed of the accelerating airflow. The first ratio mentioned above is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

[0058] In this embodiment, the system further includes: a passive adaptive adjustment unit; The passive adaptive control unit is used to obtain the airflow velocity entering the control valve based on the product of the first flow loss, the speed of the accelerated airflow, and the second ratio; the second ratio is the ratio of the throat section cross-sectional area of ​​the venturi intake structure to the outlet of the control valve or the effective flow cross-sectional area after the control valve. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the control valve, and the third ratio; the third ratio is the ratio of the effective flow cross-sectional area at the control valve outlet or after the control valve to the total effective outlet area of ​​the airflow jet device. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The first flow loss is the flow loss from the throat section of the Venturi intake structure to the inlet of the regulating valve; The second flow loss is the flow loss from the outlet of the regulating valve to the air jet device.

[0059] In this embodiment, the system further includes: an airflow purification and separation unit; The airflow purification and separation unit is used to accelerate the relative oncoming airflow and then perform dehumidification, de-dripping, and de-icing treatment to reduce the particulate load and moisture content in the captured relative oncoming airflow.

[0060] Venturi intake structures include: Venturi intake structures whose inlet section penetrates the bulkhead of the ship's bridge or is smoothly connected to the outer contour of the ship's bridge.

[0061] Since the specific working method and working principle of the anti-icing system of the ship's navigation window in this embodiment have been described in detail in the above-described anti-icing method embodiment of the ship's navigation window, they will not be repeated here.

[0062] 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 method for preventing ice from forming on a ship's pilot's view, characterized in that, include: Capture the relative oncoming airflow during ship navigation; The relative oncoming airflow is accelerated to obtain accelerated airflow; The accelerated airflow is sprayed along the outer surface of the ship's navigation window through an airflow jetting device according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. The critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow; The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

2. The anti-icing method for the ship's navigation window according to claim 1, characterized in that, The methods for accelerating the relative oncoming airflow to obtain accelerated airflow include: The velocity of the accelerating airflow is determined by the product of the first ratio and the velocity of the relative oncoming airflow, and a Venturi intake structure is used to accelerate the relative oncoming airflow according to the velocity of the accelerating airflow. The first ratio is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

3. The anti-icing method for the ship's navigation window according to claim 2, characterized in that, Also includes: The airflow velocity entering the regulating valve is obtained by multiplying the first flow loss, the velocity of the accelerated airflow, and the second ratio; the second ratio is the ratio of the cross-sectional area of ​​the throat section of the venturi intake structure to the cross-sectional area of ​​the regulating valve outlet or the effective flow cross-section after the regulating valve. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the regulating valve, and the third ratio; the third ratio is the ratio of the effective flow cross-sectional area at the outlet of the regulating valve or after the regulating valve to the total effective outlet area of ​​the airflow jet device. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The first flow loss is the flow loss from the throat section of the venturi intake structure to the inlet of the regulating valve; The second flow loss is the flow loss from the outlet of the regulating valve to the airflow injection device.

4. The method for preventing ice formation in a ship's navigation window according to any one of claims 1-3, characterized in that, Also includes: After the relative oncoming airflow is accelerated, it is dehumidified, dedripping and de-icing to reduce the particle load and moisture content in the captured relative oncoming airflow.

5. The anti-icing method for the ship's navigation window according to claim 2, characterized in that, The Venturi intake structure is a structure in which the inlet section penetrates the bulkhead of the ship's bridge or is smoothly connected to the outer contour of the ship's bridge.

6. An anti-icing system for a ship's pilot's view, characterized in that, include: Airflow capture and acceleration unit and air curtain generation unit; The airflow capture and acceleration unit is used to capture the relative oncoming airflow during the ship's navigation process; The airflow capture and acceleration unit is also used to accelerate the relative oncoming airflow to obtain accelerated airflow; The air curtain generating unit is used to spray the accelerated airflow along the outer surface of the ship's navigation window through the airflow jetting device according to the set anti-icing critical conditions, so as to generate a wall-adhering air curtain on the outer surface. The critical conditions for anti-icing include: The speed at which the wall-mounted air curtain is generated is greater than or equal to the anti-icing standard value; the anti-icing standard value is the larger of the first critical value and the second critical value. The first critical value is the critical value of the airflow velocity corresponding to the deflection of ice crystal particles, supercooled water droplets, or initial ice nuclei by the relative oncoming airflow; The second critical value is the critical value of the airflow velocity corresponding to the destruction of ice crystal particles, supercooled water droplets, or initial ice nucleus attachment.

7. The anti-icing system for the ship's bridge window according to claim 6, characterized in that, The airflow capture and acceleration unit is equipped with a Venturi air intake structure; The methods for accelerating the relative oncoming airflow to obtain accelerated airflow include: The velocity of the accelerating airflow is determined by the product of the first ratio and the velocity of the relative oncoming airflow, and a Venturi intake structure is used to accelerate the relative oncoming airflow according to the velocity of the accelerating airflow. The first ratio is the ratio of the inlet cross-sectional area of ​​the Venturi intake structure to the throat cross-sectional area of ​​the Venturi intake structure.

8. The anti-icing system for the ship's bridge according to claim 7, characterized in that, Also includes: Passive adaptive adjustment unit; The passive adaptive adjustment unit is used to obtain the airflow velocity entering the control valve based on the product of the first flow loss, the velocity of the accelerated airflow, and the second ratio; the second ratio is the ratio of the cross-sectional area of ​​the throat section of the Venturi intake structure to the cross-sectional area of ​​the control valve outlet or the effective flow cross-section after the control valve. The velocity at which the wall-adhering air curtain is generated is obtained by multiplying the second flow loss, the airflow velocity entering the regulating valve, and the third ratio; the third ratio is the ratio of the effective flow cross-sectional area at the outlet of the regulating valve or after the regulating valve to the total effective outlet area of ​​the airflow jet device. The airflow jet device is adjusted by regulating the valve according to the speed at which the wall-adhering air curtain is generated; The first flow loss is the flow loss from the throat section of the venturi intake structure to the inlet of the regulating valve; The second flow loss is the flow loss from the outlet of the regulating valve to the airflow injection device.

9. The anti-icing system for a ship's bridge view according to any one of claims 6-8, characterized in that, Also includes: Airflow purification and separation unit; The airflow purification and separation unit is used to accelerate the relative oncoming airflow and then perform dehumidification, de-dripping, and de-icing treatment to reduce the particle load and moisture content in the captured relative oncoming airflow.

10. The anti-icing system for the ship's bridge window according to claim 7, characterized in that, The Venturi intake structure is a structure in which the inlet section penetrates the bulkhead of the ship's bridge or is smoothly connected to the outer contour of the ship's bridge.

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