Polar ship seawater suction anti-icing and integrated drainage system

Abstract

This invention relates to a seawater intake anti-icing and integrated drainage system for polar vessels, comprising a seawater tank disposed on the hull side, and a water intake trough and a discharge trough. The water intake trough is disposed within the double bottom of the vessel and communicates with the seawater tank. The water intake trough is connected to the vessel's water supply equipment via a water intake pipe. The discharge trough is also disposed within the double bottom of the vessel, and receives drainage from the vessel's water supply equipment via an internal drainage pipe, and discharges water to the hull side via a main drainage pipe. A water pump powers a water circulation system between the water intake trough, the vessel's water supply equipment, and the discharge trough. This invention fundamentally solves the problem of ice fragments entering the seawater system, while reducing the number of openings in the hull plating on the hull side, thereby improving the structural strength and operational safety of the vessel.

Description

Technical Field

[0001] This invention relates to seawater intake and drainage systems for polar vessels, specifically to a seawater intake anti-icing system and an integrated drainage system for polar vessels. Background Technology

[0002] During navigation, ships continuously draw in seawater from the outside for cooling main and auxiliary machinery and for filling ballast tanks. The current standard practice is to install seawater tanks on both sides of the ship, connected by a main seawater pipe. Pumps draw seawater from this main pipe through their suction pipes. Simultaneously, cooling water after heat exchange, ballast tank drainage, and wastewater from other equipment must be discharged overboard, typically via pipes connected to the side hull plating and discharged through side valves.

[0003] For vessels navigating polar regions, the aforementioned conventional design has the following inherent drawbacks. First, during navigation, the hull plating is continuously subjected to friction from the ice layer, and the intake grilles and discharge ports on the hull plating severely weaken the structural strength, making the hull plating prone to deformation. Second, after the ice layer is broken through at the bow, it is cut by the propeller, forming a large amount of ice fragments. These ice fragments can easily clog the intake and discharge ports of the seawater tank grilles. Once these ice fragments enter the seawater tanks and even the seawater cooling and ballast systems, they will pose a serious threat to the operation of the ship's equipment and navigational safety.

[0004] In existing technologies, the common solutions to ice clogging in seawater tanks of polar vessels are to install baffles inside the tanks to block floating ice, or to install compressed air / steam pipes aimed at the intake grids to purge them when blockage occurs. For drainage of engine room equipment, the conventional practice is to connect each drain pipe to the side hull plating via piping, discharge through side valves, and install web plates and supporting reinforcement structures at the side openings to compensate for any weakening of the hull plating.

[0005] In summary, the existing technical solutions have the following shortcomings in practical applications:

[0006] First, the baffles installed inside the seawater tank can only block some of the ice, and a considerable amount of residual ice will still enter the seawater system. This solution is only suitable for low-ice-class ships and cannot meet the requirements for long-term navigation in polar waters.

[0007] Secondly, compressed air purging is a passive remedial measure, relying on operators to monitor changes in pump suction vacuum and manually operate the system. There is a significant time lag between the occurrence and resolution of ice blockage. For ice that is already frozen or wedged into the grid, successful purging cannot be guaranteed. More seriously, when ice completely blocks the grid, the seawater tank forms a closed space; introducing compressed air at this point may cause the tank to deform or even rupture.

[0008] Third, each side pipe requires a valve made of a material with good ductility and must be certified by a classification society. The connection between the valve body and the hull plating is a two-stage pipe, which is costly to manufacture. Furthermore, each side pipe requires compressed air to purge residual water from the pipe. The installation of web plates and supporting reinforcement structures at the side openings further increases construction costs and difficulty. Summary of the Invention

[0009] This invention addresses the aforementioned problems by proposing a seawater intake anti-icing system and integrated drainage design for polar vessels. It aims to fundamentally solve the problem of ice fragments entering the seawater system, while reducing the number of openings in the hull plates on the sides, thereby improving the structural strength and operational safety of the vessel.

[0010] The present invention adopts the following technical solution:

[0011] A polar vessel seawater intake anti-icing and integrated drainage system includes a seawater tank located on the side of the vessel, as well as a water intake trough and a discharge trough. The water intake trough is located within the double bottom 17 of the vessel and is connected to the seawater tank. The water intake trough is connected to the vessel's water-using equipment via a water intake pipe. The discharge trough is also located within the double bottom 17 of the vessel and receives drainage from the vessel's water-using equipment via an internal drainage pipe, and discharges water to the side of the vessel via a main drainage pipe. A water pump powers the water intake trough, the vessel's water-using equipment, and the discharge trough to form a water circulation system.

[0012] Preferably, the side ballast tank located on the hull side is connected to the suction trough via a fourth shut-off valve 20, used to replenish water to the suction trough when the seawater tank is blocked by ice. Preferably, the discharge trough is connected to the seawater tank via a return pipe 10, used to preheat the water in the seawater tank with hot water absorbed by the ship's water-using equipment. The drained water (approximately 40°C to 45°C) after the equipment has cooled flows back to the seawater tank, preheating the incoming water.

[0013] Furthermore, a fifth shut-off valve 24 is provided at the main drain pipe.

[0014] Preferably, the seawater tank is provided with a vertical anti-ice baffle 3, which divides the seawater tank into an inlet chamber 4 and a pumping chamber. The hull plate slot 22 is set at the bottom of the inlet chamber 4. The inlet chamber 6 is connected to the pumping chamber along the side wall. A transverse mesh screen 8 is provided in the pumping chamber, which further prevents ice from entering the bottom area of ​​the pumping chamber.

[0015] Preferably, an isolation compartment 1 is provided at the upper part of the seawater tank near the side of the hull, so that the draft of the seawater tank is within the height range of the isolation compartment 1. This makes the top area of ​​the seawater tank above the waterline have a narrowing structure with the cross-sectional area gradually or stepwise decreasing from bottom to top, which is used to reduce the contact area between the water surface and the air inside the seawater tank, thereby reducing the heat dissipation area of ​​the seawater.

[0016] Furthermore, a steam / hot water pipe 7 is installed below the ship's draft in the seawater tank to heat the water near the ship's draft and prevent freezing.

[0017] Preferably, the water intake trough extends upward to the open deck via the water intake trough vent pipe 15 and the third shut-off valve 16; the top of the seawater tank extends to the open deck via the seawater vent pipe 23 and the first shut-off valve 5; the water intake trough vent pipe 15 and the seawater vent pipe 23 merge to form a single vent pipe.

[0018] Furthermore, the top of the hull channel extends upward to the open deck via a sixth shut-off valve 25.

[0019] Furthermore, a compressed air / steam water washing pipe 21 is provided at the slot 22 of the hull plate to prevent the slot 22a on the hull plate from being blocked by ice fragments.

[0020] The beneficial effects of this invention are as follows:

[0021] 1) The suction trough and the discharge trough are integrated inside the double bottom of the ship. The suction trough receives water from the seawater tank and supplies water to the ship's water-using equipment. The discharge trough collects all the water discharged from the ship's water-using equipment and relies on water pumps to build a complete water flow circulation. The discharge trough integrates the scattered seawater drainage functions.

[0022] 2) The suction trough has a greater height than the seawater main (the seawater main is generally 400mm in diameter, while the seawater trough can be up to 1900mm high), which not only achieves effective separation of ice and water, but also completely avoids the risk of blockage by large ice blocks; the structural cabinet-type seawater trough has a larger internal space than the seawater main, more uniform galvanization, and is surrounded by thicker steel plates, which greatly reduces the risk of corrosion and leakage after long-term use; the suction trough replaces the traditional seawater main in the engine room, freeing up engine room layout space;

[0023] 3) After the ice is initially intercepted by the seawater tank, a small amount of ice that enters with the water flow will float to the surface in the suction tank due to buoyancy. The pump suction port is located close to the bottom of the suction tank, which prevents ice from entering the ship's water equipment from the source and fundamentally solves the problem of ice intrusion into the seawater system causing equipment blockage and damage.

[0024] 4) Set up independent side drainage channels to centrally collect drainage from various equipment, integrate multiple scattered side drainage pipes, retain only a small number of side external drainage interfaces, significantly reduce the number of openings in the side hull plates, reduce the risk of hull structure weakening caused by openings, and improve the structural strength and navigation and operation safety of polar vessels.

[0025] 5) In an optional embodiment, the side ballast tank can replenish water to the suction tank by gravity through the fourth shut-off valve. In extreme cases where the seawater tank is completely blocked by ice, an emergency water source can be provided without electricity to ensure the continuous water supply of key equipment such as cooling, build passive safety redundancy, and improve the system's survivability in polar sea conditions.

[0026] 6) In an optional embodiment, the discharge trough is equipped with a return water pipe connected to the seawater tank. When the drainage capacity of the main discharge pipe is insufficient, the discharge can be returned to the seawater tank; a fifth shut-off valve is used to control the on / off of the pipeline. Under normal operating conditions, the high-temperature discharge after heat exchange of the equipment can be introduced into the seawater tank, using the waste heat of the discharge to preheat the incoming seawater outside the ship, while the return water disturbance inhibits ice formation inside the seawater tank; when the return flow path is blocked, it can be switched to the main discharge pipe for direct discharge outside the ship, taking into account both waste heat recovery and emergency discharge in case of failure.

[0027] 7) In an optional embodiment, an ice-proof baffle is provided inside the seawater tank to divide the water inlet chamber and the water pumping chamber. The water inlet is arranged at the slotted position of the hull plate at the bottom of the water inlet chamber, which, together with the transverse mesh screen plate in the water pumping chamber, achieves two-stage ice interception. The slotted hull plate replaces the traditional detachable suction grid, eliminating the risk of the grid falling off due to impact from the ice layer.

[0028] 8) In an optional embodiment, an isolation chamber is provided at the top of the seawater tank, which forms a narrow structure at the top of the seawater tank, reducing the heat dissipation area of ​​the seawater in the tank in contact with the cold air; the floating ice fragments will gather in the narrow area, and with the help of the steam / hot water pipes below the draft, only the small area where the ice blocks gather needs to be heated to complete the melting, reducing heating power consumption; the isolation chamber forms a heat insulation gap, blocking the extremely cold outside air from taking away the heat inside the tank through the hull plate, significantly improving the efficiency of melting ice and preventing icing.

[0029] 9) In an optional embodiment, the water intake tank, seawater tank, and discharge tank are respectively provided with ventilated pipes leading to the open deck, and the ventilated pipes of the water intake tank and the seawater tank are combined into a ventilated main pipe; this can balance the air pressure inside each tank, avoid negative pressure during water intake causing water pump cavitation, and avoid positive pressure inside during water intake hindering water intake, ensuring the stable operation of the water intake and drainage system, while simplifying the layout of the ventilated pipes. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the polar vessel seawater intake anti-icing and integrated drainage system of the present invention, showing the cross section of the vessel.

[0031] Figure 2 yes Figure 1 The view at point A in the diagram.

[0032] Figure 3 This is a schematic elevation view of the hull channel.

[0033] Figure 4This is a schematic diagram showing the distribution of the sluice gate, suction trough, seawater tank, and water pipe connections. This attached diagram is a top-down view.

[0034] In the diagram, 1. Isolation compartment, 2. Hull plating, 3. Waterproof bulkhead, 4. Inlet chamber, 5. First shut-off valve, 6. Straight ladder, 7. Steam / hot water pipe, 8. Horizontal mesh screen plate, 9. Pumping chamber, 10. Return water pipe for self-draining side channel, 11. Remote control valve, 12. Seawater filter, 13. Second shut-off valve, 14. Connecting pipe from seawater tank to suction channel, 15. Suction channel vent pipe, 16. Third shut-off valve, 17. Double bottom of the ship, 18. Bottom hull plating, 19. Connecting pipe from ballast tank to suction channel, 20. Fourth shut-off valve, 21. Compressed air / steam purge pipe, 22. Grooved hull plating, 22a. Slot, 22b. Outer hull plating, 23. Seawater tank vent pipe, 24. Fifth shut-off valve, 25. Sixth shut-off valve, 26. Shut-off check valve. Detailed Implementation

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

[0036] This embodiment introduces a seawater intake and discharge system suitable for polar vessels. Its core lies in constructing an anti-icing system that integrates slot interception, buoyancy stratification, sedimentation de-icing, and waste heat preheating, achieving full-process interception of ice fragments. Simultaneously, by setting up a gravity emergency pipeline from the ballast tank, the effectiveness of the seawater intake system under extreme operating conditions is ensured. Furthermore, by setting up a discharge chute, the numerous discharge ports in the engine room are centrally managed, ultimately simplifying the system into a single side discharge port.

[0037] I. Design of the seawater tank (see appendix) Figure 1 )

[0038] 1) Top slab designed to be higher than the waterline

[0039] The top plate of the seawater tank is positioned above the ship's waterline to ensure sufficient vertical space inside the tank for proper stratification of ice and water. The top of the tank is equipped with a manhole and a straight ladder. During navigation, the manhole can be opened to monitor ice buildup inside the tank in real time, and personnel can also enter to perform manual de-icing operations.

[0040] 2) Narrowing and insulation structure at the top of the seawater tank

[0041] The top area of ​​the seawater tank near the waterline narrows, meaning that the cross-sectional area of ​​this area gradually decreases from bottom to top. It can be conical, stepped, or similarly narrowed in shape, so that the upper sidewall of the seawater tank does not contact the hull plate, forming an insulating gap.

[0042] Its mechanism of action is as follows:

[0043] Aggregation effect: Ice fragments that rise to the top of the seawater tank due to buoyancy are naturally compressed and aggregated in a narrow area at the top, guided by the gradually narrowing riser channel. The heating device (steam / hot water pipe 7) only needs to heat this aggregation area to cover the entire floating ice, significantly reducing the heat coverage area and heating power consumption required for ice melting.

[0044] Thermal insulation effect: The top area of ​​the seawater tank is above the waterline and in contact with the air. Polar air temperatures can reach -40°C, far lower than seawater temperatures (approximately -2°C). If the top of the seawater tank were directly attached to the hull, the low-temperature air would significantly draw heat away from the tank, resulting in substantial energy loss and extremely low ice-melting efficiency. This embodiment effectively prevents heat transfer to the outside low-temperature air by incorporating a thermal insulation gap (thermal insulation chamber 1), thereby significantly improving ice-melting efficiency.

[0045] 3) Grooves in the bottom hull plating replace the intake grille

[0046] Several slots 22a are made on the hull plate at the bottom of the seawater tank as seawater inlets, with a width of not less than 20 mm. These slots are elongated, continuous openings, integrally formed with the hull plate, without any separate grid components. This design fundamentally eliminates the risk of traditional detachable grids detaching under ice impact and friction, while the narrow geometric features of the slots physically prevent large pieces of ice from entering the seawater tank.

[0047] 4) Horizontal mesh screen plate

[0048] The seawater tank is equipped with a vertical ice-prevention baffle 3, which divides the tank into an inlet chamber 4 and a pumping chamber. The ice-prevention baffle 3 is interrupted at the top of the tank, guiding rising ice fragments to a narrower area at the top. A horizontal mesh screen 8 is installed in the pumping chamber, with a through-hole of at least 20mm in width, further preventing ice from entering the bottom area of ​​the pumping chamber.

[0049] (5) Precision heating measures

[0050] A heating device is installed in the ice accumulation area formed after the top of the seawater tank narrows (i.e., the narrow space near and above the waterline). The heating device can be a steam / hot water pipe 7. The arrangement of the heating device matches the cross-sectional area of ​​the top of the narrowing structure to ensure that the heating energy accurately covers all the accumulated ice. Small holes can be made in the steam / hot water pipe 7 to allow the heat medium to be sprayed directly onto the ice surface to accelerate melting. Because the heating range is significantly reduced by the narrowing structure, and the insulation gap effectively prevents heat loss, the melting efficiency and energy consumption are significantly improved.

[0051] II. Design of the water intake tank (see appendix) Figure 1 )

[0052] 1) A water-absorbing trough is formed using a double-bottom structure.

[0053] A sealed compartment is formed by the ship's double bottom and bottom hull plating, creating a suction trough. Located below or to the side of the seawater tank, this trough utilizes the inherent vertical space of the double bottom to achieve a greater depth than a traditional seawater main. This eliminates the need for a separate seawater main in the engine room, freeing up space for engine room layout.

[0054] Advantages of the intake trough: Compared to the seawater main pipe (which is typically 400mm in diameter, the intake trough can reach a height of 1900mm), it not only achieves effective separation of ice and water but also completely avoids the risk of blockage by large ice blocks; the structural cabinet-type intake trough has a larger internal space than the seawater main pipe, more uniform galvanization, and is enclosed by thicker steel plates, significantly reducing the risk of corrosion and leakage after long-term use; it replaces the seawater main pipe, freeing up engine room space. 2) Connection method with the seawater tank.

[0055] At least two connecting short pipes are installed at the bottom of the seawater tank's pumping chamber, connecting to the suction tank. This multi-pipe design provides piping redundancy—even if one pipe fails due to ice blockage or damage, the others can still function normally. Seawater filters 12 are installed on the connecting short pipes to filter impurities from the seawater entering the suction tank.

[0056] 3) The suction inlet extends to the bottom of the suction tank.

[0057] The seawater intake pipe extends 20mm to 50mm above the bottom of the intake tank. This arrangement makes full use of the large vertical depth of the intake tank—because ice is less dense than water, even if a small amount of ice fragments enter the intake tank with the seawater, they will float to the top of the tank due to buoyancy. The pump's suction inlet is located near the bottom of the tank to ensure that the seawater drawn in is free of ice.

[0058] 4) Ventilation tube.

[0059] A vent pipe 15 is installed at the top of the suction tank, leading to the open deck. The vent pipe 15 is used to balance the air pressure in the suction tank during water filling and suction processes—a negative pressure may form inside the tank during large-scale water intake, affecting the pump's suction efficiency and even causing pump cavitation; conversely, a positive pressure may form during seawater injection, hindering water intake. The vent pipe ensures that the air pressure inside the tank remains balanced with the outside atmosphere, guaranteeing the normal operation of the pump.

[0060] 5) Emergency connection pipe for side ballast tanks.

[0061] like Figure 1As shown, the side ballast tank is connected to the suction tank via a connecting pipe 19 with a fourth shut-off valve 20. This valve remains closed under normal operating conditions; it opens only in emergency situations where the seawater tank cannot be filled, allowing ballast water in the side ballast tank to automatically flow into the suction tank under gravity. This design provides a passive emergency water source for the cooling system without the need for electricity.

[0062] III. Design of the hull channel (see appendix) Figure 3 and attached Figure 4 )

[0063] 1) A double-bottom structure is used to form a hull channel.

[0064] A sealed compartment is installed within the ship's double bottom to form a sluice gate. The volume of the sluice gate should meet the maximum drainage flow requirements of all equipment in the engine room. A vent pipe is installed at the top of the sluice gate, leading to the open deck to balance the air pressure within the sluice gate.

[0065] 2) The engine room exhaust pipe is connected to the exhaust trough.

[0066] All pipelines in the engine room that need to be drained overboard, such as ballast pumps and cooling seawater pumps, are connected to the drain trough, with the drain pipes extending into the top plate by about 100mm.

[0067] 3) Dual-path discharge branch.

[0068] The hull discharge channel has two discharge branches, each equipped with a valve for on / off control. The diameter of each branch pipe must be selected such that the flow area of ​​the discharge pipe is greater than the sum of the flow areas of the two largest engine room hull discharge pipes.

[0069] The first discharge branch: connects to the seawater tank via the return water pipe 10 from the self-draining trough (preferably connected to the top of the seawater tank or the area near the waterline). A shut-off check valve 26 is installed at the seawater tank inlet pipe;

[0070] The second discharge branch line connects to the discharge port on the side hull plate, and a fifth shut-off valve 24 is installed at the discharge channel outlet pipe. A side valve is installed at the discharge port.

[0071] 4) Dual-channel switching working mode

[0072] Normal operating conditions: Close the valve of the second discharge branch (side direct discharge) and open the shut-off check valve 26 of the first discharge branch. The seawater with a higher temperature after the engine room is cooled (the temperature of the cooled seawater after heat exchange is usually about 40°C to 45°C) flows back to the seawater tank through the first discharge branch, preheating the water in the seawater tank. At the same time, the disturbance caused by the return water prevents the formation of ice in the seawater tank.

[0073] Emergency conditions (such as severe ice blockage in the seawater tank, obstruction of the return channel, or need for maintenance of the discharge channel): Close the stop check valve 26 of the first discharge branch, open the fifth stop valve 24 of the second discharge branch, and the engine room drainage is discharged directly to the outside of the ship via the second discharge branch.

[0074] Key points:

[0075] 1. Triple anti-icing measures:

[0076] This invention establishes a three-pronged anti-icing measure through structural design:

[0077] Measure 1 (Gap Interception): Grooves are installed in the bottom hull plating, and transverse mesh screens are placed inside the seawater tank to physically block large ice fragments using narrow grooves. Compared to the traditional method of installing suction grilles on the sides of the seawater tank, this method places the inlet at the bottom, away from the floating ice area near the waterline, and eliminates the risk of the grilles being knocked off by ice.

[0078] Measure 2 (buoyancy separation): The top plate of the seawater tank is designed to be higher than the waterline, and an ice-water separation baffle is installed inside the tank. Taking advantage of the fact that ice is less dense than water, the ice fragments float to the top isolation area and are prevented from entering the bottom intake.

[0079] Measure 3 (Deep Sedimentation): A double-bottom structure is used to form a water intake tank, which has a greater depth than the traditional seawater main pipe. The density difference between ice and water is used to further stratify the water. The pump suction port is located at the bottom of the tank to ensure that it can only draw water from the lower layer.

[0080] 2. Narrowed top and heat-insulating structure of the seawater tank:

[0081] The top area of ​​the seawater tank near the waterline features a narrowing design (the cross-sectional area gradually decreases from bottom to top), which naturally compresses and highly concentrates floating ice fragments in a very small area at the top center, significantly reducing the heating range; the insulation gap effectively prevents extremely cold air from conducting heat through the hull plates, avoiding the loss of heating energy and improving ice melting efficiency.

[0082] 3. Precise heating and waste heat recovery:

[0083] Precise ice melting: Heating measures (steam / hot water pipes) are concentrated in the area where ice accumulates after the top narrows (near the waterline), and the heating range matches the narrowed cross section, which greatly reduces energy consumption.

[0084] Waste heat utilization: The drainage water after the engine room is cooled (about 40°C to 45°C) is concentrated and introduced into the discharge channel. Under normal operating conditions, it flows back to the seawater tank to preheat the incoming water. At the same time, the return water disturbance prevents the formation of ice in the seawater tank.

[0085] 4. Passive emergency response:

[0086] The side ballast tank is connected to the suction tank via a connecting pipe with a valve, which is kept closed under normal operating conditions. In the event of extreme ice blockage causing the seawater tank to fail completely, ballast water can be replenished into the suction tank by gravity alone, without the need for electric drive, to provide an emergency water source for the cooling system.

[0087] 5. Simplified design of the boarding system and waste heat utilization:

[0088] All the scattered outboard drain pipes in the engine room are connected to a single outboard drain channel. The outboard drain channel returns water to the seawater tank and has a side drain outlet. The high-temperature return water from the engine room can preheat the water entering the seawater tank, while also significantly reducing the number of side openings, side valves, and structural reinforcement work.

[0089] 6. Redundant connection of the water suction tank:

[0090] The seawater tank is connected to the suction tank by two short connecting pipes, and each connecting pipe is equipped with a seawater filter 12 to achieve pipeline redundancy and reduce the risk of system failure caused by ice blockage in a single pipe.

[0091] This invention establishes multiple anti-icing measures to intercept ice fragments throughout the process; improves ice melting efficiency through the concave design of the top of the seawater tank; adopts a centralized drainage scheme with a hull drain trough, reducing the number of openings leading to the hull side to one, and significantly reducing the application of hull side valves and hull side pipes; and sets up a passive emergency water replenishment mechanism to ensure the water supply of the cooling system under extreme operating conditions.

[0092] Compared with the prior art, the present invention has the following advantages:

[0093] 1) It provides multi-layered anti-icing measures, including using slotted holes in the outer plate to intercept ice fragments, using the design of the top plate above the waterline in conjunction with baffles for buoyancy separation, and using the double-bottom structure to form a water absorption tank for secondary sedimentation, thus achieving full-process interception of ice fragments.

[0094] 2) The narrowed top design and insulation structure of the seawater tank force the ice fragments to gather at the top of the seawater tank, allowing for precise local heating of a very small area. At the same time, the insulation gap effectively prevents heat exchange between the seawater tank and the extremely cold air, avoiding heat loss and greatly improving the ice melting efficiency.

[0095] 3) The use of a slotted structure integrated with the hull plating to replace the traditional grating completely eliminates the risk of the grating falling off under the impact of ice.

[0096] 4) The ship's existing double bottom structure forms intake and discharge channels, eliminating the need for traditional seawater mains and saving engine room space. It also significantly reduces the risk of corrosion and leakage from the intake seawater pipes.

[0097] 5) The centralized hull-out design allows high-temperature cooling water to be returned to the seawater tank for preheating, realizing the utilization of waste heat. At the same time, it significantly reduces the number of openings in the hull plating, thereby improving the overall structural strength of the ship and reducing construction costs.

[0098] 6) The gravity flow from the side ballast tanks to the suction tanks forms an emergency water replenishment mechanism that does not require electric power. Under extreme conditions, it provides a passive emergency water source for the cooling system, which greatly improves the safety of the ship.

[0099] The above are preferred embodiments of the present invention. Those skilled in the art can make various modifications or improvements based on these embodiments. Without departing from the overall concept of the present invention, such modifications or improvements should fall within the scope of protection claimed by the present invention.

Claims

1. A polar vessel seawater intake anti-icing and integrated drainage system, comprising a seawater tank disposed on the side of the hull, characterized in that: It also includes water intake channels and discharge channels; The water suction trough is located inside the double bottom (17) of the ship and is connected to the seawater tank; the water suction trough is connected to the ship's water supply equipment through a water suction pipe; The hull drain is also located inside the double bottom (17) of the ship and receives the drainage from the ship's water equipment through the internal drainage pipe and drains the water to the side through the main drainage pipe. The water intake trough, the ship's water supply equipment, and the discharge trough are connected by a water pump to form a water flow circulation.

2. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 1, characterized in that: The side ballast tank located on the side of the hull is connected to the water intake tank via the fourth shut-off valve (20) for replenishing water to the water intake tank when the seawater tank is blocked by ice.

3. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 1, characterized in that: The discharge trough is connected to the seawater tank via the return water pipe (10) of the discharge trough, and is used to preheat the water in the seawater tank with the hot water after the ship's water equipment has absorbed heat.

4. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 3, characterized in that: A fifth shut-off valve (24) is installed at the main drain pipe.

5. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 1, characterized in that: The seawater tank is equipped with a vertical ice-proof baffle (3), which divides the seawater tank into an inlet chamber (4) and a pumping chamber. The hull plate slot (22) is set at the bottom of the inlet chamber (4). The inlet chamber (6) is connected to the pumping chamber along the side wall. A transverse screen plate (8) is set in the pumping chamber, which further prevents ice from entering the bottom area of ​​the pumping chamber.

6. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 1, characterized in that: An isolation compartment (1) is provided at the upper part of the seawater tank near the side of the hull, so that the draft of the seawater tank is within the height range of the isolation compartment (1), and the top area of ​​the seawater tank above the waterline has a narrowing structure with the cross-sectional area gradually decreasing from bottom to top or in a step-like manner, which is used to reduce the contact area between the water surface and the air inside the seawater tank, thereby reducing the heat dissipation area of ​​the seawater.

7. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 6, characterized in that: The seawater tank is equipped with a steam / hot water pipe (7) below the ship's draft to heat the water near the ship's draft and prevent freezing.

8. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 1, characterized in that: The water intake trough extends upward to the open deck via the water intake vent pipe (15) and the third shut-off valve (16); the top of the seawater tank extends to the open deck via the seawater vent pipe (23) and the first shut-off valve (5); the water intake vent pipe (15) and the seawater vent pipe (23) merge to form a single vent pipe.

9. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 8, characterized in that: The top of the hull channel extends upward to the open deck via the sixth shut-off valve (25).

10. The polar vessel seawater intake anti-icing and integrated drainage system as described in claim 5, characterized in that: A compressed air / steam water washing pipe (21) is provided at the groove (22) of the hull plate to prevent the slot (22a) on the hull plate from being blocked by crushed ice.

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