Energy-saving polar transport ship propeller-front ice clearing device and method for eliminating adverse disturbances

Abstract

The present invention belongs to the field of polar ship navigation technology, and specifically relates to an energy-saving ice-clearing device in front of a polar transport ship propeller and a method for eliminating adverse disturbances. The device includes an ice-clearing mechanism and a vibration-damping mechanism. The input end of the ice-clearing mechanism is connected to the ballast water tank of the ship, and the output end of the ice-clearing mechanism is provided with a duct with a plurality of ice-clearing nozzles facing away from the forward direction of the ship; the vibration-damping mechanism connects the ice-clearing mechanism with a stern shaft sleeve of the ship provided with a propeller, and the vibration-damping mechanism includes a guide vane, a hydraulic vibration-damping unit, an upper vibration-damping unit and a lower vibration-damping unit; the upper vibration-damping unit absorbs vibrations from the direction of the ice-clearing mechanism, and the lower vibration-damping unit absorbs vibrations generated when the propeller rotates at high speed. At the same time, because the vibration directions of the upper vibration-damping unit and the lower vibration-damping unit are opposite, the vibrations of the upper vibration-damping unit and the lower vibration-damping unit can offset each other, and can quickly eliminate adverse disturbances of the flow field near the propeller caused by the vibrations of the ice-clearing mechanism and the propeller.

Description

Technical Field

[0001] The present invention belongs to the technical field of polar ship navigation, and in particular relates to an energy-saving ice-clearing device in front of a propeller of a polar transport ship and a method for eliminating adverse disturbances. Background Art

[0002] As global temperatures rise, the ice in the Arctic and Antarctic begins to melt, making transportation through the Arctic route particularly possible. Polar transport ships can use the Arctic route in the summer, significantly shortening transportation distances and reducing transportation costs. When operating in conventional waters, polar transport ships navigate in much the same manner as conventional transport ships. When entering the Antarctic and Arctic shipping routes, polar transport ships are guided by icebreakers, but floating ice will still remain within the route. As the ship's propellers spin at high speeds, floating ice is drawn from the water's surface and drawn near the propellers, where it collides with them and is subjected to significant external forces. Although the propellers of polar transport ships are strong enough to cut through floating ice, repeated impacts with ice can also cause fatigue damage to the propellers, leading to a loss of power for the polar transport ships. Invention patent CN104309772B proposes a ducktail stern icebreaking structure. The lower end of the stern features an inward-inclined ducktail, with triangular ice blades mounted on the lower end of the rudder. When the ship is reversing, the ducktail crushes floating ice, while the ice blades cut through the ice rushing towards the rudder, thereby eliminating the impact of ice on the hull, especially the rudder, improving icebreaking effectiveness, ensuring ship safety, and enhancing maneuverability. This method is a passive ice-clearing method, but due to the high-speed suction effect of the propeller, some floating ice will still enter the propeller flow field and damage the propeller.

[0003] In addition, in order to improve the propulsion performance of the propeller, an energy-saving device is usually arranged in front of the propeller to improve the uniformity of the flow in front of the propeller, thereby improving the thrust generated by the ship's propeller during high-speed rotation. The energy-saving device is installed on the ship's stern sleeve through guide vanes, but the vibration of the main hull will cause the vibration performance of the energy-saving device to deteriorate or even be damaged. Patent CN202010492644.2 proposes a low-vibration and high-efficiency double-duct propeller front energy-saving device, which increases the structural strength by increasing the number of guide vanes, but this method will affect the flow field and reduce the energy-saving effect of the energy-saving duct. Therefore, it is necessary to design a polar transport ship propeller front ice-clearing device that takes energy saving into account to ensure the navigation safety of ships in polar regions and improve the propeller's propulsion performance. Summary of the Invention

[0004] The present invention provides an energy-saving ice-clearing device in front of the propeller of a polar transport ship and a method for eliminating adverse disturbances. Through the cooperation of the upper vibration-damping unit and the lower vibration-damping unit inside the guide vane, the vibration generated by the high-pressure water flow and the vibration caused by the high-speed rotation of the propeller can be absorbed, thereby improving the stability of the ice-clearing device, reducing the adverse disturbance of the vibration to the flow field, and improving the propeller's propulsion efficiency.

[0005] The technical solution adopted by the present invention to solve the technical problem is: an energy-saving polar transport ship propeller front ice clearing device, including an ice clearing mechanism and a vibration reduction mechanism, wherein:

[0006] The input end of the ice clearing mechanism is connected to the ballast water tank of the ship, and the output end of the ice clearing mechanism is provided with a conduit with a plurality of ice clearing nozzles facing away from the forward direction of the ship;

[0007] The vibration reduction mechanism connects the ice clearing mechanism with the stern shaft sleeve of the ship provided with a propeller, and the vibration reduction mechanism includes a guide vane, a hydraulic vibration reduction unit, an upper vibration reduction unit and a lower vibration reduction unit;

[0008] The guide vane connects the duct and the stern shaft sleeve of the ship, and the upper vibration damping unit and the lower vibration damping unit are sequentially distributed up and down in the guide vane;

[0009] The hydraulic vibration damping unit is arranged in the guide vane, and the hydraulic vibration damping unit connects the upper vibration damping unit and the lower vibration damping unit together. The outside of the hydraulic vibration damping unit is a hydraulic vibration damping housing, and an upper connecting rod sleeve is arranged in the hydraulic vibration damping housing at one end facing the upper vibration damping unit.

[0010] The upper vibration damping unit includes an upper connecting rod and an upper vibration damping spring assembly. One end of the upper connecting rod is slidably connected to the upper connecting rod sleeve, and the other end of the upper connecting rod is connected to the guide tube. The upper vibration damping spring assembly limits the axial displacement range of the upper connecting rod.

[0011] The lower vibration damping unit includes a lower connecting rod, a vibration damping mass body, and a lower vibration damping spring. One end of the lower connecting rod is slidably connected to the end of the hydraulic vibration damping housing of the hydraulic vibration damping unit away from the upper connecting rod, and the other end is provided with a vibration damping mass body. The end of the vibration damping mass body away from the lower connecting rod is provided with a lower vibration damping spring.

[0012] The upper vibration damping unit absorbs vibrations from the direction of the ice-clearing mechanism, and the lower vibration damping unit absorbs vibrations generated when the propeller rotates at high speed. At the same time, because the vibration directions of the upper vibration damping unit and the lower vibration damping unit are opposite, the vibrations of the upper vibration damping unit and the lower vibration damping unit can offset each other, which can quickly eliminate the adverse disturbances of the flow field near the propeller caused by the vibrations brought by the ice-clearing mechanism and the propeller.

[0013] As a further preferred embodiment of the present invention, the two ends of the duct are duct wings, the duct skin is used to enclose the two duct wings to form a duct, a duct groove body is formed inside the duct, and the ice clearing nozzle is connected to the duct groove body.

[0014] As a further preference of the present invention, the guide vane includes a guide vane connector, a guide vane skin, and two vibration damping unit support bodies. The guide vane connector connects the guide vane to the stern shaft sleeve of the ship, and the end of the lower vibration damping spring facing away from the vibration damping mass body is connected to the guide vane connector. The side of the guide vane connector facing away from the stern shaft sleeve of the ship is enclosed by the guide vane skin to form a semi-cylindrical structure with an open end; the two vibration damping unit support bodies are arranged axially in the semi-cylindrical structure, and the upper vibration damping unit and the lower vibration damping unit are located between the two vibration damping unit support bodies.

[0015] As a further preferred embodiment of the present invention, a limit groove is opened outward from the vibration damping unit support body toward the upper vibration damping unit and the lower vibration damping unit. The limit groove is arranged along the length direction of the vibration damping unit support body. The limit groove accommodates a limit pin, and the limit pin can move within the diameter range of the limit groove.

[0016] As a further preference of the present invention, it further includes two limit pins, which are arranged on both sides of the vibration-damping mass body, and one end of the limit pin away from the vibration-damping mass body is slidably connected to the vibration-damping unit support body.

[0017] As a further preference of the present invention, the upper damping spring group includes two upper damping springs, which are relatively distributed on the outside of the upper connecting rod, and one end of the two upper damping springs is connected to the upper connecting rod, and the other end is connected to the damping unit support body.

[0018] As a further preferred embodiment of the present invention, a cavity is provided at one end of the vibration-damping mass body connected to the lower connecting rod, and the lower connecting rod can move in the cavity of the vibration-damping mass body.

[0019] As a further preferred embodiment of the present invention, the ice clearing mechanism includes a water pump, a water inlet pipe, and a solenoid valve. The water pump is connected to the ballast water tank of the ship, and the output end of the water pump is connected to the conduit groove in the conduit through the water inlet pipe. The solenoid valve is arranged on the water inlet pipe.

[0020] A method for eliminating adverse disturbances in a propeller-front ice-clearing device of a polar transport ship while taking energy conservation into consideration is also provided. The method includes two working conditions: working condition 1 when the ice-clearing mechanism is not in operation; working condition 2 when the ice-clearing mechanism is in operation. The specific steps are as follows:

[0021] Working condition 1: When the ice clearing mechanism is not in operation:

[0022] When the ship is sailing in open water, the ice clearing mechanism is not running. The current operating vibration is caused by the high-speed rotation of the propeller, and the vibration is transmitted from the ship's stern sleeve to the guide vane connector.

[0023] The vibration is then transmitted to the vibration-damping mass body through the lower vibration-damping spring, and the vibration-damping mass body moves upward, eliminating part of the vibration during the movement. If the vibration is completely eliminated, the vibration-damping mass body will no longer move upward. If the vibration is not completely eliminated, the vibration-damping mass body moves until it is in full contact with the lower connecting rod.

[0024] The hydraulic vibration damping unit is pushed upward, and the upper connecting rod moves in the hydraulic cavity of the hydraulic vibration damping unit at the same time, eliminating some vibrations during the movement. If the vibrations are completely eliminated, the hydraulic vibration damping unit will no longer move upward, and the upper connecting rod will no longer move. If the vibrations are not completely eliminated, the hydraulic vibration damping unit will move until the upper connecting rod sleeve of the hydraulic vibration damping unit is in full contact with the upper connecting rod, and the vibrations will be completely eliminated after multiple eliminations.

[0025] Working condition 2: When the ice clearing mechanism is running:

[0026] The ice clearing mechanism is running. The vibration in the current working condition is caused by the high-speed rotation of the propeller and the vibration caused by the operation of the ice clearing mechanism. The current working condition has the following three situations:

[0027] Case 1: When the vibration induced by the high-speed rotation of the propeller is equal to the vibration generated by the operation of the ice removal mechanism:

[0028] The vibration induced by the high-speed rotation of the propeller is transmitted from the stern shaft sleeve to the guide vane connector, and then transmitted to the vibration-damping mass body through the lower vibration-damping spring. The vibration-damping mass body moves upward until the lower connecting rod is in full contact with the vibration-damping mass body, pushing the hydraulic vibration-damping unit 19 upward; at the same time, the vibration generated by the operation of the ice-clearing mechanism is transmitted from the upper connecting rod to the upper connecting rod sleeve, and the upper connecting rod moves downward until it is in full contact with the upper connecting rod sleeve;

[0029] The downward vibration of the upper vibration damping unit and the upward vibration of the lower vibration damping unit cancel each other out;

[0030] Case 2: When the vibration induced by the high-speed rotation of the propeller is smaller than the vibration generated by the operation of the ice-clearing mechanism:

[0031] The upper vibration damping unit will move downward, and the upper connecting rod will move downward, eliminating some vibration during the movement. The upper connecting rod will move downward until it is in full contact with the upper connecting rod sleeve. This will drive the hydraulic vibration damping unit to move downward, causing the upper connecting rod sleeve to contact the lower connecting rod, and the lower connecting rod to fully contact the vibration damping mass. The vibration damping mass will move downward to compress the lower vibration damping spring until the vibration is completely eliminated.

[0032] Case 3: When the vibration induced by the high-speed rotation of the propeller is greater than the vibration generated by the operation of the ice-clearing mechanism, the specific steps refer to Condition 1.

[0033] Through the above technical solution, compared with the existing technology, the present invention has the following beneficial effects:

[0034] The present invention can absorb the vibration generated by the high-pressure water flow of the ice-clearing mechanism and the vibration caused by the high-speed rotation of the propeller through the cooperation of the upper vibration-damping unit and the lower vibration-damping unit inside the guide vane, thereby improving the stability of the ice-clearing device, reducing the adverse disturbance of the vibration to the flow field, and improving the propulsion efficiency of the propeller.

[0035] The present invention combines an energy-saving duct with an ice-clearing nozzle, so that the ice-clearing device can save energy in ice-free conditions and clear ice in ice-covered conditions, ultimately achieving the effects of ice clearing and energy saving, and improving the propulsion efficiency and safety of the propeller.

[0036] The vibration generated by the propeller of the present invention is transmitted to the vibration-damping mass body through the lower vibration-damping spring. The lower vibration-damping spring realizes partial vibration reduction during the transmission process. The vibration-damping mass body then transmits the vibration to the lower connecting rod. The lower connecting rod realizes partial vibration reduction again through the movement of the lower connecting rod in the hydraulic cavity of the hydraulic vibration-damping unit.

[0037] The inner cavity of the vibration-damping mass body of the present invention can partially reduce vibrations by moving the lower connecting rod in the cavity of the vibration-damping mass body.

[0038] When the present invention is not performing ice clearing work, the vibration is mainly caused by the high-speed rotation of the propeller. The vibration-damping mass body moves upward, and the lower connecting rod is connected to the vibration-damping mass body, converting the vibration into the internal energy of the hydraulic vibration-damping unit and the elastic potential energy of the lower vibration-damping spring, thereby improving the vibration reduction effect.

[0039] When the present invention is performing ice clearing work and the downward vibration displacement is large, the upper vibration damping unit moves downward, the lower connecting rod moves in the cavity and is in complete contact with the vibration damping mass body, and the upper vibration damping unit and the lower vibration damping unit together form a dynamic vibration absorber with greater damping, thereby reducing vibration consumption.

[0040] The structure of the present invention is easy to install, is conducive to the rapid modification of existing ships, and plays a role in energy saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present invention will be further described below with reference to the accompanying drawings and examples.

[0042] Figure 1 It is a schematic diagram of the overall structure of the ice clearing device of the present invention;

[0043] Figure 2 This is a schematic diagram of the structure of one side of the duct skin of the present invention with an ice-clearing nozzle;

[0044] Figure 3 It is a schematic diagram of the overall structure of the catheter of the present invention;

[0045] Figure 4 This is a schematic structural diagram of the guide vane portion of the present invention;

[0046] Figure 5 This is a cross-sectional view of the internal structure of the guide vane of the present invention;

[0047] Figure 6 This is a three-dimensional diagram of the internal structure of the guide vane of the present invention;

[0048] Figure 7 It is a schematic diagram of the positional relationship between the limit pin and the support body of the vibration reduction unit of the present invention.

[0049] In the figure: 1- guide vane; 11- guide vane connector; 12- guide vane skin; 13- vibration damping unit support body; 14- lower vibration damping spring; 110- upper connecting rod; 111- upper vibration damping spring;

[0050] 2-Ice clearing nozzle;

[0051] 3-duct; 31-duct wing plate; 32-duct skin; 33-duct tank; 34-water inlet;

[0052] 4-solenoid valve; 5-water inlet pipe; 6-water pump; 7-stern; 8-stern shaft sleeve; 9-propeller;

[0053] 15-vibration-damping mass body; 1501-limiting pin;

[0054] 16-lower connecting rod; 17-flange; 18-O-ring;

[0055] 19-Hydraulic vibration reduction unit; 1901-Oil overflow valve. Implementation Method

[0056] The present invention will now be described in further detail with reference to the accompanying drawings, which are simplified schematic diagrams that illustrate the basic structure of the present invention in a schematic manner.

[0057] In the description of the present invention, it should be understood that the terms "left side," "right side," "upper," "lower," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Terms such as "first" and "second" do not indicate the importance of components and therefore should not be construed as limitations on the present invention. The specific dimensions used in this embodiment are intended only to illustrate the technical solution and do not limit the scope of protection of the present invention. Example

[0058] This embodiment provides a preferred embodiment. Figures 1 to 7 As shown, an energy-saving polar transport ship propeller front ice clearing device includes an ice clearing mechanism and a vibration reduction mechanism, wherein:

[0059] The input end of the ice-clearing mechanism is connected to the ballast water tank of the ship, and the output end of the ice-clearing mechanism is provided with a conduit 3 with a plurality of ice-clearing nozzles 2 facing away from the forward direction of the ship.

[0060] The duct 3 is formed with duct wings 31 at both ends. A duct skin 32 encloses the two duct wings 31, forming the duct 3. A groove 33 is formed within the duct 3, and the de-icing nozzle 2 is connected to the groove 33. Specifically, the duct 3 is arranged perpendicular to the ship's direction of travel. Preferably, the duct 3 is curved, with an angle of 30 to 40 degrees, to ensure that floating ice above the propeller 9 is blown away during navigation. The radius of the duct 3 is 2 to 2.5 times the diameter of the propeller 9. The duct wings 31 extend outward at a 45-degree angle, rectifying the flow in front of the propeller 9 and thus improving the propulsion efficiency of the propeller 9 under ice-free conditions. The de-icing nozzle 2 has a diameter of 5 mm and is located 0.2 to 0.3 times the diameter of the propeller 9. Due to the complex flow field at the stern of a ship, flow separation and unevenness are prone to occur, which can reduce the thrust performance of the propeller 9. When the duct 3 is arranged in front of the propeller 9, it will have a rectifying effect on the flow field in front of the propeller 9, improve the uniformity of the flow field in front of the propeller, thereby improving the propulsion performance of the propeller 9 to achieve the purpose of energy saving.

[0061] The ice-clearing mechanism comprises a water pump 6, a water inlet pipe 5, and a solenoid valve 4. The water pump 6 is connected to the ship's ballast tanks. The output of the water pump 6 communicates with the conduit slot 33 in the conduit 3 via the water inlet pipe 5. The solenoid valve 4 is mounted on the water inlet pipe 5. To facilitate communication between the water inlet pipe 5 and the conduit 3, a water inlet 34 is provided at the top of the conduit 3. The water inlet pipe 5 is welded to the water inlet hole 24 in the conduit 3. The ice-clearing mechanism uses the water pump 6 to pump water from the ballast tanks, generating high-pressure water that flows through the water inlet pipe 5 and is ejected from the ice-clearing nozzle 2 to remove floating ice near the propeller 9, thereby preventing the floating ice from colliding with the propeller 9.

[0062] The vibration reduction mechanism connects the ice clearing mechanism with the ship stern shaft sleeve 8 provided with the propeller 9. The vibration reduction mechanism includes a guide vane 1, a hydraulic vibration reduction unit 19, an upper vibration reduction unit and a lower vibration reduction unit.

[0063] The guide vane 1 connects the guide tube 3 to the stern sleeve 8 of the ship, and the upper vibration damping unit and the lower vibration damping unit are sequentially distributed in the guide vane 1 from top to bottom. The guide vane 1 includes a guide vane connector 11, a guide vane skin 12, and two vibration damping unit supports 13. The guide vane connector 11 connects the guide vane 1 to the stern sleeve 8 of the ship, and the end of the lower vibration damping spring 14 facing away from the vibration damping mass 15 is connected to the guide vane connector 11. The side of the guide vane connector 11 facing away from the stern sleeve 8 of the ship is enclosed by the guide vane skin 12 to form a semi-cylindrical structure with an open end. Preferably, the guide vane connector 11 is welded to the stern sleeve of the ship. The two vibration damping unit supports 13 are arranged in the semi-cylindrical structure along the axial direction of the semi-cylindrical structure, and the upper vibration damping unit and the lower vibration damping unit are located between the two vibration damping unit supports 13. The fluid passing through the outer wall of the semi-cylindrical structure enclosed by the guide vane skin 12 will have a rectifying effect, thereby improving the uniformity of the flow field in front of the propeller 9 and improving the propulsion performance of the propeller 9.

[0064] The hydraulic damping unit 19 is installed within the guide vane 1, connecting the upper and lower damping units. The exterior of the hydraulic damping unit 19 is a hydraulic damping housing, with an upper connecting rod sleeve located within the end of the housing facing the upper damping unit. Specifically, flanges 17 are provided at both ends of the hydraulic damping housing for sealing.

[0065] The upper damping unit absorbs the pressure generated by the high-pressure water flow during ice clearing by the ice-clearing mechanism. The upper damping unit includes an upper connecting rod 110 and an upper damping spring assembly. One end of the upper connecting rod 110 is slidably connected to the upper connecting rod sleeve, and the other end of the upper connecting rod 110 is connected to the guide tube 3. Preferably, the upper connecting rod 110 is welded to the guide tube 3. The upper damping spring assembly includes two upper damping springs 111, which are relatively distributed outside the upper connecting rod 110. One end of each upper damping spring 111 is connected to the upper connecting rod 110, and the other end is connected to the damping unit support body 13. The upper damping spring assembly limits the axial displacement range of the upper connecting rod 110.

[0066] The lower vibration damping unit is primarily used to absorb vibrations induced by the high-speed rotation of the ship's propeller 9, primarily vibrations below 1000 Hz, thereby reducing the impact on the energy-saving performance of the duct 3. (Vibration disrupts the flow field in front of the propeller 9, reducing its uniformity. Therefore, once the vibration is absorbed, the impact on the energy-saving performance of the duct 3 is reduced.) The lower vibration damping unit comprises a lower connecting rod 16, a damping mass 15, and a lower damping spring 14. One end of the lower connecting rod 16 is slidably connected to the end of the hydraulic damping housing in the hydraulic damping unit 19 facing away from the upper connecting rod 110. The other end is provided with the damping mass 15, and the lower damping spring 14 is provided on the end of the damping mass 15 facing away from the lower connecting rod 16. Preferably, an O-ring 18 is installed on the end of the lower connecting rod 16 facing the upper connecting rod 110. An oil overflow valve 1901 is mounted on the outer wall of the hydraulic damping housing. The space between the upper connecting rod sleeve and the lower connecting rod 16 is filled with oil. The vibration generated by the propeller 9 is transmitted to the vibration-damping mass 15 via the lower vibration-damping spring 14. At this point, the lower vibration-damping spring 14 partially damps the vibration. The vibration-damping mass 15 then transmits the vibration to the lower connecting rod 16. Further vibration reduction is achieved through the movement of the lower connecting rod 16 within the hydraulic chamber of the hydraulic vibration-damping unit 19. A cavity is provided at the end where the vibration-damping mass 15 is connected to the lower connecting rod 16. The lower connecting rod 16 is able to move within the cavity of the vibration-damping mass 15. As the vibration-damping mass 15 transmits the vibration to the lower connecting rod 16, the movement of the lower connecting rod 16 within the cavity of the vibration-damping mass 15 partially damps the vibration.

[0067] The upper vibration damping unit absorbs the vibration from the direction of the ice-clearing mechanism, and the lower vibration damping unit absorbs the vibration generated when the propeller 9 rotates at high speed. At the same time, because the vibration directions of the upper vibration damping unit and the lower vibration damping unit are opposite, the vibrations of the upper vibration damping unit and the lower vibration damping unit can offset each other, which can quickly eliminate the adverse disturbance of the flow field near the propeller 9 caused by the vibration brought by the ice-clearing mechanism and the propeller 9.

[0068] A limiting slot is formed outward from the vibration damping unit support body 13 toward the upper and lower vibration damping units. The limiting slot is arranged along the length of the vibration damping unit support body 13 and accommodates a limiting pin 1501, which is movable within the slot diameter. This embodiment also includes two limiting pins 1501, which are arranged on either side of the vibration damping mass body 15. The ends of the limiting pins 1501 facing away from the vibration damping mass body 15 are slidably connected to the vibration damping unit support body 13. When the vibration displacement is large, the limiting pins 1501 act as a rapid lateral stop to prevent large vibrations.

[0069] This embodiment also provides a method for eliminating adverse disturbances in a propeller-front ice clearing device of a polar transport ship while taking energy conservation into consideration. The method includes two working conditions: working condition 1, the ice clearing mechanism is not operating; working condition 2, the ice clearing mechanism is operating. The specific steps are as follows:

[0070] Working condition 1: When the ice clearing mechanism is not in operation:

[0071] When the ice clearing mechanism is not in operation, that is, when the ship is sailing in open water, the current operating vibration is the vibration induced by the high-speed rotation of the propeller 9, and the vibration is transmitted from the ship's stern shaft sleeve 8 to the guide vane connector 11;

[0072] The vibration is then transmitted to the vibration-damping mass body 15 through the lower vibration-damping spring 14. The vibration-damping mass body 15 moves upward, eliminating some vibrations during the movement. If the vibration is completely eliminated, the vibration-damping mass body 15 will no longer move upward. If the vibration is not completely eliminated, the vibration-damping mass body 15 moves until the lower connecting rod 16 is in full contact with the inner cavity of the vibration-damping mass body 15.

[0073] And push the hydraulic vibration damping unit 19 to move upward, and at the same time the upper connecting rod 110 moves in the hydraulic cavity of the hydraulic vibration damping unit 19, eliminating part of the vibration during the movement. If the vibration is completely eliminated, the hydraulic vibration damping unit 19 will no longer move upward, and the upper connecting rod 110 will no longer move. If the vibration is not completely eliminated, the hydraulic vibration damping unit 19 will move until the upper connecting rod sleeve of the hydraulic vibration damping unit 19 is in full contact with the upper connecting rod 110, and the vibration will be completely eliminated after multiple eliminations.

[0074] Working condition 2: When the ice clearing mechanism is in operation:

[0075] The ice clearing mechanism is running. The current vibration is caused by the high-speed rotation of the propeller 9 and the vibration caused by the operation of the ice clearing mechanism. The current working condition has the following three situations:

[0076] Case 1: When the vibration induced by the high-speed rotation of the propeller 9 is equal to the vibration generated by the operation of the ice-clearing mechanism:

[0077] The vibration induced by the high-speed rotation of the propeller 9 is transmitted from the ship's stern shaft sleeve 8 to the guide vane connector 11, and then transmitted to the vibration-damping mass body 15 through the lower vibration-damping spring 14. The vibration-damping mass body 15 moves upward until the lower connecting rod 16 is in full contact with the inner cavity of the vibration-damping mass body 15, pushing the hydraulic vibration-damping unit 19 upward; at the same time, the vibration generated by the operation of the ice-clearing mechanism is transmitted from the upper connecting rod 110 to the upper connecting rod sleeve, and the upper connecting rod 110 moves downward until it is in full contact with the upper connecting rod sleeve, pushing the hydraulic vibration-damping unit 19 downward;

[0078] The downward vibration of the upper vibration damping unit and the upward vibration of the lower vibration damping unit cancel each other out;

[0079] Scenario 2: When the vibration induced by the high-speed rotation of the propeller 9 is smaller than the vibration generated by the operation of the ice-clearing mechanism:

[0080] The upper vibration damping unit will move downward, and the upper connecting rod 110 will move downward, eliminating some vibrations during the movement. The downward movement of the upper connecting rod 110 drives the hydraulic vibration damping unit 19 to move downward, and the lower connecting rod 16 is in full contact with the inner cavity of the vibration damping mass body 15. The vibration damping mass body 15 moves downward to compress the lower vibration damping spring 14 until the vibration is completely eliminated.

[0081] Situation 3: When the vibration induced by the high-speed rotation of the propeller 9 is greater than the vibration generated by the operation of the ice-clearing mechanism, the specific steps refer to the working condition 1.

[0082] Specifically, when vibrations reach a level high enough that lower link 16 is in full contact with the interior of damping mass 15 and upper link sleeve 110, the upper and lower damping units, along with hydraulic damping unit 19, form a dynamic vibration absorber, converting vibrations into the internal energy of the hydraulic damping unit and the elastic potential energy of the spring, enhancing the vibration damping effect. In operating condition two, the upper and lower vibration directions are reversed, and the partial vibrations of the upper and lower damping units cancel each other out, quickly eliminating vibrations.

[0083] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless defined as such, will not be interpreted in an idealized or overly formal sense.

[0084] The meaning of "and / or" in this application means that both situations where each exists alone or both exist at the same time are included.

[0085] The term “connection” as used in this application may mean a direct connection between components or an indirect connection between components via other components.

[0086] With the above-described preferred embodiments of the present invention as inspiration, and with reference to the above description, relevant personnel are fully capable of making various changes and modifications without departing from the technical scope of this invention. The technical scope of this invention is not limited to the contents of the specification and must be determined according to the scope of the claims.

Claims

1. An energy-saving ice removal device for polar transport ships in front of propellers, characterized by: It includes an ice clearing mechanism and a vibration reduction mechanism, wherein: The input end of the ice-clearing mechanism is connected to the ballast water tank of the ship, and the output end of the ice-clearing mechanism is provided with a conduit (3) with a plurality of ice-clearing nozzles (2) arranged away from the forward direction of the ship; The vibration reduction mechanism connects the ice clearing mechanism with a ship stern shaft sleeve (8) provided with a propeller (9), and the vibration reduction mechanism includes a guide vane (1), a hydraulic vibration reduction unit (19), an upper vibration reduction unit, and a lower vibration reduction unit; The guide vane (1) connects the duct (3) and the ship stern shaft sleeve (8), and the upper vibration damping unit and the lower vibration damping unit are sequentially distributed up and down in the guide vane (1); The hydraulic vibration damping unit (19) is arranged in the guide vane (1), and the hydraulic vibration damping unit (19) connects the upper vibration damping unit and the lower vibration damping unit together. The outside of the hydraulic vibration damping unit (19) is a hydraulic vibration damping shell, and an upper connecting rod sleeve is arranged in one end of the hydraulic vibration damping shell facing the upper vibration damping unit. The upper vibration damping unit comprises an upper connecting rod (110) and an upper vibration damping spring assembly, one end of the upper connecting rod (110) is slidably connected to the upper connecting rod sleeve, and the other end of the upper connecting rod (110) is connected to the guide tube (3); the upper vibration damping spring assembly limits the axial displacement range of the upper connecting rod (110); The lower vibration damping unit comprises a lower connecting rod (16), a vibration damping mass body (15), and a lower vibration damping spring (14); one end of the lower connecting rod (16) is slidably connected to an end of the hydraulic vibration damping housing of the hydraulic vibration damping unit (19) away from the upper connecting rod (110); the other end is provided with the vibration damping mass body (15); and the end of the vibration damping mass body (15) away from the lower connecting rod (16) is provided with a lower vibration damping spring (14); The upper vibration damping unit absorbs vibration from the direction of the ice-clearing mechanism, and the lower vibration damping unit absorbs vibration generated when the propeller (9) rotates at high speed. At the same time, because the vibration directions of the upper vibration damping unit and the lower vibration damping unit are opposite, the vibrations of the upper vibration damping unit and the lower vibration damping unit can offset each other, and can quickly eliminate the adverse disturbance of the flow field near the propeller (9) caused by the vibration brought by the ice-clearing mechanism and the propeller (9).

2. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 1 is characterized by: The two ends of the conduit (3) are conduit wing plates (31), and the conduit (3) is enclosed between the two conduit wing plates (31) by a conduit skin (32). A conduit groove body (33) is formed by grooves in the conduit (3), and the ice clearing nozzle (2) is connected to the conduit groove body (33).

3. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 1 is characterized by: The guide vane (1) comprises a guide vane connector (11), a guide vane skin (12), and two vibration-damping unit supports (13). The guide vane connector (11) connects the guide vane (1) to a ship stern shaft sleeve (8), and one end of a lower vibration-damping spring (14) facing away from a vibration-damping mass body (15) is connected to the guide vane connector (11). The side of the guide vane connector (11) facing away from the ship stern shaft sleeve (8) is enclosed by the guide vane skin (12) to form a semi-cylindrical structure with an open end. The two vibration-damping unit supports (13) are arranged in the semi-cylindrical structure along the axial direction of the semi-cylindrical structure, and the upper vibration-damping unit and the lower vibration-damping unit are located between the two vibration-damping unit supports (13).

4. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 3 is characterized by: A limiting groove is formed outwardly from the vibration damping unit support body (13) toward the upper vibration damping unit and the lower vibration damping unit. The limiting groove is arranged along the length direction of the vibration damping unit support body (13). The limiting groove accommodates a limiting pin (1501). The limiting pin (1501) can move within the groove diameter range of the limiting groove.

5. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 4 is characterized by: It also includes two limit pins (1501), which are arranged on both sides of the vibration-damping mass body (15), and one end of the limit pin (1501) facing away from the vibration-damping mass body (15) is slidably connected to the vibration-damping unit support body (13).

6. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 3 is characterized by: The upper damping spring group includes two upper damping springs (111), which are relatively distributed outside the upper connecting rod (110), and one end of each of the two upper damping springs (111) is connected to the upper connecting rod (110), and the other end is connected to the damping unit support body (13).

7. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 1 is characterized by: A cavity is provided at one end of the vibration-damping mass body (15) connected to the lower connecting rod (16), and the lower connecting rod (16) is capable of moving within the cavity of the vibration-damping mass body (15).

8. The energy-saving ice clearing device for polar transport ships in front of propellers according to claim 2 is characterized by: The ice clearing mechanism comprises a water pump (6), a water inlet pipe (5), and a solenoid valve (4); the water pump (6) is connected to the ballast water tank of the ship; the output end of the water pump (6) is connected to the conduit groove (33) in the conduit (3) through the water inlet pipe (5); and the solenoid valve (4) is arranged on the water inlet pipe (5).

9. A method for eliminating adverse disturbances using the energy-saving polar transport ship propeller front ice clearing device according to any one of claims 3 to 6, characterized in that: This method includes two working conditions: working condition 1 when the ice clearing mechanism is not in operation, and working condition 2 when the ice clearing mechanism is in operation. The specific steps are as follows: Working condition 1: When the ice clearing mechanism is not in operation: When the ship is sailing in open water, the ice clearing mechanism is not in operation, and the current operating vibration is the vibration induced by the high-speed rotation of the propeller (9), and the vibration is transmitted from the ship's stern shaft sleeve (8) to the guide vane connector (11); The vibration is then transmitted to the vibration-damping mass body (15) through the lower vibration-damping spring (14), and the vibration-damping mass body (15) moves upward, eliminating part of the vibration during the movement. If the vibration is completely eliminated, the vibration-damping mass body (15) no longer moves upward. If the vibration is not completely eliminated, the vibration-damping mass body (15) moves until it is in full contact with the lower connecting rod (16); The hydraulic vibration damping unit (19) is pushed to move upward, and at the same time, the upper connecting rod (110) moves in the hydraulic cavity of the hydraulic vibration damping unit (19), and some vibration is eliminated during the movement. If the vibration is completely eliminated, the hydraulic vibration damping unit (19) no longer moves upward, and the upper connecting rod (110) no longer moves. If the vibration is not completely eliminated, the hydraulic vibration damping unit (19) moves until the upper connecting rod sleeve of the hydraulic vibration damping unit (19) is in full contact with the upper connecting rod (110), and the vibration is completely eliminated after multiple eliminations. Working condition 2: When the ice clearing mechanism is running: The ice clearing mechanism is in operation. The vibration in the current working condition is the vibration induced by the high-speed rotation of the propeller (9) and the vibration generated by the operation of the ice clearing mechanism. The current working condition has the following three situations: Case 1: When the vibration induced by the high-speed rotation of the propeller (9) is equal to the vibration generated by the operation of the ice-clearing mechanism: The vibration induced by the high-speed rotation of the propeller (9) is transmitted from the ship's stern shaft sleeve (8) to the guide vane connector (11), and then transmitted to the vibration-damping mass body (15) through the lower vibration-damping spring (14). The vibration-damping mass body (15) moves upward until the lower connecting rod (16) is in full contact with the vibration-damping mass body (15), pushing the hydraulic vibration-damping unit (19) to move upward; at the same time, the vibration generated by the operation of the ice-clearing mechanism is transmitted from the upper connecting rod (110) to the upper connecting rod sleeve, and the upper connecting rod (110) moves downward until it is in full contact with the upper connecting rod sleeve; The downward vibration of the upper vibration damping unit and the upward vibration of the lower vibration damping unit cancel each other out; Case 2: When the vibration induced by the high-speed rotation of the propeller (9) is smaller than the vibration generated by the operation of the ice-clearing mechanism: The upper vibration damping unit will move downward, and the upper connecting rod (110) will move downward, eliminating some vibrations during the movement. The upper connecting rod (110) will move downward until it is in complete contact with the upper connecting rod sleeve; driving the hydraulic vibration damping unit (19) to move downward, so that the upper connecting rod sleeve is in contact with the lower connecting rod (16), and the lower connecting rod (16) is in complete contact with the vibration damping mass body (15). The vibration damping mass body (15) moves downward to compress the lower vibration damping spring (14) until the vibration is completely eliminated; Case 3: When the vibration induced by the high-speed rotation of the propeller (9) is greater than the vibration generated by the operation of the ice-clearing mechanism, the specific steps refer to the working condition 1.

Images