A double-set energy-saving device for container ship propellers

Abstract

The present invention relates to the field of energy saving in ship transportation, and in particular to a double-set energy-saving device for container ship propellers. The technical problem of the present invention is that the bubble shape generated by the air lubrication system is not adjustable, and the energy-saving effect of the front energy-saving device is different at different speeds and even has a negative impact. The present invention provides a double-set energy-saving device for container ship propellers, including a high-efficiency propeller, etc.; the high-efficiency propeller is rotatably installed at the stern of the container ship, the stern of the container ship is provided with a stern seal installation component, the stern seal installation component is provided with a front energy-saving component, and the front of the container ship is provided with a bubble lubrication component. The present invention changes the pre-swirl state and the inflow effect generated after the water flow passes through the front energy-saving component by cooperating with the stern seal installation component, and realizes partial isolation of the water surface in contact with the container ship through the bubble lubrication component, thereby reducing the friction resistance of the water surface to the bottom of the ship.

Description

Technical Field

[0001] The invention relates to the field of energy saving in ship transportation, and in particular to a double-set energy saving device for propellers of a container ship. Background Art

[0002] Large container ships are important participants in maritime transport. With the continuous increase in the carrying capacity of large container ships, their energy conservation and emission reduction are increasingly valued by ship owners. Most existing container ships use air lubrication systems in conjunction with front energy-saving components of the propeller to reduce the friction between the hull and the water surface when moving. At the same speed, the thrust provided by the propeller to the hull is reduced, and the water flow in front of the propeller is uniform and provides auxiliary thrust. Under the premise of providing the same thrust, less energy is consumed.

[0003] In the existing air lubrication system, it is impossible to change the bubble state at different speeds of the container ship through devices. Under different ship speeds and bubble shapes, the coverage of the bubble on the bottom of the ship will change, and it is impossible to adapt to different speeds to produce different drag reduction effects. Under the premise of unified bubble effect, more energy will be wasted at different speeds. Under different speeds of container ships, the flow rate and flow state of the water flowing through the stern are not the same. The fixed front energy-saving components cannot achieve flow state adjustment for water flows with different flow rates. Correspondingly, under the premise of faster speeds, the device itself will generate resistance and cannot improve the energy-saving efficiency of the ship.

[0004] In view of the shortcomings of existing technologies, we have developed a double-set energy-saving device for container ship propellers that can adjust the drag reduction and energy-saving effect according to the speed. Summary of the invention

[0005] In order to overcome the shortcomings that the bubble shape generated by the air lubrication system is not adjustable and the energy-saving effect of the front energy-saving device is different at different speeds or even has a negative impact, the present invention provides a double-set energy-saving device for container ship propellers that can adjust the drag reduction and energy-saving effect according to the speed.

[0006] The technical solution of the present invention is: a double-set energy-saving device for container ship propellers, including a high-efficiency propeller, which is sealed and rotatably installed at the stern of the container ship, a stern sealing installation component is provided at the stern of the container ship, the rotating shaft of the high-efficiency propeller passes through the stern sealing installation component, and a front energy-saving component is provided on the stern sealing installation component. The stern sealing installation component is used to match the installed high-efficiency propeller and the energy-saving component, the front energy-saving component is used to evenly distribute the inflow of the high-efficiency propeller, and a bubble lubrication component is provided on the lower side of the front of the container ship. The bubble lubrication component is used to generate bubbles of different sizes. For different ship speeds, the bubble lubrication component generates drag reduction bubbles of different sizes, and cooperates with the front energy-saving component to adjust different flow equalization degrees.

[0007] Preferably, the stern sealing installation component includes a stern installation shell, which is fixedly arranged at the stern of the container ship, a sealing sleeve shell is fixedly connected to the rear of the stern installation shell, the sealing sleeve shell is rotatably connected to the shaft of the high-efficiency propeller, a sealing cover plate is installed at the front of the stern installation shell, and the sealing cover plate is also penetrated by the shaft of the high-efficiency propeller, two limiting slide grooves are opened on the upper part of the stern installation shell, the limiting slide groove openings of the stern installation shell are all set backwards, and the shape of the stern installation shell is set to a streamlined shape that decreases from front to rear.

[0008] Preferably, the front energy-saving component includes a drive shaft, two drive shafts are symmetrically arranged on the left and right, the two drive shafts are both rotatably installed on the sealing cover plate, gears are installed at the rear ends of the two drive shafts, the two drive shafts are respectively connected to the built-in drive device of the container ship, and the stern mounting shell is symmetrically arranged with a first front guide vane, the outer end of the first front guide vane is fixedly connected to a front duct, two slide grooves are provided on the inner side of the front duct, four second front guide vanes are slidably arranged in the two slide grooves on the front duct, and the lower ends of the four second front guide vanes are respectively fixedly connected to two L-shaped connecting blocks, the L-shaped connecting blocks are respectively slidably connected to the limiting slide grooves of the adjacent stern mounting shells, and the eight L-shaped connecting blocks are respectively fixedly connected to angle adjustment components.

[0009] Preferably, the front catheter is in a semi-conical shape, with a front end diameter being larger than a rear end diameter.

[0010] Preferably, the angle adjustment assembly includes a first driving cone housing, which is rotatably arranged in the stern mounting housing, the first driving cone housing is fixedly connected to the L-shaped connecting block on the middle right side, a first driving rack is fixedly connected to the inner side of the right part of the first driving cone housing, a limiting groove is provided on the front side surface of the first driving rack, a second driving cone housing is rotatably installed in the first driving cone housing, the second driving cone housing is fixedly connected to the L-shaped connecting block on the far right, a second driving rack is fixedly connected to the inner side of the right part of the second driving cone housing, a fixing block is provided at the upper end of the second driving rack, the fixing block of the second driving rack is slidably matched with the limiting groove of the first driving rack, a sliding groove for cooperating with the movement of the first driving rack is provided on the second driving cone housing, the length of the second driving rack is three times the length of the first driving rack, the first driving rack and the second driving rack are respectively meshed with the gears of the right driving shaft, and the second driving A third driving cone housing is rotatably installed in the moving cone housing, and the third driving cone housing is fixedly connected to the L-shaped connecting block on the middle left side. A fourth driving cone housing is rotatably installed in the third driving cone housing, and the fourth driving cone housing is fixedly connected to the L-shaped connecting block on the far left. A sliding groove for cooperating with a driving rack on the third driving cone housing is provided on the fourth driving cone housing, and sliding grooves for cooperating with the first driving rack and the second driving rack are provided on the third driving cone housing and the fourth driving cone housing. The front and rear ends of the fourth driving cone housing are fitted with the inner side parts of the sealing sleeve housing and the sealing cover plate, and the third driving cone housing and the fourth driving cone housing are also provided with driving racks. The driving rack of the third driving cone housing has the same shape as the first driving rack, and the driving rack of the fourth driving cone housing has the same shape as the second driving rack. The driving racks of the third driving cone housing and the fourth driving cone housing are respectively meshed with the gears of the left driving shaft.

[0011] Preferably, the surfaces of the first drive cone shell, the second drive cone shell, the third drive cone shell and the fourth drive cone shell are all roughened, and the friction between the second drive cone shell and the third drive cone shell is greater than the friction between the third drive cone shell and the fourth drive cone shell, and between the first drive cone shell and the second drive cone shell; the friction between the first drive cone shell and the second drive cone shell is less than the friction between the first drive cone shell and the stern mounting shell.

[0012] Preferably, the bubble lubrication component includes a bubble manufacturing cavity, and a plurality of bubble manufacturing cavities are provided. The plurality of bubble manufacturing cavities are respectively fixedly installed on the lower front side of the container ship, and the plurality of bubble manufacturing cavities are arranged in a V shape. An air inlet is provided on the upper surface of the front part of the bubble manufacturing cavity, and both sides of the middle part of the bubble manufacturing cavity are progressively recessed from front to back toward the middle, and both upper and lower sides of the rear part of the recess of the bubble manufacturing cavity are provided with limiting grooves and mounting grooves, and the adjacent limiting grooves and mounting grooves on the bubble manufacturing cavity are connected, and a wake plate is provided in the recess of the bubble manufacturing cavity, and the front end of the wake plate is rotatably connected to the bubble manufacturing cavity, and the upper and lower sides of the rear part of the wake plate are fixedly connected with limiting pins, and the limiting pins are slidably arranged in the limiting grooves at the rear part of the bubble manufacturing cavity, and the rear end of the bubble manufacturing cavity is rotatably installed with a plurality of spoiler plates, and the rear part of the bubble manufacturing cavity is provided with an air spoiler opening and closing assembly.

[0013] Preferably, both sides of the front portion of the bubble making cavity are arranged in an arc shape, and the rear cavity of the bubble making cavity is arranged in an inverted T shape.

[0014] Preferably, the wake plate is hollow, the rear angle of the wake plate is obtuse, the front end of the middle part of the wake plate is smaller than the front end of the upper and lower parts, and the distance between the middle part of the wake plate and the depression of the bubble making cavity gradually decreases.

[0015] Preferably, the air disturbance opening and closing assembly includes a limit ring, and a plurality of limit rings are provided. Every two limit rings are fixedly connected to the two ends of the air disturbance plate. The limit rings on the upper and lower sides are connected by a traction rope. A torsion spring is fixedly connected between the limit ring and the adjacent bubble making cavity. Two partitions are respectively slidably provided in the mounting groove of the bubble making cavity. A spring is fixedly connected between two adjacent partitions. The limit pin is connected to the adjacent partition by a traction rope, and the other partition is fixedly connected to the traction rope on the adjacent limit ring.

[0016] Compared with the prior art, the present invention has the following advantages: the present invention completes the sealing of various components at the stern of the container ship through the cooperation of the stern sealing installation component with the front energy-saving component, and the front energy-saving component evenly transfers the water flow at the stern to the high-efficiency propeller. After the water flow at the stern passes through the front energy-saving component, a pre-swirl is generated to reduce the loss of wake rotation energy, thereby improving the propulsion efficiency of the high-efficiency propeller and reducing energy consumption. The front energy-saving component is cooperated with the stern sealing installation component to adjust the position of its internal parts, and the water flow after passing through the front energy-saving component is generated. The pre-swirl state and inflow effect are changed to achieve energy-saving operation of the front energy-saving components adapted to different speeds. The bubble lubrication components are used to isolate the part of the container ship that contacts the water surface, so as to reduce the contact area between the bottom of the ship and the water surface, thereby reducing the friction resistance of the water surface to the bottom of the ship. When the speed is low, the bubble lubrication components produce smaller bubbles to ensure the coverage of the bottom of the ship by the bubbles. When the speed is high, the bubble lubrication components produce larger bubbles. Under the premise of ensuring the coverage of the bubbles, the bubbles dissipate quickly upward along the hull and will not affect the thrust provided by the propeller. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0018] Figure 2 It is a three-dimensional structural schematic diagram of the stern sealing installation component and the front energy-saving component of the present invention.

[0019] Figure 3 It is a schematic diagram of the three-dimensional structure of some front energy-saving components of the present invention.

[0020] Figure 4 It is a three-dimensional structural cross-sectional view of the front energy-saving component of the present invention.

[0021] Figure 5 It is a schematic diagram of the three-dimensional structure of some front energy-saving components of the present invention.

[0022] Figure 6 It is a schematic diagram of the three-dimensional structure of the bubble lubrication component of the present invention.

[0023] Figure 7 It is a three-dimensional structural cross-sectional view of the bubble lubrication component of the present invention.

[0024] Figure 8 It is a schematic diagram of the enlarged three-dimensional structure of point A of the present invention.

[0025] Fig. 9 This is a cross-sectional view of the three-dimensional structure of the bubble manufacturing cavity and the wake plate of the present invention.

[0026] Among them, the above-mentioned drawings include the following figure marks: 1. container ship, 2. high-efficiency propeller, 3. stern mounting shell, 4. sealing sleeve shell, 5. sealing cover plate, 6. drive shaft, 7. first front guide vane, 8. front duct, 9. second front guide vane, 10. L-shaped connecting block, 11. first drive cone shell, 111. first drive rack, 12. second drive cone shell, 121. second drive rack, 13. third drive cone shell, 14. fourth drive cone shell, 15. bubble making cavity, 16. air inlet, 17. wake plate, 171. limit pin, 18. spoiler, 19. limit ring, 20. torsion spring, 21. partition, 22. spring. DETAILED DESCRIPTION

[0027] Although the present invention may be described with respect to a particular application or industry, those skilled in the art will recognize the broader applicability of the present invention. Those of ordinary skill in the art will recognize that terms such as above, below, upward, downward, etc. are used to describe the drawings and do not represent limitations on the scope of the present invention as defined by the appended claims. Any numerical designations such as first or second are merely exemplary and are not intended to limit the scope of the present invention in any way.

[0028] Example 1

[0029] A container ship propeller double set energy saving device, such as Figure 1-Figure 9 As shown, a high-efficiency propeller 2 is included, and the high-efficiency propeller 2 is sealed and rotatably installed at the stern of the container ship 1. A stern sealing installation component is provided at the stern of the container ship 1, and the rotating shaft of the high-efficiency propeller 2 passes through the stern sealing installation component. A front energy-saving component is provided on the stern sealing installation component, and the stern sealing installation component is used to cooperate with the installed high-efficiency propeller 2 and the energy-saving component. The front energy-saving component is used to evenly distribute the inflow of the high-efficiency propeller 2. The inflow state of the front energy-saving component is adjusted by the stern sealing installation component and the front energy-saving component to produce different flow balancing effects at different speeds. A bubble lubrication component is provided on the lower side of the front of the container ship 1. The bubble lubrication component is used to generate bubbles of different sizes. When the ship speed is low, the bubble lubrication component generates smaller drag-reducing bubbles. When the ship speed is high, the bubble lubrication component generates larger drag-reducing bubbles. The ship speed cooperates with the front energy-saving component to adjust different flow balancing degrees to reduce the energy consumption of the container ship 1.

[0030] The present invention is used to reduce the resistance and enhance the power of the movement of the container ship 1, so that the friction between the container ship 1 and the water is reduced during the movement, and the waste of power at the stern is also reduced. The front energy-saving component evenly transfers the water flow at the stern to the high-efficiency propeller 2. After the water flow at the stern passes through the front energy-saving component, a pre-vortex is generated to reduce the loss of wake rotation energy, thereby improving the propulsion efficiency of the high-efficiency propeller 2 and reducing energy consumption. The front energy-saving component cooperates with the stern sealing installation component to adjust the position of its internal parts, and changes the pre-vortex state and inflow effect generated after the water flow passes through the front energy-saving component, so as to achieve the front energy-saving component to adapt to the operation energy saving at different speeds, and at a lower speed of the container ship 1 Under the condition of low speed, small bubbles are generated in the bubble lubrication parts. Since the rising speed of small bubbles in water is lower than that of large bubbles, the small bubbles stay on the bottom of the ship longer than large bubbles. As the container ship 1 moves, the bubbles are dispersed and covered more on the bottom of the ship, thereby achieving a better drag reduction effect when the container ship 1 is sailing at a low speed. Under the condition of high speed of the container ship 1, large bubbles are generated in the bubble lubrication parts. Because the container ship 1 runs at a high speed, and the large bubbles rise quickly and provide stronger lift, the residence time of the bubbles on the bottom of the ship is reduced while ensuring a large coverage area of ​​the bubbles on the bottom of the ship, so that the bubbles subsequently rise faster along both sides of the hull, thereby preventing them from affecting the propeller drive of the container ship 1.

[0031] Example 2

[0032] On the basis of Example 1, Figure 2 and Figure 4 As shown, the stern sealing installation component includes a stern installation shell 3, which is fixedly arranged at the stern of the container ship 1. Two limiting slide grooves are provided on the upper part of the stern installation shell 3. The openings of the limiting slide grooves of the stern installation shell 3 are all set backwards. The limiting slide grooves opened backwards prevent the water flow from generating resistance effect on the stern installation shell 3. The shape of the stern installation shell 3 is set to a streamlined shape that decreases from front to rear, so as to reduce the influence of the stern water flow on the movement of the hull, make the force at the stern uniform and ensure the dispersion of the force. A sealing sleeve 4 is fixedly connected to the rear part of the stern installation shell 3, and the sealing sleeve 4 is rotatably connected to the shaft of the high-efficiency propeller 2. A sealing cover plate 5 is fixedly installed on the front part of the stern installation shell 3, and the sealing cover plate 5 is also penetrated by the shaft of the high-efficiency propeller 2. The sealing sleeve and the sealing cover plate 5 cooperate to seal the stern installation shell 3, and at the same time cooperate with the sealing and rotation of the high-efficiency propeller 2.

[0033] like Figure 2-Figure 5As shown, the front energy-saving component includes a drive shaft 6, two drive shafts 6 are symmetrically arranged on the left and right, the two drive shafts 6 are both rotatably installed on the sealing cover plate 5, the rear ends of the two drive shafts 6 are installed with gears, and the two drive shafts 6 are respectively connected to the built-in drive device of the container ship 1, and the stern mounting shell 3 is symmetrically arranged with a first front guide vane 7, the outer end of the first front guide vane 7 is fixedly connected to a front duct 8, and the first front guide vane 7 is used to fix the front duct 8 and the water diversion, and the front duct 8 is semi-conical, and its front end diameter is larger than the rear end diameter, and the water flow passing through the front end of the front duct 8 is accelerated by it to generate additional thrust on the water flow. Two slide grooves are provided on the inner side of the front duct 8, and four second front guide vanes 9 are slidably arranged in the two slide grooves on the front duct 8. The lower ends of the four second front guide vanes 9 are respectively fixedly connected with two L-shaped connecting blocks 10, and the L-shaped connecting blocks 10 are respectively slidably connected with the limiting slide grooves of the adjacent stern mounting shell 3. The eight L-shaped connecting blocks 10 are respectively fixedly connected with angle adjustment components, and the angle adjustment components are used to adjust the movement of the second front guide vanes 9 so that the second front guide vanes 9 are closed upward or fit downward with the first front guide vanes 7, thereby changing the number of water flow channels of the front duct 8 and reducing the water flow channels to reduce the resistance between the front energy-saving components and the water flow.

[0034] like Figure 4 and Figure 5As shown, the angle adjustment assembly includes a first driving cone housing 11, which is rotatably arranged in the stern mounting housing 3, a first driving rack 111 is welded to the inner side of the right part of the first driving cone housing 11, and a limiting groove is provided on the front side of the first driving rack 111. The first driving cone housing 11 is fixedly connected to the L-shaped connecting block 10 on the right side of the middle, and a second driving cone housing 12 is rotatably installed in the first driving cone housing 11, and the second driving cone housing 12 is fixedly connected to the L-shaped connecting block 10 on the far right, and a second driving rack 121 is welded to the inner side of the right part of the second driving cone housing 12. 1 is fixedly connected to the upper end thereof, the fixing block of the second driving rack 121 is slidably matched with the limiting groove of the first driving rack 111, the second driving cone housing 12 is provided with a sliding groove for matching the movement of the first driving rack 111, the length of the second driving rack 121 is three times the length of the first driving rack 111, the rotation angle of the second driving rack 121 matches the rotation angle of the first driving rack 111, so as to adjust the rotation angle of the first driving cone housing 11 and the second driving cone housing 12, the first driving rack 111 and the second driving rack 121 are respectively connected with the gears of the right driving shaft 6 The third drive cone housing 13 is meshed, and the third drive cone housing 13 is rotatably installed in the second drive cone housing 12. The third drive cone housing 13 is fixedly connected to the L-shaped connecting block 10 on the left side of the middle. The fourth drive cone housing 14 is rotatably installed in the third drive cone housing 13. The fourth drive cone housing 14 is fixedly connected to the L-shaped connecting block 10 on the far left. A slide groove for cooperating with the drive rack on the third drive cone housing 13 is provided on the fourth drive cone housing 14. The third drive cone housing 13 and the fourth drive cone housing 14 are both provided with a slide groove on the right side. This slide groove is used to cooperate with the first drive rack 111 and the second drive rack 121 to move. The fourth drive cone The front and rear ends of the shell 14 fit with the inner parts of the sealing sleeve shell 4 and the sealing cover plate 5, so that when the L-shaped connecting block 10 slides in the limiting slide groove of the stern mounting shell 3, the sealing cooperation of the fourth driving cone shell 14 is achieved. The third driving cone shell 13 and the fourth driving cone shell 14 are also provided with driving racks. The driving rack of the third driving cone shell 13 has the same shape as the first driving rack 111, and the driving rack of the fourth driving cone shell 14 has the same shape as the second driving rack 121. The driving racks of the third driving cone shell 13 and the fourth driving cone shell 14 are respectively meshed with the gears of the left driving shaft 6.

[0035] The surfaces of the first drive cone shell 11, the second drive cone shell 12, the third drive cone shell 13 and the fourth drive cone shell 14 are all roughened, and the friction between the second drive cone shell 12 and the third drive cone shell 13 is greater than the friction between the third drive cone shell 13 and the fourth drive cone shell 14 and the first drive cone shell 11 and the second drive cone shell 12; the friction between the first drive cone shell 11 and the second drive cone shell 12 is less than the friction between the first drive cone shell 11 and the stern mounting shell 3, and the friction cooperation transmission between the first drive cone shell 11 and the second drive cone shell 12 and the third drive cone shell 13 and the fourth drive cone shell 14 is achieved through the friction cooperation between the four drive cone shells, so that the L-shaped connecting block 10 thereon can adjust the second front guide vane 9.

[0036] The stern sealing installation component cooperates with the front energy-saving component to complete the sealing of various components at the stern of the container ship 1. When the water flow at the stern passes through the front duct 8, the upper water flow produces a clockwise flow pattern from the left view, and the lower water flow produces a counterclockwise flow pattern. The semi-conical front duct 8 produces an additional thrust effect on the water flow. Under the turbulent effect of the first front guide vane 7 and the second front guide vane 9, the water flow through the front duct 8 is evenly diverted, and the flow pattern of the water flow at 2 / 3 above the high-efficiency propeller 2 on the rear side is stable. The water flow not only reduces the impact on the high-efficiency propeller 2, but also consumes less energy under the premise of generating the same thrust by the high-efficiency propeller 2. At different speeds, especially when the speed is too fast, the diversion effect of the first front guide vane 7 and the second front guide vane 9 will hinder the advance speed of the water flow. Therefore, by adjusting the number of guide vanes in the front duct 8 to reduce the resistance of the front energy-saving component, a larger water flux in the front duct 8 can be achieved.

[0037] When the speed of the container ship 1 increases, the driving device on the ship causes the two driving shafts 6 to rotate in different directions. When the right driving shaft 6 drives the second driving rack 121 to move upward, the second driving rack 121 drives the second driving cone housing 12 to rotate. The second driving cone housing 12 drives the adjacent second front guide vane 9 to rotate through the L-shaped connecting block 10 thereon. After the limiting block on the second driving rack 121 contacts and cooperates with the limiting groove of the first driving rack 111, the first driving cone housing 11 is driven to rotate through the first driving rack 111. The first driving cone housing 11 drives the first driving cone housing 11 to rotate through the L-shaped connecting block 10 thereon. The connecting block 10 rotates with the second front guide vane 9 fixed thereto, and the second drive rack 121 drives the first drive rack 111 to continue to move. The first drive rack 111 overlaps with the upper part of the second drive rack 121. After the two swing to the uppermost end, they contact the drive racks of the third drive cone shell 13 and the fourth drive cone shell 14 that rise together with the left side. The drive device on the ship stops power transmission. At this time, all four second front guide vanes 9 are placed in the upper middle part of the front duct 8, and the five water flow channels in the front duct 8 are merged into two symmetrical water flow channels, so as to reduce the water flow. When the resistance caused by too many channels also needs to be reset, the driving device on the ship drives the two driving shafts 6 to reverse, so that through the cooperation between different driving cone shells, the second driving cone shell 12 and the third driving cone shell 13 move downward first, and then through the cooperation of the fixing block and the limit groove, the first driving cone shell 11 and the fourth driving cone shell 14 are reset respectively, and the driving device on the ship stops working. When a smaller water flow resistance is needed, the driving device of the container ship 1 directly starts the two driving shafts 6 to reverse, driving the four driving cone shells to move downward synchronously, and the third driving cone shell 13 The second front guide vane 9 on the second driving cone housing 12 is respectively fitted with the adjacent first front guide vane 7. At this time, the driving racks on the third driving cone housing 13 and the second driving cone housing 12 lose engagement with the adjacent driving shaft 6, and then the driving shaft 6 drives the first driving cone housing 11 and the fourth driving cone housing 14 downward, so that the second front guide vanes 9 thereon move downward to the extreme position, thereby respectively moving the second front guide vanes 9 on both sides downward to fit with the first front guide vanes 7, so that the driving device on the ship stops working, and only one water channel is left in the front duct 8, and the water flow rate is maximum at this time.

[0038] The bubble lubrication component includes a bubble making cavity 15, and a plurality of bubble making cavities 15 are provided. The plurality of bubble making cavities 15 are respectively fixedly installed at the lower front side of the container ship 1, and the plurality of bubble making cavities 15 are arranged in a V shape. The two sides of the front of the bubble making cavity 15 are arranged in an arc shape, and the rear cavity of the bubble making cavity 15 is arranged in an inverted T shape. The front of the bubble making cavity 15 reduces the resistance between the water flow and the front part, and also disperses the water flow to its two sides, and generates a low-pressure water flow state on the two sides of the rear of the bubble making cavity 15, which also has a dispersing effect on the bubbles at the rear of the bubble making cavity 15. An air inlet 16 is provided on the upper surface of the front of the bubble making cavity 15, and the two sides of the middle part of the bubble making cavity 15 are progressively recessed from front to back toward the middle, and the upper and lower sides of the recessed rear part of the bubble making cavity 15 are provided with a limiting groove and an installation groove, and the adjacent limiting grooves and installation grooves on the bubble making cavity are connected. A wake plate 17 is arranged in the depression of the manufacturing cavity 15. The front end of the wake plate 17 is rotatably connected to the bubble manufacturing cavity 15. The wake plate 17 is arranged to be hollow. The rear angle of the wake plate 17 is arranged to be an obtuse angle, so as to cooperate with the low-pressure water flow environment on both sides of the rear of the bubble manufacturing cavity 15 to provide suction for the outward swing of the wake plate 17. The front end of the middle part of the wake plate 17 has a smaller angle than the front ends of the upper and lower parts. The distance between the middle part of the wake plate 17 and the depression of the bubble manufacturing cavity 15 gradually decreases. The water flows between the wake plate 17 and the bubble manufacturing cavity 15 to provide thrust for the outward swing of the wake plate 17. The upper and lower sides of the rear part of the wake plate 17 are fixedly connected to limit pins 171, and the limit pins 171 are slidably arranged in the limit groove at the rear part of the bubble manufacturing cavity 15. A plurality of spoiler plates 18 are rotatably installed at the rear end of the bubble manufacturing cavity 15, and a spoiler opening and closing component is arranged at the rear part of the bubble manufacturing cavity 15.

[0039] The air disturbance opening and closing component includes a limit ring 19, and a plurality of limit rings 19 are provided. Every two limit rings 19 are fixedly connected to the two ends of the spoiler plate 18. The limit rings 19 on the same side of the upper and lower sides are connected by a traction rope. A torsion spring 20 is fixedly connected between the limit ring 19 and the adjacent bubble making cavity 15. The rotation of the spoiler plate 18 is controlled by the limit ring 19. Two partitions 21 are respectively slidably provided in the mounting groove of the bubble making cavity 15. A spring 22 is fixedly connected between two adjacent partitions 21. Since the moving distance of the wake plate 17 is large and the rotation distance of the spoiler plate 18 is small, the coordination of the moving distance of the wake plate 17 and the rotation angle of the spoiler plate 18 is achieved through the coordination of the spring 22 and the torsion spring 20. The limit pin 171 is connected to the adjacent partition 21 by a traction rope, and the other partition 21 is fixedly connected to the traction rope on the adjacent limit ring 19.

[0040] The bubble lubrication component is used to isolate part of the water surface in contact with the container ship 1, so as to reduce the contact area between the bottom of the ship and the water surface, thereby reducing the friction resistance of the water surface to the bottom of the ship. The gas in the bubble making cavity 15 is generated by the air compressor in the container ship 1, and the high-pressure gas generated by the air compressor enters the bubble making cavity 15 through the air inlet 16. The gas in the bubble making cavity 15 is discharged from the cavity through the inverted T-shaped air outlet at the rear end. The air flux at the lower part of the air outlet on the bubble making cavity 15 is large, so that most of the gas is discharged through the lower air outlet. As the hull moves forward, the bubbles at the lower part float upward and disperse to both sides by convection with the bubbles at the upper part. In this way, a better bubble dispersion effect is achieved, so that the bubbles cover a larger range of the bottom of the container ship 1. In the process of the bubbles being discharged outward, the air is blocked by the spoiler 18. Under the premise of a low speed of the container ship 1, the spoiler 18 is in a vertical state, and the gap between two adjacent spoilers 18 is small. At this time, the bubbles generated by the gas passing through the spoiler 18 are small, and the speed at which the bubbles move upward is slow. With the slower moving speed of the container ship 1, the coverage of the bottom of the container ship 1 by the bubbles is increased. When the speed of the container ship 1 increases, when the water flows backward on both sides of the bubble making cavity 15 of the wake plate 17, the movement of the water flow causes the pressure rings on both sides of the wake plate 17 to The environment is reduced, and when the water flow moves backward on the opposite sides of the corresponding two wake plates 17, the cavity between the wake plates 17 and the groove of the bubble making cavity 15 gradually opens, and the two wake plates 17 on one bubble making cavity 15 move back to back, and the wake plates 17 drive the limit pins 171 thereon to move, and the limit pins 171 drive the adjacent partitions 21 to move through the traction rope, and the partitions 21 drive the inner adjacent partitions 21 through the springs 22, and the inner partitions 21 drive the limit ring 19 to rotate counterclockwise through the traction rope, and the limit ring 19 drives the torsion spring 20 to store force, and the limit ring 19 drives the spoiler 18 to rotate counterclockwise, so that the gap between the two adjacent spoiler plates 18 is increased, and the air flow is reduced. The air flux discharged from the rear air outlet of the bubble making cavity 15 is increased, and the volume of the bubbles generated at the rear is increased. After the volume of the bubbles increases, the speed of upward floating increases. Since the speed of the hull moving forward is relatively fast, it is also sufficient to ensure sufficient bubble coverage. Under the premise of a relatively fast upward speed of the bubbles, the time the bubbles stay under the water surface is reduced, thereby reducing the impact of the upward movement of the bubbles on the high-efficiency propeller 2. As the speed of the container ship 1 changes, the opening and closing angle of the wake plate 17 automatically changes with the water flow speed, so that the size of the bubbles discharged from the bubble making cavity 15 changes with the speed of the ship, thereby achieving a better drag reduction effect of coordinating the bubbles and the ship speed.

[0041] Those skilled in the art should understand that the above embodiments do not limit the present invention in any form, and any technical solutions obtained by equivalent replacement or equivalent transformation shall fall within the protection scope of the present invention.

Claims

1. A container ship propeller double-set energy-saving device, comprising a high-efficiency propeller (2), the high-efficiency propeller (2) being sealed and rotatably mounted at the stern of the container ship (1), characterized in that: It also includes a stern seal installation component, which is arranged at the stern of the container ship (1), the shaft of the high-efficiency propeller (2) passes through the stern seal installation component, and a front energy-saving component is arranged on the stern seal installation component. The stern seal installation component is used to cooperate with the installation of the high-efficiency propeller (2) and the energy-saving component. The front energy-saving component is used to evenly distribute the inflow of the high-efficiency propeller (2). A bubble lubrication component is arranged on the lower side of the front of the container ship (1). The bubble lubrication component is used to generate bubbles of different sizes. According to different ship speeds, the bubble lubrication component generates drag-reducing bubbles of different sizes, and cooperates with the front energy-saving component to adjust different flow distribution degrees. The stern sealing installation component comprises a stern installation shell (3), the stern installation shell (3) is fixedly arranged at the stern of the container ship (1), a sealing sleeve shell (4) is fixedly connected to the rear of the stern installation shell (3), the sealing sleeve shell (4) is rotatably connected to the shaft of the high-efficiency propeller (2), a sealing cover plate (5) is installed at the front of the stern installation shell (3), the sealing cover plate (5) is also penetrated by the shaft of the high-efficiency propeller (2), two limiting sliding grooves are arranged on the upper part of the stern installation shell (3), the openings of the limiting sliding grooves of the stern installation shell (3) are all arranged backwards, and the appearance of the stern installation shell (3) is arranged to be a streamlined shape that decreases from front to rear; The front energy-saving component comprises a drive shaft (6), two drive shafts (6) are symmetrically arranged on the left and right, the two drive shafts (6) are both rotatably mounted on the sealing cover plate (5), the rear ends of the two drive shafts (6) are both mounted with gears, the two drive shafts (6) are respectively connected to the built-in drive device of the container ship (1), the stern mounting shell (3) is symmetrically arranged with a first front guide vane (7), the outer end of the first front guide vane (7) is fixedly connected to a front duct (8), the inner side of the front duct (8) is provided with two slide grooves, four second front guide vanes (9) are slidably arranged in the two slide grooves on the front duct (8), the lower ends of the four second front guide vanes (9) are respectively fixedly connected to two L-shaped connecting blocks (10), the L-shaped connecting blocks (10) are respectively slidably connected to the limiting slide grooves of the adjacent stern mounting shell (3), and the eight L-shaped connecting blocks (10) are respectively fixedly connected to angle adjustment components; The angle adjustment assembly comprises a first drive cone housing (11), the first drive cone housing (11) is rotatably arranged in the stern mounting housing (3), the first drive cone housing (11) is fixedly connected to the L-shaped connecting block (10) on the middle right side, a first drive rack (111) is fixedly connected to the right inner side of the first drive cone housing (11), a limiting groove is provided on the front side of the first drive rack (111), a second drive cone housing (12) is rotatably installed in the first drive cone housing (11), the second drive cone housing (12) is fixedly connected to the L-shaped connecting block (10) on the far right side, and the second drive cone housing (12) A second drive rack (121) is fixedly connected to the inner side of the right part, a fixing block is arranged at the upper end of the second drive rack (121), the fixing block of the second drive rack (121) is slidably matched with the limiting groove of the first drive rack (111), a sliding groove for matching the movement of the first drive rack (111) is opened on the second drive cone shell (12), the length of the second drive rack (121) is three times the length of the first drive rack (111), the first drive rack (111) and the second drive rack (121) are respectively meshed with the gears of the right drive shaft (6), and the second drive cone shell (12) is provided with a plurality of gears. A third drive cone housing (13) is rotatably mounted in the inner portion of the housing (12), the third drive cone housing (13) being fixedly connected to the L-shaped connecting block (10) on the left side of the middle portion, a fourth drive cone housing (14) is rotatably mounted in the inner portion of the third drive cone housing (13), the fourth drive cone housing (14) being fixedly connected to the L-shaped connecting block (10) on the far left side, a slide groove for cooperating with a drive rack on the third drive cone housing (13) is provided on the fourth drive cone housing (14), and a slide groove for cooperating with a drive rack on the third drive cone housing (13) is provided on both the third drive cone housing (13) and the fourth drive cone housing (14), The front and rear ends of the fourth drive cone housing (14) are in contact with the inner side of the sealing sleeve (4) and the sealing cover plate (5); the third drive cone housing (13) and the fourth drive cone housing (14) are also provided with drive racks; the drive rack of the third drive cone housing (13) is the same in shape as the first drive rack (111); the drive rack of the fourth drive cone housing (14) is the same in shape as the second drive rack (121); and the drive racks of the third drive cone housing (13) and the fourth drive cone housing (14) are respectively meshed with the gears of the left drive shaft (6).

2. A container ship propeller double-set energy-saving device according to claim 1, characterized in that: The front catheter (8) is arranged in a semi-conical shape, and the diameter of the front end is larger than the diameter of the rear end.

3. A container ship propeller double-set energy-saving device as claimed in claim 2, characterized in that: The surfaces of the first drive cone shell (11), the second drive cone shell (12), the third drive cone shell (13) and the fourth drive cone shell (14) are all roughened; the friction force between the second drive cone shell (12) and the third drive cone shell (13) is greater than the friction force between the third drive cone shell (13) and the fourth drive cone shell (14), and the friction force between the first drive cone shell (11) and the second drive cone shell (12); and the friction force between the first drive cone shell (11) and the second drive cone shell (12) is less than the friction force between the first drive cone shell (11) and the stern mounting shell (3).

4. A container ship propeller double-set energy-saving device as claimed in claim 3, characterized in that: The bubble lubrication component comprises a bubble manufacturing cavity (15), wherein a plurality of bubble manufacturing cavities (15) are provided, and the plurality of bubble manufacturing cavities (15) are respectively fixedly installed at the lower front part of the container ship (1), and the plurality of bubble manufacturing cavities (15) are arranged in a V shape, and an air inlet (16) is provided on the upper surface of the front part of the bubble manufacturing cavity (15), and both sides of the middle part of the bubble manufacturing cavity (15) are progressively recessed from front to back toward the middle, and both upper and lower sides of the recessed rear part of the bubble manufacturing cavity (15) are provided with a limiting groove and an installation groove, and the bubble manufacturing cavity The adjacent limiting grooves and mounting grooves on the body (15) are connected, a wake plate (17) is arranged in the depression of the bubble manufacturing cavity (15), the front end of the wake plate (17) is rotatably connected to the bubble manufacturing cavity (15), the upper and lower sides of the rear of the wake plate (17) are fixedly connected to limiting pins (171), the limiting pins (171) are slidably arranged in the limiting grooves at the rear of the bubble manufacturing cavity (15), a plurality of air disturbance plates (18) are rotatably installed at the rear end of the bubble manufacturing cavity (15), and an air disturbance opening and closing component is arranged at the rear of the bubble manufacturing cavity (15).

5. A container ship propeller double-set energy-saving device as claimed in claim 4, characterized in that: Both sides of the front portion of the bubble making cavity (15) are arranged in an arc shape, and the rear portion of the bubble making cavity (15) is arranged in an inverted T shape.

6. A container ship propeller double-set energy-saving device as claimed in claim 5, characterized in that: The wake plate (17) is arranged to be hollow, the rear angle of the wake plate (17) is arranged to be an obtuse angle, the front end of the middle portion of the wake plate (17) has a smaller angle than the front ends of the upper portion and the lower portion, and the distance between the middle portion of the wake plate (17) and the depression of the bubble manufacturing cavity (15) gradually decreases.

7. A container ship propeller double-set energy-saving device as claimed in claim 6, characterized in that: The air disturbance opening and closing component comprises a limit ring (19), wherein a plurality of limit rings (19) are provided, and each two limit rings (19) are fixedly connected to two ends of the air disturbance plate (18), and the limit rings (19) on the same side of the upper and lower sides are connected by a traction rope, and a torsion spring (20) is fixedly connected between the limit ring (19) and the adjacent bubble manufacturing cavity (15), and two partitions (21) are respectively slidably provided in the mounting groove of the bubble manufacturing cavity (15), and a spring (22) is fixedly connected between the two adjacent partitions (21), and a limit pin (171) is connected to the adjacent partition (21) by a traction rope, and the other partition (21) is fixedly connected to the traction rope on the adjacent limit ring (19).

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