A marine thrust bearing-shafting longitudinal vibration damping and energy capturing device

Abstract

The present application relates to the technical field of ship shafting vibration control and energy capture, and particularly relates to a ship thrust bearing-shafting longitudinal vibration damping and energy capture device. The present application combines longitudinal vibration control and vibration energy collection, and the device is arranged in the horizontal and vertical directions of the ship shafting. A coil is wound around the front end of the metal push rod of the damping device. Whether the damping device is in active control or not, the coil wound around the metal push rod cuts the magnetic induction lines between the two permanent magnets located outside the thrust bearing and sleeved outside the ship shafting. The coil converts the vibration energy into electric energy, which is stored in the battery located inside the permanent magnet through the wire. The longitudinal damping device controls the flow in the hydraulic circuit through the hydraulic controller. The active control method has the advantages of large damping range and good control effect. While resisting longitudinal vibration, the device can effectively recover vibration energy, achieve energy saving and environmental protection, and realize energy reuse.

Description

Technical Field

[0001] This invention relates to the field of ship shafting vibration control and energy harvesting technology, specifically to a ship thrust bearing-shaft longitudinal vibration reduction and energy harvesting device. Background Technology

[0002] As a power output device, the ship's propulsion shafting is connected to both the engine and the propeller, and is simultaneously affected by the vibration of the engine's unbalanced rotor and the time-varying excitation force of the propeller. Therefore, the vibration of the propulsion shafting is closely related to the ship's navigation safety. Vibration reduction of the ship's shafting has long been considered an effective means of improving ship stability. There are three main vibration reduction methods: 1. Passive vibration reduction, which is passive control, involves placing dampers or vibration isolation devices on the propulsion shafting, utilizing the energy absorption characteristics of damping to reduce vibration transmission; 2. Active vibration reduction, which is active control, involves installing actuators on the shafting, using various control algorithms to control the excitation force. The actuators, acting as execution mechanisms, output a force in the opposite direction to the shafting vibration to resist it; 3. Semi-active vibration reduction, also an active control, has a similar vibration reduction principle to active vibration reduction, but the implementation devices for semi-active control are mostly variable stiffness or variable damping actuators, requiring less external energy than active vibration reduction.

[0003] Passive control methods have a small vibration reduction range and poor effect, and cannot cope with complex external excitation impacts; semi-active control methods have high requirements for actuators, requiring variable stiffness or variable damping; active control methods have the advantages of a large vibration reduction range and good control effect. Chinese patent CN 105915015 A discloses a vibration reduction energy recovery device for ship transmission shafts. This device realizes lateral vibration control and energy recovery of ship transmission shafts, but its vibration reduction relies on passive vibration reduction using vibration isolation damping felt and materials with high viscosity properties. Chinese patent CN 108843697 B discloses a longitudinal stiffness adjustable shaft vibration damper for ships. This damper realizes longitudinal stiffness adjustment and vibration reduction within a certain range. It has a simple and practical structure, but its vibration reduction range is limited and its vibration reduction effect is weak in the face of complex excitations.

[0004] In ship propulsion shafting, various vibration reduction methods have been widely used in practice. However, regarding the treatment of vibration energy, most existing vibration reduction devices or methods aim at vibration ablation, with few devices or methods that rationally utilize vibration energy or achieve vibration energy harvesting. Ship shafting has high vibration energy density and a wide bandwidth. The energy dissipated in the form of vibration severely reduces propulsion efficiency. If the vibration energy of ship shafting can be rationally harvested and reused, it would undoubtedly be an effective means of saving energy. Vibration energy harvesting devices, also known as vibration energy traps, work by converting mechanical energy in the form of vibration into electrical energy. Types include piezoelectric, electromagnetic, and magnetostrictive types. Among them, piezoelectric vibration energy traps rely on the potential induced at both ends of the piezoelectric material when it undergoes strain under external force, thus generating an induced current. They are mostly used for the bending deformation of beams but are not suitable for the rotating machinery of ship shafting. Magnetostrictive vibration energy traps rely on the change in magnetic field caused by the deformation of the magnetostrictive material under external force, but the material itself does not have significant damping characteristics, resulting in weak vibration reduction capabilities. The principle of electromagnetic vibration energy harvester is based on the law of electromagnetic induction. It has a simple structure, high energy density, and is easy to combine with other vibration reduction devices for vibration reduction and vibration energy harvesting of ship thrust bearings and shaft systems.

[0005] This invention views the combination of propulsion shafting, thrust bearing, and vibration damping device as a ship thrust bearing-shafting system. It uses an active control method to control the flow rate of the hydraulic circuit in the hydraulic damper. While resisting longitudinal vibration, it uses the vibration energy harvesting device described in this invention to effectively recover vibration energy, achieving the goal of "turning waste into treasure" for energy conservation and environmental protection. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shaft system, which can effectively improve the stability of ship navigation and effectively collect vibration energy.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: A longitudinal vibration reduction and energy harvesting device for a ship's thrust bearing-shafting system is disposed between the thrust bearing ring 10 and the thrust bearing seat ring 12 of the ship's shafting system 1, and includes a longitudinal vibration reduction device and a vibration energy harvesting device. The longitudinal vibration damping device 2 includes a hydraulic cylinder 201, which is fixedly supported between the thrust bearing shaft ring 10 and the thrust bearing seat ring 12 by two parallel cross-shaped support plates 11. The hydraulic cylinder 201 is connected to the rear end of a metal push rod 203. A wear-resistant washer 205 is provided between the front end of the metal push rod 203 and the end face of the thrust bearing shaft ring 10. The hydraulic cylinder 201 is connected to a hydraulic controller 5 through a hydraulic circuit 4. The vibration energy harvesting device includes a coil 204, a first permanent magnet 208, and a second permanent magnet 202. The coil 204 is wound around the front end of a metal push rod 203 and is connected to a battery 207 via a wire 206. The first permanent magnet 208 is sleeved on the outer ring of the ship's thrust bearing and one end is fixed to a permanent magnet mounting base 8. The permanent magnet mounting base 8 is sleeved on the outer ring of the thrust bearing shaft ring 10 via a sliding bearing 9. A vibration isolation washer 3 is provided between the first permanent magnet 208 and the thrust bearing seat ring 12. The second permanent magnet 202 is sleeved on the outer ring of the ship's drive shaft via a sliding bearing 17 and one end is in contact with the end face of the thrust bearing shaft ring 10 via a sleeve. The cross-shaped support plate 11 is located between the inner ring of the first permanent magnet 208 and the outer ring of the second permanent magnet 202, and the hydraulic controller 5 and the battery 207 are both located inside the first permanent magnet 208.

[0008] Preferably, four longitudinal vibration damping devices 2 are evenly arranged along the circumference of the ship's drive shaft. The four longitudinal vibration damping devices 2 are respectively fixed to the middle of the four support columns of the cross-shaped support plate 11, and four thrust bearings 14 are arranged at the intervals of the four longitudinal vibration damping devices 2.

[0009] Preferably, the area where the thrust bearing 14 is located is provided with a thrust bearing chamber 15, and the thrust bearing chamber 15 is filled with lubricating oil 13.

[0010] Preferably, the hydraulic controller 5 and the battery 207 are each provided in four parts, and their positions correspond to the four longitudinal vibration damping devices 2.

[0011] Preferably, the axial length of the coil 204 wound around the front end of the metal push rod 203 is less than the maximum amplitude of the longitudinal vibration of the ship's transmission shaft system.

[0012] Preferably, the convex wall of the permanent magnet fixing seat 8 is provided with a plurality of bolt holes evenly distributed along the circumference. The first permanent magnet 208 is pressed against the outer ring of the ship thrust bearing by cooperating with the matching clamping bolts 6 through the bolt holes.

[0013] Preferably, the permanent magnet mounting base 8 has four acceleration sensors 7 evenly arranged around its outer ring in the circumferential direction, and the four acceleration sensors 7 are respectively connected to four hydraulic controllers 5.

[0014] Preferably, the metal push rod 203 cooperates with the hydraulic cylinder 201 and the hydraulic controller 5 to perform active longitudinal vibration reduction control of the ship's thrust bearing-shaft system.

[0015] Preferably, the thrust bearing ring 10 rotates with the ship's drive shaft, while the first permanent magnet 208 and the second permanent magnet 202 remain fixed.

[0016] Preferably, when the ship's thrust bearing-shaft system experiences longitudinal vibration, the coil 204 cuts the magnetic field lines between the first permanent magnet 208 and the second permanent magnet 202, thereby generating an induced electromotive force and an induced current, and storing the electrical energy in the battery 207 through the wire 206.

[0017] Compared with the prior art, the present invention has the following main advantages: 1. This invention provides a longitudinal vibration reduction device for ship shafting. It utilizes an active control method to control the flow of hydraulic oil through a hydraulic controller arranged in the thrust bearing. At the same time, the hydraulic controller obtains electrical energy from the battery of the vibration energy harvesting device described in this invention, providing a feasible technology for realizing the "passive" active control of the longitudinal direction of ship thrust bearing-shafting. 2. The present invention provides a longitudinal vibration energy harvesting device for ship shafting. A coil is wound on the metal push rod of the longitudinal damper. Regardless of whether the damping device is under active control, the coil wound on the metal push rod cuts the magnetic field lines between the two permanent magnets. The coil converts vibration energy into electrical energy, which is stored in a battery through wires. 3. This invention combines a longitudinal vibration control device with a vibration energy harvesting device, which can effectively recover vibration energy while reducing vibration, thus achieving the goal of "turning waste into treasure" for energy conservation and environmental protection. 4. This invention treats the ship's thrust bearing-shaft system and longitudinal vibration reduction system as a whole device, and its combination model is a bearing-shaft system. This mechanical model is simple to derive and can accurately reflect the motion state. It can quickly analyze the stress on the shaft system and bearings, and facilitate the subsequent application of various control algorithms. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the longitudinal vibration reduction and energy harvesting device in an embodiment of the present invention; Figure 2 This is a side view of the longitudinal vibration reduction and energy harvesting device in an embodiment of the present invention; Figure 3 This is a schematic diagram of the mechanical model of the ship thrust bearing-shaft vibration reduction system in an embodiment of the present invention; Figure 4 This is a schematic diagram of the vibration energy harvesting device in an embodiment of the present invention.

[0019] In the diagram: 1-Ship drive shaft system; 2-Longitudinal vibration damping device; 3-Vibration isolation washer; 4-Hydraulic circuit; 5-Hydraulic controller; 6-Clamping bolt; 7-Acceleration sensor; 8-Permanent magnet mounting base; 9-Sliding bearing one; 10-Thrust bearing shaft ring; 11-Cross-shaped support plate; 12-Thrust bearing seat ring; 13-Lubricating oil; 14-Thrust bearing shell; 15-Thrust bearing shell chamber; 16-Longitudinal excitation; 17-Sliding bearing two; 201-Hydraulic cylinder; 202-Second permanent magnet; 203-Metal push rod; 204-Coil; 205-Wear-resistant washer; 206-Wire; 207-Battery; 208-First permanent magnet; 1401-Equivalent damping of pressure oil film; 1402-Equivalent stiffness of pressure oil film. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0021] It should be noted that, depending on the implementation needs, the various steps / components described in this application can be broken down into more steps / components, or two or more steps / components or parts of the operation of steps / components can be combined into new steps / components to achieve the purpose of this invention.

[0022] Example 1: This example provides a longitudinal vibration reduction and energy harvesting device for a ship's thrust bearing-shaft system, such as... Figures 1-2 As shown, it can be further divided into longitudinal vibration damping devices and vibration energy harvesting devices. The longitudinal vibration damping device specifically includes: a hydraulic cylinder 201, a metal push rod 203, two cross-shaped support plates 11, a hydraulic controller 5, wear-resistant washers 205, and a hydraulic circuit 4. The vibration energy harvesting device specifically includes: a coil 204, two annular permanent magnets 208 and 202, a wire 206, and a battery 207. These two devices are arranged axially along the ship's transmission shaft system between the shaft ring 10 and the seat ring 12 of the thrust bearing. A total of four longitudinal vibration damping and energy harvesting devices are provided, arranged along the horizontal and vertical directions of the ship's transmission shaft system, and four thrust bearing bushes 14 are provided in the intervals between the vibration damping and energy harvesting devices.

[0023] like Figure 4As shown, coil 204 is wound around metal push rod 203. The end of coil 204 is connected to battery 207 through wire 206. The front end of metal push rod 203 contacts thrust bearing ring 10 through wear-resistant washer 205 with lubrication effect. The rear end of metal push rod is connected to hydraulic cylinder 201. Hydraulic cylinder 201 has oil inlet and oil outlet at both ends. Hydraulic controller 5 is arranged in hydraulic circuit 4. Hydraulic controller 5 is located inside permanent magnet 208.

[0024] like Figure 4 As shown, each longitudinal vibration damping and energy harvesting device corresponds to a battery 207. There are four batteries 207 located inside the first permanent magnet 208, arranged horizontally and vertically along the inner side of the first permanent magnet 208. The axial length of the coil 204 wound on the front end of the metal push rod 203 is less than the maximum amplitude of the longitudinal vibration of the ship's transmission shaft system. The longitudinal vibration damping and energy harvesting device is fixed between the shaft ring 10 and the seat ring 12 of the thrust bearing by a cross-shaped support plate 11. The cross-shaped support plate 11 is located between the first permanent magnet 208 and the second permanent magnet 202, and is sleeved on the ship's transmission shaft system.

[0025] like Figures 1-2 As shown, permanent magnet 208 is mounted on the outside of the thrust bearing via permanent magnet mounting base 8, which is then mounted on the thrust bearing race 10 via sliding bearing 9. The permanent magnet mounting base 8 has four bolt holes, arranged horizontally and vertically along the ship's thrust bearing race 10. The permanent magnet 208 is pressed against the outside of the thrust bearing by clamping bolts 6. A vibration-damping washer 3 is placed between the permanent magnet 208 and the thrust bearing race 12. During the operation of the ship's transmission shaft system, the thrust bearing race 10 rotates with the ship's transmission shaft system 1, while the permanent magnet mounting base 8 remains stationary. The permanent magnet 208 is mounted on the outside of the thrust bearing via bolts 6, facilitating disassembly and replacement of the wear-resistant washer 205 and the vibration-damping washer 3.

[0026] like Figure 1 , Figure 2 As shown, the second permanent magnet 202 is mounted on the ship's transmission shaft 1. The second permanent magnet 202 is mounted on the ship's transmission shaft through the sliding bearing 17. The end face of the second permanent magnet 202 near the propeller contacts the shaft ring 10 of the thrust bearing through a sleeve. During the operation of the ship's transmission shaft, the shaft ring 10 of the thrust bearing rotates with the ship's transmission shaft 1, while the second permanent magnet 202 remains fixed.

[0027] Figure 2 As shown, a thrust bearing chamber 15 is provided in the area of ​​the thrust bearing 14. The thrust bearing chamber 15 is filled with lubricating oil 13, which provides lubrication and heat dissipation for the frictional contact between the thrust bearing 14 and the shaft ring 10 of the thrust bearing during the operation of the ship's transmission shaft system.

[0028] like Figure 3 , Figure 4 As shown, the movement of the hydraulic cylinder 201 in the longitudinal vibration damping device can be controlled by the hydraulic controller 5. The acceleration sensor 7 inputs the acceleration signal of the thrust bearing ring 10 as a feedback signal to the hydraulic controller 5. The hydraulic oil flow in the hydraulic circuit is controlled through an active control algorithm, thereby achieving active control of longitudinal vibration. This invention treats the ship's thrust bearing-shaft system and longitudinal vibration damping system as a whole device, and its combined model is a bearing-shaft system, which facilitates the establishment of the dynamic equations of the ship's shaft-bearing system.

[0029] The state-space equations of the ship's shafting-bearing system can be constructed from the dynamic equations of the ship's thrust bearing-shafting system. The state-space equations can be used to achieve active control of the system by the controller. The active control method has the advantages of a large vibration reduction range and good control effect.

[0030] like Figure 2 , Figure 4 As shown, the acceleration sensor 7 is mounted on the permanent magnet mounting base 8. Each longitudinal vibration damping and energy harvesting device 2 corresponds to one acceleration sensor 7. The four acceleration sensors are arranged along the horizontal and vertical directions on the outside of the permanent magnet mounting base 8, respectively.

[0031] The principle and workflow of this invention: During the operation of a ship's drive shaft system, hydrodynamic excitation from the propeller, vibration from the unbalanced rotor of the engine, or external impacts on the hull are transmitted axially along the drive shaft system, forming longitudinal vibrations. At the ship's thrust bearing, the drive shaft transmits the thrust and longitudinal vibrations to the bearing ring through the shoulder. The ring vibrates and transmits the vibrations to the wear-resistant washer. The wear-resistant washer undergoes elastic deformation and transmits the vibrations to the longitudinal vibration damping device. The metal push rod controls the longitudinal vibrations under the control of the hydraulic system. During the operation of the longitudinal vibration damping device, the vibration energy harvesting device works simultaneously. Regardless of whether the longitudinal vibration damping device is under active control, the coil wound on the metal push rod cuts the magnetic field lines between the two permanent magnets. The coil generates an induced electromotive force, which in turn generates an induced current. The electrical energy is stored in a battery located inside the first permanent magnet through a wire at the end of the coil. This converts harmful vibration energy into electrical energy. The electrical energy stored in the battery can power other ship equipment or be directly used for the hydraulic controller, achieving "passive" active control and saving the ship's power supply to the hydraulic controller.

[0032] Example 2: This example provides a longitudinal vibration damping and energy harvesting device for a ship's thrust bearing-shaft system, which can be further divided into a longitudinal vibration damping device and a vibration energy harvesting device. The longitudinal vibration damping device specifically includes: a hydraulic cylinder, a metal push rod, a hydraulic controller, vibration isolation washers, and a hydraulic circuit. The vibration energy harvesting device specifically includes: a coil, a metal push rod, a hydraulic cylinder, two cross-shaped support plates, two annular permanent magnets, wires, and a battery. The above two devices are arranged axially along the ship's transmission shaft system between the shaft ring and the seat ring of the thrust bearing. The longitudinal vibration damping and vibration energy harvesting devices are combined to harvest vibration energy during the vibration damping process of the longitudinal vibration damping device.

[0033] Furthermore, the coil is wound around a metal push rod, and the coil is connected to the battery through a wire. The front end of the metal push rod contacts the thrust bearing shaft ring through a wear-resistant washer with a lubricating effect. The rear end of the metal push rod is connected to a hydraulic cylinder. The hydraulic cylinder has an oil inlet and an oil outlet at both ends. A hydraulic controller is arranged in the hydraulic circuit, and the hydraulic controller is located inside the first permanent magnet body.

[0034] Furthermore, each longitudinal vibration damping and energy harvesting device corresponds to a battery. There are a total of 4 batteries located inside the No. 1 permanent magnet, arranged in two perpendicular directions along the inner circumference of the No. 1 permanent magnet.

[0035] Furthermore, there are four longitudinal vibration damping and energy harvesting devices, which are arranged in the horizontal and vertical directions of the ship's transmission shaft system, respectively. There are four thrust bearing chambers in the interval between the longitudinal vibration damping and energy harvesting devices, each thrust bearing chamber contains one thrust bearing, and the chamber is filled with lubricating oil.

[0036] Furthermore, the length of the coil wound on the metal push rod is less than the maximum amplitude of the longitudinal vibration of the ship's drive shaft system.

[0037] Furthermore, the longitudinal vibration damping and energy harvesting device is fixed between the shaft ring and the seat ring of the thrust bearing by a cross-shaped support plate. The cross-shaped support plate is located between the first permanent magnet and the second permanent magnet and is mounted on the ship's shafting system.

[0038] Furthermore, the second permanent magnet is mounted on the ship's transmission shaft system, and the first permanent magnet is mounted on the outside of the thrust bearing via a permanent magnet mounting bracket. The permanent magnet mounting bracket is fixed to the thrust bearing shaft ring via a sliding bearing.

[0039] Furthermore, the permanent magnet mounting base has four bolt holes, which are arranged horizontally and vertically along the shaft ring of the ship's thrust bearing, respectively. The first permanent magnet is pressed tightly against the outside of the thrust bearing by bolts, and there is a vibration isolation washer between the first permanent magnet and the thrust bearing housing ring.

[0040] Furthermore, the movement of the hydraulic cylinder in the longitudinal vibration damping device can be controlled by a hydraulic controller. The hydraulic controller inputs the acceleration signal of the thrust bearing shaft ring as a feedback signal to the hydraulic controller, and controls the hydraulic oil flow in the hydraulic circuit through an active control algorithm, thereby achieving active control of longitudinal vibration.

[0041] Furthermore, the acceleration sensors are mounted on the permanent magnet mounting base, with each vibration damping energy harvesting device corresponding to one acceleration. The four acceleration sensors are arranged horizontally and vertically along the outer side of the permanent magnet mounting base, respectively.

[0042] Furthermore, all parts of this application that are not described in detail are the same as or implemented using existing technology.

[0043] In summary: 1. This invention provides a longitudinal vibration reduction device for ship shafting. It utilizes an active control method to control the flow of hydraulic oil through a hydraulic controller arranged in the thrust bearing. At the same time, the hydraulic controller obtains electrical energy from the battery of the vibration energy harvesting device described in this invention, providing a feasible technology for realizing the "passive" active control of the longitudinal direction of ship thrust bearing-shafting. 2. The present invention provides a longitudinal vibration energy harvesting device for ship shafting. A coil is wound on the metal push rod of the longitudinal damper. Regardless of whether the damping device is under active control, the coil wound on the metal push rod cuts the magnetic field lines between the two permanent magnets. The coil converts vibration energy into electrical energy, which is stored in a battery through wires. 3. This invention combines a longitudinal vibration control device with a vibration energy harvesting device, which can effectively recover vibration energy while reducing vibration, thus achieving the goal of "turning waste into treasure" for energy conservation and environmental protection. 4. This invention treats the ship's thrust bearing-shaft system and longitudinal vibration reduction system as a whole device, and its combination model is a bearing-shaft system. This mechanical model is simple to derive and can accurately reflect the motion state. It can quickly analyze the stress on the shaft system and bearings, and facilitate the subsequent application of various control algorithms.

[0044] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A longitudinal vibration reduction and energy harvesting device for a ship's thrust bearing-shafting system, disposed between the thrust bearing ring (10) and the thrust bearing seat ring (12) of a ship's transmission shafting system (1), characterized in that, Including longitudinal vibration damping devices and vibration energy harvesting devices; The longitudinal vibration damping device (2) includes a hydraulic cylinder (201), which is fixedly supported between the thrust bearing shaft ring (10) and the thrust bearing seat ring (12) by two parallel cross-shaped support plates (11). The hydraulic cylinder (201) is connected to the rear end of a metal push rod (203). A wear-resistant washer (205) is provided between the front end of the metal push rod (203) and the end face of the thrust bearing shaft ring (10). The hydraulic cylinder (201) is connected to a hydraulic controller (5) through a hydraulic circuit (4). The vibration energy harvesting device includes a coil (204), a first permanent magnet (208), and a second permanent magnet (202). The coil (204) is wound around the front end of a metal push rod (203) and is connected to a battery (207) via a wire (206). The first permanent magnet (208) is sleeved on the outer ring of the ship's thrust bearing and one end is fixed on a permanent magnet mounting base (8). The permanent magnet mounting base (8) is sleeved on the outer ring of the thrust bearing shaft ring (10) via a sliding bearing (9). A vibration isolation washer (3) is provided between the first permanent magnet (208) and the thrust bearing seat ring (12). The second permanent magnet (202) is sleeved on the outer ring of the ship's transmission shaft system via a sliding bearing (17) and one end is in contact with the end face of the thrust bearing shaft ring (10) via a sleeve. The cross-shaped support plate (11) is located between the inner ring of the first permanent magnet (208) and the outer ring of the second permanent magnet (202), and the hydraulic controller (5) and the battery (207) are both located inside the first permanent magnet (208).

2. The longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 1, characterized in that, The longitudinal vibration damping device (2) is evenly provided in four along the circumference of the ship's transmission shaft system. The four longitudinal vibration damping devices (2) are respectively fixed in the middle of the four support columns of the cross-shaped support plate (11), and four thrust bearings (14) are provided at the intervals of the four longitudinal vibration damping devices (2).

3. The longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 2, characterized in that, The area where the thrust bearing (14) is located is provided with a thrust bearing chamber (15), and the thrust bearing chamber (15) is filled with lubricating oil (13).

4. The longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 3, characterized in that, The hydraulic controller (5) and the battery (207) are each provided in four units, and their positions correspond to the four longitudinal vibration damping devices (2).

5. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 1, characterized in that, The axial length of the coil (204) wound around the front end of the metal push rod (203) is less than the maximum amplitude of the longitudinal vibration of the ship's transmission shaft system.

6. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 1, characterized in that, The permanent magnet fixing seat (8) has multiple bolt holes evenly distributed along the circumference of the convex wall. The first permanent magnet (208) is pressed against the outer ring of the ship thrust bearing by the cooperation of the bolt holes and the matching clamping bolts (6).

7. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 4, characterized in that, The permanent magnet mounting base (8) has four acceleration sensors (7) evenly arranged around its outer ring in the circumferential direction. The four acceleration sensors (7) are respectively connected to four hydraulic controllers (5).

8. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 7, characterized in that, The metal push rod (203) works in conjunction with the hydraulic cylinder (201) and the hydraulic controller (5) to perform active longitudinal vibration reduction control of the ship's thrust bearing-shaft system.

9. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 1, characterized in that, The thrust bearing ring (10) rotates with the ship's transmission shaft system, while the first permanent magnet (208) and the second permanent magnet (202) remain fixed.

10. A longitudinal vibration reduction and energy harvesting device for a ship thrust bearing-shafting system according to claim 1, characterized in that, When the ship's thrust bearing-shaft system experiences longitudinal vibration, the coil (204) cuts the magnetic field lines between the first permanent magnet (208) and the second permanent magnet (202), thereby generating an induced electromotive force and an induced current, and storing the electrical energy in the battery (207) through the wire (206).

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