A gas-liquid hybrid propeller for ship

Abstract

This invention relates to the field of ship design and manufacturing technology, and in particular to a marine gas-liquid mixture propulsion device, which comprises a gas-liquid mixture generating device and a propulsion device. During the ship's cruising process, the gas-liquid mixture generating device intermittently generates a high-pressure gas-liquid mixture and supplies it to the propulsion device. The gas-liquid mixture generating device includes a device body, a water inlet unit, a gas inlet unit, a gas supply pipe, a liquid supply pipe, and a gas-liquid pressurization unit. During the ship's cruising process, the outside air and outside water are simultaneously transported to the gas-liquid pressurization unit through the gas inlet unit and the water inlet unit, respectively. Under the action of the gas-liquid pressurization unit, the pumped outside air and outside water are mixed and undergo secondary pressurization, thus generating a high-pressure gas-liquid mixture. In this way, not only can the propulsion efficiency of the cruising ship be effectively improved, but it also enables it to have amphibious capabilities.

Description

Technical Field

[0001] This invention relates to the field of ship design and manufacturing technology, and in particular to a marine gas-liquid hybrid propulsion system. Background Technology

[0002] The propulsion system is the core and crucial component of a high-speed cruising vessel. Historically, marine propulsion systems have primarily employed propellers. In actual cruising, internal combustion engines or steam turbines convert thermal energy into mechanical energy, driving the propeller to rotate at high speed, thus continuously providing propulsion power to the ship. Research and practice show that as speed increases, propeller speed inevitably needs to increase. However, due to cavitation effects and wake excitation, propulsion efficiency begins to decline significantly once the speed exceeds a certain range. Therefore, simply pursuing high propeller speed is not an ideal choice.

[0003] In recent years, in order to increase the speed of cruise ships, various research institutions and manufacturers have developed a variety of non-propeller propulsion methods.

[0004] For example, a jet propulsion system mainly consists of a power pump, an intake duct, and an exhaust duct. When cruising, the power pump starts, and under negative pressure, outside air is pumped into the intake duct and ejected at high speed from the exhaust duct, thereby generating airflow thrust to propel the vessel forward.

[0005] Furthermore, the waterjet propulsion system operates on a similar principle to the jet propulsion system described above, primarily consisting of a water pump, a suction pipe, and a spray pipe. During cruising, the water pump draws water in through the suction pipe at the bottom of the vessel and ejects it at high speed through the spray pipe, thereby generating water thrust to propel the boat forward.

[0006] Both jet propulsion and waterjet propulsion offer excellent shallow-water propulsion efficiency and maneuverability, low noise and vibration, and are unaffected by the hull environment and conditions in the pre-navigation area. However, jet propulsion suffers from lower gas density, resulting in lower propulsion efficiency. For waterjet propulsion, the magnitude of the water jet thrust depends on the instantaneous output power of the water pump, and the two are positively correlated. In shallow-draft navigation areas, the high negative pressure in the suction pipe increases the risk of clogging due to the suction pipe being sucked in by gravel, sand, or silt. In severe cases, this can even lead to grounding, requiring significant manpower and resources for rescue. Therefore, this research provides a new direction for our group. Summary of the Invention

[0007] Therefore, in view of the above-mentioned existing problems and defects, the research group of this invention collected relevant data, conducted multiple evaluations and considerations, and carried out continuous experiments and modifications by the research group members, and finally developed the marine gas-liquid hybrid propulsion device.

[0008] To address the aforementioned technical problems, this invention relates to a marine gas-liquid mixture propulsion device, installed at the center axis of the hull, comprising a gas-liquid mixture generating device and a propulsion unit. During the ship's cruising process, the gas-liquid mixture generating device intermittently generates a high-pressure gas-liquid mixture, and the propulsion unit generates a reverse thrust to propel the ship continuously due to the impact force from the high-pressure gas-liquid mixture. The gas-liquid mixture generating device includes a device body, a water inlet unit, a gas inlet unit, a venting pipe, a liquid inlet pipe, and a gas-liquid pressurization unit. Along its length, the device body has independent front receiving cavity for housing the water inlet unit and a rear receiving cavity for housing the gas-liquid pressurization unit. The gas inlet unit is integrally assembled with the device body and is obliquely inserted into the circumferential side wall of the device body. During the ship's cruise, outside air is drawn into the gas inlet unit under negative pressure and, after being pressurized once, is transported to the gas-liquid pressurization unit via the venting pipe. At the same time, outside water is drawn into the water inlet unit under negative pressure and, after being pressurized once, is transported to the gas-liquid pressurization unit via the liquid inlet pipe. In this process, the pumped outside air and outside water are mixed and pressurized a second time under the action of the gas-liquid pressurization unit, and a high-pressure gas-liquid mixture is generated.

[0009] As a further improvement to the technical solution disclosed in this invention, the water introduction unit includes a first installation transition section, a motor, and a water-absorbing spiral. The motor is built into the front receiving cavity and is fixed in place by the first installation transition section. The water-absorbing spiral is directly driven by the motor and is completely exposed outside the front receiving cavity. During the ship's cruise, the water-absorbing spiral continuously performs high-speed rotation under the driving force of the motor, and external water is pumped unidirectionally into the front receiving cavity under negative pressure.

[0010] As a further improvement to the technical solution disclosed in this invention, the first mounting transition portion is composed of at least two first flexible connecting seats evenly distributed around the circumference of the motor. When the motor is running, each first flexible connecting seat adaptively undergoes elastic deformation due to the different real-time forces acting upon it.

[0011] As a further improvement to the technical solution disclosed in this invention, the first flexible connecting seat includes a built-in contact plate, an external contact plate, and an elastic deformation unit. The elastic deformation unit is composed of multiple columnar springs simultaneously connected between the built-in and external contact plates. When the motor is installed in position relative to the front receiving cavity, the built-in contact plate abuts against the outer wall of the motor and is detachably fixed as a single unit, while the external contact plate abuts against the inner wall of the front receiving cavity and is detachably fixed as a single unit. During the unidirectional pumping of water, the columnar springs undergo axial stretching, axial compression, torsion, or bending deformation due to different applied forces, allowing the relative orientation of the motor to be adaptively adjusted.

[0012] As a further improvement to the technical solution disclosed in this invention, the water-absorbing spiral is assembled from a conical component, a first propeller blade, a second propeller blade, and a third propeller blade. The conical component continuously rotates circumferentially around its central axis under the driving force of a motor. The first, second, and third propeller blades are arranged sequentially along a direction away from the device body. All three propeller blades are fitted onto and fixed to the conical component, and are spaced equidistantly.

[0013] As a further improvement to the technical solution disclosed in this invention, assuming that the diameters of the first propeller blade, the second propeller blade, and the third propeller blade are D1, D2, and D3 respectively, then D1 > D2 > D3, and D1 ≤ 450mm, D3 ≤ 150mm, and D3 + 100mm < D2 ≤ 3 / 5D1.

[0014] As a further improvement to the technical solution disclosed in this invention, the gas introduction unit includes a first cylinder and a second cylinder. The first cylinder is inserted into the side wall of the device body and has an air intake channel formed inside it. The second cylinder is sleeved inside the first cylinder and divides the air intake channel into an external air intake sub-channel and an internal air intake sub-channel. Both the external and internal air intake sub-channels are simultaneously connected to a ventilation pipe. An internal spiral groove and an external spiral groove are respectively formed on the inner and outer side walls of the second cylinder.

[0015] As a further improvement to the technical solution disclosed in this invention, the gas introduction unit further includes a first axial flow fan and a second axial flow fan. The number of first axial flow fans is one, which is housed in the built-in air intake sub-channel, and the central axes of the two fans coincide. The number of second axial flow fans is multiple, evenly distributed in the external air intake sub-channel, and all are circumferentially distributed around the central axis of the second cylinder.

[0016] As a further improvement to the technical solution disclosed in this invention, the gas-liquid pressurization unit includes a second installation transition section, a piston cylinder, and a power unit. The piston cylinder is built into the rear receiving cavity and is fixed in place by the second installation transition section. The piston cylinder includes a cylinder body, a piston rod, and a piston. The piston rod is directly driven by the power unit, and the piston performs axial reciprocating motion inside the cylinder body due to the action of push and pull forces. During the ship's cruising process, in the power-operating phase, external air and external water are continuously and unidirectionally pumped into the rodless chamber of the piston cylinder. Then, the power unit is activated to drive the piston to perform directional displacement motion, and the external air and external water are pressurized a second time due to the action of compressive forces. In the non-power-operating phase, the piston performs displacement motion in the opposite direction under the drive of the power unit, and a negative pressure is formed in the rodless chamber. External air can be re-pumped in sequentially through the gas introduction unit and the ventilation pipe, and external water can be re-pumped in sequentially through the water introduction unit and the liquid pipe.

[0017] As a further improvement to the technical solution disclosed in this invention, the second installation transition part is composed of multiple shock-absorbing dampers that are installed and fixed between the inner wall of the cylinder and the rear receiving cavity.

[0018] As a further improvement to the technical solution disclosed in this invention, the venting pipeline includes a vent pipe and a first one-way valve. The vent pipe connects both the rodless chamber and the gas introduction unit. The liquid pipeline includes a water pipe and a second one-way valve. The water pipe connects both the rodless chamber and the water introduction unit; during the ship's cruising process, in the power-operating phase, the external atmosphere and external water can only flow unidirectionally to the gas-liquid pressurization unit through the gas introduction unit and the water introduction unit, respectively.

[0019] During the ship's cruising process, external atmosphere and water are simultaneously introduced into the gas-liquid pressurization unit via gas and water introduction units, respectively. During this introduction process, both are pressurized under negative pressure. After mixing within the gas-liquid pressurization unit, a second pressurization process is performed using mechanical compression energy, generating a high-pressure gas-liquid mixture. This high-pressure gas-liquid mixture is continuously supplied to the propeller, which generates thrust due to the impact force from the mixture, propelling the ship through continuous cruising.

[0020] In practical applications, the marine gas-liquid mixture propulsion device disclosed in this application has achieved at least the following beneficial technical effects:

[0021] 1) It overcomes the drawback of low propulsion efficiency caused by the low density of the gas medium in jet propulsion. The gas-water hybrid propulsion method increases the density of the working medium, thereby increasing the reverse thrust, while retaining the advantages of both jet and water jet propulsion. Furthermore, experimental results show that when the speedboat's speed exceeds 80 km / h, the gas-water propulsion efficiency is significantly higher than that of high-efficiency propellers and water jet propulsion, with the propulsion efficiency of this gas-liquid hybrid jet propulsion method approaching 0.5.

[0022] 2) Due to the organic integration of gas phase propulsion and liquid phase propulsion, when the cruise ship is sailing in shallow water, the amount of water pumped per unit time through the water inlet unit can be reduced. As compensation, the amount of air pumped per unit time through the gas inlet unit can be increased simultaneously. This means that under certain extreme environments, it is possible to reduce the pumping intensity of the water inlet unit while ensuring that the cruise ship has sufficient propulsion. This can effectively avoid the blockage caused by the accidental pumping in of bottom gravel, sand or silt.

[0023] 3) Even without the participation of water, the propulsion efficiency can be close to 0.22 under the action of gas alone. Therefore, when the cruise ship is sailing in harsh environments (such as shallow waters containing a lot of debris), even if the water inlet unit is blocked by mud, rocks or debris, the cruise ship can still pass slowly by relying solely on jet propulsion, thus making it amphibious. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a three-dimensional schematic diagram of the marine gas-liquid hybrid propulsion device of the present invention.

[0026] Figure 2 This is a three-dimensional schematic diagram of the gas-liquid mixture generating device in the marine gas-liquid mixture propulsion system of the present invention.

[0027] Figure 3 This is also a three-dimensional schematic diagram of the gas-liquid mixture generating device in the marine gas-liquid mixture propulsion system of the present invention (with the hidden lines visible).

[0028] Figure 4 This is a three-dimensional schematic diagram of the main body of the marine gas-liquid mixing propulsion device of the present invention.

[0029] Figure 5This is a three-dimensional schematic diagram of the water introduction unit in the marine gas-liquid hybrid propulsion system of the present invention.

[0030] Figure 6 yes Figure 5 The front view.

[0031] Figure 7 This is a three-dimensional schematic diagram of the first flexible connecting seat in the marine gas-liquid hybrid propulsion system of the present invention.

[0032] Figure 8 This is a three-dimensional schematic diagram of the water-absorbing spiral in the marine gas-liquid mixing propulsion device of the present invention.

[0033] Figure 9 This is a three-dimensional schematic diagram of the gas introduction unit in the marine gas-liquid hybrid propulsion system of the present invention.

[0034] Figure 10 This is a three-dimensional schematic diagram of the first or second axial flow fan in the marine gas-liquid mixing propulsion system of the present invention.

[0035] Figure 11 This is a three-dimensional schematic diagram of the ventilation pipeline in the marine gas-liquid hybrid propulsion system of the present invention.

[0036] Figure 12 This is a three-dimensional schematic diagram of the liquid passage in the marine gas-liquid mixing propulsion device of the present invention.

[0037] Figure 13 This is a three-dimensional schematic diagram of the gas-liquid booster unit in the marine gas-liquid hybrid propulsion system of the present invention.

[0038] Figure 14 This is a three-dimensional schematic diagram of the piston cylinder in the marine gas-liquid mixing propulsion system of the present invention.

[0039] 1-Gas-liquid mixture generator; 11-Device body; 111-Front receiving cavity; 112-Rear receiving cavity; 12-Water introduction unit; 121-First mounting transition part; 1211-First flexible connecting seat; 12111-Built-in contact plate; 12112-External contact plate; 12113-Elastic deformation unit; 121131-Columnar spring; 122-Motor; 123-Water-absorbing spiral; 1231-Conical part; 1232-First propeller blade; 1233-Second propeller blade; 1234-Third propeller blade; 13-Gas introduction unit; 131-First cylinder; 132-Second cylinder; 1321-Built-in spiral groove; 1322-External spiral groove; 133-First axial flow fan; 134-Second axial flow fan; 14-Ventilation pipe; 141-Ventilation pipe; 142-First check valve; 15-Liquid pipe; 151-Water pipe; 152-Second check valve; 16-Gas-liquid booster unit; 161-Second mounting transition section; 1611-Shock absorber; 162-Piston cylinder; 1621-Cylinder body; 1622-Piston rod; 1623-Piston; 163-Power unit; 2-Special propeller. Detailed Implementation

[0040] In the description of this invention, it should be understood that the terms "front", "rear", "up", "down", "left", "right", 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 invention and simplifying the description, and do not indicate or imply that the device or element 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 invention.

[0041] According to industry common sense, the propulsion system is mainly installed at the center of the ship's hull and uses reverse thrust to propel the cruise ship continuously.

[0042] The contents disclosed in this invention will be further described in detail below with reference to specific embodiments. Figure 1 A three-dimensional schematic diagram of the marine gas-liquid mixture propulsion system of the present invention is shown, indicating that it consists of a gas-liquid mixture generating device 1 and a special propulsion unit 2. The special propulsion unit 2 is located at the stern of the gas-liquid mixture generating device 1 and uses the high-pressure gas-liquid mixture supplied by the gas-liquid mixture generating device 1 as its power source. During the ship's cruising process, the gas-liquid mixture generating device 1 intermittently generates high-pressure gas-liquid mixture, and the special propulsion unit 2 generates a reverse thrust to propel the ship continuously due to the impact force from the high-pressure gas-liquid mixture.

[0043] Figure 2 , Figure 3The diagrams show two different states of the gas-liquid mixture generating device in the marine gas-liquid mixture propulsion system of the present invention. It can be seen that the gas-liquid mixture generating device 1 mainly consists of a device body 11, a water introduction unit 12, a gas introduction unit 13, an air passage 14, a liquid passage 15, and a gas-liquid pressurization unit 16. Along its length, the device body 11 has independent front receiving cavity 111 and rear receiving cavity 112 (e.g., along its length direction). Figure 4 As shown in the diagram, the water inlet unit 12 and the gas-liquid pressurization unit 16 are respectively installed. The gas inlet unit 13 is assembled as a whole with the device body 11 and is obliquely inserted into the circumferential side wall of the device body 11. During the ship's cruise process, the outside air is drawn into the gas inlet unit 13 under negative pressure, and after being pressurized once, it is transported to the gas-liquid pressurization unit 16 through the vent pipe 14. At the same time, the outside water is drawn into the water inlet unit 12 under negative pressure, and after being pressurized once, it is transported to the gas-liquid pressurization unit 16 through the liquid pipe 15. In this process, the pumped outside air and outside water are mixed and pressurized a second time under the action of the gas-liquid pressurization unit 16, and a high-pressure gas-liquid mixture is generated.

[0044] In practical applications, the marine gas-liquid hybrid propulsion device disclosed in this application has achieved at least the following beneficial technical effects:

[0045] 1) It overcomes the drawback of low propulsion efficiency caused by the low density of the gas medium in jet propulsion. The gas-water hybrid propulsion method increases the density of the working medium, thereby increasing the reverse thrust, while retaining the advantages of both jet and water jet propulsion. Furthermore, experimental results show that when the speedboat's speed exceeds 80 km / h, the gas-water propulsion efficiency is significantly higher than that of high-efficiency propellers and water jet propulsion, with the propulsion efficiency of this gas-liquid hybrid jet propulsion method approaching 0.5.

[0046] 2) Due to the organic integration of gas phase propulsion and liquid phase propulsion, when the cruise ship is sailing in shallow water, the amount of water pumped through the water inlet unit 12 per unit time can be reduced. As compensation, the amount of air pumped through the gas inlet unit 13 per unit time is increased simultaneously. This means that under certain extreme environments, it is possible to reduce the pumping intensity of the water inlet unit 12 while ensuring that the cruise ship has sufficient propulsion. This can effectively prevent the occurrence of blockage caused by accidental pumping in of bottom gravel, sand or silt.

[0047] 3) Even without the participation of water, the propulsion efficiency can approach 0.22 under the action of gas alone. Therefore, when the cruise ship is sailing in harsh environments (such as shallow waters containing a large amount of debris), even if the water inlet unit is blocked by mud, rocks or debris, the cruise ship can still pass slowly by relying solely on jet propulsion (in extreme cases, only high-pressure gas is supplied to the special propulsion unit 2, which also has sufficient propulsion force), thus making it amphibious.

[0048] As a further refinement of the above technical solution, such as Figure 5 As shown, the water introduction unit 12 mainly consists of a motor 122 and a water-absorbing spiral 123. The motor 122 has good water insulation properties and is built into the front receiving cavity 111 for secure installation. The water-absorbing spiral 123 is directly driven by the motor 122 and is completely exposed outside the front receiving cavity 111. During the ship's cruise, the water-absorbing spiral 123 continuously performs high-speed rotation under the driving force of the motor 122, pumping external water unidirectionally into the front receiving cavity 111 under negative pressure, and finally supplying it to the gas-liquid pressurization unit 16 via the liquid-conducting pipe 15. Figure 8 As shown, the water-absorbing spiral 123 is assembled from a conical member 1231, a first propeller blade 1232, a second propeller blade 1233, and a third propeller blade 1234. The conical member 1231 continuously rotates circumferentially around its central axis under the driving force of the motor 122. Along the direction away from the device body 11, the first propeller blade 1232, the second propeller blade 1233, and the third propeller blade 1234 are arranged sequentially. The first propeller blade 1232, the second propeller blade 1233, and the third propeller blade 1234 are all fitted onto and fixed to the conical member 1231, and are placed at equal intervals.

[0049] Based on extensive preliminary experimental results, it has been demonstrated that, given a fixed design shape, the spacing between the first propeller blade 1232, the second propeller blade 1233, and the third propeller blade 1234, as well as their respective outer diameters, will affect the pumping efficiency of the external water body to a certain extent. Therefore, as a further optimization of the above technical solution, such as... Figure 6 As shown in the figure, assuming that the diameters of the first propeller blade 1232, the second propeller blade 1233, and the third propeller blade 1234 are D1, D2, and D3 respectively, then D1 > D2 > D3, and D1 ≤ 450 mm, D3 ≤ 150 mm, and D3 + 100 mm < D2 ≤ 3 / 5D1.

[0050] It should also be noted that since the central axis of the water-absorbing spiral 123 is parallel to the bottom plate of the ship, it means that the water diversion direction is consistent with the propulsion direction, rather than directly facing the bottom of the water. In this way, the accidental suction of mud, sand, stones or debris left on the bottom of the water can be avoided as much as possible. This ultimately eliminates the problem of premature failure of the first propeller blade 1232, the second propeller blade 1233 and the third propeller blade 1234 due to impact or wear, as well as the problem of blockage of the liquid passage 15.

[0051] Furthermore, such as Figure 9 As shown, the gas introduction unit 13 mainly consists of a first cylinder 131 and a second cylinder 132. The first cylinder 131 is inserted into the side wall of the device body 11 and has an air intake channel formed inside it. The second cylinder 132 is fitted inside the first cylinder 131 and divides the air intake channel into an external air intake sub-channel and an internal air intake sub-channel. Both the external and internal air intake sub-channels are connected to the ventilation pipe 14. In practical applications, outside air can be supplied to the gas-liquid booster unit 16 through the ventilation pipe 14. Internal spiral grooves and external spiral grooves (not shown in the figure) are formed on the inner and outer walls of the second cylinder 132, respectively. During the process of external gas being pumped through both the external and internal intake channels, the internal and external spiral grooves can guide the flow, and under the assistance of negative pressure, the circumferential spiral motion can generate an acceleration effect, which not only facilitates the smooth supply of external air to the liquid booster unit 16, but also helps to improve the primary boosting effect of the external air.

[0052] Furthermore, such as Figure 13 As shown, the gas-liquid booster unit 16 mainly consists of a piston cylinder 162 and a power unit 163. The piston cylinder 162 is built into the rear receiving cavity 112 and is thus fixed in place. Figure 14 As shown, the piston cylinder 162 includes a cylinder body 1621, a piston rod 1622, and a piston 1623. The piston rod 1622 is directly driven by the power unit 163, and the piston 1623 performs axial reciprocating motion inside the cylinder body 1621 due to the action of pushing and pulling forces.

[0053] During the ship's cruising process, in the power-operating phase, the motor 122 starts to drive the water-absorbing propeller 123 to rotate continuously at high speed. The first propeller blade 1232, the second propeller blade 1233, and the third propeller blade 1234, relying on the geometric changes of their surfaces and the angle of attack, cause the fluid flowing above and below the surfaces to have different velocities. The external water is pressurized under the pressure difference and continuously pumped into the pre-receiving chamber 111, and finally supplied to the rodless chamber of the piston cylinder 1621 via the liquid-conducting pipe 15. Simultaneously, the outside air is guided to the external and internal air intake channels under negative pressure, undergoes a pressurization process, and is finally... The gas is supplied to the rodless chamber of piston cylinder 1621 via vent pipe 14. Then, power unit 163 activates to drive piston 1623 in a directional displacement motion, allowing the outside air and water to mix. The mixture undergoes secondary pressurization via mechanical compression energy, generating a high-pressure gas-liquid mixture. During the non-operational phase, piston 1623, driven by power unit 163, performs a reverse displacement motion, creating a negative pressure in the rodless chamber of piston cylinder 1621. Outside air is then sequentially pumped back in via gas introduction unit 13 and vent pipe 14, and outside water is sequentially pumped back in via water introduction unit 12 and liquid supply pipe 15. In actual operation, the gas-liquid mixture propeller continuously cycles through the above-mentioned operation and non-operational phases, intermittently generating a high-pressure gas-liquid mixture. The special propeller 2 generates a counter-thrust force to propel the ship's continuous cruising due to the impact force from the high-pressure gas-liquid mixture.

[0054] It is known that during the navigation of a cruise ship, due to the excitation force or water flow impact, the motor 122 remains in a high-frequency vibration state for a long time, which inevitably reduces the stability and reliability of its connection and fixation with the front receiving cavity 111. In severe cases, the relative position and orientation of the motor 122 will also change, which will affect the water transport efficiency and the correctness of the water flow direction. In view of this, as a further optimization of the above technical solution, such as Figure 3 , 5 As shown, the water inlet unit 12 is further provided with a first installation transition section 121. The first installation transition section 121 serves as a mounting and fixing transition between the motor 122 and the side wall of the front receiving cavity 111. The first installation transition section 121 is composed of at least two first flexible connecting seats 1211 evenly distributed around the circumference of the motor. When the motor 122 is running, each first flexible connecting seat 1211 adaptively undergoes elastic deformation due to the different real-time forces applied, so as to effectively counteract the excitation force or water flow impact force.

[0055] like Figure 7As shown, the first flexible connecting seat 1211 mainly consists of several parts, including an internal contact plate 12111, an external contact plate 12112, and an elastic deformation unit 12113. The elastic deformation unit 12113 is composed of multiple columnar springs 121131 simultaneously connected between the internal contact plate 12111 and the external contact plate 12112. When the motor 122 is installed in position relative to the front receiving cavity 111, the internal contact plate 12111 abuts against the outer wall of the motor 122 and is detachably fixed as a single unit, while the external contact plate 12112 abuts against the inner wall of the front receiving cavity 111 and is detachably fixed as a single unit. During the process of water being pumped unidirectionally from the outside, the columnar springs 121131 undergo axial stretching, axial compression, torsion, or bending deformation due to different applied forces, allowing the relative orientation of the motor 122 to be adaptively adjusted.

[0056] It is known that during the navigation of a cruise ship, due to the excitation force, the piston cylinder 162 remains in a high-frequency vibration state for a long time, which will inevitably reduce the stability and reliability of its connection and fixation with the rear receiving cavity 112. In severe cases, the relative position of the piston cylinder 162 will also tilt or shift, which will affect the stability and safety of supplying high-pressure gas-liquid mixture to the special propulsion unit 2. In view of this, as a further optimization of the above technical solution, such as Figure 3 , 13 As shown, the gas-liquid booster unit 16 is further provided with a second mounting transition section 161. The second mounting transition section 161 serves as a mounting and fixing transition between the piston cylinder 162 and the side wall of the rear receiving cavity 112. The second mounting transition section 161 is composed of multiple shock-absorbing dampers 1611 mounted and fixed between the cylinder body 1621 and the inner side wall of the rear receiving cavity 112. During the operation of the marine gas-liquid hybrid propulsion system, the shock-absorbing dampers 1611 undergo axial compression and tensile deformation due to the different forces transmitted through the cylinder body 1621, and the relative orientation of the piston cylinder 162 is adaptively adjusted.

[0057] Furthermore, during the compression process of piston cylinder 162, to prevent the "backflow" phenomenon of external gas and water due to instantaneous pressure, as a further refinement of the above technical solution, such as... Figure 11 As shown, the venting line 14 includes a vent pipe 141 and a first one-way valve 142. The vent pipe 141 connects to both the rodless chamber and the external and internal air intake sub-channels. Figure 12As shown, the liquid passage 15 includes a water passage 151 and a second one-way valve 152. The water passage 151 connects both the rodless chamber and the pre-receiving chamber 111. During the ship's cruising process, in the power operation phase, the outside atmosphere is supplied unidirectionally along the path of the air intake channel (including the external air intake sub-channel and the internal air intake sub-channel) - air pipe 141 - piston cylinder 162, while the outside water is supplied unidirectionally along the path of the water suction spiral 123 - pre-receiving chamber 111 - water passage 151 - piston cylinder 162.

[0058] Finally, as Figure 9 As shown, to further improve the pumping efficiency and stability of the outside atmosphere, the gas introduction unit 13 is also equipped with a first axial flow fan 133 and a second axial flow fan 134 (e.g., ...). Figure 10 (As shown in the diagram). There is one first axial flow fan 133, housed within an internal air intake sub-channel, with their central axes coinciding. Multiple second axial flow fans 134 are evenly distributed within external air intake sub-channels, circumferentially arranged around the central axis of the second cylinder 132. During the cruise ship's operation, the first and second axial flow fans 133 and 134 remain continuously running, increasing supply capacity and ensuring efficient and sufficient supply of outside air to the piston cylinder 162.

[0059] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A marine gas-liquid mixture propulsion device, installed at the center axis of the hull, comprising a gas-liquid mixture generating device and a propulsion unit; during the ship's cruising process, the gas-liquid mixture generating device intermittently generates a high-pressure gas-liquid mixture, and the propulsion unit generates a reverse thrust to propel the ship continuously due to the impact force from the high-pressure gas-liquid mixture, characterized in that... The gas-liquid mixture generating device includes a device body, a water inlet unit, a gas inlet unit, a venting pipe, a liquid inlet pipe, and a gas-liquid pressurization unit. Along its length, the device body has an independent front cavity for housing the water inlet unit and a rear cavity for housing the gas-liquid pressurization unit. The gas inlet unit is integrated with the device body and is obliquely inserted into the circumferential side wall of the device body. During ship cruising, external air is drawn into the gas inlet unit under negative pressure and, after initial pressurization, is transported to the gas-liquid pressurization unit via the venting pipe. Simultaneously, external water is drawn into the water inlet unit under negative pressure and, after initial pressurization, is transported to the gas-liquid pressurization unit via the liquid inlet pipe. In this process, the pumped-in external air and external water are mixed and pressurized a second time under the action of the gas-liquid pressurization unit, thus generating a high-pressure gas-liquid mixture. The gas introduction unit includes a first cylinder and a second cylinder; the first cylinder is inserted into the side wall of the device body and has an air intake channel formed inside it; the second cylinder is sleeved inside the first cylinder and divides the air intake channel into an external air intake sub-channel and an internal air intake sub-channel; both the external air intake sub-channel and the internal air intake sub-channel are simultaneously connected to the ventilation pipe; an internal spiral groove and an external spiral groove are respectively formed on the inner and outer side walls of the second cylinder; The gas introduction unit further includes a first axial flow fan and a second axial flow fan; the number of the first axial flow fan is 1, which is housed in the built-in air intake sub-channel, and the central axes of the two coincide; the number of the second axial flow fans is set to multiple, which are evenly distributed in the external air intake sub-channel, and are all circumferentially distributed around the central axis of the second cylinder.

2. The marine gas-liquid hybrid propulsion device according to claim 1, characterized in that, The water introduction unit includes a first installation transition section, a motor, and a water-absorbing spiral. The motor is built into the front receiving cavity and is fixed in place by the first installation transition section. The water-absorbing spiral is directly driven by the motor and is completely exposed outside the front receiving cavity. During the ship's cruise, the water-absorbing spiral continuously performs high-speed rotation under the driving force of the motor, and external water is pumped unidirectionally into the front receiving cavity under negative pressure.

3. The marine gas-liquid mixture propulsion device according to claim 2, characterized in that, The first installation transition portion is composed of at least two first flexible connecting seats evenly distributed around the circumference of the motor; in the motor starting state, each of the first flexible connecting seats adaptively undergoes elastic deformation due to the different real-time forces applied.

4. The marine gas-liquid mixture propulsion device according to claim 3, characterized in that, The first flexible connector includes a built-in contact plate, an external contact plate, and an elastic deformation unit. The elastic deformation unit is composed of multiple columnar springs connected simultaneously between the built-in contact plate and the external contact plate. When the motor is installed in place relative to the front receiving cavity, the built-in contact plate abuts against the outer wall of the motor and is detachably fixed as one piece, while the external contact plate abuts against the inner wall of the front receiving cavity and is detachably fixed as one piece. During the process of unidirectional pumping of water, the columnar springs undergo axial stretching, axial compression, torsion, or bending deformation due to different applied forces, and the relative position of the motor is adaptively adjusted.

5. The marine gas-liquid hybrid propulsion device according to claim 2, characterized in that, The water-absorbing spiral is assembled from a conical component, a first propeller blade, a second propeller blade, and a third propeller blade. The conical component continuously rotates around its central axis under the driving force of the motor. The first propeller blade, the second propeller blade, and the third propeller blade are arranged in sequence along the direction away from the main body of the device. The first propeller blade, the second propeller blade, and the third propeller blade are all sleeved on and fixed to the conical component and are placed at equal intervals.

6. The marine gas-liquid hybrid propulsion device according to claim 5, characterized in that, Assuming the diameters of the first propeller blade, the second propeller blade, and the third propeller blade are set to D1, D2, and D3 respectively, then D1 > D2 > D3, and D1 ≤ 450 mm, D3 ≤ 150 mm, and D3 + 100 mm < D2 ≤ 3 / 5D1.

7. The marine gas-liquid mixture propulsion device according to claim 1, characterized in that, The gas-liquid pressurization unit includes a second installation transition section, a piston cylinder, and a power unit. The piston cylinder is built into the rear receiving cavity and is fixed in place by the second installation transition section. The piston cylinder includes a cylinder body, a piston rod, and a piston. The piston rod is directly driven by the power unit, and the piston performs axial reciprocating motion inside the cylinder body due to the push-pull force. During the ship's cruising process, in the power operation phase, external air and external water are continuously and unidirectionally pumped into the rodless chamber of the piston cylinder. Then, the power unit is activated to drive the piston to perform directional displacement motion, and the external air and external water are pressurized a second time due to the compressive force. In the non-power operation phase, the piston performs displacement motion in the opposite direction under the drive of the power unit, forming a negative pressure in the rodless chamber. External air is then sequentially pumped back in through the gas introduction unit and the ventilation pipe, and external water is sequentially pumped back in through the water introduction unit and the liquid passage.

8. The marine gas-liquid mixture propulsion device according to claim 7, characterized in that, The second installation transition section consists of multiple shock-absorbing dampers that are installed and fixed between the cylinder body and the inner wall of the rear receiving cavity.

9. The marine gas-liquid mixture propulsion device according to claim 7, characterized in that, The ventilation pipeline includes a ventilation pipe and a first one-way valve; the ventilation pipe connects both the rodless chamber and the gas introduction unit; the liquid pipeline includes a water pipe and a second one-way valve; the water pipe connects both the rodless chamber and the water introduction unit; during the ship's cruise process, in the power operation phase, the external atmosphere and external water can only flow unidirectionally to the gas-liquid pressurization unit through the gas introduction unit and the water introduction unit, respectively.

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