Ship, auxiliary propulsion system and auxiliary propulsion device thereof

Abstract

The present invention discloses a ship, an auxiliary propulsion system and an auxiliary propulsion device thereof, the latter comprising: blades, arranged at the tail shaft outlet of the ship, and having a preset spacing with the outer wall of the tail shaft outlet; a guide vane shaft, penetrating the blades along the length direction and fixedly connected to the blades; a drive motor, whose output shaft is transmission-connected to the guide vane shaft, the drive motor drives the guide vane shaft to rotate, and drives the blades to rotate within a preset angle range with the guide vane shaft as the rotation axis; a motor fixing frame, fixedly connected to the inner wall of the tail shaft outlet, and fixing the drive motor to the tail shaft outlet. The auxiliary propulsion device can be an energy-saving and efficiency-enhancing system for ship propulsion, by rectifying the propeller front flow field through the blades, and the blades are free to rotate in the circumferential direction, and their angle of attack is adjustable, ensuring that the propeller can always be in the working state of optimal propulsion efficiency under various working conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of water navigation equipment, and in particular to an auxiliary propulsion device for a ship. The present invention also relates to a ship comprising the auxiliary propulsion device. Background Art

[0002] With global warming, countries around the world are paying increasing attention to environmental issues. Ship energy conservation and emission reduction, driven by the global trend, have become a hot topic in ship hydrodynamics research. The International Maritime Organization is also continuously strengthening protection of the marine and atmospheric environments through mandatory conventions and regulations. This creates an urgent need for new technologies for ship energy conservation and emission reduction, necessitating further research into overall ship performance during the ship design process. Energy conservation and efficiency improvement in ship propulsion primarily focus on three areas: propeller front straightening, wake energy recovery, and high-efficiency propellers. Current ship energy-saving technologies primarily focus on improving efficiency and reducing energy consumption under specific sea conditions, loading conditions, and speeds. However, ship operating conditions are unpredictable, and the performance of conventional propeller front straightening and pre-swirl generation devices can vary under different operating conditions. In some cases, they can even increase ship resistance, resulting in negative effects. Existing conventional propeller front straightening and energy-saving devices cannot achieve energy savings consistently under all operating conditions. Summary of the Invention

[0003] The purpose of the present invention is to solve at least one of the above-mentioned problems, and this purpose is achieved through the following technical solutions.

[0004] The present invention provides an auxiliary propulsion device for a ship, comprising:

[0005] a blade, disposed at the tail shaft outlet of the vessel and having a preset distance from an outer wall of the tail shaft outlet;

[0006] a guide vane shaft, passing through the blade along its length and fixedly connected to the blade;

[0007] a drive motor, the output shaft of which is in driving connection with the guide vane shaft, the drive motor driving the guide vane shaft to rotate, and driving the blades to rotate within a preset angle range with the guide vane shaft as the rotation axis;

[0008] The motor fixing bracket is fixedly connected to the inner wall of the tail shaft outlet portion and fixes the driving motor to the tail shaft outlet portion.

[0009] This auxiliary propulsion device can be an energy-saving and efficiency-enhancing system for ship propulsion. It straightens the flow field in front of the propeller through the blades, and the blades rotate freely in the circumferential direction. Its angle of attack is adjustable. By adjusting the angle of attack, the ship can generate maximum pre-swirl under different navigation conditions, thereby ensuring that the propeller can always be in the working state of optimal propulsion efficiency under various working conditions, realizing the function of assisting ship propulsion.

[0010] Optionally, the preset angle range is 0°-360°.

[0011] The present invention also provides an auxiliary propulsion system, comprising a main engine, a propeller transmission-connected to the main engine via a propeller shaft, and the auxiliary propulsion device as described above.

[0012] Optionally, the auxiliary propulsion device is arranged on a side of the propeller close to the hull.

[0013] Optionally, there are multiple auxiliary propulsion devices, and each of the auxiliary propulsion devices is evenly distributed on the upper semicircular arc surface of the tail shaft outlet.

[0014] Optionally, it also includes a shaft power measurement sensor for measuring the propeller shaft output power and adjusting the blade angle of the auxiliary propulsion device accordingly, and the shaft power measurement sensor is installed on the propeller shaft.

[0015] Optionally, the device further comprises a control console for issuing an angle adjustment instruction to the drive motor according to the measurement value of the shaft power measurement sensor, and the control console is arranged in the superstructure of the ship.

[0016] The present invention also provides a ship, comprising a hull and a superstructure installed on the hull, and also comprising the auxiliary propulsion system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0018] Figure 1 This is a structural schematic diagram of a specific embodiment of the auxiliary propulsion device provided by the present invention;

[0019] Figure 2-Figure 4 This is a structural schematic diagram of a specific embodiment of the auxiliary propulsion system provided by the present invention;

[0020] Figure 5 This is a functional block diagram of the auxiliary propulsion system provided by the present invention.

[0021] Description of reference numerals:

[0022] 100-Hull

[0023] 200-superstructure

[0024] 300-propeller

[0025] 400-propeller shaft

[0026] 500-Host

[0027] 600-Tail shaft outlet

[0028] 1-Leaf

[0029] 2-Guide vane shaft

[0030] 3-Drive motor

[0031] 4-Motor fixing bracket

[0032] 5-axis power measurement sensor

[0033] 6-Console DETAILED DESCRIPTION

[0034] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. Rather, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0035] Please refer to Figure 1 , Figure 1 This is a structural schematic diagram of a specific implementation of the auxiliary propulsion device provided by the present invention.

[0036] In one embodiment, the auxiliary propulsion device provided by the present invention is used in an auxiliary propulsion system of a ship, using an auxiliary propeller 300 to provide propulsion for the ship. The auxiliary propulsion device includes a blade 1, a guide vane shaft 2 fixedly connected to the blade 1, a drive motor 3 transmission-connected to the guide vane shaft 2, and a motor mounting bracket 4 that secures the drive motor 3 to the tail shaft outlet 600. The blade 1 is disposed at the tail shaft outlet 600 of the ship, with a predetermined spacing from the outer wall of the tail shaft outlet 600. The guide vane shaft 2 extends through the blade 1 along its length and is fixedly connected to the blade 1. The output shaft of the drive motor 3 transmission-connected to the guide vane shaft 2 drives the guide vane shaft 2 to rotate, thereby driving the blade 1 to rotate within a predetermined angle range about the guide vane shaft 2. The motor mounting bracket 4 is affixed to the inner wall of the tail shaft outlet 600 and secures the drive motor 3 to the tail shaft outlet 600. The control mode of using the drive motor 3 and installing it at the tail shaft outlet 600 makes the device compact and simple in structure without affecting the layout of the propeller shaft 400, which is suitable for both new ship design and old ship modification. The drive motor 3 is specifically a stepping motor to facilitate automatic control.

[0037] Specifically, the preset angle range is 0°-360°, so that the angle of attack of the blade 1 can be freely changed between 0°-180°. It should be understood that the angle of attack (English: Attack Angle), also known as the angle of attack, is a fluid mechanics term that refers to the angle between the longitudinal axis and the incoming flow.

[0038] The above-mentioned blade 1 can be in the form of an asymmetric airfoil, and is connected to the drive motor 3 fixed at the tail of the hull 100 through the guide vane shaft 2. The drive motor 3 is specifically a stepper motor. The blade 1 can rotate between 0° and 360°, and the rotation angle is controlled by the control console 6 through the stepper motor.

[0039] This auxiliary propulsion device can be an energy-saving and efficiency-enhancing system for ship propulsion. It straightens the flow field in front of the propeller 300 through the blade 1, and the blade 1 rotates freely in the circumferential direction. Its angle of attack is adjustable. By adjusting the angle of attack, the ship can generate maximum pre-swirl under different navigation conditions, thereby ensuring that the propeller 300 can always be in the working state of optimal propulsion efficiency under various working conditions, realizing the function of auxiliary ship propulsion.

[0040] In addition to the above-mentioned auxiliary propulsion device, the present invention also provides an auxiliary propulsion system including the above-mentioned auxiliary propulsion device. The auxiliary propulsion system is part of the power system of the ship, which includes a main engine 500 arranged in the ship hull 100, and a propeller 300 arranged at the stern. Obviously, the main engine 500 controls the rotation parameters such as the rotation speed of the propeller 300 according to a preset strategy.

[0041] like Figure 2-Figure 4 As shown, the auxiliary propulsion system provided by the present invention includes a main engine 500, a propeller 300 connected to the main engine 500 through a propeller shaft 400, and also includes the auxiliary propulsion device as described above, which is arranged on the side of the propeller 300 close to the hull 100.

[0042] There are multiple auxiliary propulsion devices, each evenly distributed on the upper semicircular surface of the tail shaft outlet portion 600. Specifically, there may be 2-6 auxiliary propulsion devices, that is, 2-6 blades 1 (for example, three blades 1). Each blade 1 is connected to its own drive motor 3 via its own guide vane shaft 2. Each blade 1 can rotate under the drive of its own drive motor 3 to adjust the angle of attack according to the working conditions.

[0043] Furthermore, the auxiliary propulsion system also includes a shaft power measurement sensor 5 mounted on the propeller shaft 400, which measures propeller shaft output power and adjusts the angle of the auxiliary propulsion device's blades 1 accordingly. The sensor 5 also includes a control console 6 located within the vessel's superstructure 200, which issues angle adjustment commands to the drive motor 3 based on the values measured by the sensor 5. The sensor 5 is signal-connected to the vessel's navigation system. These devices transmit shaft power and navigation status information to the control console 6 during navigation. The control console 6, using optimized control software, controls a stepper motor to adjust the guide vane angle of attack and calculates the guide vane angle of attack corresponding to the optimal propulsion efficiency under the current navigation conditions. By controlling the stepper motor to adjust the guide vane angle of attack to the corresponding angle, the power of the vessel's main engine 500 is reduced under the specified navigation conditions, thereby achieving energy conservation and emission reduction.

[0044] When the ship is in a certain navigation condition, the ship's speed remains stable. The console 6 adjusts the angle of each blade 1 by controlling the stepper motor so that the angle of attack varies between 0° and 180°. At the same time, the console 6 measures the power received by the propeller 300 corresponding to each blade 1 at the current angle of attack through the shaft power measurement sensor 5, and draws a curve between the angle of attack of each blade 1 and the power received by the propeller 300. The angle of attack of each blade 1 corresponding to the lowest point on the received power curve (i.e., the highest point of propulsion efficiency) is selected as the angle of each blade 1 in the working state under the route condition. The console 6 adjusts and fixes each blade 1 at this angle by controlling the stepper motor. When the ship enters the next navigation condition, the above operation is repeated, so that the ship always maintains optimal propulsion efficiency.

[0045] like Figure 5 As shown in Figure 2, when the ship is in a certain navigation condition, the ship's speed remains stable. Figure 5E1 and E2, the wind, wave, and current sensors and the GPS system, respectively, measure wind, wave, and current data and other ship navigation status data under navigation conditions. The console 6 determines the navigation condition based on this data and, through inverter circuit U, regulates and controls the stepper motor, thereby adjusting the angle of attack of blade 1 between 0° and 180°. Simultaneously, the console 6 measures the power received by the propeller 300 at each angle of attack for each blade 1 using the shaft power measurement sensor 5. A curve is plotted comparing the angle of attack of each blade 1 with the power received by the propeller 300. The angle of attack corresponding to the lowest point on the received power curve (i.e., the point of highest propulsion efficiency) is selected as the operating angle of each blade 1 under that route condition. The console 6 then controls the stepper motor to adjust and fix each blade 1 at that angle. Simultaneously, the sensing system composed of E1, E2, and the shaft power measurement sensor 5 transmits data to a monitor, allowing operators to monitor the real-time operation of the entire ship's intelligent auxiliary propulsion system. When the ship enters the next navigation condition, the above operations are repeated, ensuring that the ship always maintains optimal propulsion efficiency.

[0046] The present invention also provides a ship including the above-mentioned auxiliary propulsion system, which includes a hull 100, a superstructure 200 installed on the hull 100, and other functional components. Please refer to the existing technology for other components of the ship and will not be described in detail here.

[0047] It should be understood that although the terms first, second, third, etc. may be used herein to describe multiple elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may only be used to distinguish one element, component, region, layer, or section from another region, layer, or section. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order.

[0048] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. An auxiliary propulsion device for a ship, characterized in that: include: a blade, disposed at an outlet portion of a tail shaft of the vessel and having a preset distance from an outer wall of the outlet portion of the tail shaft; a guide vane shaft, passing through the blade along its length and fixedly connected to the blade; a drive motor, wherein the output shaft of the drive motor is in transmission connection with the guide vane shaft, the drive motor drives the guide vane shaft to rotate, and drives the blades to rotate within a preset angle range with the guide vane shaft as the rotation axis; wherein the output shaft of the drive motor is in transmission connection with the guide vane shaft, the drive motor drives the guide vane shaft to rotate, and drives the blades to rotate within a preset angle range with the guide vane shaft as the rotation axis; a shaft power measurement sensor for measuring the propeller shaft output power and adjusting the blade angle of the auxiliary propulsion device accordingly, wherein the shaft power measurement sensor is mounted on the propeller shaft; A motor fixing bracket is fixedly connected to the inner wall of the tail shaft outlet portion, and the drive motor is fixed to the tail shaft outlet portion, and the drive motor is coaxially connected to the propeller in the ship. The console measures the propeller received power corresponding to each blade at the current angle of attack through the shaft power measurement sensor, and draws a curve of each blade angle of attack and propeller received power, and selects the angle of attack of each blade corresponding to the lowest point on the received power curve as the angle of each blade in the working state under the route working condition; wherein the number of blades is 2-6, and each blade is respectively connected to its respective drive motor through its respective guide vane shaft, and each blade can rotate under the drive of its respective drive motor to adjust the angle of attack according to the working conditions.

2. The auxiliary propulsion device according to claim 1, characterized in that: The preset angle range is 0°-360°.

3. An auxiliary propulsion system, comprising a main engine and a propeller connected to the main engine via a propeller shaft, characterized in that: It also includes an auxiliary propulsion device as described in any one of claims 1 or 2.

4. The auxiliary propulsion system according to claim 3, characterized in that: The auxiliary propulsion device is arranged on a side of the propeller close to the hull.

5. The auxiliary propulsion system according to claim 4, characterized in that: There are multiple auxiliary propulsion devices, and each of the auxiliary propulsion devices is evenly distributed on the upper semicircular arc surface of the tail shaft outlet.

6. The auxiliary propulsion system according to claim 3, characterized in that: It also includes a control console for issuing an angle adjustment instruction to the drive motor according to the measurement value of the shaft power measurement sensor, and the control console is arranged in the superstructure of the ship.

7. A ship comprising a hull and a superstructure mounted on the hull, characterized in that: It also includes an auxiliary propulsion system as described in any one of claims 3-6.

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