Ship through type fire early warning structure

Abstract

The utility model provides a ship type fire early warning structure, which relates to the technical field of ship monitoring equipment and comprises a mounting guide rail and an early warning device main body, a sliding seat is slidably arranged in the mounting guide rail, a mounting screw seat is arranged at the bottom of the sliding seat, a mounting round seat is arranged at the top end of the early warning device main body, and the mounting round seat is in threaded connection with the bottom end of the mounting screw seat. A splicing screw head is arranged at one end of the sliding seat, a splicing screw groove is formed in the other end of the sliding seat, a guide hole is formed in the bottom surface of the splicing screw groove, a magnetic attraction ring groove is formed in the top surface of the mounting round seat, and the magnetic attraction ring groove is matched through threaded connection, so that the mounting stability is ensured, and the disassembly and the maintenance are convenient; therefore, an operator can quickly prolong or shorten the length of the whole installation structure and easily increase or decrease the number and the distribution position of the early warning devices like building block splicing according to the actual monitoring range requirement, the installation time and the labor cost are greatly saved, and the deployment efficiency of the ship fire early warning system is improved.

Description

Technical Field

[0001] This utility model relates to the field of ship monitoring equipment technology, and in particular to a general-purpose fire early warning structure for ships. Background Technology

[0002] A fire alarm device for monitoring a ship's engine room, disclosed in Chinese Publication No. CN222462153U, includes a water tank. A smoke sensor is installed on the bottom surface of the water tank, and an alarm is installed on its outer surface. Two vertical plates are fixedly connected to the bottom surface of the water tank. A rotating shaft is rotatably connected to one side of each vertical plate that is close to each other. A nozzle is fixedly connected to one end of each rotating shaft that is close to each other. A pump body is installed on the bottom surface of the water tank. The input end of the pump body is connected to the bottom surface of the water tank via a pumping pipe, and the output end of the pump body is connected to the outer surface of the nozzle via a telescopic pipe. This device utilizes a motor, a threaded rod, a moving plate, and a support plate. The motor causes the moving plate to rise and fall on the threaded rod. The movement of the moving plate drives the support plate, which can push or pull the nozzle, thereby adjusting the nozzle angle. This allows the nozzle to spray at multiple angles, further ensuring the fire extinguishing effect.

[0003] The aforementioned patent documents and existing technologies show that traditional ship fire monitoring equipment mostly adopts a fixed installation method, such as directly drilling holes in the bulkhead or welding brackets to fix the early warning device. This makes it difficult to change the location of the equipment once it is installed, resulting in insufficient flexibility. At the same time, when monitoring different locations on the ship, it is difficult to dynamically increase or decrease the monitoring points or expand or reduce the monitoring range according to changes in risk or special operational needs during subsequent operations. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing ship fire monitoring equipment, such as poor installation flexibility and difficulty in adjusting the monitoring range, and to propose a general-purpose ship fire early warning structure.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: a general-purpose fire early warning structure for ships, including a mounting rail and an early warning device body. A sliding seat is slidably provided inside the mounting rail, and a mounting screw seat is provided at the bottom of the sliding seat. A mounting round seat is provided at the top of the early warning device body. The mounting round seat is threadedly connected to the bottom end of the mounting screw seat. A splicing screw head is provided at one end of the sliding seat, and a splicing screw groove is provided at the other end of the sliding seat. A guide hole is opened on the bottom surface of the splicing screw groove, and a magnetic ring groove is provided on the top surface of the mounting round seat.

[0006] Preferably, the splicing screw head and the splicing screw groove are in clearance fit, and adjacent sliding seats are connected by the splicing screw head and the splicing screw groove.

[0007] Preferably, a splicing seat is provided between adjacent sliding seats. The two ends of the splicing seat have the same structure and size as the two ends of the sliding seat. Multiple splicing seats are provided, and adjacent splicing seats are connected by splicing screw heads and splicing screw grooves.

[0008] Preferably, the vertical center line of the mounting base coincides with the vertical center line of the warning device body, and the outer edges of the warning device body are all rounded.

[0009] Preferably, the vertical centerline of the mounting screw seat coincides with the vertical centerline of the sliding seat, and the end dimension of the mounting screw seat is the same as the end dimension of the splicing screw head.

[0010] Preferably, the center line of the splicing screw head coincides with the center axis of the splicing screw groove.

[0011] Preferably, the mounting guide rail has mounting bolt holes at its edge, and the inner wall of the mounting guide rail is in clearance fit with the outer wall of the sliding seat.

[0012] Beneficial effects

[0013] In this invention, the main body of the fire alarm device is mounted inside the mounting rail via a sliding seat at its top for fire early warning monitoring of ships, cabins, and other locations. Simultaneously, the entire length can be extended by splicing the sliding seat and the splicing seat, forming a rod-shaped installation whose distance can be increased or decreased through splicing. The main body of the fire alarm device can be mounted on the surface of the splicing screw head or the mounting screw seat according to the monitoring location requirements. The use of threaded connections combined with magnetic ring grooves ensures both stable installation and easy disassembly and maintenance. The design of the splicing screw head and splicing screw groove between the sliding seat and the splicing seat allows operators to quickly extend or shorten the length of the entire installation structure, like assembling building blocks, according to the actual monitoring range requirements. This allows for easy adjustment of the number and distribution of fire alarm devices. Whether in long corridors, large cargo holds, or key local areas, fire early warning layouts can be efficiently completed, significantly saving installation time and labor costs, and improving the deployment efficiency of ship fire early warning systems. Attached Figure Description

[0014] Figure 1 This is an installation scenario diagram of the present invention;

[0015] Figure 2 This is an installation diagram of the present invention;

[0016] Figure 3 This is an exploded view of the sliding seat of this utility model;

[0017] Figure 4 This is a structural diagram of the sliding seat of this utility model;

[0018] Figure 5 This is an exploded structural diagram of the sliding seat of this utility model;

[0019] Figure 6 This is a schematic diagram of the splicing base of this utility model;

[0020] Figure 7 This is a structural diagram of the splicing base and sliding base of this utility model;

[0021] Figure 8 This is a three-dimensional view of the splicing base and sliding base of this utility model.

[0022] Legend:

[0023] 1. Mounting guide rail; 2. Mounting bolt hole; 3. Sliding seat; 4. Splicing screw head; 5. Splicing screw groove; 6. Mounting screw seat; 7. Guide hole; 8. Warning device body; 9. Magnetic ring groove; 10. Mounting round seat; 11. Splicing seat. Detailed Implementation

[0024] To make the technical means, creative features, and achieved objectives and effects of this utility model easier to understand, the present utility model is further described below with reference to specific embodiments and accompanying drawings. However, the following embodiments are merely preferred embodiments of this utility model and not all of them. Other embodiments obtained by those skilled in the art based on the embodiments described in the implementation plan without creative effort are all within the protection scope of this utility model.

[0025] The specific embodiments of this utility model are described below with reference to the accompanying drawings. Specific Implementation Example 1:

[0027] Reference Figures 1 to 8A general-purpose fire early warning structure for ships includes a mounting rail 1 and an early warning device body 8. The mounting rail 1 serves as the basic load-bearing component of the entire early warning structure, providing a stable sliding track for the sliding seat 3. This ensures that the position of the early warning device body 8 can be flexibly adjusted as needed, enabling precise fire monitoring layout for various areas of the ship. The mounting rail 1 has a sliding seat 3 inside, and mounting bolt holes 2 are provided at the edge of the mounting rail 1. The inner wall of the mounting rail 1 is clearance-fitted with the outer wall of the sliding seat 3. Its interior is designed as a hollow structure that clearance-fits with the outer wall of the sliding seat 3, allowing the sliding seat 3 to slide smoothly back and forth within it. The mounting bolt holes 2 at the edge are used to firmly fix the mounting rail 1 to the ship's bulkhead, ceiling, or other suitable support structure, ensuring the stability of the entire early warning system during ship navigation and preventing it from deviating from the monitoring position due to shaking. During the installation phase of the ship's fire early warning system, the mounting rail 1 is first fixed in the predetermined position with bolts through the mounting bolt holes 2 according to the cabin layout plan, thus building a track foundation for the subsequent installation of the sliding seat 3 and the main body of the early warning device 8. In subsequent use, the mounting rail 1 remains stationary regardless of whether the ship is stationary or sailing, providing a reference frame for the movement of the sliding seat 3. This provides a standardized and stable installation foundation, enabling the early warning system to adapt to the complex and ever-changing internal space structure of the ship. It solves the problem of the difficulty in flexibly adjusting the monitoring position in traditional fixed installation methods, improving the adaptability and accuracy of fire monitoring.

[0028] The sliding seat 3 is a key intermediate component connecting the warning device body 8 and the mounting rail 1. On one hand, it supports the warning device body 8, enabling its movement on the mounting rail 1; on the other hand, through its two ends' splicing screw heads 4 and splicing screw grooves 5, it can connect with adjacent sliding seats 3 or splicing seats 11, thus flexibly adjusting the length and layout of the entire warning structure. The sliding seat 3 has a mounting screw seat 6 at its bottom, and a mounting round seat 10 at its top. The mounting round seat 10 is threadedly connected to the bottom end of the mounting screw seat 6. One end of the sliding seat 3 has a splicing screw head 4, and the other end has a splicing screw groove 5. The mounting screw seat 6 is used to connect with the mounting round seat 10 at the top of the warning device body 8. This connection method ensures the stability of the warning device body 8 and facilitates disassembly and maintenance. The splicing screw head 4 at one end and the splicing screw groove 5 at the other end are fitted with clearance. Adjacent sliding seats 3 are tightly connected by screwing the screw head into the screw groove. The guide hole 7 on the bottom surface of the splicing screw groove 5 helps to accurately align during the splicing process, ensuring the accuracy and reliability of the connection. During the initial installation, the sliding seats 3 are placed into the mounting guide rail 1 in sequence. After determining the position according to the monitoring requirements, the warning device body 8 can be installed at its bottom by threaded connection. When it is necessary to expand the monitoring range or adjust the layout, the operator manually connects the new sliding seat 3 or the splicing seat 11 to the existing sliding seat 3, slides it along the installation guide rail 1 to the appropriate position, and completes the dynamic adjustment of the early warning structure. This realizes the flexible movement and convenient splicing of the main body 8 of the early warning device, breaks the limitations of traditional fixed-point monitoring, and enables the rapid optimization of the fire monitoring layout in different areas and under different working conditions of the ship, saving installation time and labor costs, and improving the response speed and practicality of the early warning system.

[0029] The mounting screw seat 6 and the mounting round seat 10 together complete the reliable connection between the main body 8 of the early warning device and the sliding seat 3. As part of the sliding seat 3, the mounting screw seat 6 provides a stable mounting fulcrum for the main body 8 of the early warning device. The mounting round seat 10 is the corresponding connecting component on the main body 8 of the early warning device, ensuring that the early warning device remains stable in complex environments such as ship operation vibration and swaying, without displacement or detachment, and ensuring the continuous and effective operation of fire monitoring. The bottom ends of the mounting round seat 10 and the mounting screw seat 6 are connected by threads. By rotating the main body 8 of the early warning device, the threads on the mounting round seat 10 and the threads on the mounting screw seat 6 gradually engage until they are tightened, forming a tight mechanical connection. Meanwhile, the magnetic ring groove 9 on the top surface of the mounting base 10 further enhances the stability of the connection after the initial threaded connection is fixed, preventing the threads from loosening due to ship turbulence. When installing the warning device body 8, the operator first aligns the mounting base 10 of the warning device body 8 with the mounting screw seat 6 at the bottom of the sliding seat 3, and then manually rotates the warning device body 8 to gradually tighten it according to the thread direction. During this process, the magnetic ring groove 9 and the magnetic components at the bottom of the mounting screw seat 6 attract each other, assisting in fixation, and finally completing the installation. When disassembly and maintenance are required, the warning device body 8 can be easily removed by rotating it in the opposite direction. This dual-protection connection method overcomes the problem of easy loosening of simple threaded connections in ship vibration environments, while retaining the advantage of easy disassembly of threaded connections. It ensures that the warning device body 8 is installed firmly and disassembled easily, reducing the risk of monitoring interruption due to connection failure, and improving the reliability and maintainability of the entire warning system.

[0030] The splicing screw head 4 and splicing screw groove 5 are key structures for connecting the sliding seats 3 and the splicing seats 11. Their combination allows for rapid extension or shortening of the entire early warning structure, flexibly constructing rod-shaped installations to meet different monitoring needs, much like assembling building blocks. This satisfies the fire monitoring layout requirements of various ship compartments. The splicing screw head 4 and splicing screw groove 5 are clearance-fitted. Adjacent sliding seats 3 are connected via the splicing screw head 4 and splicing screw groove 5. A splicing seat 11 is provided between adjacent sliding seats 3. The two ends of the splicing seat 11 have the same structure and dimensions as the two ends of the sliding seat 3. Multiple splicing seats 11 are provided, and adjacent splicing seats 11 are connected via the splicing screw head 4 and splicing screw groove 5. The splicing screw head 4 is fitted with the splicing screw groove 5 with a clearance fit. The external thread of the screw head matches the internal thread of the screw groove. When connecting adjacent components, the splicing screw head 4 is screwed into the splicing screw groove 5. The self-locking property of the thread is used to achieve a tight fixation. The center line of the splicing screw head 4 coincides with the center axis of the splicing screw groove 5, ensuring that the structure after splicing is subjected to uniform stress and will not have skewing, twisting or other situations that affect stability. When it is necessary to expand the monitoring range, such as increasing the number of early warning devices in long corridors, large cargo holds or other areas, the operator picks up the component sliding seat 3 or splicing seat 11 with the splicing screw head 4, aligns its screw head with the splicing screw groove 5 of the existing component, and manually rotates it to screw it in. Repeat the operation according to actual needs until the desired length and layout are achieved. If it is necessary to shorten or adjust the layout, simply rotate in the opposite direction to remove the corresponding component. This gives the early warning structure a strong scalability and flexibility. The operator does not need professional tools and can quickly complete the splicing operation by hand, which greatly improves the deployment efficiency of the fire early warning system and effectively solves the problem that traditional fixed layouts are difficult to dynamically adjust. This ensures accurate and comprehensive fire monitoring under various operating conditions on the ship.

[0031] The splicing seat 11, as an auxiliary splicing component, works in conjunction with the sliding seat 3 to further enrich the combination methods of the early warning structure. It provides more connection nodes when large-area, long-distance monitoring is required, allowing the entire early warning structure to extend more smoothly, adapting to the complex spatial layout of the ship, and enhancing the coverage of fire monitoring. The two ends of the splicing seat 11 have the same structure and dimensions as the two ends of the sliding seat 3, both equipped with splicing screw heads 4 and splicing screw grooves 5. Following the same connection principle as the sliding seat 3, a reliable connection is achieved through threaded insertion. Multiple splicing seats 11 are connected sequentially, forming a continuous rod-shaped installation with the sliding seat 3, supporting the main body 8 of the early warning device to complete the fire monitoring task. In larger ships… In the construction of a fire early warning system for a cabin or long passageway, according to the pre-planned arrangement, splicing seats 11 are inserted as needed between the sliding seats 3. The operators splice the splicing seats 11 one by one according to the connection method of the splicing screw head 4 and the splicing screw groove 5. Working together with the sliding seats 3, the system extends along the installation guide rail 1 to meet the length required for monitoring. Then, the main body 8 of the early warning device is installed in a suitable position, which enhances the adaptability and expandability of the early warning structure and makes up for the problem of insufficient connection length that may occur when relying solely on the sliding seats 3. This allows the early warning system to easily cope with the challenges brought by different cabin sizes and shapes on the ship, quickly and efficiently complete the layout of large-area and long-distance fire monitoring, and improve the comprehensiveness of ship fire early warning.

[0032] The magnetic ring groove 9 plays an auxiliary fixing role in the connection between the main body 8 of the early warning device and the sliding seat 3. Utilizing the magnetic attraction principle, it further enhances the stability of the connection. Especially when the ship encounters bumps and swaying during navigation, it prevents the main body 8 of the early warning device from loosening its threads or shifting due to vibration, thus ensuring that the fire monitoring work is not interfered with.

[0033] The bottom surface of the splicing screw groove 5 is provided with a guide hole 7, and the top surface of the mounting round seat 10 is provided with a magnetic ring groove 9. The guide hole 7 plays a role in precise positioning and assisting splicing during the splicing process of adjacent sliding seats 3 or sliding seats 3 and splicing seats 11, ensuring that the splicing screw head 4 can be accurately and smoothly screwed into the splicing screw groove 5, improving splicing efficiency, reducing problems such as thread wear and loose connection caused by inaccurate alignment, and ensuring the integrity and reliability of the entire early warning structure.

[0034] The vertical centerline of the mounting base 10 coincides with the vertical centerline of the main body 8 of the fire detector. All outer edges of the main body 8 are rounded. The vertical centerline of the mounting screw base 6 coincides with the vertical centerline of the sliding base 3. The end dimensions of the mounting screw base 6 are the same as the end dimensions of the splicing screw head 4. The centerline of the splicing screw head 4 coincides with the center axis of the splicing screw groove 5. The rounded edges of the main body 8 are primarily for safety and practicality. On one hand, in areas with frequent personnel activity, such as narrow cabins and passageways on a ship, sharp corners are avoided to prevent injury to crew members. On the other hand, the rounded corner design helps reduce air resistance, allowing for smoother airflow around the main body 8 when the ship's ventilation system is operating or when airflow is flowing within the cabin. This reduces the risk of equipment shaking or displacement caused by airflow impact, ensuring the stability of fire monitoring. Specific Implementation Example 2:

[0036] Reference Figures 1 to 8 Based on the content of the above specific embodiments, the following content is further disclosed:

[0037] When conducting fire monitoring inside ships in different scenarios, the following methods are used:

[0038] For narrow corridors:

[0039] Installation Method: In the narrow corridor areas of a ship, a multi-sliding seat 3 is primarily used, assembled sequentially. First, an appropriate number of sliding seats 3 are selected based on the corridor length. The first sliding seat 3 is fixed to one end of the corridor ceiling via its mounting bolt hole 2, serving as the starting point. Then, the splicing screw heads 4 of the other sliding seats 3 are inserted into the splicing screw grooves 5 of the previous sliding seat 3 and tightened. The guide hole 7 ensures precise splicing, forming a track chain extending longitudinally along the corridor. Finally, the main body 8 of the fire detector is threaded onto the mounting screw seat 6 at the bottom of each sliding seat 3, completing the fire monitoring layout for the entire corridor. This splicing installation method fully utilizes the convenient connection characteristics of the sliding seats 3 with the splicing screw heads 4 and screw grooves, enabling the rapid and even deployment of multiple fire detectors in a narrow space, ensuring no blind spots in fire monitoring throughout the corridor. Furthermore, if the corridor layout is subsequently adjusted, such as by adding partitions or temporarily storing items that obstruct the monitoring line of sight, some sliding seats 3 and fire detectors can be easily disassembled or moved, flexibly adapting to environmental changes.

[0040] For large cargo holds:

[0041] Installation Method: For large cargo holds with open spaces and variable cargo stacking arrangements, a hybrid splicing mode combining sliding seats 3 and connecting seats 11 is adopted. First, several key support points are selected at the top of the cargo hold, on the steel beams or high points of the bulkhead, and guide rails 1 are fixedly installed as the basic frame. Next, a sliding seat 3 is placed at regular intervals along the guide rails. In areas where the monitoring range needs to be expanded, such as the center of the cargo hold or the perimeter of temporary cargo stacking areas, connecting seats 11 are inserted and tightly connected using connecting screw heads 4 and screw grooves to construct a crisscrossing "monitoring grid" framework. The main body 8 of the early warning device is installed on the mounting screw seat 6 below the sliding seat 3 or the connecting seat 11 as needed, achieving comprehensive coverage of different heights and areas of the cargo hold. The hybrid splicing method combines the flexible mobility of the sliding seat 3 and the expandability of the connecting seat 11. It allows for flexible adjustment of the position of individual early warning devices along the guide rails and also extends the monitoring range over a large area through the connecting seat 11, effectively addressing the monitoring challenges brought about by frequent loading and unloading and changes in cargo height within the cargo hold, ensuring that fire hazards have nowhere to hide.

[0042] For ship engine rooms:

[0043] Installation Method: Due to the numerous and complex layouts of equipment in the ship's engine room, and the presence of tall structures obstructing the view, a layered and zoned splicing installation strategy is adopted in this area. First, the mounting rails 1 are fixed at different heights on the engine room ceiling, side walls, and partition beams between equipment, creating multi-layered monitoring planes. For each monitoring plane, based on different functional zones within the engine room, such as the main engine area, power distribution area, and fuel area, "monitoring branches" adapted to the shape of each zone are spliced ​​using sliding seats 3 and splicing seats 11. Around tall equipment, such as above the main engine, a telescopic cantilever structure is spliced, and the main body 8 of the early warning device is installed at the end of the cantilever. By moving the sliding seat 3 on the rails and adjusting the length of the splicing seat 11, operators can easily control the early warning device from the ground to extend to the required height and angle, lock the position, and conduct precise monitoring. The layered and zoned splicing installation fully considers the complex structural characteristics of the engine room, and the monitoring planes at different heights, combined with the zoned customized "monitoring branches," achieve comprehensive three-dimensional fire monitoring. In particular, the telescopic cantilever design for tall equipment not only overcomes the monitoring difficulties caused by equipment obstruction, but also makes it easy to quickly adjust the monitoring layout during equipment maintenance and repair by using the splicing function, ensuring that the early warning of fire in the engine room is foolproof.

[0044] For crew living quarters:

[0045] Installation Method: Crew living quarters are relatively small but densely populated, emphasizing both safety and aesthetics. Typically, guide rails 1 are fixedly installed high on the bulkhead or in a corner, using a small number of sliding seats 3 for simple assembly. Appropriate spacing is maintained between adjacent sliding seats 3 to avoid interfering with crew activities. After connecting the screw heads 4 and screw grooves, the main body 8 of the warning device is installed on the mounting screw seat 6. The rounded corners of the main body 8 effectively prevent bumps and injuries. Simultaneously, the magnetic ring groove 9 ensures a stable connection of the warning device, reducing the risk of loosening due to vibrations from personnel movement and use of living facilities. This simple assembly method meets fire monitoring needs while minimizing the occupation and interference with crew living space. The rounded corners and magnetic ring groove 9 design enhance safety and reliability, creating a safe living environment for crew and ensuring fire safety in the ship's living areas. Specific Implementation Example 3:

[0047] Reference Figures 1 to 8 Based on the content of the above specific embodiments, the following content is further disclosed:

[0048] The main body 8 of the warning device uses an existing fire detector, and its specific operating logic and working principle are as follows:

[0049] The operating logic of the main body 8 of the early warning device:

[0050] Real-time monitoring: The main body 8 of the early warning device is installed on the mounting screw 6 below the sliding seat 3 or the splicing seat 11. After being positioned at various key monitoring locations on the ship, it immediately activates the built-in fire detection sensors, such as smoke sensors and temperature sensors, to begin continuous real-time monitoring of the surrounding environment. Based on their respective sensing principles, these sensors constantly capture changes in smoke concentration, abnormal temperature increases, or other physical signals related to fire in the air.

[0051] Signal Processing: Once the sensor detects suspicious signs of fire, it quickly converts the collected analog signal into a digital signal and transmits it to the microprocessor inside the main body 8 of the alarm. The microprocessor analyzes and processes the signal according to a preset algorithm to determine whether the signal strength reaches the preset fire alarm threshold.

[0052] Alarm Trigger: If the microprocessor determines that the signal strength exceeds the threshold, indicating a potential fire, the main body 8 of the alarm device will immediately activate the alarm program. It emits a strong audible and visual alarm through its built-in audible and visual alarm module, alerting nearby crew members. Simultaneously, it transmits the alarm information to the ship's central monitoring system via wired or wireless transmission, ensuring that all personnel are promptly aware of the fire risk and can take swift action.

[0053] The working principle of the main body 8 of the early warning device is as follows:

[0054] Smoke detection principle: Typically, optical scattering or ionization smoke detection technology is used. An optical scattering smoke detector contains a light source and a light receiver. Under normal conditions, light travels in a straight line, and the light received by the receiver is stable. When smoke particles enter the detection chamber, the smoke particles scatter the light, causing a change in the intensity of the light received by the receiver, triggering an alarm signal. Ionization smoke detectors utilize radioactive elements to ionize the air, creating an electric current. When smoke enters, the smoke particles adsorb ions, changing the current and thus triggering an alarm.

[0055] Temperature detection principle: Based on the principle of thermal expansion and contraction or thermoelectric effect. Thermal expansion and contraction type temperature sensors utilize the property of metals or liquids expanding when heated and contracting when cooled. When the ambient temperature rises above a set value, the volume change of the internal components of the sensor causes a change in circuit parameters, generating an alarm signal. Thermoelectric effect type temperature sensors consist of a thermocouple composed of two different metals. When the temperatures at both ends are different, a thermoelectric potential is generated. An abnormal rise in ambient temperature causes the thermoelectric potential to change to a threshold, triggering an alarm.

[0056] The power supply method for the entire device is as follows:

[0057] Shipboard electrical system power supply: The device primarily relies on the ship's own electrical system for power. Power from the ship's electrical distribution room is introduced via cables to a junction box near the mounting rail 1. Wires are then led from the junction box to each sliding seat 3 and the main body of the warning device 8, providing a stable power supply for the sensor, microprocessor, audible and visual alarm modules, and other components of the warning device. This power supply method ensures a long-term, continuous power supply; as long as the ship's electrical system is operating normally, the warning device can work reliably.

[0058] Backup battery power supply: Considering the possibility of power failures and other emergencies during navigation, each fire alarm unit 8 is equipped with a rechargeable backup battery. When the ship's main power is normal, the backup battery is charging and ready to be deployed. In the event of a power outage, the backup battery automatically switches power, ensuring that the fire alarm unit 8 can maintain basic monitoring and alarm functions for a short period of time, preventing the fire alarm from failing due to power loss and giving the crew more time to respond to emergencies.

[0059] The networking method for the entire device is as follows:

[0060] Wired networking: Wired networking is achieved using industrial Ethernet or dedicated data transmission cables. Network cables or data cables are laid along mounting rail 1 to connect each of the main units 8 of the early warning devices in series, ultimately connecting them to the ship's central monitoring system. This method provides stable and reliable data transmission with a high transmission rate, enabling real-time and accurate transmission of monitoring data and alarm information collected by the early warning devices to the central monitoring system. This facilitates centralized monitoring and management of the ship's fire risks by the crew in the control room.

[0061] Wireless Networking: To increase wiring flexibility, especially in areas where temporary monitoring points are added or wiring is difficult, the device supports wireless networking. Utilizing wireless communication technologies such as Wi-Fi, Bluetooth, and ZigBee, the main body 8 of the alarm device has a built-in wireless communication module. It transmits monitoring data and alarm information in the form of wireless data packets to the wireless access point on the ship, and then the access point forwards them to the central monitoring system. Wireless networking facilitates rapid deployment and adjustment of the monitoring layout, but compared to wired networking, it has certain limitations in terms of signal stability and transmission distance. It is usually used as a supplement to wired networking to collaboratively ensure the efficient transmission of fire alarm information.

[0062] In summary:

[0063] The fire warning device 8 is mounted on the top of the sliding seat 3 inside the mounting rail 1 for fire early warning monitoring of ships, cabins, and other locations. The sliding seat 3 and the splicing seat 11 can be spliced ​​together to extend the overall length, forming a rod-shaped installation whose distance can be increased or decreased through splicing. The fire warning device 8 can be mounted on the surface of the splicing screw head 4 or the mounting screw seat 6 according to the monitoring location requirements. The threaded connection combined with the magnetic ring groove 9 ensures both stable installation and easy disassembly and maintenance. The design of the splicing screw head 4 and splicing screw groove 5 between the sliding seat 3 and the splicing seat 11 allows operators to quickly extend or shorten the length of the entire installation structure according to the actual monitoring range requirements, like assembling building blocks. This easily increases or decreases the number and distribution of fire warning devices. Whether in long corridors, large cargo holds, or key local areas, fire early warning layouts can be efficiently completed, greatly saving installation time and labor costs, and improving the deployment efficiency of ship fire early warning systems.

[0064] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0065] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A marine vessel general-purpose fire warning structure comprising a mounting rail (1) and a warning main body (8), characterized in that: The installation guide rail (1) is internally slidably provided with a sliding seat (3), the bottom of the sliding seat (3) is provided with a mounting screw seat (6), the top end of the early warning device body (8) is provided with a mounting round seat (10), the mounting round seat (10) is threadedly connected with the bottom end of the mounting screw seat (6), one end of the sliding seat (3) is provided with a splicing screw head (4), the other end of the sliding seat (3) is provided with a splicing screw groove (5), the bottom surface of the splicing screw groove (5) is provided with a guide hole (7), and the top surface of the mounting round seat (10) is provided with a magnetic attraction ring groove (9).

2. A fire warning structure for a ship according to claim 1, characterized in that: The splicing screw head (4) and the splicing screw groove (5) are gap matched, and adjacent sliding seats (3) are connected through the splicing screw head (4) and the splicing screw groove (5).

3. A fire warning structure for a ship according to claim 1, characterized in that: Adjacent sliding seats (3) are provided with splicing seats (11), both ends of the splicing seat (11) are the same in structure and size as both ends of the sliding seat (3), the splicing seat (11) is provided with a plurality of splicing seats (11), and adjacent splicing seats (11) are connected through the splicing screw head (4) and the splicing screw groove (5).

4. A fire warning structure for a ship according to claim 1, characterized in that: The vertical center line of the mounting round seat (10) coincides with the vertical center line of the early warning device body (8), and the outer edges of the early warning device body (8) are all treated with round corners.

5. A fire warning structure for a ship according to claim 1, wherein: The vertical center line of the mounting screw seat (6) coincides with the vertical center line of the sliding seat (3), and the end size of the mounting screw seat (6) is the same as the end size of the splicing screw head (4).

6. A fire warning structure for a ship according to claim 1, characterized in that: The central center line of the splicing screw head (4) coincides with the central axis of the splicing screw groove (5).

7. A fire warning structure for a ship according to claim 1, characterized in that: The edge of the installation guide rail (1) is provided with a mounting bolt hole (2), and the inner wall of the installation guide rail (1) is gap matched with the outer wall of the sliding seat (3).

Images