A sea gate seawater tank deicing device

Abstract

The utility model discloses a kind of submarine gate seawater tank deicing device, the structure includes seawater tank, and seawater tank bottom is equipped with water inlet to introduce seawater;Seawater tank is equipped with gas heat exchange module inside, gas heat exchange module input end connects air inlet pipe, and air inlet pipe is connected with the exhaust pipe of diesel engine, can introduce the high-temperature exhaust gas generated by diesel engine;Gas heat exchange module output end connects air outlet pipe, for discharging the gas after heat exchange;Seawater tank is also connected with the gas-permeable tube that its inside is communicated, to balance the air pressure in tank.This structure uses diesel engine waste high-temperature exhaust gas as heat source, realizes heat transfer in seawater tank by gas heat exchange module, can melt ice layer, can prevent seawater freezing, avoid water inlet blockage;Without additional energy consumption, improve energy utilization rate, while gas-permeable tube guarantees air pressure stability and seawater smooth entry, ensure ship main engine and other equipment cooling water supply, adapt to low-temperature navigation demand, strong practicality.

Description

Technical Field

[0001] This utility model relates to the technical field of marine seawater tanks, and in particular to a de-icing device for a seawater tank with a seabed door. Background Technology

[0002] Seawater tanks are the core seawater supply devices for a ship's power and auxiliary systems, responsible for delivering cooling water to critical equipment such as main engines and generators. Their stability directly affects the safety of ship operation. In temperate and tropical seas, conventional gravity separation baffles can filter impurities from seawater, ensuring a smooth seawater supply. However, when ships sail in areas with temperatures below 0°C (such as high-latitude polar seas and northern coastal areas in winter), seawater is prone to freezing, forming blocky ice, flocculent ice, or a mixture of broken ice. Existing seawater tank design flaws become apparent: most ships do not have a dedicated de-icing structure and rely solely on conventional gravity separation baffles to block ice. The baffles are intended to block solid impurities, but their aperture, strength, and installation location do not take into account icing scenarios. As ice accumulates, it can easily block the water passage, preventing seawater from entering the tank. A blockage in the seawater tank will directly interrupt the supply of cooling water, causing the main engine to overheat and trigger the protection mechanism to shut down due to the inability to dissipate heat. Auxiliary equipment such as generators will also malfunction due to insufficient cooling. In severe cases, it can lead to the ship losing power and control, threatening navigation and the safety of personnel. Some ships are equipped with electric heating devices for antifreezing and de-icing, but this has obvious drawbacks: it consumes a lot of electrical power, which increases the ship's electrical energy burden.

[0003] In summary, neither the existing de-icing structure nor the electric heating solution can meet the requirements and further improvements are needed. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an energy-saving de-icing device for seawater tanks at sea level entrances, which also has excellent de-icing performance.

[0005] A de-icing device for a seawater tank at a seawater gate, designed for this purpose, includes a seawater tank with a water inlet at the bottom; a gas heat exchange module is installed inside the seawater tank. The input end of the gas heat exchange module is connected to an air intake pipe, which is connected to the exhaust pipe of the diesel engine. The output end of the gas heat exchange module is connected to an outlet pipe; The seawater tank is connected to a vent pipe that communicates with the interior of the seawater tank.

[0006] Preferably, the gas heat exchange module includes at least one main pipe that is connected to both the inlet pipe and the outlet pipe.

[0007] Preferably, the main tube is a coil.

[0008] Preferably, the main pipe is connected to several heat conduction pipes; the heat conduction pipes extend away from the main pipe and are located inside the seawater tank; the first and last ends of the heat conduction pipes are connected to the main pipe to form a heat exchange channel.

[0009] Preferably, a first valve is connected between the main pipe and the air intake pipe; A second valve is connected between the main pipe and the outlet pipe.

[0010] Preferably, a third valve is connected between the vent pipe and the seawater tank.

[0011] Preferably, a seawater tank grating is installed inside the water inlet.

[0012] Preferably, the end of the vent pipe away from the seawater tank has a "bent pipe" structure.

[0013] Preferably, both the main pipe and the heat conduction pipe are made of duplex stainless steel.

[0014] Compared with existing technologies, this invention, by incorporating a gas heat exchange module inside the seawater tank and connecting it to an intake pipe linked to the diesel engine's exhaust pipe, introduces high-temperature exhaust gas (above 400 degrees Celsius) generated during diesel engine operation into the seawater tank. The high-temperature exhaust gas forms a uniform airflow within the tank through the gas heat exchange module, directly heating and melting existing blocky ice and thick ice layers, while also inhibiting seawater freezing inside the tank and at the inlet. This addresses the problem of low-temperature icing from both "de-icing" and "anti-icing" perspectives, effectively preventing blockage of the inlet channel and ensuring a continuous and smooth flow of external seawater into the tank. This provides a stable cooling water supply for the ship's main engine, generators, and other equipment, overcoming the shortcomings of existing de-icing structures that are prone to clogging, and the high energy consumption and poor de-icing effect of electric heating devices. Furthermore, it eliminates the need for additional fuel or electricity-consuming energy devices, saving energy and efficiently melting ice, thus better ensuring the ship's normal operation and mission execution in waters below 0 degrees Celsius. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the planar structure of this utility model. Detailed Implementation

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] See Figure 1A de-icing device for a seawater tank at a seawater gate includes a seawater tank 10 with a water inlet 20 at its bottom; a gas heat exchange module 30 is installed inside the seawater tank 10; an air inlet pipe 40 is connected to the input end of the gas heat exchange module 30, and the air inlet pipe 40 is connected to the exhaust pipe of a diesel engine; an air outlet pipe 50 is connected to the output end of the gas heat exchange module 30, and the air outlet pipe 50 can extend to the outside of the ship to exhaust air; and a vent pipe 60 is connected to the seawater tank 10 and communicates with the interior of the seawater tank 10.

[0018] The de-icing device for the seawater tank at the subsea entrance is based on the "utilization of waste heat from diesel engine exhaust gas". It achieves anti-icing and de-icing through the coordinated operation of various components. The specific operating principle is as follows: When the ship's diesel engine starts running, the high-temperature exhaust gas it generates is naturally introduced into the intake pipe 40 connected to it through its own exhaust pipe. The high-temperature exhaust gas is transported through the intake pipe 40 and precisely enters the gas heat exchange module 30 preset inside the seawater tank 10. At this time, the gas heat exchange module 30 becomes the core carrier for waste heat transfer. During the flow of the high-temperature exhaust gas inside the module, the heat it carries is quickly transferred through the module wall to the seawater and the existing ice layer in the seawater tank 10. On the one hand, it can increase the seawater temperature and inhibit the formation of new ice layers in the inlet 20 and inside the tank from the source. On the other hand, it can directly melt block ice and thick ice layers, avoid clogging the inlet 20, and ensure that external seawater continuously enters the tank through the inlet 20, providing a stable supply of cooling water for the ship's main engine, generator and other equipment. During the heat exchange process, the vent pipe 60, which is connected to the inside of the seawater tank 10, plays a role in balancing the air pressure: after the high-temperature exhaust gas enters the tank, it is easy to change the internal air pressure. The vent pipe 60 can adjust the air pressure inside and outside the tank in real time to prevent the air pressure from being too high and hindering the flow of exhaust gas in the gas heat exchange module 30, or the air pressure from being too low and reducing the efficiency of seawater intake, so as to ensure that the heat exchange is stable. After heat exchange is completed, the cooled exhaust gas will enter the exhaust pipe 50 from the output end of the gas heat exchange module 30, and be directly discharged to the external environment through the exhaust pipe 50 extending to the outside of the ship. This avoids the exhaust gas from lingering in the box or backflow affecting the operating conditions, and finally forms a closed-loop process of "waste heat recovery - de-icing and anti-icing - safe exhaust", achieving the dual goals of efficient de-icing and low energy consumption operation.

[0019] See Figure 1The gas heat exchange module 30 includes at least one main pipe 310 connected to both the inlet pipe 40 and the outlet pipe 50. The main pipe 310 is the core component of the gas heat exchange module 30, connected to the inlet pipe 40 at one end and the outlet pipe 50 at the other. It receives the high-temperature exhaust gas from the diesel engine and guides its flow within the module. Simultaneously, it transfers heat from the exhaust gas to the seawater and ice layer in the seawater tank through the pipe wall, achieving anti-icing and de-icing. After heat exchange, the low-temperature exhaust gas can also be discharged through the outlet pipe 50. Furthermore, the main pipe 310 can be designed as a coil to increase the contact area with the seawater and ice layer, further improving heat exchange efficiency and adapting to diverse de-icing scenarios.

[0020] See Figure 1 The main pipe 310 is connected to several heat transfer pipes 320. The heat transfer pipes 320 extend away from the main pipe 310 and are located within the seawater tank 10. Both the beginning and end of each heat transfer pipe 320 are connected to the main pipe 310, forming a heat exchange channel. As an extension of the main pipe 310, the heat transfer pipes 320 connect at both ends to the main pipe 310, forming a complete heat exchange channel. High-temperature exhaust gas from the main pipe 310 enters the pipe from the beginning, completes heat transfer during its flow, and then flows back to the main pipe 310 from the end, forming a stable airflow circulation. Simultaneously, the even distribution of the heat transfer pipes 320 within the seawater tank 10, extending away from the main pipe 310, significantly expands the heat coverage area, allowing high-temperature heat to reach areas outside the main pipe, covering more seawater and ice layers. This move can work with the main 310 to further improve the overall heat exchange efficiency, quickly achieve anti-icing and de-icing in multiple areas of the seawater tank, effectively adapt to the complex icing scenario in the seawater tank, and avoid local icing and blockage problems. See Figure 1 A first valve 410 is connected between the main pipe 310 and the inlet pipe 40; a second valve 510 is connected between the main pipe 310 and the outlet pipe 50. The first valve 410 can control the opening and closing of the pipeline between the main pipe 310 and the inlet pipe 40, and the second valve 510 can regulate the airflow between the main pipe 310 and the outlet pipe 50. During maintenance, closing both valves can cut off the input of high-temperature exhaust gas and block the airflow discharge, preventing airflow leakage or impurities from entering the heat exchange channel, thus ensuring maintenance safety. In daily operation, the heat exchange system can also be flexibly controlled by switching the valves on and off, facilitating maintenance.

[0021] In this utility model, the first valve 410 can be a three-way valve according to different needs. The three-way valve is connected to the main pipe 310, the air intake pipe 40 and the maintenance exhaust pipe respectively. When maintenance is performed, the connection is switched to the air intake pipe 40 and the maintenance exhaust pipe to ensure that the diesel engine exhausts normally and does not affect the seawater tank.

[0022] See Figure 1 A third valve 610 is connected between the vent pipe 60 and the seawater tank 10.

[0023] In this invention, a seawater tank venting grid is installed inside the water inlet 20. The seawater tank venting grid can perform preliminary filtration of seawater before it enters the seawater tank 10, preventing large impurities (such as seaweed, gravel, floating objects, etc.) from entering the tank, thus ensuring smooth water intake and stable operation of the internal structure.

[0024] See Figure 1 The end of the vent pipe 60 away from the seawater tank 10 has a "bent pipe" structure.

[0025] In this invention, both the main pipe 310 and the heat transfer pipe 320 are made of duplex stainless steel. Duplex stainless steel is an existing material that combines excellent corrosion resistance with high strength: on the one hand, it can resist corrosion damage caused by long-term immersion in seawater, preventing pipe leakage and damage due to rust, and ensuring the sealing of the heat exchange channel and the stability of airflow circulation; on the other hand, it can withstand the heat conducted by high-temperature exhaust gas and the pressure inside the seawater tank, preventing pipe deformation and cracking, and ensuring that the main pipe and heat transfer pipe can stably perform heat conduction and airflow transport functions for a long time, adapting to the de-icing requirements in low-temperature seawater environments.

[0026] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0027] 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 illustrative of the principles of this 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 claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A de-icing device for a seawater tank at a seawater gate, comprising a seawater tank (10), wherein a water inlet (20) is provided at the bottom of the seawater tank (10); characterized in that: The seawater tank (10) is equipped with a gas heat exchange module (30). The gas heat exchange module (30) is connected to an air intake pipe (40) at its input end, and the air intake pipe (40) is connected to the exhaust pipe of the diesel engine. The output end of the gas heat exchange module (30) is connected to an outlet pipe (50); The seawater tank (10) is connected to a vent pipe (60) that communicates with the interior of the seawater tank (10).

2. The de-icing device for a seawater tank at a submerged gate according to claim 1, characterized in that: The gas heat exchange module (30) includes at least one main pipe (310) that is connected to the inlet pipe (40) and the outlet pipe (50) respectively.

3. The de-icing device for a seawater tank at a seabed entrance according to claim 2, characterized in that: The main tube (310) is a coil.

4. The de-icing device for a seawater tank at a submerged gate according to claim 2, characterized in that: The main pipe (310) is connected to several heat transfer pipes (320); the heat transfer pipes (320) extend away from the main pipe (310) and are located inside the seawater tank (10); the first and last ends of the heat transfer pipes (320) are connected to the main pipe (310) to form a heat exchange channel.

5. The de-icing device for a seawater tank at a submerged gate according to claim 2, characterized in that: A first valve (410) is connected between the main pipe (310) and the air inlet pipe (40). A second valve (510) is connected between the main pipe (310) and the outlet pipe (50).

6. The de-icing device for a seawater tank at a submerged gate according to claim 1, characterized in that: A third valve (610) is connected between the vent pipe (60) and the seawater tank (10).

7. The de-icing device for a seawater tank at a submerged gate according to claim 1, characterized in that: The inlet (20) is equipped with a seawater tank grating.

8. The de-icing device for a seawater tank at a seabed entrance according to claim 1, characterized in that: The end of the vent pipe (60) away from the seawater tank (10) has a "bent pipe" structure.

9. A de-icing device for a seawater tank at a submerged gate according to claim 4, characterized in that: Both the main pipe (310) and the heat conduction pipe (320) are made of duplex stainless steel.

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