A double-port air supply type cabin ventilation control adjusting mechanism

Abstract

The utility model discloses a kind of double-port air supply type cabin ventilation control adjusting mechanism, belong to cabin ventilation technical field, for by two groups of air supply pipe, simultaneously connect the main air supply pipe of two groups of air supply pipe rear end and the double-port air supply type ventilation pipeline consisting of, it includes two groups of fan blade structure, the drive mechanism of driving fan blade structure horizontal rotation and with the control unit of drive mechanism electrical connection;The control unit passes through control drive mechanism and drives respective fan blade structure to rotate in the mode of flexible adjustment of the size of air intake amount;The fan blade structure includes bearing seat, vertically set in air supply pipe and rotate installation on the circular blade of bearing seat.The double-port air supply type cabin ventilation control adjusting mechanism can flexibly adjust air intake amount by the design of rotatable fan blade structure, by adjusting or changing its corner size.

Description

Technical Field

[0001] This utility model relates to the field of ship cabin ventilation technology, specifically a dual-outlet air supply ship cabin ventilation control and adjustment mechanism. Background Technology

[0002] During navigation, especially when turning, the rotation of the propeller generates a periodic rolling moment, causing the ship to heel to the side (roll) or pitch forward and backward (tick), affecting navigation safety and passenger comfort. The problems include:

[0003] First, traditional ship cabin ventilation systems typically employ a fixed air intake design, which cannot adjust or change the amount of air intake, resulting in low flexibility in their application.

[0004] Secondly, the inability to dynamically adjust the ventilation volume according to the propeller rotation direction or the ship's attitude will also lead to the following problems: when the ship rolls, the ventilation volume on both sides is uneven and cannot counteract the rolling moment; when the propeller rotates at high speed, the airflow in the ventilation duct is turbulent, which can easily generate local high-pressure or low-pressure areas and aggravate the ship's vibration; traditional ventilation systems rely on natural wind pressure or simple mechanical adjustment, which has a slow response speed and cannot adapt to the dynamic working conditions of the ship. Utility Model Content

[0005] The first technical problem to be solved by this utility model is to provide a dual-outlet air supply type cabin ventilation control and adjustment mechanism. By designing a rotatable fan blade structure, the air intake volume can be flexibly adjusted by adjusting or changing its rotation angle.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A dual-outlet air supply type cabin ventilation control and adjustment mechanism is used on a dual-outlet air supply ventilation duct consisting of two sets of air supply pipes and a main air supply pipe connected to the rear end of both sets of air supply pipes. It includes two sets of fan blade structures, a drive mechanism for driving the fan blade structures to rotate horizontally, and a control unit electrically connected to the drive mechanism. The drive mechanism drives each fan blade structure to adjust the air intake volume by rotating. The fan blade structure includes a bearing housing and circular blades that are vertically arranged in the branch air supply pipes and rotatably mounted on the bearing housing.

[0008] By adopting the above scheme, the dual-outlet air supply cabin ventilation control and adjustment mechanism is designed with a rotatable fan blade structure, namely a horizontally rotating circular blade. By adjusting or changing the rotation angle of the circular blade, the air intake volume can be flexibly adjusted.

[0009] As a preferred embodiment of a dual-outlet air supply type cabin ventilation control and adjustment mechanism, the fan blade structure includes a bearing seat fixed above and below the outer wall of the distribution air duct, and a circular blade vertically arranged inside the distribution air duct and rotatably mounted on the bearing seat. The circular blade has the same inner diameter as the distribution air duct, the blade is made of lightweight aluminum alloy, and the surface is anodized to form an oxide film with a thickness of 10-15μm. The edge of the circular blade is connected to a sealing strip that fits against the inner wall of the distribution air duct to ensure that there is no air leakage when the blade is closed and rotated.

[0010] As a preferred embodiment of a dual-outlet air supply type cabin ventilation control and adjustment mechanism, the drive mechanism includes a crossbeam fixed to the bottom of the distribution air duct, two single-axis linear screws fixed on the crossbeam, a connecting rod connecting the bottom bearing seat and the single-axis linear screws, and a stepper motor driving the single-axis linear screws to extend and retract. The rotation angle α between the single-axis linear screw and the circular blades and the circumference of the distribution air duct is 0-90°, where the air supply volume is the largest when the angle between the circular blades and the circumference of the distribution air duct is 90°. At this time, the circular blades are parallel to the circumference of the distribution air duct, that is, the circular blades are fully open.

[0011] The second technical problem to be solved by this utility model is to provide a dual-outlet air supply type cabin ventilation control and adjustment mechanism. By monitoring the rotation direction of the stern propeller and the attitude of the ship in real time, the angle of the fan blades in the air supply pipe is dynamically adjusted to balance the ventilation volume on both sides of the ship, counteract the rolling torque caused by the propeller rotation, and improve the ship's sailing stability (especially when turning).

[0012] In a preferred embodiment of a dual-inlet air supply type cabin ventilation control and adjustment mechanism, the control unit can receive electrical signals from the rotation direction of the stern propeller in real time. The control unit includes a control box fixed below the crossbeam, two controllers installed in the control box, a data storage module installed in the control box, an electrical connector installed in the control box, two air volume sensors respectively installed at the inlet of the distribution air duct, and a magnetoresistive sensor installed at the end of the propeller shaft. The PID controller is used to receive the electrical signals from the rotation direction of the stern propeller and issue corresponding control commands; the data storage module is used to store historical air volume data (sampling period 0.5s) and adjustment logs (including timestamps, target angles, actual angles, and wind speed deviations); the air volume sensors are used to monitor the actual air volume and duct resistance of the distribution air duct in real time; and the magnetoresistive sensor is used to measure the rotation direction and speed of the stern propeller.

[0013] In a preferred embodiment of a dual-outlet air-supply type ship cabin ventilation control and regulation mechanism, the controller is a PID controller with a proportional coefficient Kp=0.8, integral time Ti=0.5s, and derivative time Td=0.1s. After receiving the electrical signal indicating the rotation direction of the stern propeller, it executes the following control logic:

[0014] S1. Obtain the ship's roll rate signal (accuracy ±0.1° / s) through the ship's attitude sensor.

[0015] S2. Calculate the angle θ between the propeller rotation direction and the longitudinal axis of the ship (based on the phase difference between the propeller speed signal and the roll rate signal).

[0016] S3. Output PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the drive mechanism, which drives the fan blade structure to rotate by an angle α.

[0017] S4. Collect the wind speed signal at the outlet of the distribution duct in real time through the wind speed sensor (accuracy ±1.5%). If the wind speed deviation is > ±5%, adjust the PWM duty cycle until the wind speed is stable (adjustment cycle ≤ 0.5s).

[0018] As a preferred embodiment of a dual-outlet air supply type cabin ventilation control and adjustment mechanism, the magnetoresistive sensor includes four equidistant magnetic poles located on the surface of the propeller shaft (number of magnetic pole pairs p=2, remanence Br≥1.2T), and outputs four square wave pulse signals per revolution (high level 5V, low level 0V); the magnetoresistive sensor is connected to the electrical connector of the control unit through a shielded twisted pair cable, the signal transmission delay is ≤5ms, and the anti-interference capability meets the IEC 61000-4-4 standard (electrical fast transient burst ±4kV).

[0019] The beneficial effects of this utility model are:

[0020] 1. The dual-outlet air supply type cabin ventilation control and adjustment mechanism is designed with a rotatable fan blade structure, that is, a circular blade that can rotate horizontally. By adjusting or changing the rotation angle of the circular blade, the air intake volume can be flexibly adjusted.

[0021] 2. Dynamically balance the forces on the hull: By adjusting the air intake of the two branch air ducts, the rolling moment caused by the propeller rotation is counteracted, reducing the hull tilt angle (tested to reduce the roll angle by 30%-50%).

[0022] 3. Intelligent control: It integrates an air volume sensor, a magnetoresistive sensor, and a PID controller to achieve closed-loop control of "sensing-calculation-adjustment", which has high reliability;

[0023] 4. High response speed: The fan blade structure is driven by a PID control algorithm with an adjustment cycle of ≤0.5s, which is suitable for the rapid turning conditions of ships;

[0024] 5. Good sealing performance: The sealing strip on the edge of the fan blade fits tightly against the inner wall of the distribution air duct, and the air leakage rate is less than 1% when the blade rotates, ensuring the accuracy of air intake adjustment. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A three-dimensional structure for a dual-outlet air supply type ship cabin ventilation control and adjustment mechanism applied to dual-outlet air supply ventilation ducts. Figure 1 ;

[0027] Figure 2 A three-dimensional structure for a dual-outlet air supply type ship cabin ventilation control and adjustment mechanism applied to dual-outlet air supply ventilation ducts. Figure 2 ;

[0028] Figure 3 A three-dimensional structural diagram of a dual-outlet air supply type cabin ventilation control and adjustment mechanism;

[0029] The markings in the diagram are: 1-Distribution air duct; 2-Main air duct; 3-Bearing housing; 4-Circular blade; 5-Crossbeam; 6-Single-axis linear screw; 7-Connecting rod; 8-Stepper motor; 9-Control box; 10-PID controller; 11-Data storage module; 12-Electrical connector; 13-Air volume sensor. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] like Figures 1 to 3As shown, a dual-outlet air supply type cabin ventilation control and adjustment mechanism is provided for a dual-outlet air supply ventilation duct consisting of two sets of air supply pipes 1 (one set on the left and one set on the right) and a main air supply pipe 2 connected to the rear end of both sets of air supply pipes 1. The air supply fan at the inlet of the air supply pipe 1 is omitted in the figure. Specifically, it includes two sets of fan blade structures rotatably installed in each set of air supply pipe 1, a drive mechanism fixedly installed at the bottom of each set of air supply pipe 1 and driving the fan blade structures to rotate horizontally, and a control unit fixedly installed at the bottom of each set of air supply pipe 1 and electrically connected to the drive mechanism. The drive mechanism drives the respective fan blade structures to adjust the air intake by rotating. The fan structure includes bearing seats 3 fixed above and below the outer wall of the distribution duct 1, and circular blades 4 vertically installed inside the distribution duct 1 and rotatably mounted on the bearing seats 3. The circular blades 4 have the same inner diameter as the distribution duct 1, and are made of aluminum alloy 6061-T6 (tensile strength ≥276MPa). The surface is anodized to form an oxide film with a thickness of 10μm, which can be within the range of 10-15μm. A sealing strip (made of nitrile rubber, 2mm thick) is connected to the edge of the circular blades 4 to fit against the inner wall of the distribution duct 1, ensuring no air leakage when the blades are closed or rotated. This dual-outlet air supply type cabin ventilation control and adjustment mechanism is designed with a rotatable fan structure, namely, a horizontally rotatable circular blade 4. By adjusting or changing the rotation angle of the circular blades 4, the air intake volume can be flexibly adjusted.

[0032] Continue as Figure 3 As shown, the drive mechanism includes a crossbeam 5 fixed to the bottom of the distribution air duct 1, two single-axis linear screws 6 (SKF 20mm, stroke 100mm) fixed to the crossbeam 5, a connecting rod 7 (L-shaped) connecting the bottom bearing seat 3 and the single-axis linear screw 6, and a stepper motor 8 (model 57HS76, protection level IP65) that drives the single-axis linear screw 6 to extend and retract. The single-axis linear screw 6 is driven by the stepper motor 8, which drives the circular blade 4 to rotate around the bearing seat 3 through the connecting rod 7. The rotation angle α ranges from 0 to 90° (when α=0°, the blade is perpendicular to the circumference of the distribution air duct 1, and the air intake is minimal; when α=90°, the blade is parallel to the circumference, and the air intake is maximum).

[0033] Continue as Figure 3As shown, the control unit can receive electrical signals from the stern propeller's rotation direction in real time. During navigation, especially when turning, the propeller's rotation generates a periodic rolling moment, causing the hull to tilt left and right (roll) or pitch forward and backward (tick). The control unit collects the propeller's rotation state in real time and adjusts the air intake of the two distribution ducts 1 to counteract the rolling moment caused by the propeller's rotation, reducing the hull's tilt angle, balancing the forces on the hull, and thus improving the ship's stability. The control unit includes a control box 9 fixed below the crossbeam 5 and two PID controllers installed in the control box 9. The system includes: a PID controller 10 (proportional coefficient Kp=0.8, integral time Ti=0.5s, derivative time Td=0.1s), a data storage module 11 (capacity 16GB, supports SD card expansion) installed in the control box 9, an electrical connector 12 (model M12×1, IP67 protection rating) installed in the control box 9, two airflow sensors 13 (model FS4001, accuracy ±1.5%) installed at the inlet of the distribution duct 1, and a magnetoresistive sensor (model HMC1052) installed at the propeller shaft end. The magnetoresistive sensor and propeller are omitted in the figure. The PID controller 10 receives the electrical signal indicating the rotation direction of the stern propeller and issues corresponding control commands; the data storage module 11 stores historical airflow data (sampling period 0.5s) and adjustment logs (including timestamps, target angle, actual angle, and wind speed deviation); the airflow sensors 13 monitor the actual airflow and duct resistance of the distribution duct 1 in real time; and the magnetoresistive sensor measures the rotation direction and speed of the stern propeller.

[0034] After receiving the electrical signal indicating the rotation direction of the stern propeller, the PID controller 10 executes the following control logic:

[0035] S1. Obtain the ship's roll rate signal (accuracy ±0.1° / s) through the ship's attitude sensor.

[0036] S2. Calculate the angle θ between the propeller rotation direction and the longitudinal axis of the ship (based on the phase difference between the propeller speed signal and the roll rate signal).

[0037] S3. Output PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the drive mechanism, which drives the fan blade structure to rotate by an angle α.

[0038] S4. Collect the wind speed signal at the outlet of the distribution duct 1 in real time through the wind speed sensor (accuracy ±1.5%). If the wind speed deviation is > ±5%, adjust the PWM duty cycle until the wind speed is stable (adjustment cycle ≤ 0.5s).

[0039] The magnetoresistive sensor comprises four equidistant magnetic poles located on the surface of the propeller shaft (number of pole pairs p=2, remanence Br≥1.2T), and outputs four square wave pulse signals per revolution (high level 5V, low level 0V). The magnetoresistive sensor is connected to the electrical connector 12 of the control unit via a shielded twisted pair cable. The signal transmission delay is ≤5ms, and the anti-interference capability meets the IEC 61000-4-4 standard (electrical fast transient / burst ±4kV).

[0040] The working principle of this utility model:

[0041] S1. Signal acquisition: The magnetoresistive sensor acquires the propeller rotation direction signal in real time (pulse frequency f = rotation speed n × number of magnetic pole pairs p), and the air volume sensor 13 acquires the actual wind speed signal (v1, v2) at the inlet of the distribution air duct 1.

[0042] S2. Attitude Calculation: The PID controller 10 in the control unit obtains the ship's roll rate ω through the ship's attitude sensor (model ADXRS450, accuracy ±0.1° / s), and calculates the angle θ between the propeller rotation direction and the ship's longitudinal axis by combining the phase difference of the propeller pulse signal.

[0043] S3, Adjustment Logic: The PID controller 10 outputs a PWM control signal (frequency 20kHz, duty cycle 0%-100%) to the stepper motor 8 of the drive mechanism according to the θ value, and then drives the single-axis linear screw 6 to rotate, which drives the circular blade 432 to rotate by an angle α (α=θ×0.8) through the connecting rod 7, so that the difference in air intake of the two branch air ducts 1 can offset the yaw torque.

[0044] S4. Closed-loop feedback: The air volume sensor 1353 monitors the air speed (v1', v2') at the outlet of the distribution duct 1 in real time. If |v1'-v2'|>±5%, the PID controller 10 corrects the PWM duty cycle until the air speed stabilizes (adjustment period ≤0.5s).

[0045] After actual ship testing (2000-ton cargo ship, speed 12 knots, turning radius 200 meters), after installing this system: the peak hull roll angle decreased from 8° to 3° (a reduction of 62.5%); the hull vibration acceleration caused by propeller rotation decreased from 0.8g to 0.3g (a reduction of 62.5%); and the ventilation efficiency remained above 90% (compared to 75% for traditional systems).

[0046] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A dual-outlet air supply type cabin ventilation control and adjustment mechanism, comprising two sets of fan blade structures, a drive mechanism for driving the fan blade structures to rotate horizontally, and a control unit electrically connected to the drive mechanism; Its features are: The drive mechanism drives its respective fan blade structure to adjust the air intake volume by rotation; the fan blade structure includes a bearing housing and circular blades that are vertically arranged in the distribution air duct and rotatably mounted on the bearing housing.

2. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 1, characterized in that: The circular blade has the same inner diameter as the distribution air duct, and a sealing strip is connected to the edge of the circular blade.

3. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 1, characterized in that, The drive mechanism includes a crossbeam, two single-axis linear screws fixed on the crossbeam, a connecting rod that connects the bottom bearing seat and the single-axis linear screws, and a stepper motor that drives the single-axis linear screws to extend and retract.

4. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 3, characterized in that, The rotation angle α of the circular blade driven by the single-axis linear screw is 0-90°.

5. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 1, characterized in that, The control unit can receive electrical signals from the rotation direction of the stern propeller in real time.

6. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 5, characterized in that, The control unit includes a control box fixed below the crossbeam, two controllers installed inside the control box, a data storage module installed inside the control box, an electrical connector installed inside the control box, two air volume sensors installed near the circular blades, and a magnetoresistive sensor installed at the end of the propeller shaft.

7. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 6, characterized in that, The controller is a PID controller.

8. The dual-outlet air supply type cabin ventilation control and adjustment mechanism according to claim 6, characterized in that, The magnetoresistive sensor includes four equidistant magnetic poles located on the surface of the propeller shaft, and outputs four square wave pulse signals for each revolution; the magnetoresistive sensor is connected to the electrical connector of the control unit via a shielded twisted pair cable.

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