A rudder ball thrust fin capable of rotary retraction

Abstract

The application provides a rudder ball thrust fin capable of rotation and release, and belongs to the field of ship hydrodynamic energy-saving devices. The rudder ball thrust fin can solve the problem that the resistance generated by the existing rudder ball thrust fin during the high-speed sailing of a ship can exceed the propulsion benefit, which will lead to the increase of the overall resistance, and thus the energy-saving effect of the rudder ball thrust fin is lost. The rudder ball thrust fin comprises a rudder body, an integrated rudder ball, a thrust fin, an integrated rudder blade, a rudder ball rotating mechanism and a rudder blade rotating mechanism. The integrated rudder ball is provided with the thrust fin on both sides. The integrated rudder ball is rotationally arranged on the rudder body. The rudder body is provided with a thrust fin groove at the upper end and the lower end of the integrated rudder ball. The two thrust fins are respectively embedded in the two thrust fin grooves. The integrated rudder blade is rotationally arranged on the outer side of the thrust fin groove. The rudder ball thrust fin is mainly used for ship hydrodynamic energy-saving devices.

Description

Technical Field

[0001] This invention belongs to the field of marine hydrodynamic energy-saving devices, and in particular relates to a rudder ball thrust fin that can be rotated and retracted. Background Technology

[0002] With the increasing scarcity of fossil fuels globally and increasingly stringent emission requirements for ships, energy-saving and emission-reduction technologies for ships are gradually attracting the attention of ship owners and designers. Hydrodynamic energy-saving devices offer advantages such as simple structure, convenient installation and replacement, and good energy-saving effects. Furthermore, various hydrodynamic energy-saving devices are available for different ship types and can be combined, typically achieving energy savings of 1%-8%. Therefore, they are gaining popularity among researchers and ship owners, and future ships will increasingly utilize hydrodynamic energy-saving devices.

[0003] Among numerous hydrodynamic energy-saving devices, rudder bulbs and thrust fins are widely used in ships due to their advantages such as good energy-saving effect, convenient manufacturing and installation, and short payback period, showing strong application prospects. A rudder bulb, also called a fairing, is a streamlined rotating body mainly installed on the rudder directly opposite the propeller shaft centerline. By filling the low-pressure area behind the propeller, it improves the turbulent flow field caused by propeller rotation, prevents the generation of propeller hub vortices, and plays a good rectifying role, thereby reducing energy loss. Thrust fins are two airfoil-shaped fins extending horizontally on the left and right sides of the rudder. When the propeller's rotating wake flows towards these fins, the surface of the fins generates lift. The component of this lift in the ship's forward direction is the additional thrust gained, thereby improving the ship's propulsion efficiency. A rudder bulb and thrust fin combination is a combination of the above two, with the thrust fins installed on the rudder bulb, working together to achieve energy-saving effects.

[0004] However, theoretical research and related experiments show that the energy-saving effect of the rudder bulb thrust fin is far greater than that at ultra-low speeds than at design speeds. Furthermore, when the ship is traveling at high speeds, especially exceeding its design speed range, the energy-saving effect of the rudder bulb thrust fin turns negative. This is because at high speeds, the drag generated by the thrust fin may exceed its propulsive benefit, leading to an increase in overall drag. Consequently, the rudder bulb thrust fin loses its energy-saving effect and instead has an adverse impact on the ship. Summary of the Invention

[0005] In view of this, the present invention aims to propose a rotatable and retractable rudder ball thrust fin to solve the problem that, under the operating conditions of high-speed ship navigation, the drag generated by the existing rudder ball thrust fin may exceed its propulsion benefits, which will lead to an increase in overall drag and thus cause the rudder ball thrust fin to lose its energy-saving effect.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a rudder ball thrust fin capable of rotation and retraction, comprising a rudder body, an integrated rudder ball with a shaft and gear, a thrust fin, an integrated rudder blade with a shaft and gear, a rudder ball rotation mechanism, and a rudder blade rotation mechanism. Thrust fins are provided on both sides of the integrated rudder ball, which is rotatably mounted on the rudder body. Thrust fin grooves are provided on the rudder body at both the upper and lower ends of the integrated rudder ball, and the two thrust fin grooves are symmetrically arranged around the rotation axis of the integrated rudder ball. The two thrust fins are respectively embedded in the two thrust fin slots on the side walls of the rudder body. The outer side of the thrust fin slots is provided with an integrated rudder blade with a gear. The two integrated rudder blades with a gear are symmetrically arranged around the rotation axis of the integrated rudder ball. The rudder ball rotation mechanism and the rudder blade rotation mechanism are both located inside the rudder body and are respectively connected to the integrated rudder ball and the integrated rudder blade. The rudder ball rotation mechanism and the rudder blade rotation mechanism drive the integrated rudder ball and the integrated rudder blade to rotate.

[0007] Furthermore, the rudder ball rotation mechanism includes a rudder ball high-pressure oil pump, an upper rudder ball hydraulic oil tank, a lower rudder ball hydraulic oil tank, and a rudder ball rotating rack. The upper and lower rudder ball hydraulic oil tanks are respectively located above and below the rudder ball high-pressure oil pump and are both connected to the rudder ball high-pressure oil pump. The rudder ball rotating rack is vertically movably positioned between the upper and lower rudder ball hydraulic oil tanks. The upper and lower ends of the rudder ball rotating rack are slidably connected to the upper and lower rudder ball hydraulic oil tanks, respectively. One end of the shaft-gear integrated rudder ball is provided with a rudder ball rotating gear, and the rudder ball rotating rack meshes with the rudder ball rotating gear for transmission.

[0008] Furthermore, the high-pressure oil pump of the rudder ball is connected to the hydraulic oil tank on the rudder ball via a high-pressure oil pipe on the rudder ball, and the high-pressure oil pump of the rudder ball is connected to the hydraulic oil tank on the lower part of the rudder ball via a high-pressure oil pipe on the lower part of the rudder ball.

[0009] Furthermore, one end of the integrated shaft and gear rudder ball is provided with a large rudder ball rotary bearing and a small rudder ball rotary bearing in sequence, and the end of the small rudder ball rotary bearing away from the large rudder ball rotary bearing is provided with a rudder ball rotary gear.

[0010] Furthermore, a rudder ball bearing head gasket-type seal is provided between one end of the large rudder ball rotary bearing and the rudder ball with integrated shaft gear, and a rudder ball bearing tail gasket-type seal is provided between one end of the small rudder ball rotary bearing and the rudder ball rotary gear.

[0011] Furthermore, a rudder ball bearing washer is provided between the large rudder ball rotary bearing and the small rudder ball rotary bearing.

[0012] Furthermore, the rudder blade rotation mechanism includes a rudder blade high-pressure oil pump, an upper hydraulic oil tank, a lower hydraulic oil tank, and a rudder blade rotation rack. The upper and lower hydraulic oil tanks are respectively located above and below the high-pressure oil pump and are both connected to it. The rudder blade rotation rack is vertically movable between the upper and lower hydraulic oil tanks. The upper and lower ends of the rack are slidably connected to the upper and lower hydraulic oil tanks. One end of the shaft-gear integrated rudder blade is equipped with a rudder blade rotation gear, and the rack meshes with the gear for transmission.

[0013] Furthermore, the rudder high-pressure oil pump is connected to the upper hydraulic oil tank of the rudder via a high-pressure oil pipe on the rudder, and the rudder high-pressure oil pump is connected to the lower hydraulic oil tank of the rudder via a lower high-pressure oil pipe.

[0014] Furthermore, one end of the rudder blade on the integrated shaft and gear is provided with a rudder blade rotating shaft, and a rudder blade rotating bearing is provided on the rudder blade rotating shaft. One end of the rudder blade rotating shaft is connected to the integrated shaft and gear rudder blade, and the other end is connected to the rudder blade rotating gear.

[0015] Furthermore, the two ends of the rudder shaft are respectively provided with a rudder shaft head gasket type sealing ring and a rudder shaft tail gasket type sealing ring, and the rudder shaft is provided with a sealing ring.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] 1. When the ship is sailing at high speed, the present invention can rotate the rudder ball thrust fin through the cooperation between the rudder blade rotation mechanism and the rudder ball rotation mechanism, so that the thrust fin can be retracted into the thrust fin groove inside the rudder body, leaving only the rudder ball outside the rudder body. Compared with the existing rudder ball thrust fin, the present invention solves the problem of increased overall ship resistance caused by the thrust fin at high speed and the problem of the thrust fin's energy-saving effect turning into a negative one. At the same time, it retains the energy-saving effect of the rudder ball at high speed. When the ship is sailing at low speed, the rudder ball thrust fin can also be rotated through the cooperation between the rudder blade rotation mechanism and the rudder ball rotation mechanism, so that the thrust fin can be moved out of the rudder body and deployed to a horizontal position. At this time, both the rudder ball and the thrust fin are located outside the rudder, working together to play an energy-saving role. This is consistent with the existing rudder ball thrust fin, retaining the energy-saving advantages and energy-saving effect of the rudder ball thrust fin at low speed.

[0018] 2. This invention not only solves the problem of increased overall ship resistance caused by rudder ball thrust fins at high ship speeds and the problem of the energy-saving effect of thrust fins turning into a negative one, thus improving the shortcomings of existing rudder ball thrust fins, but also retains the functions and advantages of existing rudder ball thrust fins at low speeds, and will not have an adverse effect on their energy-saving effect at low speeds.

[0019] 3. This invention controls the opening and closing of the upper and lower rudder blades through a rudder blade rotation mechanism, and controls the rotation of the rudder ball and the extension and retraction of the thrust fins through a rudder ball rotation mechanism. The extension and retraction of the thrust fins are controlled according to the actual speed requirements, which can maximize the energy-saving effect of the ship across the entire speed range. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0021] Figure 1 This is an overall schematic diagram of the rudder ball thrust fin, which can be rotated and retracted according to the present invention, in its deployed state.

[0022] Figure 2 This is an overall schematic diagram of the shaft-tooth integrated rudder blade of the rudder ball thrust fin that can be rotated and retracted according to the present invention when it is opened.

[0023] Figure 3 This is an overall schematic diagram of a rudder ball thrust fin capable of rotation and retraction as described in this invention, in its retracted state.

[0024] Figure 4 This is a schematic diagram showing the arrangement and structure of the rudder ball rotation mechanism and the rudder blade rotation mechanism of the rudder ball thrust fin that can be rotated and extended according to the present invention.

[0025] Figure 5 This is a cross-sectional view of a rudder ball rotation mechanism for a rudder ball thrust fin that can be rotated and extended, as described in this invention.

[0026] Figure 6 This is a schematic diagram of the rudder ball rotation mechanism of the rudder ball thrust fin that can be rotated and retracted according to the present invention in the rudder ball thrust fin deployed state.

[0027] Figure 7 This is a schematic diagram of the rudder ball rotation mechanism of the rudder ball thrust fin capable of rotation and retraction, as described in this invention, in the retracted state of the rudder ball thrust fin.

[0028] Figure 8 This is a rear view detail cross-sectional view of the rudder ball rotation mechanism of the rudder ball thrust fin that can be rotated and retracted according to the present invention, in the rudder ball thrust fin deployed state.

[0029] Figure 9 This is a rear view detail cross-sectional view of the rudder ball rotation mechanism of the rudder ball thrust fin capable of rotation and retraction according to the present invention, in the retracted state of the rudder ball thrust fin.

[0030] Figure 10This is a perspective detail of the rudder blade rotation mechanism of a rudder ball thrust fin that can be rotated and extended according to the present invention.

[0031] Figure 11 This is a cross-sectional view of a rudder blade rotation mechanism for a rudder ball thrust fin that can be rotated and extended, as described in this invention.

[0032] Figure 12 This is a partial perspective view of the rudder blade rotation mechanism of the rudder ball thrust fin that can be rotated and retracted according to the present invention, when the rudder blade is closed.

[0033] Figure 13 This is a partial perspective view of the rudder blade rotation mechanism of the rudder ball thrust fin that can be rotated and extended according to the present invention, when the rudder blade is open.

[0034] Figure 14 This is a rear view detail cross section of the rudder blade rotation mechanism of the rudder ball thrust fin that can be rotated and retracted according to the present invention, when the rudder blade is closed.

[0035] Figure 15 This is a rear view detail cross-sectional view of the rudder blade rotation mechanism of the rudder ball thrust fin that can be rotated and retracted according to the present invention, when the rudder blade is open.

[0036] Figure 16 This is a schematic diagram of the shaft and gear integrated rudder blade of the rudder ball thrust fin that can be rotated and retracted according to the present invention.

[0037] Figure 17 This is a detailed view of the special processing and cutting details of the bottom of the shaft-tooth integrated rudder blade of the rudder ball thrust fin that can be rotated and retracted according to the present invention.

[0038] 1-Rudder body, 2-Integrated rudder blade, 3-Integrated rudder ball, 4-Thrust fin, 5-Rudder ball shaft end gasket seal, 6-Large rudder ball rotary bearing, 7-Rudder ball shaft gasket, 8-Small rudder ball rotary bearing, 9-Rudder ball shaft tail gasket seal, 10-Rudder ball lower hydraulic oil tank, 11-Rudder ball lower high-pressure oil pipe, 12-Rudder ball rotary rack, 13-Rudder ball rotary gear, 14-Rudder ball high-pressure oil pump, 1 5-High-pressure oil pipe on the rudder ball, 16-Hydraulic oil tank on the rudder ball, 17-Hydraulic oil tank under the rudder blade, 18-High-pressure oil pipe under the rudder blade, 19-Rudder blade rotating rack, 20-High-pressure oil pump on the rudder blade, 21-Rotary gear on the rudder blade, 22-High-pressure oil pipe on the rudder blade, 23-Hydraulic oil tank on the rudder blade, 24-Rudder blade shaft tail gasket type seal ring, 25-Rudder blade rotating bearing, 26-Seal ring, 27-Rudder blade shaft head gasket type seal ring. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

[0040] See Figure 1-17 This embodiment describes a rudder ball thrust fin capable of rotation and retraction. It includes a rudder body 1, an integrated rudder ball 3, thrust fins 4, an integrated rudder blade 2, a rudder ball rotation mechanism, and a rudder blade rotation mechanism. Thrust fins 4 are provided on both sides of the integrated rudder ball 3. The integrated rudder ball 3 is rotatably mounted on the rudder body 1. Thrust fin grooves are provided on the rudder body 1 at both the upper and lower ends of the integrated rudder ball 3. The two thrust fin grooves are symmetrically arranged on both sides of the rudder body 1 along the rotation axis of the integrated rudder ball 3. On the sidewall, two thrust fins 4 are respectively embedded in two thrust fin grooves. A geared rudder blade 2 is rotatably mounted on the outer side of each thrust fin groove. The two geared rudder blades 2 are symmetrically arranged around the rotation axis of the geared rudder ball 3. Both the rudder ball rotation mechanism and the rudder blade rotation mechanism are located inside the rudder body 1 and are respectively connected to the geared rudder ball 3 and the geared rudder blade 2. The rudder ball rotation mechanism and the rudder blade rotation mechanism drive the geared rudder ball 3 and the geared rudder blade 2 to rotate. In this embodiment, the rudder blade rotation mechanism... The opening and closing of the integrated rudder blade 2 with upper and lower shaft gears is controlled by a rudder ball rotation mechanism, which controls the rotation of the rudder ball and the extension and retraction of the thrust fin 4. The extension and retraction of the thrust fin is controlled according to the actual speed requirements. In this embodiment, when the ship is sailing at high speed, the rudder ball and thrust fin 4 can be rotated through the cooperation between the rudder blade rotation mechanism and the rudder ball rotation mechanism, so that the thrust fin 4 can be retracted into the thrust fin groove inside the rudder body, leaving only the rudder ball outside the rudder body. Compared with the existing rudder ball thrust fin, this device solves the problem of the overall ship speed caused by the thrust fin at high speeds. The problem of increased body drag and the problem of the thrust fin's energy-saving effect turning negative are addressed. At the same time, the energy-saving effect of the rudder ball is retained at high speeds. When the ship is sailing at low speeds, the rudder ball thrust fin can be rotated through the cooperation between the rudder blade rotation mechanism and the rudder ball rotation mechanism. This moves the thrust fin 4 out of the rudder body 1 and deploys it to a horizontal position. At this time, both the rudder ball and the thrust fin 4 are located outside the rudder body 1, working together to play an energy-saving role. This is consistent with the existing rudder ball thrust fin, retaining the energy-saving advantages and effects of the rudder ball thrust fin at low speeds.

[0041] The rudder ball rotation mechanism in this embodiment includes a rudder ball high-pressure oil pump 14, an upper hydraulic oil tank 16, a lower hydraulic oil tank 10, and a rudder ball rotation rack 12. The upper hydraulic oil tank 16 and the lower hydraulic oil tank 10 are respectively located above and below the rudder ball high-pressure oil pump 14 and are both connected to the rudder ball high-pressure oil pump 14. The rudder ball rotation rack 12 is vertically movably positioned between the upper hydraulic oil tank 16 and the lower hydraulic oil tank 10. The upper and lower ends of the rudder ball rotation rack 12 are slidably connected to the upper hydraulic oil tank 16 and the lower hydraulic oil tank 10, respectively. One end of the integrated shaft and gear rudder ball 3 is provided with a rudder ball rotation gear 13. The rudder ball rotation rack 12 meshes with the rudder ball rotation gear 13 for transmission. The rudder ball rotation gear 13 at the tail end of the integrated shaft and gear rudder ball 3 is fixed to the rudder ball rotation shaft and rotates with the rudder ball. The rack and pinion 12 mesh to form a gear transmission mechanism. The high-pressure oil pump 14 of the rudder ball controls the position of the rotating rack and pinion 12 of the rudder ball by adjusting the oil volume in the upper hydraulic oil tank 16 and the lower hydraulic oil tank 10 of the rudder ball. Thus, the rotation of the shaft-gear integrated rudder ball 3 is controlled through the gear transmission mechanism. When the thrust fin 4 is in the deployed state, the oil volume in the lower hydraulic oil tank 10 of the rudder ball is more than the oil volume in the upper hydraulic oil tank 16 of the rudder ball, so the rotating rack and pinion 12 of the rudder ball is at the top dead center position. When the thrust fin 4 is in the retracted state, the oil volume in the lower hydraulic oil tank 10 of the rudder ball is less than the oil volume in the upper hydraulic oil tank 16 of the rudder ball, so the rotating rack and pinion 12 of the rudder ball is at the bottom dead center position. When the thrust fin 4 is in the deployed state and the retracted state, the rotating rack and pinion 12 of the rudder ball is at the top dead center and the bottom dead center, respectively. The positions of the top dead center and the bottom dead center of the rotating rack and pinion 12 of the rudder ball are designed in advance. In other words, when the thrust fin 4 is in the extended or retracted state, the oil levels in the hydraulic tanks 16 on the upper part and 10 on the lower part of the rudder ball are designed to correspond to the state of the thrust fin 4, thereby precisely controlling the rotation angle of the shaft-gear integrated rudder ball 3 and the extension / retraction of the thrust fin 4. Figure 6 and Figure 8 As shown, when the thrust fin 4 is in the deployed state, the rudder ball rotating rack 12 is at the top dead center, as... Figure 7 and Figure 9 As shown, when the thrust fin 4 is in the retracted state, the rudder ball rotating rack 12 is at the bottom dead center.

[0042] In this embodiment, the rudder ball high-pressure oil pump 14 is connected to the rudder ball upper hydraulic oil tank 16 via the rudder ball upper high-pressure oil pipe 15, and the rudder ball high-pressure oil pump 14 is connected to the rudder ball lower hydraulic oil tank 10 via the rudder ball lower high-pressure oil pipe 11.

[0043] In this embodiment, a large rudder ball bearing 6 and a small rudder ball bearing 8 are sequentially arranged at one end of the integrated rudder ball bearing 3. A rudder ball rotating gear 13 is arranged at the end of the small rudder ball bearing 8 away from the large rudder ball bearing 6. Due to the space limitation at the tail of the rudder body 1, the rotation shaft of the integrated rudder ball bearing 3 needs to reduce the diameter of the tail section and make it into a segmented rotation shaft. With the corresponding large rudder ball bearing 6 and small rudder ball bearing 8, the integrated rudder ball bearing 3 can rotate.

[0044] In this embodiment, a rudder ball bearing head gasket type seal ring 5 is provided between one end of the large rudder ball rotary bearing 6 and the rudder ball 3 with integrated shaft and gear, and a rudder ball bearing tail gasket type seal ring 9 is provided between one end of the small rudder ball rotary bearing 8 and the rudder ball rotary gear 13.

[0045] In this embodiment, a rudder ball bearing 7 is provided between the large rudder ball rotary bearing 6 and the small rudder ball rotary bearing 8.

[0046] The rudder rotation mechanism in this embodiment includes a rudder high-pressure oil pump 20, an upper hydraulic oil tank 23, a lower hydraulic oil tank 17, and a rudder rotation rack 19. The upper hydraulic oil tank 23 and the lower hydraulic oil tank 17 are respectively located above and below the rudder high-pressure oil pump 20 and are both connected to the rudder high-pressure oil pump 20. The rudder rotation rack 19 is vertically movable between the upper hydraulic oil tank 23 and the lower hydraulic oil tank 17. The upper and lower ends of the rudder rotation rack 19 are slidably connected to the upper hydraulic oil tank 23 and the lower hydraulic oil tank 17, respectively. One end of the shaft-gear integrated rudder 2 is provided with a rudder rotation gear 21. The rudder rotation rack 19 meshes with the rudder rotation gear 21 for transmission. In this embodiment, the rudder rotation gear 21 and the rudder rotation rack 19 mesh to form a gear transmission mechanism. The rudder high-pressure oil pump 20 controls the position of the rudder rack 19 by adjusting the oil volume in the upper hydraulic oil tank 23 and the lower hydraulic oil tank 17 of the rudder, thereby controlling the rotation of the rudder 2 on the integrated shaft and gear via a gear transmission mechanism. When the rudder 2 on the integrated shaft and gear is in the closed state, the oil volume in the lower hydraulic oil tank 17 is greater than that in the upper hydraulic oil tank 23, so the rudder rack 19 is at the top dead center position. When the rudder 2 on the integrated shaft and gear is in the open state, the oil volume in the lower hydraulic oil tank 17 is less than that in the upper hydraulic oil tank 23, so the rudder rack 19 is at the bottom dead center position. The top dead center and bottom dead center positions of the rudder rack 19 correspond to the closed and open states of the integrated shaft and gear rudder 2, respectively. The positions of the top dead center and bottom dead center of the rack are pre-designed. In other words, when the integrated shaft and gear rudder blade 2 is in the closed or open state, the oil levels in the upper hydraulic oil tank 23 and the lower hydraulic oil tank 17 of the rudder blade are designed to correspond to the state of the integrated shaft and gear rudder blade 2, thereby precisely controlling the rotation angle of the integrated shaft and gear rudder blade 2. Figure 12and Figure 14 As shown, when the integrated shaft and gear rudder blade 2 is in the closed state, the rudder blade rotating rack 19 is located at the top dead center, as... Figure 13 and Figure 15 As shown, when the integrated shaft and gear rudder blade 2 is in the open state, the rudder blade rotating rack 19 is located at the bottom dead center.

[0047] In this embodiment, one end of the rudder blade on the integrated shaft and gear is provided with a rudder blade rotating shaft, and a rudder blade rotating bearing 25 is provided on the rudder blade rotating shaft. One end of the rudder blade rotating shaft is connected to the integrated shaft and gear rudder blade 2, and the other end is connected to the rudder blade rotating gear 21. In this embodiment, there are two rudder blade rotating bearings 25 on the rudder blade rotating shaft. The rudder blade rotating shaft cooperates with the two rudder blade rotating bearings 25 to enable the integrated shaft and gear rudder blade 2 to rotate.

[0048] In this embodiment, special treatment is applied to the front section of the rudder blade's rotating shaft. The original cylindrical rotating shaft is modified, and the contour line of the rudder surface at a corresponding position is used as the front section contour line of the rudder blade's rotating shaft. This ensures that the subsequent cylindrical rotating shaft of the rudder blade can rotate and open normally. Secondly, special treatment is applied to the openable rudder blade portion to ensure that its outer surface fits tightly and smoothly against the outer surface of the rudder body 1 when the integrated gear rudder blade 2 is closed, thus not affecting the integrity and smoothness of the rudder surface. Finally, special treatment is applied to the part of the integrated gear rudder blade 2 that contacts the integrated gear rudder ball 3. According to the arrangement of the rudder blade's rotating shaft, the bottom of the integrated gear rudder blade 2 is cut off accordingly, ensuring that the integrated gear rudder blade 2 can open normally without rubbing against the integrated gear rudder ball 3. Cutting details are as follows... Figure 17 As shown.

[0049] In this embodiment, the rudder high-pressure oil pump 20 is connected to the rudder upper hydraulic oil tank 23 via the rudder upper high-pressure oil pipe 22, and the rudder high-pressure oil pump 20 is connected to the rudder lower hydraulic oil tank 17 via the rudder lower high-pressure oil pipe 18.

[0050] In this embodiment, the two ends of the rudder shaft are respectively provided with a rudder shaft head gasket type sealing ring 27 and a rudder shaft tail gasket type sealing ring 24, and a sealing ring 26 is provided on the rudder shaft.

[0051] In this embodiment, when the ship is sailing at low speed, the rudder ball thrust fin is in the deployed state, and the thrust fin 4 is horizontally placed outside the rudder body 1, as shown in the overall schematic diagram. Figure 1 As shown. At this time, the two integrated shaft and gear rudder blades 2 are in the closed state, and the outer surface of the rudder blades is in close contact with the outer surface of the rudder body 1 and the outer surface of the integrated shaft and gear rudder ball 3, without affecting the integrity and smoothness.

[0052] The operation of this device can be divided into two types:

[0053] Operating scenario 1: When the ship is sailing at low speed, the rudder bulb and thrust fin are normally deployed and placed, and the rudder bulb and thrust fin work together to save energy.

[0054] Operating Scenario 2: When the ship is sailing at high speed, the rudder ball and thrust fin can be rotated to a suitable position, thereby retracting the thrust fin into the rudder body, leaving only the rudder ball outside the rudder to play an energy-saving role.

[0055] When the ship transitions from low to high speed, if the thrust fin 4 needs to be retracted, the two integrated shaft-gear rudder blades 2 must first be opened. The opening process involves first sending a control signal to the rudder blade high-pressure oil pump 20, which then transfers a portion of the hydraulic oil from the lower rudder blade hydraulic oil tank 17 to the upper rudder blade hydraulic oil tank 23 via the lower high-pressure oil pipe 18 and the upper high-pressure oil pipe 22. The required amount of oil to be transferred has been pre-set. The rudder blade rotating rack 19 moves due to the transfer of hydraulic oil, from the top dead center to the bottom dead center, thereby driving the meshing rudder blade rotating gear 21 to rotate, which in turn drives the integrated shaft-gear rudder blade 2 to rotate, thus opening the upper integrated shaft-gear rudder blade 2. A schematic diagram of the two integrated shaft-gear rudder blades 2 after opening is shown below. Figure 2 As shown.

[0056] After the two integrated shaft-gear rudder blades 2 are opened, a control signal is sent to the rudder ball high-pressure oil pump 14 to start the rudder ball high-pressure oil pump 14. The pump transfers a portion of the hydraulic oil in the rudder ball lower hydraulic oil tank 10 to the rudder ball upper hydraulic oil tank 16 via the rudder ball lower high-pressure oil pipe 11 and the rudder ball upper high-pressure oil pipe 15. The required amount of oil to be transferred has been preset. The rudder ball rotating rack 12 will move due to the transfer of hydraulic oil, from the top dead center to the bottom dead center, thereby driving the rudder ball rotating gear 13 that meshes with it to rotate, that is, driving the integrated shaft-gear rudder ball 3 to rotate. The thrust fin 4 fixed on the rudder ball is also moved into the thrust fin groove inside the rudder body 1 to achieve the retraction of the thrust fin 4.

[0057] After the thrust fin 4 retracts, the two integrated shaft-gear rudder blades 2 need to be closed. A control signal is sent to the rudder blade high-pressure oil pump 20 to start the pump. A portion of the hydraulic oil in the upper hydraulic oil tank 23 is transferred to the lower hydraulic oil tank 17 via the upper high-pressure oil pipe 22 and the lower high-pressure oil pipe 18. The required amount of oil to be transferred has been pre-set. The rudder blade rack 19 will move due to the transfer of hydraulic oil, from the lower dead center to the upper dead center, thereby driving the meshing rudder blade gear 21 to rotate in the opposite direction, which in turn drives the integrated shaft-gear rudder blades 2 to rotate in the opposite direction, thus closing the two integrated shaft-gear rudder blades 2. A schematic diagram of the two integrated shaft-gear rudder blades 2 after closure is shown below. Figure 3 As shown.

[0058] After the two integrated shaft and gear rudder blades 2 are closed, the retraction operation is completed, and the thrust fin 4 is retracted into the interior of the rudder body 1, leaving only the integrated shaft and gear rudder ball 3 outside the rudder body 1 to play an energy-saving role.

[0059] When the ship transitions from high speed to low speed, the thrust fin 4 needs to be deployed to a horizontal position. First, the two integrated rudder blades 2 are opened, following the same process as described above. After the two integrated rudder blades 2 are opened, a control signal is sent to the rudder ball high-pressure oil pump 14, activating it to transfer a portion of the hydraulic oil from the upper hydraulic oil tank 16 of the rudder ball to the lower hydraulic oil tank 10 via the upper high-pressure oil pipe 15 and the lower high-pressure oil pipe 11. The required amount of oil to be transferred has been pre-set. The rudder ball rotating rack 12 moves due to the transfer of hydraulic oil, from the lower dead center to the upper dead center, thereby rotating the meshing rudder ball rotating gear 13, which in turn rotates the integrated rudder ball. Consequently, the thrust fin 4, fixed to the rudder ball, is moved to the outside of the rudder body 1, horizontally positioned on both sides of the rudder, thus enabling the deployment of the thrust fin 4. Finally, the two integrated shaft gear rudder blades 2 need to be closed. The closing process is the same as the closing process of the integrated shaft gear rudder blades 2 described above, and will not be repeated here. This completes all deployment operations. The thrust fins 4 are deployed to both sides of the rudder body 1, so that the thrust fins 4 and the integrated shaft gear rudder ball 3 can work together to play an energy-saving role.

[0060] The embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. A rudder ball thrust fin capable of rotation and retraction, characterized in that: It includes a rudder body (1), an integrated rudder ball (3), thrust fins (4), an integrated rudder blade (2), a rudder ball rotation mechanism, and a rudder blade rotation mechanism. Thrust fins (4) are provided on both sides of the integrated rudder ball (3). The integrated rudder ball (3) is rotatably mounted on the rudder body (1). Thrust fin grooves are provided on the rudder body (1) at both the upper and lower ends of the integrated rudder ball (3). The two thrust fin grooves are symmetrically arranged on the side walls of the rudder body (1) on both sides along the rotation axis of the integrated rudder ball (3). On the upper part, the two thrust fins (4) are respectively embedded in the two thrust fin grooves. The outer side of the thrust fin groove is provided with a rotatable integrated rudder blade (2). The two rotatable integrated rudder blades (2) are symmetrically arranged along the rotation axis of the rotatable ball (3). The rudder ball rotation mechanism and the rudder blade rotation mechanism are both located inside the rudder body (1) and are respectively connected to the rotatable ball (3) and the rotatable blade (2). The rudder ball rotation mechanism and the rudder blade rotation mechanism drive the rotatable ball (3) and the rotatable blade (2) to rotate respectively. The rudder ball rotation mechanism includes a rudder ball high-pressure oil pump (14), an upper hydraulic oil tank (16), a lower hydraulic oil tank (10), and a rudder ball rotating rack (12). The upper hydraulic oil tank (16) and the lower hydraulic oil tank (10) are respectively located above and below the rudder ball high-pressure oil pump (14) and are both connected to the rudder ball high-pressure oil pump (14). The rudder ball rotating rack (12) is vertically movably located between the upper hydraulic oil tank (16) and the lower hydraulic oil tank (10). The upper and lower ends of the rudder ball rotating rack (12) are slidably connected to the upper hydraulic oil tank (16) and the lower hydraulic oil tank (10), respectively. One end of the shaft-gear integrated rudder ball (3) is provided with a rudder ball rotating gear (13), and the rudder ball rotating rack (12) meshes with the rudder ball rotating gear (13) for transmission. The rudder rotation mechanism includes a rudder high-pressure oil pump (20), an upper hydraulic oil tank (23), a lower hydraulic oil tank (17), and a rudder rotation rack (19). The upper hydraulic oil tank (23) and the lower hydraulic oil tank (17) are respectively located above and below the rudder high-pressure oil pump (20) and are both connected to the rudder high-pressure oil pump (20). The rudder rotation rack (19) is vertically movably located between the upper hydraulic oil tank (23) and the lower hydraulic oil tank (17). The upper and lower ends of the rudder rotation rack (19) are slidably connected to the upper hydraulic oil tank (23) and the lower hydraulic oil tank (17), respectively. One end of the shaft-tooth integrated rudder (2) is provided with a rudder rotation gear (21), and the rudder rotation rack (19) meshes with the rudder rotation gear (21) for transmission.

2. The rudder ball thrust fin capable of rotation and retraction according to claim 1, characterized in that: The rudder ball high-pressure oil pump (14) is connected to the rudder ball upper hydraulic oil tank (16) through the rudder ball upper high-pressure oil pipe (15), and the rudder ball high-pressure oil pump (14) is connected to the rudder ball lower hydraulic oil tank (10) through the rudder ball lower high-pressure oil pipe (11).

3. The rudder ball thrust fin capable of rotation and retraction according to claim 1, characterized in that: One end of the integrated rudder ball (3) is provided with a large rudder ball rotary bearing (6) and a small rudder ball rotary bearing (8) in sequence, and the end of the small rudder ball rotary bearing (8) away from the large rudder ball rotary bearing (6) is provided with a rudder ball rotary gear (13).

4. A rudder ball thrust fin capable of rotation and retraction according to claim 3, characterized in that: A rudder ball head gasket type seal ring (5) is provided between one end of the large rudder ball rotary bearing (6) and the rudder ball (3) with integrated shaft gear, and a rudder ball tail gasket type seal ring (9) is provided between one end of the small rudder ball rotary bearing (8) and the rudder ball rotary gear (13).

5. A rudder ball thrust fin capable of rotation and retraction according to claim 4, characterized in that: A rudder ball bearing gasket (7) is provided between the large rudder ball rotary bearing (6) and the small rudder ball rotary bearing (8).

6. A rudder ball thrust fin capable of rotation and retraction according to claim 1, characterized in that: The rudder high-pressure oil pump (20) is connected to the rudder upper hydraulic oil tank (23) through the rudder upper high-pressure oil pipe (22), and the rudder high-pressure oil pump (20) is connected to the rudder lower hydraulic oil tank (17) through the rudder lower high-pressure oil pipe (18).

7. A rudder ball thrust fin capable of rotation and retraction according to claim 1, characterized in that: One end of the integrated shaft and gear rudder is provided with a rudder rotation shaft, and a rudder rotation bearing (25) is provided on the rudder rotation shaft. One end of the rudder rotation shaft is connected to the integrated shaft and gear rudder (2), and the other end is connected to the rudder rotation gear (21).

8. A rudder ball thrust fin capable of rotation and retraction according to claim 7, characterized in that: The two ends of the rudder shaft are respectively provided with a rudder shaft head gasket type seal ring (27) and a rudder shaft tail gasket type seal ring (24), and a seal ring (26) is provided on the rudder shaft.

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