Intelligent control system for fuel double-wall pipe gap support force

Abstract

The application discloses a kind of for fuel double-wall pipe gap support force intelligent control system, it is related to double-wall pipe technical field, the for fuel double-wall pipe gap support force intelligent control system including the outer tube, inner tube of double-wall pipe and the inclination sensor for detecting ship body rocking angle, the support component for supporting inner tube is passed through the outer tube, the support component includes the lower pipe of sealing connection with the outer tube;With the upper tube of detachable connection of the lower pipe;And be located in the lower pipe and pass through the outer tube and with the inner tube and touch the touch component.By inclination sensor real-time detection ship body roll and pitch angle, to the maximum value as the judgment basis of shaking degree, ensure that the most severe shaking condition is captured;When rocking angle exceeds preset threshold, compression spring, pre-tightening force is linearly increased from conventional value 0 to the value matched with shaking difference, realize that shaking is more intense, the accurate adaptation of more firm support.

Description

Technical Field

[0001] This application relates to the field of double-walled tube technology, and more specifically, to an intelligent control system for the gap support force of fuel double-walled tubes. Background Technology

[0002] In the shipping industry, especially in ships using cryogenic media such as liquid ammonia and liquid hydrogen as fuel, fuel delivery pipelines commonly employ a double-walled pipe structure, i.e., a sandwiched pipeline consisting of an inner and an outer pipe. The inner pipe is used to transport cryogenic fuel, while the outer pipe forms a vacuum sandwich between the inner and outer pipes to provide insulation and prevent leakage. Because ships are continuously subjected to wind and waves during navigation, the hull experiences multi-degree-of-freedom rolling and pitching motions, and the double-walled pipes are subjected to cyclic dynamic loads. If there is a lack of radial support between the inner and outer pipes, the inertial forces caused by the rolling will lead to displacement, vibration, or even bending deformation of the inner pipe, compromising the concentricity and structural integrity of the pipeline system and affecting the safety and reliability of fuel delivery.

[0003] To maintain a uniform gap between the outer and inner tubes and ensure their concentricity, existing technologies typically employ axially spaced support devices within the double-walled tube sandwich structure. These support devices often utilize elastic elements to apply preload. Under normal, stable navigation conditions, the preset preload can generally ensure the inner tube remains centered and provides a certain degree of flexible preload.

[0004] However, when a ship encounters severe sea conditions and the hull rolls at a significantly increased angle, the existing elastic support preload is a fixed value or can only respond passively. The more violent the rolling, the greater the lateral inertial force on the inner tube. The fixed preload is difficult to effectively suppress the large and frequent displacement of the inner tube, which will not only seriously accelerate the aging of the elastic components, but also easily cause collisions or excessive friction between the inner and outer tubes, leading to problems such as wear of the inner tube and failure of the vacuum interlayer seal.

[0005] Therefore, it is necessary for the inventors to design a new intelligent control system for the support force of the fuel double-walled pipe gap in order to overcome the above problems. Summary of the Invention

[0006] The main purpose of this application is to provide an intelligent control system for the support force of the gap between fuel double-walled pipes, so as to solve the problem that the support force of the gap between double-walled pipes on the market cannot be automatically adjusted according to the actual situation.

[0007] To achieve the above objectives, this application provides an intelligent control system for the support force of the fuel double-walled pipe gap, including an outer pipe and an inner pipe of the double-walled pipe, and an angle sensor for detecting the hull roll angle, and also includes... A support assembly extending through the outer tube to support the inner tube, the support assembly comprising: The lower pipe is sealed and connected to the outer pipe; The upper tube is detachably connected to the lower tube; and An abutting component is disposed inside the lower tube, penetrates the outer tube, and abuts against the inner tube. The abutment assembly includes an abutment rod for directly abutting the outer wall of the inner tube, a spring sleeved on the abutment rod for providing flexible buffer support for the inner tube, and a linear actuator connected to the end of the spring away from the abutment rod for compressing or releasing the spring. The linear actuator, tilt sensor, and controller are electrically connected, and the controller is configured to: The ship's roll angle is received in real time from the tilt sensor. 1 and pitch angle 2; Calculate the difference between the sway angle and the preset threshold. ,in, 0 represents the preset angle threshold for triggering preload adjustment; Based on the preload adjustment formula The linear actuator is controlled to adjust the spring preload, wherein, 0 represents the normal preload of the springs under stable ship conditions. This is the preset preload difference adjustment coefficient; when 1 2 At 0 o'clock, If positive, the controller controls the linear actuator to compress the spring, increasing the spring preload to [value missing]. ; when 1 2 At time 0, the controller controls the linear actuator to reset the spring, restoring the spring preload to its original value. 0.

[0008] Optionally, the system also includes an outer tube temperature sensor and an inner tube temperature sensor for detecting the outer tube temperature and the inner tube temperature, respectively. Both sensors are connected to the controller signal, and the controller is further configured to: The inner tube is pre-set to a normal temperature T0 and the outer tube to a normal temperature T1, where T0 and T1 are the normal temperatures of the inner and outer tubes when thermal expansion and contraction do not occur. Real-time temperature of the inner tube (T2) and the outer tube (T3) are received, and the amount of cold shrinkage gap G in the inner tube is calculated. in =α in × The thermal expansion gap of the outer tube, G out =α out × , where α in α outG is the radial deformation coefficient based on the thermal expansion coefficient of the inner and outer tube materials and the preset tube diameter, respectively. in It takes a positive value only when the inner tube is transporting cryogenic media such as liquid ammonia; it is zero under normal conditions. when Greater than the preset outer tube activation temperature difference threshold, or When the temperature difference exceeds the preset inner tube activation threshold, the linear actuator is controlled to add a compression spring, with the additional compression stroke S. temp = G in + G out This is to compensate for the increased interlayer gap caused by the cold contraction of the inner tube and / or the thermal expansion of the outer tube, so that the contact rod always adheres to the outer wall of the inner tube with the preload force F calculated by the preload force adjustment formula.

[0009] Optionally, the controller is further configured to: preset a spring preload safety range [F5, F6], where F5 is the minimum support preload to ensure that the inner tube does not deviate, and F6 is the maximum top pressure preload that the inner tube can withstand; the preload adjustment under any working condition is limited to this safety range to prevent excessive top pressure from damaging the inner tube or insufficient support from causing the inner tube to deviate.

[0010] Optionally, the tilt sensor is a dual-axis high-precision tilt meter, installed on the hull deck near the double-walled tube arrangement area; the inner and outer tube temperature sensors are contact-type miniature tube wall temperature sensors, fitted and installed on the outer wall of the inner and outer tubes.

[0011] Optionally, the lower tube is detachably and sealingly connected to the outer tube, and the outer tube is provided with an adapter for detachable connection with the lower tube; the upper tube is threadedly connected to the lower tube.

[0012] Optionally, the abutment assembly further includes: a fixed ring fixedly sleeved on the outer wall of the abutment rod; and a movable ring movably sleeved between the fixed ring and the linear actuator, wherein the pressure sensor is disposed on the movable ring.

[0013] Optionally, the abutment rod includes a movable rod and an abutment member, which are connected by a threaded connection.

[0014] Optionally, the linear actuator includes: a threaded cylinder rotatably disposed inside the upper tube and having threads on its inner wall; a threaded column rotatably disposed inside the threaded cylinder and threadedly engaged with its inner wall; and a motor assembly disposed on the upper tube for driving the threaded column to rotate.

[0015] Optionally, the upper tube has a groove inside for guiding the threaded cylinder, and the outer wall of the threaded cylinder has a slider adapted to the groove.

[0016] The present invention provides an intelligent control system for the support force of fuel double-wall pipe gaps. Compared with the prior art, its advantages are as follows: It uses tilt sensors to detect the hull's roll and pitch angles in real time, using the maximum value of both as the basis for judging the degree of swaying, ensuring the capture of the worst swaying conditions; when the sway angle exceeds a preset threshold, the controller adjusts the preload according to the preload adjustment formula. Actively calculate the target preload and control the linear actuator to compress the spring, reducing the preload from the normal value. linearly increase to the difference between the swaying and the wobbling value Matching The system achieves a precise adaptation where "the more violent the shaking, the stronger the support." When the shaking subsides to within the threshold, the preload automatically returns to F0, maintaining a flexible buffer support state and avoiding unnecessary energy consumption and continuous pressure. The entire adjustment process consists of a complete closed loop formed by sensor detection, controller calculation, and linear actuator execution. It offers timely response and precise adjustment, effectively solving the problem of insufficient support or only passive response of fixed preload supports under harsh sea conditions. This significantly improves the operational safety and reliability of the ship's fuel delivery double-walled pipe under dynamic shaking conditions. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the application and to make other features, objects, and advantages of the application more apparent. The illustrative embodiments and descriptions of this application are used to explain the application and do not constitute an undue limitation of the application. In the drawings: Figure 1 This is a schematic cross-sectional view of the structure of the present invention.

[0018] The components are: 1. outer tube; 2. inner tube; 3. lower tube; 4. upper tube; 5. spring; 6. contact assembly; 7. linear actuator. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0020] It should be noted that the terms "first," "second," etc., used in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be used interchangeably where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0022] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0023] In addition, the term "multiple" should mean two or more.

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] The present invention provides an intelligent control system for the support force of the fuel double-wall tube gap, such as... Figure 1 As shown, a double-walled pipe is used in ships to carry cryogenic media such as liquid ammonia / liquid hydrogen as fuel, achieving gap maintenance and intelligent support between the inner pipe 2 and the outer pipe 1. The double-walled pipe consists of an inner pipe 2 and an outer pipe 1, with a vacuum interlayer between them to provide both heat insulation and leakage protection, ensuring stable delivery of cryogenic fuel and pipeline safety.

[0026] Multiple support assemblies are arranged at intervals along the axial direction of the outer tube 1, each supporting assembly penetrating the wall of the outer tube 1 to provide radial support to the inner tube 2. The support assembly includes a lower tube 3, an upper tube 4, and an abutting assembly 6 disposed within the lower tube 3. The lower tube 3 is detachably and sealingly connected to the outer tube 1 via an adapter, with a low-temperature resistant fluororubber sealing ring embedded at the connection to ensure that the vacuum jacket's sealing performance is not compromised. The upper tube 4 is detachably connected to the lower tube 3 via a threaded connection, facilitating maintenance and replacement of internal components, and a sealing ring is also provided at the connection between the upper tubes 4. The abutting assembly 6 is housed within the mounting cavity formed by the lower tube 3 and the upper tube 4, and passes through the wall of the outer tube 1 to abut against the outer wall of the inner tube 2.

[0027] The contact assembly 6 includes a contact rod, a spring 5, and a linear actuator 7. The contact rod directly contacts the outer wall of the inner tube 2 and is composed of a movable rod and a contact element that are detachably connected by threads. When the contact element wears out, it only needs to be unscrewed and replaced without disassembling the entire assembly. A connecting plate is located near the top of the contact rod. The connecting plate is fixedly connected to one end of the spring 5 and slides along the inner wall of the lower tube 3 together with the spring 5 and the contact rod. The other end of the spring 5 is fixed to a contact plate, which is also slidably disposed inside the lower tube 3. A movable plate is also provided between the contact plate and the linear actuator 7. A pressure sensor is installed on the movable plate to detect the real-time preload of the spring 5 to support the system's self-diagnostic function. The spring 5 is sleeved on the contact rod to provide flexible buffer support for the inner tube 2.

[0028] The linear actuator 7 is located inside the upper tube 4 and is electrically connected to the controller. It is used to compress or release the spring 5 to adjust the preload. In this preferred embodiment, the linear actuator 7 includes a threaded cylinder rotatably disposed inside the upper tube 4, a threaded post screwed into the threaded cylinder through threaded engagement, and a motor assembly fixed to the end of the upper tube 4 for driving the threaded post to rotate. The inner wall of the upper tube 4 is provided with an axial groove, and the outer wall of the threaded cylinder is provided with a slider adapted to the groove. This allows the threaded cylinder to move only axially and not rotate when the motor drives the threaded post to rotate, thereby converting the rotational motion into linear extension and retraction of the threaded cylinder. This pushes and pulls the contact plate, changes the compression of the spring 5, and precisely adjusts the preload.

[0029] In addition, the system is equipped with a controller, a dual-axis high-precision tilt sensor mounted on the ship's deck, temperature sensors for outer tube 1 and inner tube 2 respectively to detect the temperature of outer tube 1 and inner tube 2, and a displacement sensor to detect the extension stroke of the abutment rod. The controller receives signals from each sensor and adjusts the linear actuator 7 in real time according to the built-in control logic, thereby dynamically adjusting the preload of the abutment rod on the inner tube 2 to achieve intelligent support under all working conditions. The control flow under different typical working conditions is described in detail below.

[0030] To facilitate understanding, the specific implementation methods and calculation processes of the present invention are illustrated below using three typical operating conditions. The specific numerical values ​​involved in the embodiments are merely illustrative and do not constitute a limitation on the scope of protection.

[0031] Example 1: Active compensation for ocean wave sway In this operating condition, the ship rolls and pitches due to wind and waves, and the tilt sensor detects the hull rolling angle in real time.

[0032] Assume conventional preload =100N, preset angle threshold 0 = 5°, preload differential adjustment coefficient k = 10 N / °. The tilt sensor is a dual-axis high-precision tilt meter, installed on the hull deck near the double-walled tube arrangement area, with a sampling frequency of 100ms / time and a measurement accuracy of not less than ±0.1°.

[0033] The controller is configured to receive the roll angle from the tilt sensor in real time. 1 and pitch angle 2. Suppose that at a certain moment, a... 1 = 8° 2 = 6°, the controller calculates the maximum value of the two: max( 1, 2) = 8°. Then calculate the difference from the preset threshold: .because A positive value indicates that the shaking has exceeded the safe range and the support force needs to be increased.

[0034] The controller is based on the preload adjustment formula. The target preload F is calculated as 100N + 10N / ° × 3° = 130N. Subsequently, the controller sends a control command to the linear actuator 7, driving it to compress the spring 5, increasing the preload of spring 5 from the current 100N to 130N. This applies a greater supporting force to the abutment rod, effectively suppressing the displacement of the inner tube 2 during violent shaking. When the shaking angle falls back to within a threshold, for example, max( 1, When 2) = 4°, If the value is ≤0, the controller controls the linear actuator 7 to reset, so that the preload of the spring 5 is restored to F0=100N, and continues to maintain the flexible buffer support with the normal preload.

[0035] Through the above method, a linear and precise linkage is achieved, in which the more violent the shaking, the more solid the support, thus overcoming the shortcomings of fixed preload support in severe sea conditions, such as insufficient support or only passive response.

[0036] Example 2: Temperature Change Compensation When using cryogenic fuels such as liquid ammonia, the inner tube 2 experiences a sudden temperature drop, leading to radial contraction. Meanwhile, the outer tube 1 may expand due to high ambient temperatures or heat dissipation from the engine room. Both factors contribute to an increase in the gap between the inner and outer tubes 1. If the compression of spring 5 remains constant, the end of the abutment rod will not be able to effectively contact the outer wall of the inner tube 2, and the actual supporting force transmitted to the inner tube 2 will be lower than the target value required for sway compensation. Therefore, based on the sway compensation, it is necessary to add compression stroke to spring 5 according to the change in gap, so that the holding force of the abutment rod returns to the target value.

[0037] Assume the normal operating temperature of inner tube 2 is T0 = 20℃, and the normal operating temperature of outer tube 1 is T1 = 25℃. What is the radial deformation coefficient α of the materials of inner tube 2 and outer tube 1? in =0.005 mm / ℃, α out =0.005 mm / ℃ (based on the material's thermal expansion coefficient and preset pipe diameter). The activation temperature difference threshold for outer pipe 1 is 15℃, and the activation temperature difference threshold for inner pipe 2 is 10℃.

[0038] Scenario Reproduction: A ship is navigating in rough sea conditions. As described in Example 1, the tilt sensor detects... 1 2 =8°, exceeding the threshold by 3°, according to the shaking compensation formula =100N+10×3°=130N After calculation, the controller has adjusted the preload of spring 5 to 130N. At this time, the actual contact force of the abutment rod on the inner tube 2 is 130N.

[0039] The captain then switched to liquid ammonia as fuel to accelerate away. Due to the flow of liquid ammonia, the temperature of inner pipe 2 dropped sharply, with the temperature sensor detecting T2 = -30℃; outer pipe 1, affected by the high temperature in the engine room, had a T3 = 50℃. The controller calculated: Inner tube 2 cold shrinkage gap amount G in =α in × = 0.005 mm / ℃ ×[20 - (-30)]℃= 0.005×50 = 0.25 mm; Thermal expansion gap G of outer tube 1 out =α out × = 0.005 mm / ℃ ×(50 - 25)℃= 0.005×25 = 0.125 mm.

[0040] At this point, (T0-T2) = 50℃, which is greater than the activation threshold of inner tube 2 (10℃), thus meeting the triggering condition. The controller determines that the interlayer gap has increased by a total of G. in + G out= 0.25 + 0.125 = 0.375 mm, that is, a relative yield of 0.375 mm was generated between the end of the abutment rod and the outer wall of the inner tube 2, which caused the original 130N abutment force to be unable to be maintained.

[0041] The controller controls the linear actuator 7 to add a compression spring 5, increasing the compression stroke S. temp = 0.375 mm, the spring 5 is further compressed, the abutment rod extends forward again to fit against the outer wall of the inner tube 2, so that the actual abutment force is restored to the target value of 130N determined by the sway compensation.

[0042] If outer tube 1 contracts due to cold, such as when anchored in a cold sea area, T3 drops to 10°C, then G out = 0.005×(10-25) = -0.075 mm, a negative value indicates that the gap decreases due to the cold contraction of the outer tube 1. When only the outer tube 1 contracts and the inner tube 2 remains in its normal state (G) in When =0, add trip S temp = -0.075 mm, that is, the controller controls the linear actuator 7 to slightly release the spring 5 to prevent excessive pressure on the inner tube 2 due to the reduced gap.

[0043] This embodiment detects the temperatures of the inner and outer tubes 1 separately, converts their respective thermal expansion and contraction into gap changes, and uses stroke compensation rather than force superposition to ensure that the contact rod always adheres to the inner tube 2 with a pre-tightening force determined by sway compensation under temperature change conditions, thus achieving layered decoupled intelligent control of "swaying constant force and temperature tracking".

[0044] All preload adjustments—including sway compensation during navigation, temperature compensation, and wear compensation during maintenance—are ultimately limited to a safe range [F5, F6], i.e., [80N, 150N]. For example, in Embodiment 1, if the calculated value of F1 after compensation is 160N, and F6 = 150N, the controller will limit the actual output to 150N to prevent excessive pressure from causing plastic deformation of the inner tube 2 or damage to the vacuum interlayer. Similarly, if some compensation causes the preload to be lower than 80N, the output is limited to 80N to ensure that the inner tube 2 does not shift. This safety limit is implemented through the controller software, and in conjunction with the aforementioned formula, forms a fully closed-loop intelligent control from detection and calculation to safe execution.

[0045] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An intelligent control system for the support force of the gap between fuel double-walled pipes, comprising an outer pipe (1), an inner pipe (2), and an inclination sensor for detecting the hull roll angle, characterized in that: Also includes A support assembly extending through the outer tube (1) to support the inner tube (2), the support assembly comprising: The lower pipe (3) is sealed and connected to the outer pipe (1); The upper tube (4) is detachably connected to the lower tube (3); and An abutting component (6) is provided inside the lower tube (3), penetrates the outer tube (1), and abuts against the inner tube (2). The abutting component (6) includes an abutting rod for directly abutting the outer wall of the inner tube (2), a spring (5) sleeved on the abutting rod for achieving flexible buffer support of the inner tube (2), and a linear actuator (7) connected to the end of the spring (5) away from the abutting rod and used to compress or release the spring (5). The linear actuator (7), the tilt sensor, and the controller are electrically connected, and the controller is configured to: The ship's roll angle is received in real time from the tilt sensor. 1 and pitch angle 2; Calculate the difference between the sway angle and the preset threshold. 1 2 0, where, 0 represents the preset angle threshold for triggering preload adjustment; Based on the preload adjustment formula The linear actuator (7) is controlled to adjust the preload of the spring (5), wherein, 0 represents the conventional preload of the spring (5) under stable hull conditions. This is the preset preload difference adjustment coefficient; when 1 2 At 0 o'clock, When positive, the controller controls the linear actuator (7) to compress the spring (5), increasing the preload of the spring (5) to F; when 1 2 At time 0, the controller controls the linear actuator (7) to reset the spring (5), restoring the preload of the spring (5) to its original value. 0; It also includes an outer tube (1) temperature sensor and an inner tube (2) temperature sensor for detecting the temperature of the outer tube (1) and the inner tube (2) respectively, both of which are connected to the controller signal. The controller is further configured to: The inner tube (2) is pre-set to a normal temperature T0 and the outer tube (1) to a normal temperature T1. T0 and T1 are the normal temperatures of the inner tube (2) and the outer tube (1) when they do not undergo thermal expansion and contraction, respectively. Real-time temperature T2 of inner tube (2) and real-time temperature T3 of outer tube (1) are received, and the cold shrinkage gap G of inner tube (2) is calculated. in =α in × The thermal expansion gap G of the outer tube (1) out =α out × , where α in α out G is the radial deformation coefficient based on the thermal expansion coefficient of the inner tube (2) and the outer tube (1) and the preset tube diameter, respectively. in It takes a positive value only when the inner tube (2) is transporting the cryogenic medium of liquid ammonia; it is zero under normal conditions. when The temperature difference between the outer tube (1) and the preset temperature difference threshold is greater than the threshold value. When the temperature difference between the inner tube (2) and the preset inner tube (2) is greater than the activation temperature threshold, the linear actuator (7) is controlled to add a compression spring (5), and the added compression stroke S temp = G in +G out To compensate for the increase in interlayer gap caused by the cold contraction of the inner tube (2) and / or the thermal expansion of the outer tube (1), so that the contact rod always adheres to the outer wall of the inner tube (2) with the preload force F calculated by the preload force adjustment formula.

2. The intelligent control system for the support force of fuel double-walled pipe gap according to claim 1, characterized in that, The controller is also configured to: preset the spring (5) preload safety range [F5, F6], where F5 is the minimum support preload to ensure that the inner tube (2) does not deviate, and F6 is the maximum top pressure preload that the inner tube (2) can withstand; the preload adjustment under any working condition is limited to this safety range to prevent excessive top pressure from damaging the inner tube (2) or insufficient support from causing the inner tube (2) to deviate.

3. The intelligent control system for the support force of the fuel double-walled pipe gap according to claim 1, characterized in that, The tilt sensor is a dual-axis high-precision tilt meter, which is installed on the deck of the ship near the double-walled tube arrangement area; the inner and outer tube (1) temperature sensor is a contact-type miniature tube wall temperature sensor, which is attached to the outer wall of the inner and outer tube (1).

4. The intelligent control system for the support force of fuel double-walled pipe gap according to claim 1, characterized in that, The lower tube (3) is detachably and sealed to the outer tube (1), and the outer tube (1) is provided with a fitting for detachment connection with the lower tube (3); the upper tube (4) is threadedly connected to the lower tube (3).

5. The intelligent control system for the support force of the fuel double-walled pipe gap according to claim 1, characterized in that: The abutment assembly (6) further includes: an abutment plate slidably disposed on the lower tube (3) and fixed on the spring (5); a connecting plate located at the top of the abutment rod and fixedly connected to the spring (5), the connecting plate being slidably connected to the lower tube (3); and a movable plate disposed between the abutment plate and the linear actuator (7), the movable plate being provided with a pressure sensor.

6. The intelligent control system for the support force of fuel double-walled pipe gap according to claim 1, characterized in that: The abutment rod includes a movable rod and an abutment component, which are connected by a threaded connection.

7. The intelligent control system for the support force of fuel double-walled pipe gap according to claim 1, characterized in that: The linear actuator (7) includes: a threaded cylinder rotatably disposed inside the upper tube (4) and having threads on its inner wall; a threaded column rotatably disposed inside the threaded cylinder and threadedly engaged with its inner wall; and a motor assembly disposed on the upper tube (4) for driving the threaded column to rotate.

8. The intelligent control system for the support force of fuel double-walled pipe gap according to claim 7, characterized in that: The upper tube (4) is provided with a groove for guiding the threaded cylinder inside, and the outer wall of the threaded cylinder is provided with a slider that matches the groove.

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