Safety control system for marine pneumatic device and ship

Abstract

The utility model relates to a marine pneumatic device safety control system and a ship, the system comprises an air source, a compressed air pipeline, a pneumatic execution piece and an opening and closing piece, the air source, the compressed air pipeline and the pneumatic execution piece are sequentially communicated, the pneumatic execution piece can drive the opening and closing piece to open or close an air vent, and the system further comprises a control valve assembly, the pneumatic actuator is located between the air source and the pneumatic actuator and comprises a first on-off valve and a three-way valve, the first on-off valve is used for controlling connection or disconnection of the compressed air pipeline, the three-way valve is located between the first on-off valve and the pneumatic actuator, and the three-way valve has a first state and a second state. When the three-way valve is in a first state and the first on-off valve is communicated with the compressed air pipeline, the pneumatic execution piece drives the opening and closing piece to open the air port, when the first on-off valve closes the compressed air pipeline, the pneumatic execution piece can still maintain the opening and closing piece to open the air port, and when the three-way valve is in a second state, the pneumatic execution piece is communicated with the outside. The pneumatic execution part drives the opening and closing part to close the ventilation opening.

Description

Technical Field

[0001] The utility model relates to the technical field of ship safety, in particular to a ship-used pneumatic device safety control system and a ship. Background Art

[0002] Cabins are important structures on ships, so safety measures are particularly important. Generally, vents are set on the cabins of ships, and pneumatic devices such as pneumatic shutters and airlocks are used as "valves" of the cabins to open or close the vents to control the flow of gas in the cabins. When the ship is operating normally, the vents are opened by driving the pneumatic devices to provide sufficient fresh air for the cabins. When a fire occurs in the cabin or in special circumstances, the vents are closed in time to prevent the chimney effect and prevent the leakage of gases such as carbon dioxide used for fire extinguishing.

[0003] In the prior art, the control method for pneumatic devices such as pneumatic shutters and pneumatic fire dampers is that the air source supplies gas to the pneumatic actuator to drive the shutters or fire dampers to close the vents, and the air source does not supply gas to the pneumatic actuator to drive the shutters or fire dampers to open the vents. However, this control method has the following problems: when the air source fails or the compressed air pipeline between the air source and the pneumatic actuator fails, the air source cannot supply gas to the pneumatic actuator in time to drive the shutters or fire dampers to close the vents. If a fire or other special situation occurs in the cabin at this time, the fire cannot be controlled in time. Therefore, there is an urgent need for a marine pneumatic device safety control system and a ship to solve the above problems. Utility Model Content

[0004] The purpose of the utility model is to provide a marine pneumatic device safety control system and a ship. When the system operates normally, the pneumatic actuator can drive the opening and closing member to open or close the vent. When a fire occurs in the cabin or other special circumstances, the pneumatic actuator can also normally drive the opening and closing member to close the vent, thereby improving the reliability of the system.

[0005] To achieve this purpose, the utility model adopts the following technical solutions:

[0006] On the one hand, the utility model provides a marine pneumatic device safety control system, comprising an air source, a compressed air pipeline, a pneumatic actuator and an opening and closing member, wherein the air source, the compressed air pipeline and the pneumatic actuator are sequentially connected, the pneumatic actuator is transmission-connected to the opening and closing member, and the opening and closing member is used to open or close a vent provided on a cabin bulkhead, and further comprising:

[0007] A control valve assembly is located between the air source and the pneumatic actuator and includes a first on-off valve and a three-way valve. The first on-off valve is arranged on the compressed air pipeline and is used to control the connection or disconnection of the compressed air pipeline. The three-way valve is located between the first on-off valve and the pneumatic actuator and is arranged on the compressed air pipeline. The three-way valve has a first state and a second state. When the three-way valve is in the first state and the first on-off valve connects the compressed air pipeline, the pneumatic actuator can drive the opening and closing member to open the air vent. When the first on-off valve closes the compressed air pipeline, the pneumatic actuator can still maintain the opening and closing member to open the air vent. When the three-way valve is in the second state, the pneumatic actuator is connected to the outside, the pneumatic actuator loses gas pressure and can drive the opening and closing member to close the air vent.

[0008] Further, the air source includes an air bottle, a second on-off valve and an air supply pipeline. The air bottle is connected to the air supply pipeline, the air supply pipeline is connected to the compressed air pipeline. The second on-off valve is located between the air bottle and the first on-off valve. The second on-off valve is arranged on the air supply pipeline and is used to control the connection or disconnection of the air supply pipeline.

[0009] Further, both the first on-off valve and the second on-off valve are stop check valves.

[0010] Further, the control valve assembly further includes a pressure sensor. The pressure sensor is located between the pneumatic actuator and the three-way valve and the pressure sensor is used to detect the gas pressure in the compressed air pipeline.

[0011] Further, the control valve assembly further includes a low-pressure alarm. The low-pressure alarm is used to send out an alarm message.

[0012] Further, the control valve assembly further includes a pressure stabilizing tank. The pressure stabilizing tank is located between the pneumatic actuator and the three-way valve and the pressure stabilizing tank is connected to the compressed air pipeline.

[0013] Further, there are multiple air sources, and multiple air supply pipelines are all connected to the compressed air pipeline.

[0014] Further, the control valve assembly, the compressed air pipeline, the pneumatic actuator, the opening and closing member, and the air vent are arranged in one-to-one correspondence, and there are multiple control valve assemblies, compressed air pipelines, pneumatic actuators, opening and closing members, and air vents. Each compressed air pipeline is connected to each air supply pipeline.

[0015] On the other hand, the present utility model also provides a ship, including:

[0016] A cabin, wherein a vent is provided on the cabin wall, and further comprises a marine pneumatic device safety control system as described in any one of the above items, wherein the air source is arranged in the cabin, and the opening and closing member is used to open or close the vent.

[0017] The utility model has at least the following beneficial effects:

[0018] The utility model provides a marine pneumatic device safety control system and a ship. The marine pneumatic device safety control system includes an air source, a compressed air pipeline, a pneumatic actuator and an opening and closing member. The air source, the compressed air pipeline and the pneumatic actuator are connected in sequence. The pneumatic actuator is in transmission connection with the opening and closing member. The opening and closing member is used to open or close the vent arranged on the cabin bulkhead. The control valve assembly is also included, which is located between the air source and the pneumatic actuator and includes a first on-off valve and a three-way valve. The first on-off valve is arranged in the compressed air pipeline and is used to control the connection or disconnection of the compressed air pipeline. The three-way valve is located between the first on-off valve and the pneumatic actuator and is arranged in the compressed air pipeline. The three-way valve has a first state and a second state. When the three-way valve is in the first state and the first on-off valve is connected to the compressed air pipeline, the pneumatic actuator can drive the opening and closing member to open the vent. When the first on-off valve closes the compressed air pipeline, the pneumatic actuator can still maintain the opening and closing member to open the vent. When the three-way valve is in the second state, the pneumatic actuator is connected to the outside, the pneumatic actuator loses gas pressure and can drive the opening and closing member to close the vent. This system improves the reliability of the shutter when opening or closing the vent. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the initial startup of a marine pneumatic device safety control system in an embodiment of the utility model;

[0020] Figure 2 It is a schematic diagram of the operating state of the marine pneumatic device safety control system in the embodiment of the utility model;

[0021] Figure 3 It is a schematic diagram of the emergency state of the marine pneumatic device safety control system in the embodiment of the utility model;

[0022] Figure 4 It is a schematic diagram of the state of failure of the air source or the compressed air pipeline between the air source and the first on-off valve in the marine pneumatic device safety control system in the embodiment of the utility model;

[0023] Figure 5 It is a schematic diagram of restarting the marine pneumatic device safety control system in an embodiment of the utility model;

[0024] Figure 6 This is the operation flow of the marine pneumatic device safety control system in the embodiment of the utility model Figure 1 ;

[0025] Figure 7 is the operation process of the safety control system of the marine pneumatic device in the embodiment of the present utility model Figure 2 。

[0026] In the figure:

[0027] 1. Air source; 11. Air bottle; 12. Second on-off valve; 13. Air supply pipeline; 2. Compressed air pipeline; 21. Compressed air branch; 3. Pneumatic actuator; 4. Opening and closing member; 5. Control valve assembly; 51. First on-off valve; 52. Three-way valve; 53. Pressure sensor; 54. Low-pressure alarm; 55. Pressure stabilizing tank;

[0028] 100. Compartment. Specific embodiments

[0029] The present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only for explaining the present utility model, rather than limiting the present utility model. In addition, it should be noted that for the convenience of description, only the parts related to the present utility model rather than all the structures are shown in the drawings.

[0030] In the description of the present utility model, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" shall be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0031] In the present utility model, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "above", and "on the top" of the second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below", and "under the bottom" of the second feature includes that the first feature is directly below and obliquely below the second feature, or simply means that the horizontal height of the first feature is lower than that of the second feature.

[0032] In the description of this embodiment, the orientation or positional relationship terms such as "upper", "lower", "right", etc. are based on the orientation or positional relationship shown in the drawings. It is only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be understood as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0033] In the prior art, the control method for pneumatic devices such as pneumatic louvers and pneumatic fire dampers is that the air source supplies gas to the pneumatic actuator to drive the louver or the fire damper to close the ventilation opening, and the air source does not supply gas to the pneumatic actuator to drive the louver or the fire damper to open the ventilation opening. However, this control method has the following problems: when the air source fails or there is a fault in the compressed air pipeline between the air source and the pneumatic actuator, it is impossible to supply gas to the pneumatic actuator in time to drive the louver or the fire damper to close the ventilation opening. If there is a special situation such as a fire in the cabin at this time, it is impossible to control the fire in time. In view of this, a marine pneumatic device safety control system is provided in this embodiment to solve the above problems. This system only needs to ensure that there is no fault in the pneumatic actuator, the first on-off valve, and the pipeline between them for most of the time to ensure the normal operation of the whole system, shielding the possibility that the failure of the air source and the long pipeline between the air source and the first on-off valve affect the whole system. Thereby, the reliability of this system is improved.

[0034] Please refer to Figures 1 to 5As shown, the system includes a gas source 1, a compressed air pipeline 2, a pneumatic actuator 3, and an opening / closing member 4. The gas source 1, the compressed air pipeline 2, and the pneumatic actuator 3 are connected in sequence. The pneumatic actuator 3 is drivingly connected to the opening / closing member 4. The opening / closing member 4 is used to open or close the ventilation opening provided on the bulkhead of the cabin 100. It further includes a control valve assembly 5, which is located between the gas source 1 and the pneumatic actuator 3 and includes a first on-off valve 51 and a three-way valve 52. The first on-off valve 51 is provided on the compressed air pipeline 2 and is used to control the connection or disconnection of the compressed air pipeline 2. The three-way valve 52 is located between the first on-off valve 51 and the pneumatic actuator 3 and is provided on the compressed air pipeline 2. The three-way valve 52 has a first state and a second state. When the three-way valve 52 is in the first state and the first on-off valve 51 connects the compressed air pipeline 2, the pneumatic actuator 3 can drive the opening / closing member to open the ventilation opening. When the first on-off valve closes the compressed air pipeline, the pneumatic actuator can still maintain the opening / closing member to open the ventilation opening. When the three-way valve 52 is in the second state, the pneumatic actuator 3 is connected to the outside, the pneumatic actuator 3 loses gas pressure and can drive the opening / closing member 4 to close the ventilation opening. Specifically, in this embodiment, when it is necessary to open the ventilation opening with the opening / closing member 4, the gas source 1 and the first on-off valve 51 are opened, and the three-way valve 52 is switched to the first state, so that the gas in the gas source 1 fills the compressed air pipeline 2, thereby establishing an air path connection between the pneumatic actuator 3 and the gas source 1, enabling the pneumatic actuator 3 to obtain gas pressure and drive the opening / closing member 4 to open the ventilation opening, so that air can circulate in the cabin 100. The compressed air pipeline 2 includes a compressed air branch 21, which is used to connect the first on-off valve 51 and the pneumatic actuator 3. After the pneumatic actuator 3 normally drives the opening / closing member 4 to open the ventilation opening, the compressed air pipeline 2 can be disconnected through the first on-off valve 51, so that the gas remains in the compressed air branch 21, thereby enabling the pneumatic actuator 3 to always maintain the opening / closing member 4 in the state of opening the ventilation opening. At this time, it is no longer necessary for the gas source 1 to release gas. When the gas source 1 fails or the compressed air pipeline 2 between the gas source 1 and the first on-off valve 51 fails, it will not affect the pneumatic actuator 3 to drive the opening / closing member 4 to open the ventilation opening, thereby improving the reliability of the system. When it is necessary to close the ventilation opening with the opening / closing member 4, the three-way valve 52 is provided on the compressed air branch 21. Only need to switch the three-way valve 52 to the second state to discharge the gas in the compressed air branch 21 to the outside. At this time, the pneumatic actuator 3 loses gas pressure and can drive the opening / closing member 4 to close the ventilation opening in time, so that a sealed space is formed in the cabin 100, so as to be suitable for special situations such as a fire occurring in the cabin 100, and can effectively extinguish the fire, and further ensure that the normal use of the system will not be affected in the accident state, thereby improving the reliability of the system. When an abnormal situation occurs outside the cabin 100, the ventilation opening can also be opened or closed in time and reliably through this system, so as to cope with and handle the abnormal situation.

[0035] In this embodiment, the pneumatic actuator 3 is a cylinder, and the opening and closing member 4 is a louver or a fire damper, etc. The pneumatic actuator 3 and the opening and closing member 4 are combined to form a pneumatic louver or a pneumatic fire damper. The specific process of the pneumatic actuator 3 driving the opening and closing member 4 is as follows: After receiving the gas, the pneumatic actuator 3 pushes the piston rod to move and makes the piston rod extend, thereby driving the opening and closing member 4 to open. After the pneumatic actuator 3 loses the gas, the piston rod retracts, thereby driving the opening and closing member 4 to close. In this embodiment, the compartment 100 is an engine room. In other embodiments, the compartment 100 may also be a living compartment where the crew lives.

[0036] Further, as Figure 1 shown, the gas source 1 includes an air bottle 11, a second on-off valve 12, and a supply pipeline 13. The air bottle 11 is communicated with the supply pipeline 13, the supply pipeline 13 is communicated with the compressed air pipeline 2, the second on-off valve 12 is located between the air bottle 11 and the first on-off valve 51, and the second on-off valve 12 is arranged on the supply pipeline 13 and is used to control the connection or disconnection of the supply pipeline 13. The second on-off valve 12 is used to control the gas flow between the air bottle 11 and the pneumatic actuator 3. The gas filled in the air bottle 11 is compressed air. By setting the second on-off valve 12, the reliability of the system can be further improved.

[0037] Further, as Figure 1 shown, both the first on-off valve 51 and the second on-off valve 12 are stop check valves. By using a set of stop check valves, the functions of cutoff and check can be achieved simultaneously. When used on a ship, it can save installation costs and reduce the occupied space of the first on-off valve 51 and the second on-off valve 12 in the compartment 100. After establishing the gas path connection, by using the characteristics of the stop check valve, the first on-off valve 51 can prevent the compressed air in the compressed air branch 21 from flowing back after closing, so as to ensure that the pneumatic actuator 3 always maintains sufficient pressure, so that the opening and closing member 4 is in the open state.

[0038] Further, as Figure 1 shown, the control valve assembly 5 further includes a pressure sensor 53. The pressure sensor 53 is located between the pneumatic actuator 3 and the three-way valve 52, and the pressure sensor 53 is used to detect the pressure of the gas in the compressed air pipeline 2. With such a setting, the pressure sensor 53 can detect the air pressure in the compressed air pipeline 2 between the three-way valve 52 and the pneumatic actuator 3 in real time to prevent the pneumatic actuator 3 from being damaged due to excessive air pressure. Further, as Figure 1 shown, the control valve assembly 5 further includes a low-pressure alarm 54. The low-pressure alarm 54 is used to send an alarm message. After the staff receives the alarm signal, the gas source 1 and the first on-off valve 51 are reopened to supply gas to the pneumatic actuator 3.

[0039] Further, as Figure 1As shown, the control valve assembly 5 further includes a pressure stabilizing tank 55. The pressure stabilizing tank 55 is located between the pneumatic actuator 3 and the three-way valve 52, and the pressure stabilizing tank 55 is connected to the compressed air pipeline 2. In this embodiment, considering the possibility of gas leakage in the compressed air branch 21, a pressure stabilizing tank 55 is added to maintain the pressure stability between the three-way valve 52 and the pneumatic actuator 3, so as to increase the continuous working time of the pneumatic actuator 3, avoid frequently opening or closing the air source 1 and the first on-off valve 51, thereby being able to extend the service life of the system and reduce the maintenance cost. The pressure stabilizing tank 55 is specifically connected to the compressed air branch 21.

[0040] As an alternative solution, instead of adding a pressure stabilizing tank 55, the compressed air branch 21 can be directly thickened on the original basis, so that more compressed air is stored in the compressed air branch 21 per unit length, thereby increasing the continuous working time of the pneumatic actuator 3.

[0041] Furthermore, as Figure 1 shown, there are multiple air sources 1, and multiple air supply pipelines 13 are all connected to the compressed air pipeline 2. Multiple air sources 1 can increase the safety redundancy of gas transmission in the system, thereby improving the reliability of the system.

[0042] Even further, as Figure 1 shown, the control valve assembly 5, the compressed air pipeline 2, the pneumatic actuator 3, the opening and closing member 4, and the ventilation ports are arranged in one-to-one correspondence, and there are multiple control valve assemblies 5, compressed air pipelines 2, pneumatic actuators 3, opening and closing members 4, and ventilation ports. Each compressed air pipeline 2 is connected to each air supply pipeline 13. By providing multiple ventilation ports on the bulkhead of the cabin 100 and corresponding structures to control the opening and closing of the multiple ventilation ports, the multiple ventilation ports can improve the air circulation in the cabin 100 and prevent the air circulation in the cabin 100 from being affected when any one of the control valve assembly 5, the compressed air pipeline 2, the pneumatic actuator 3, or the opening and closing member 4 is damaged.

[0043] As Figure 4 shown, after the first on-off valve 51 is closed, since there is always compressed air in the compressed air branch 21, the pneumatic actuator 3 can still obtain gas pressure to drive the opening and closing member 4 to move, so that the opening and closing member 4 ventilates the ventilation port. Even if the air source 1 fails or the compressed air pipeline 2 between the air source 1 and the first on-off valve 51 fails, it will not affect the opening and closing member 4 from opening the ventilation port. Switching the three-way valve 52 to the second state can cause the pneumatic actuator 3 to lose gas pressure, so that the pneumatic actuator 3 can drive the opening and closing member 4 to close the ventilation port.

[0044] As Figures 1 to 5As shown in the figure, in this embodiment, a ship is further provided. The ship includes a cabin 100 with a ventilation opening provided on the cabin wall of the cabin 100, and also includes the above-mentioned marine pneumatic device safety control system. The air source 1 is arranged in the cabin 100, and the opening and closing member 4 is used to open or close the ventilation opening. The ship controls the opening and closing of the ventilation opening on the cabin wall of the cabin 100 through the marine pneumatic device safety control system, and improves the reliability of the marine pneumatic device safety control system, thereby improving the safety of the ship.

[0045] As Figure 6 shown, the operation process of the system is as follows:

[0046] S1: Detect whether an abnormal situation occurs inside and outside the cabin 100.

[0047] When no abnormal situation occurs inside and outside the cabin 100, execute S11; when it is detected that an abnormal situation occurs inside and outside the cabin 100, execute S12.

[0048] S11: Execute the normal control strategy.

[0049] S12: Execute the emergency control strategy.

[0050] In this embodiment, the abnormal situation is, for example, a fire occurring inside the cabin 100. A fire detector (not shown in the figure) is arranged inside the cabin 100 to detect the fire situation inside the cabin 100. When no fire occurs inside the cabin 100, the fire detector does not give an alarm, and the staff executes the normal control strategy to operate the marine pneumatic device safety control system to normally open or close the ventilation opening; when a fire occurs inside the cabin 100, the fire detector gives an alarm, and the staff executes the emergency control strategy to operate the marine pneumatic device safety control system to close the ventilation opening. In other embodiments, the abnormal situation also includes the leakage of toxic gas on the ship. The staff can execute the emergency control strategy to operate the marine pneumatic device safety control system to close the ventilation opening on the cabin 100, so that the inside of the cabin 100 will not be invaded by the toxic gas, thereby being able to protect the staff inside the cabin.

[0051] Among them, as Figure 7 shown, the normal control strategy includes:

[0052] S111: Obtain the opening instruction and start timing.

[0053] S112: The first on-off valve 51 connects the compressed air pipeline 2, the three-way valve 52 is in the first state, and the pneumatic actuator 3 can drive the opening and closing member 4 to open the ventilation opening.

[0054] As Figure 1As shown, in this embodiment, during the initial startup phase of the system, if the fire detector does not issue an alarm, the controller (not shown in the figure) issues an opening instruction, which can be issued in the form of sound, light, text, etc. For example, it can be displayed through an interface display (not shown in the figure) to prompt the staff to open the gas source 1 and the first on-off valve 51 and make the three-way valve 52 in the first state, so that an air path connection is established between the pneumatic actuator 3 and the gas source 1, and the pneumatic actuator 3 obtains gas pressure and can drive the opening and closing member 4 to open the ventilation port. After the controller issues the opening instruction, the clock starts timing.

[0055] S113: Determine whether the timing duration exceeds the set duration.

[0056] S114: If so, the first on-off valve 51 disconnects the compressed air pipeline 2, the three-way valve 52 remains in the first state, and the pneumatic actuator 3 can still maintain the opening and closing member 4 to open the ventilation port.

[0057] The set duration is the duration from when the controller issues the start instruction to when the opening and closing member 4 completely opens the ventilation port. If it is determined that the timing duration exceeds the set duration, the first on-off valve 51 disconnects the compressed air pipeline 2, and the three-way valve 52 remains in the first state, as Figure 2 shown. At this time, there is always gas in the compressed air branch 21, so that the pneumatic actuator 3 can always be supplied with gas, and the normal operation of the pneumatic actuator 3 will not be affected when the gas source 1 fails or there is a fault in the compressed air pipeline 2 between the gas source 1 and the pneumatic actuator 3.

[0058] Among them, the emergency control strategy includes:

[0059] S121: The first on-off valve 51 disconnects the compressed air pipeline 2, the three-way valve 52 switches to the second state, and the pneumatic actuator 3 loses gas pressure and can drive the opening and closing member 4 to close the ventilation port.

[0060] As Figure 3 shown, in this embodiment, if the fire detector detects a fire and issues an alarm, the staff disconnects the compressed air pipeline 2 through the first on-off valve 51, so that the pneumatic actuator 3 is no longer supplied with gas, and the three-way valve 52 is switched to the second state, so that the gas in the pneumatic actuator 3 is discharged to the outside, thereby driving the opening and closing member 4 to close the ventilation port, so as to form a sealed space in the cabin 100, so as to effectively carry out fire extinguishing measures.

[0061] As Figure 5 shown, when restarting the system, just repeat the above steps.

[0062] Obviously, the above embodiments of the present utility model are merely examples for clearly illustrating the present utility model, rather than limitations on the implementation manners of the present utility model. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present utility model. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the claims of the present utility model.

Claims

1. A safety control system for a marine pneumatic device, comprising an air source (1), a compressed air pipeline (2), a pneumatic actuator (3) and an opening and closing member (4). The air source (1), the compressed air pipeline (2) and the pneumatic actuator (3) are connected in sequence. The pneumatic actuator (3) is drivingly connected to the opening and closing member (4). The opening and closing member (4) is used to open or close a ventilation opening provided on the bulkhead of a cabin (100), and is characterized in that, Further comprising: A control valve assembly (5), located between the air source (1) and the pneumatic actuator (3) and including a first on-off valve (51) and a three-way valve (52). The first on-off valve (51) is arranged on the compressed air pipeline (2) and is used to control the connection or disconnection of the compressed air pipeline (2). The three-way valve (52) is located between the first on-off valve (51) and the pneumatic actuator (3) and is arranged on the compressed air pipeline (2). The three-way valve (52) has a first state and a second state. When the three-way valve (52) is in the first state and the first on-off valve (51) connects the compressed air pipeline (2), the pneumatic actuator (3) can drive the opening and closing member (4) to open the air vent. When the first on-off valve (51) closes the compressed air pipeline (2), the pneumatic actuator (3) can still maintain the opening and closing member (4) to open the air vent. When the three-way valve (52) is in the second state, the pneumatic actuator (3) is connected to the outside, the pneumatic actuator (3) loses gas pressure and can drive the opening and closing member (4) to close the air vent.

2. The safety control system of a marine pneumatic device according to claim 1, characterized in that, The air source (1) includes an air bottle (11), a second on-off valve (12) and a supply pipeline (13). The air bottle (11) is connected to the supply pipeline (13), the supply pipeline (13) is connected to the compressed air pipeline (2), the second on-off valve (12) is located between the air bottle (11) and the first on-off valve (51), and the second on-off valve (12) is arranged on the supply pipeline (13) and is used to control the connection or disconnection of the supply pipeline (13).

3. The safety control system of a marine pneumatic device according to claim 2, characterized in that, Both the first on-off valve (51) and the second on-off valve (12) are globe check valves.

4. A safety control system for a marine pneumatic device according to claim 1, characterized in that, The control valve assembly (5) further includes a pressure sensor (53), the pressure sensor (53) is located between the pneumatic actuator (3) and the three-way valve (52), and the pressure sensor (53) is used to detect the pressure of the gas in the compressed air pipeline (2).

5. The safety control system of a marine pneumatic device according to claim 1, characterized in that, The control valve assembly (5) further includes a low-pressure alarm (54), and the low-pressure alarm (54) is used to send an alarm message.

6. The safety control system of a marine pneumatic device according to claim 1, characterized in that, The control valve assembly (5) further includes a pressure stabilizing tank (55), the pressure stabilizing tank (55) is located between the pneumatic actuator (3) and the three-way valve (52), and the pressure stabilizing tank (55) is connected to the compressed air pipeline (2).

7. A safety control system for a marine pneumatic device according to any one of claims 2-6, characterized in that, There are multiple air sources (1), and multiple supply pipelines (13) are all connected to the compressed air pipeline (2).

8. A safety control system for a marine pneumatic device according to claim 7, characterized in that, The control valve assembly (5), the compressed air pipeline (2), the pneumatic actuator (3), the opening and closing member (4), and the air vent are arranged in one-to-one correspondence, and there are multiple control valve assemblies (5), compressed air pipelines (2), pneumatic actuators (3), opening and closing members (4), and air vents. Each compressed air pipeline (2) is connected to each supply pipeline (13).

9. A ship, comprising a cabin (100), wherein a ventilation opening is provided on the cabin wall of the cabin (100), characterized in that, It further includes a marine pneumatic device safety control system as described in any one of claims 1-8, wherein the air source (1) is arranged in the cabin (100), and the opening and closing member (4) is used to open or close the ventilation opening.

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