Air pressure regulation adaptive water-lubricated tail bearing and regulation detection method

Abstract

The application discloses a kind of air pressure regulation and control adaptive water-lubricated tail bearing and regulation and control detection method, tail bearing includes tail bearing body and control unit, the tail bearing body includes bushing, multiple columns of air tire, multiple supports, multiple inner liners, multiple air inlet valves and multiple air release valves, each column air tire is fixed in the bushing along the circumferential direction, each support is respectively fixed in the inner side of corresponding air tire.The beneficial effects of the present application are: the air pressure in each air tire can be actively adjusted, so that the axis of the bushing is approximately parallel to the axis of the propeller shaft, ensuring that the compressive stress generated by the propeller shaft on the tail bearing is evenly distributed, making the tail bearing adapt to the actual load, which can improve the contact performance of the tail bearing as a whole, in addition, the wear condition of each bushing can be detected, and the inner liner can be replaced in time when the inner liner is worn, ensuring the normal operation of the tail bearing.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tail shaft bearing, in particular to a kind of air pressure regulation adaptive water-lubricated tail shaft bearing and regulation detection method. BACKGROUND

[0002] Ship propulsion shafting is an important part of ship power system. Among them, the tail bearing is used to support the propeller shaft, which is the key component of the propulsion shafting. However, due to the cantilever effect of propeller gravity, the edge effect of the tail bearing pressure stress distribution, the end surface contact pressure stress near the propeller reaches the maximum, and the deformation is also the largest, and gradually decreases from the maximum to the bow end. Therefore, the working conditions of the end surface near the propeller side are poor, which has an important influence on the service performance and life cycle of the ship tail bearing.

[0003] The existing tail bearing (such as a new type of adaptive water-lubricated thrust bearing disclosed in application No. 201710013245.1) realizes the self-adaptive function through the rigid-flexible composite structure of the thrust pad during work. When the pad surface of the thrust pad bears uneven load, the self-adaptive deformation of each pad surface can make the bearing surface force more balanced. The pad surface height of the pad surface with greater force must be greater than that of the pad surface with smaller force. The greater the force, the greater the axial deformation of the thrust pad caused by it. Therefore, the height of each pad surface is adjusted through the deformation of the thrust pad to achieve the goal of uniform load of each pad surface. However, this self-adaptive function is passive and cannot actively adjust the height of each pad surface to ensure that the axis of the tail bearing bushing is approximately parallel to the axis of the propeller shaft. In addition, most of the water area of ship navigation is the estuary of Yangtze River and Yellow River. The sea water is full of silt all year round, which can easily cause wear of the inner liner. Since the wear condition of the bushing cannot be detected, when the inner liner is worn, the tail bearing cannot work. SUMMARY

[0004] The purpose of the present application is to overcome the above technical deficiencies and provide an air pressure regulation adaptive water-lubricated tail bearing and regulation detection method, which solves the technical problem that the self-adaptive function of the tail bearing in the prior art is passive and cannot ensure that the axis of the tail bearing bushing is approximately parallel to the axis of the propeller shaft, and cannot detect the wear condition of the bushing.

[0005] To achieve the above technical purpose, the technical scheme of the present application provides an air pressure regulation adaptive water-lubricated tail bearing, which comprises:

[0006] A tail bearing body comprising a bushing, a plurality of rows of air tires, a plurality of supports, a plurality of inner liners, a plurality of air inlet valves and a plurality of air outlet valves, each row of the air tires is fixedly arranged in the bushing in a circumferential direction, each of the supports is fixedly arranged at an inner side of a corresponding air tire, each of the inner liners is fixedly arranged at an inner side of a corresponding support and encloses a through hole for a propeller shaft, each of the air tires is provided with an air hole, each of the air inlet valves and the air outlet valves is arranged in a corresponding air hole.

[0007] A control unit for monitoring and adjusting air pressure in each of the air tires.

[0008] Further, each of the air tires is a fan-shaped structure, and adjacent air tires abut each other.

[0009] Further, each of the supports is a fan-shaped structure, and adjacent supports abut each other.

[0010] Further, each of the inner liners is a fan-shaped structure, and adjacent inner liners abut each other.

[0011] Further, the air tire has an outer tire surface and an inner tire surface, the outer tire surface is connected to an inner wall of the bushing by vulcanization, the inner tire surface is connected to an outer wall of the support by welding, and the air hole is formed in the outer tire surface.

[0012] Further, one end surface of the bushing is provided with a plurality of rows of air channels in a circumferential direction, each row of the air channels corresponds to one row of the air tires, and the inner end of each air channel in each row of the air channels communicates with one corresponding air hole in each row of the air tires.

[0013] Further, each of the air channels in each row of the air channels is arranged in a radial direction of the bushing.

[0014] Further, the control unit comprises an air pressure monitoring module, a data judgment module, a display processing module and an air pressure control module, the air pressure monitoring module is used to collect air pressure data inside each of the air tires in real time, the data judgment module is used to judge the air pressure data inside each of the air tires collected by the air pressure monitoring module, the display processing module is used to calculate a threshold value of the air pressure inside each of the air tires, and the air pressure control module is used to control opening or closing of each of the air inlet valves and each of the air outlet valves.

[0015] Further, the air pressure monitoring module comprises a plurality of pressure sensors, and each of the pressure sensors is arranged in a corresponding air tire.

[0016] This invention provides a method for detecting the regulation of a pneumatically regulated adaptive water-lubricated tail bearing, applicable to the aforementioned pneumatically regulated adaptive water-lubricated tail bearing, comprising the following steps:

[0017] The control unit calculates the threshold F that the air pressure inside each of the pneumatic tires should reach when the liner is in a zero-wear state. 1（x） The control unit calculates the threshold F that the air pressure inside each of the pneumatic tires should reach when the liner is in a state of extreme wear. 3（x） The control unit calculates the maximum threshold difference ΔF. （x）最大 The control unit collects and determines the air pressure data inside each of the pneumatic tires in real time. （x） The control unit controls the corresponding vent valve to release air, thereby reducing the air pressure f in the pneumatic tire near the propeller end. （x） Reduce to F 1（x） The control unit controls the corresponding air intake valve to intake air, thereby increasing the air pressure f in the pneumatic tire located away from the propeller end. （x） Increase to F 1（x） This is to ensure that the axis of the liner is approximately parallel to the axis of the propeller shaft, and the stress difference generated at the front and rear ends of the propeller shaft at the tail bearing is equal to zero; when the air pressure f in the pneumatic tube near the propeller end... （x） equals F 1（x） When the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, the liner shows wear; the control unit calculates the threshold F that the air pressure inside each of the pneumatic tires should reach when the liner is in a state of interval wear. 2（x） The control unit calculates the interval threshold difference ΔF. （x）区间 The control unit calculates △F （x）区间 With △F （x）最大 The difference is such that when the difference is large, the lining wears less, and when the difference is small, the lining wears more.

[0018] Compared with the prior art, the beneficial effects of the present invention include: by actively adjusting the air pressure in each of the air tubes, the axis of the bushing is made approximately parallel to the axis of the propeller shaft, ensuring a uniform distribution of the compressive stress generated by the propeller shaft on the tail bearing, making the tail bearing adaptable to the actual load, and improving the overall contact performance of the tail bearing. In addition, the wear condition of each of the bushings can be detected, and when the inner liner is worn, it can be replaced in time, ensuring the normal operation of the tail bearing. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural schematic diagram of a pneumatically regulated adaptive water-lubricated tail bearing provided by the present invention;

[0020] Figure 2 is Figure 1 is a three-dimensional structural schematic view of a gas pressure regulation adaptive water-lubricated tail bearing omitting a bushing;

[0021] Figure 3 is a working schematic view of a conventional water-lubricated tail bearing under actual working conditions;

[0022] Figure 4 is a working schematic view of a gas pressure regulation adaptive water-lubricated tail bearing provided by the present application under actual working conditions;

[0023] Figure 5 is a structural schematic view of a gas pressure regulation adaptive water-lubricated tail bearing provided by the present application;

[0024] In the figure: 100-tail bearing body, 110-bushing, 111-air channel, 120-air tire, 121-air hole, 122-outer tire tread, 123-inner tire tread, 130-stand, 140-inner lining, 141-through hole, 200-control unit, 210-air pressure monitoring module, 211-pressure sensor, 220-data judgment module, 230-display processing module, 240-air pressure control module. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solutions and advantages of the present application more clear and understandable, the present application is further described in detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and do not limit the present application.

[0026] The present application provides a gas pressure regulation adaptive water-lubricated tail bearing, the structure of which is shown in Figure 1 - Figure 5 The tail bearing body 100 includes a bushing 110, a plurality of air tires 120, a plurality of stands 130, a plurality of inner linings 140, a plurality of air inlet valves and a plurality of air outlet valves. Each of the air tires 120 is circumferentially fixed in the bushing 110, each of the stands 130 is fixed to the inner side of the corresponding air tire 120, each of the inner linings 140 is fixed to the inner side of the corresponding stand 130 and encloses a through hole 141 for the propeller shaft to pass through, each of the air tires 120 is provided with an air hole 121, and each of the air inlet valves and the air outlet valves is arranged in the corresponding air hole 121. The control unit 200 is used to monitor and adjust the air pressure in each of the air tires 120.

[0027] Under actual ship operating conditions, the inner liner 140 near the propeller end experiences the greatest contact compressive stress. First, the control unit 200 calculates the threshold F that the air pressure inside each of the pneumatic tubes 120 should reach when the inner liner 140 is in a zero-wear state. 1（x） The control unit 200 calculates the threshold F that the air pressure inside each of the pneumatic tires 120 should reach when the inner liner 140 is in a state of extreme wear. 3（x） The maximum threshold difference ΔF is calculated by the control unit 200. （x）最大 Secondly, the control unit 200 collects and judges the air pressure data inside each of the air tires 120 in real time. （x） The control unit 200 controls the corresponding vent valve to release air, thereby reducing the air pressure f in the air tire 120 near the propeller end. （x） Reduce to F 1（x） The control unit 200 controls the corresponding air intake valve to intake air, thereby increasing the air pressure f in the air tire 120 at the end furthest from the propeller. （x） Increase to F 1（x） This makes the axis of the inner liner 140 approximately parallel to the axis of the propeller shaft. At this time, the stress difference generated at the front and rear ends of the propeller shaft at the tail bearing is equal to zero. Finally, when the air pressure f in the air tube 120 near the propeller end... （x） equals F 1（x） If the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, it indicates that the inner liner 140 is worn. The control unit 200 calculates the threshold F that the air pressure inside each of the air tubes 120 should reach when the inner liner 140 is in a state of intermittent wear. 2（x） The interval threshold difference ΔF is calculated by the control unit 200. （x）区间 Then, the control unit 200 calculates △F. （x）区间 With △F （x）最大 The difference in pressure indicates that the inner liner 140 is less worn when the difference is large, and that the inner liner 140 is more worn when the difference is small. In this invention, the air pressure in each of the air tubes 120 can be actively adjusted so that the axis of the bushing 110 is approximately parallel to the axis of the propeller shaft. This ensures that the compressive stress generated by the propeller shaft on the tail bearing is evenly distributed, allowing the tail bearing to adapt to the actual load. Overall, this can significantly improve the contact performance of the tail bearing. In addition, the wear condition of each bushing 110 can be detected. When the inner liner 140 is worn, it can be replaced in time, ensuring the normal operation of the tail bearing.

[0028] As a preferred embodiment, the tail bearing body 100 is installed in the tail shaft tube and fixed by the gland bush 110 and the gland, and the connection is sealed, lubricated and cooled to ensure the reliability and safety of the connection.

[0029] As a preferred embodiment, please refer to Figure 1 and Figure 2 Each of the air tires 120 is in a fan-shaped structure, and the adjacent air tires 120 abut each other, so that each of the air tires 120 can be enclosed into a channel in a columnar structure, and each row of the air tires 120 can be installed in the bush 110 in a segmented manner, so as to ensure that each of the supports 130 and each of the inner bushes 140 is installed in the bush 110 in a segmented manner, and further ensure that the inner bush 140 is inclined approximately parallel to the propeller shaft. Under the actual ship operation condition, the inner bush 140 will be inclined approximately parallel to the propeller shaft under the combined action of the gravity of the propeller shaft, the internal pressure of the air tire 120 and the support 130. However, since the inner bush 140 cannot be absolutely parallel to the propeller shaft, and the air pressure change in the air tire 120 will have a certain delay, the inner bush 140 near the propeller will inevitably be worn to a certain extent. The segmented installation of the inner bush 140 can also reduce the maintenance difficulty and cost.

[0030] As a preferred embodiment, please refer to Figure 1 and Figure 2 Each of the supports 130 is in a fan-shaped structure, and the adjacent supports 130 abut each other, so that each of the supports 130 can be enclosed into a channel in a columnar structure, and the support 130 is made of stainless steel.

[0031] As a preferred embodiment, please refer to Figure 1 and Figure 2 Each of the inner bushes 140 is in a fan-shaped structure, and the adjacent inner bushes 140 abut each other, so that each of the inner bushes 140 can be enclosed into a channel in a columnar structure, and the inner bush 140 is made of a friction-resistant material.

[0032] As a preferred embodiment, please refer to Figure 2 and Figure 4 The air tire 120 has an outer tire surface 122 and an inner tire surface 123. The outer tire surface 122 is connected to the inner wall of the bush 110 by vulcanization, and the inner tire surface 123 is connected to the outer wall of the support 130 by welding, so as to improve the stability of the fixed connection. The air hole 121 is arranged in the outer tire surface 122, so as to facilitate the inflation and deflation of the air tire 120 through the air hole 121.

[0033] As a preferred embodiment, refer to Figure 1 and Figure 4 One end surface of the bushing 110 is provided with a plurality of rows of air passages 111 in the circumferential direction, each row of the air passages 111 corresponds to each column of the air tires 120, the inner end of each air passage 111 in each row of the air passages 111 corresponds to each air hole 121 in each column of the air tires 120, and each air inlet valve and air outlet valve is arranged at the outer end of each corresponding air passage 111, so that the air pressure inside the air tire 120 can be changed according to actual needs.

[0034] As a preferred embodiment, refer to Figure 1 and Figure 4 Each air passage 111 in each row of the air passages 111 is arranged in the radial direction of the bushing 110, which facilitates the communication between each air passage 111 and each corresponding air hole 121.

[0035] As a preferred embodiment, refer to Figure 5 The control unit 200 includes an air pressure monitoring module 210, a data judgment module 220, a display processing module 230, and an air pressure control module 240. The air pressure monitoring module 210 is used to collect the air pressure data inside each air tire 120 in real time, the data judgment module 220 is used to judge the air pressure data inside each air tire 120 collected by the air pressure monitoring module 210, the display processing module 230 is used to calculate the threshold value that the air pressure inside each air tire 120 should reach, and the air pressure control module 240 is used to control the opening or closing of each air inlet valve and each air outlet valve. The air pressure monitoring module 210 is used to collect the air pressure data inside each air tire 120 in real time （x） and transmit the data to the data judgment module 220 for judgment, the data judgment module 220 transmits the judgment result to the air pressure control module 240 for the next step, the data judgment module 220 judges whether the air pressure inside the air tire 120 reaches the standard according to the result calculated by the display processing module 230, the display processing module 230 calculates the standard that the air tire 120 should reach according to the actual situation, and displays the situation inside each air tire 120, at the same time, the staff can change the corresponding parameters calculated according to the actual working condition of the ship, and the air pressure control module 240 controls the opening or closing of the corresponding air inlet valve and air outlet valve according to the judgment of the data judgment module 220.

[0036] As a preferred embodiment, refer to Figure 5The air pressure monitoring module 210 includes a plurality of pressure sensors 211, each of which is arranged in a corresponding air tire 120 to collect air pressure data f （x） .

[0037] As a preferred embodiment, the display processing module 230 calculates the stress distribution of the propeller shaft at different working conditions according to the relevant parameters of the propeller shaft, and the stress distribution calculation function is:

[0038] g=G(l, m, n).

[0039] Wherein: g is the stress distribution parameter of the propeller shaft at the tail bearing; l is the length parameter of the propeller shaft at the tail bearing; m is the gravity parameter of the propeller shaft; n is the rotation speed parameter of the propeller shaft.

[0040] As a preferred embodiment, the display processing module 230 calculates the air pressure that each air tire 120 should reach according to the relevant parameters of the air tire 120 after calculating the stress parameter of the propeller shaft, and the air pressure calculation function is:

[0041] F (x) =F(e, ɵ, g).

[0042] Wherein: x is the symbol of a single air tire 120; F (x) is the air pressure that the corresponding air tire 120 should have; e is the position parameter of the corresponding air tire 120 in the axial direction; ɵ is the angle parameter of the corresponding air tire 120 in the radial direction; g is the stress distribution parameter of the propeller shaft at the tail bearing.

[0043] The application also provides a control detection method for air pressure control adaptive water-lubricated tail bearing, which is suitable for the above-mentioned air pressure control adaptive water-lubricated tail bearing, and includes the following steps:

[0044] The display processing module 230 calculates the threshold F 1（x） of the air pressure in each air tire 120 when the inner liner 140 is in a zero wear state; the display processing module 230 calculates the threshold F 3（x） of the air pressure in each air tire 120 when the inner liner 140 is in a limit wear state; the display processing module 230 calculates the maximum threshold difference △F （x）最大 ; the air pressure monitoring module 210 collects the air pressure data f （x） in each air tire 120 in real time; the data judgment module 220 judges the air pressure data f （x） in each air tire 120, and when f （x） is less than F1（x） Inflate the corresponding pneumatic tire 120 with air, when f （x） Greater than F 1（x） Deflate the corresponding pneumatic tire 120 when f （x） equals F 1（x） The corresponding air tire 120 is neither inflated nor deflated; the air pressure control module 240 controls the corresponding deflation valve to release air, reducing the air pressure f in the air tire 120 near the propeller end. （x） Reduce to F 1（x） The air pressure control module 240 controls the corresponding air intake valve to intake air, thereby increasing the air pressure f in the air tire 120 at the end furthest from the propeller. （x） Increase to F 1（x） This ensures that the axis of the inner liner 140 is approximately parallel to the axis of the propeller shaft, and the stress difference generated at the front and rear ends of the propeller shaft at the tail bearing is equal to zero; when the air pressure f in the pneumatic tire 120 near one end of the propeller... （x） equals F 1（x） When the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, the inner liner 140 shows wear; the display processing module 230 calculates the threshold F that the air pressure inside each of the air tires 120 should reach when the inner liner 140 is in a state of interval wear. 2（x） The display processing module 230 calculates the interval threshold difference ΔF. （x）区间 The display processing module 230 calculates △F. （x）区间 With △F （x）最大 The data judgment module 220 judges the difference; when the difference is large, the inner lining 140 has less wear, and when the difference is small, the inner lining 140 has more wear, and transmits the result to the display processing module 230; the display processing module 230 issues a warning to the ship's staff.

[0045] To better understand this invention, the following is combined with... Figure 1 - Figure 5 The working principle of the technical solution of the present invention will be described in detail below:

[0046] Under actual ship operating conditions, the inner liner 140 near the propeller end experiences the greatest contact compressive stress. First, the display processing module 230 calculates the threshold F that the air pressure inside each of the pneumatic tubes 120 should reach when the inner liner 140 is in a zero-wear state. 1（x） The display processing module 230 calculates the threshold F that the air pressure inside each of the pneumatic tires 120 should reach when the inner liner 140 is in a state of extreme wear. 3（x） The maximum threshold difference ΔF is calculated by the display processing module 230. （x）最大Secondly, the air pressure monitoring module 210 collects the air pressure data inside each of the air tires 120 in real time. （x） The data judgment module 220 judges the air pressure data f inside each of the air tires 120. （x） When f （x） Less than F 1（x） Inflate the corresponding pneumatic tire 120 with air, when f （x） Greater than F 1（x） Deflate the corresponding pneumatic tire 120 when f （x） equals F 1（x） The corresponding air tire 120 is neither inflated nor deflated. The air pressure control module 240 controls the corresponding deflation valve to release air, reducing the air pressure f in the air tire 120 near the propeller end. （x） Reduce to F 1（x） The air pressure control module 240 controls the corresponding air intake valve to intake air, thereby increasing the air pressure f in the air tire 120 at the end furthest from the propeller. （x） Increase to F 1（x） This makes the axis of the inner liner 140 approximately parallel to the axis of the propeller shaft. At this time, the stress difference generated at the front and rear ends of the propeller shaft at the tail bearing is equal to zero. If the air pressure f in the air tube 120 near the propeller end... （x） Even if the pressure remains unchanged or increases, although the inner liner 140 will still tilt under the weight of the propeller, due to the reaction force, the compressive stress on the inner and outer sides of the inner liner 140 near the propeller end is still much greater than in other locations. The compressive stress generated by the propeller shaft on the tail bearing is still uneven. Finally, when the air pressure f in the air tube 120 near the propeller end increases... （x） equals F 1（x） If the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, it indicates that the inner liner 140 is worn. The display processing module 230 calculates the threshold F that the air pressure inside each of the air tires 120 should reach when the inner liner 140 is in a state of intermittent wear. 2（x） The interval threshold difference ΔF is calculated by the display processing module 230. （x）区间 Then, the display processing module 230 calculates △F. （x）区间 With △F （x）最大The difference in pressure indicates that the inner liner 140 is less worn when the difference is large, and that the inner liner 140 is more worn when the difference is small. In this invention, the air pressure in each of the air tubes 120 can be actively adjusted so that the axis of the bushing 110 is approximately parallel to the axis of the propeller shaft. This ensures that the compressive stress generated by the propeller shaft on the tail bearing is evenly distributed, allowing the tail bearing to adapt to the actual load. Overall, this can significantly improve the contact performance of the tail bearing. In addition, the wear condition of each bushing 110 can be detected. When the inner liner 140 is worn, it can be replaced in time, ensuring the normal operation of the tail bearing.

[0047] The pneumatically regulated adaptive water-lubricated tail bearing and its regulation and detection method provided by this invention have the following beneficial effects:

[0048] (1) The air pressure control module 240 controls the corresponding vent valve to release air, thereby reducing the air pressure f in the air tube 120 near the propeller end. （x） Reduce to F 1（x） The air pressure control module 240 controls the corresponding air intake valve to intake air, thereby increasing the air pressure f in the air tire 120 at the end furthest from the propeller. （x） Increase to F 1（x） This makes the axis of the liner 140 approximately parallel to the axis of the propeller shaft;

[0049] (2) When the air pressure f in the pneumatic tube 120 near one end of the propeller （x） equals F 1（x） If the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, it indicates that the inner liner 140 is worn. The display processing module 230 calculates the threshold F that the air pressure inside each of the air tires 120 should reach when the inner liner 140 is in a state of intermittent wear. 2（x） The interval threshold difference ΔF is calculated by the display processing module 230. （x）区间 Then, the display processing module 230 calculates △F. （x）区间 With △F （x）最大 The difference indicates that the inner lining 140 is less worn when the difference is large, and that the inner lining 140 is more worn when the difference is small.

[0050] (3) can be by actively adjusting the air pressure in each of the air tire 120, so that the bushing 110 axis and the axis of the propeller shaft is approximately parallel, to ensure that the propeller shaft on the tail bearing generated by the pressure stress evenly distributed, the tail bearing to adapt to the actual load, overall can be well improved the contact performance of the tail bearing, in addition, the wear of each of the bushing 110 can be detected, when the inner liner 140 appears wear, can be timely to the inner liner 140 replacement, to ensure the normal work of the tail bearing.

[0051] The specific embodiments of the application described above do not constitute a limitation of the protection scope of the application. Any various other corresponding changes and modifications made according to the technical concept of the application shall be included in the protection scope of the claims of the application.

Claims

1. A method for regulating and detecting a pneumatic pressure regulating self-adapting water-lubricated tail bearing, characterized in that, The air pressure regulation adaptive water-lubricated tail bearing regulation detection method is executed based on an air pressure regulation adaptive water-lubricated tail bearing, and includes the following steps. The tail bearing body includes a bushing, a plurality of air tires, a plurality of supports, a plurality of inner liners, a plurality of air inlet valves, and a plurality of air outlet valves. Each of the air tires is fixedly arranged in the bushing in a circumferential direction. Each of the supports is fixedly arranged on an inner side of a corresponding air tire. Each of the inner liners is fixedly arranged on an inner side of a corresponding support and encloses a through hole for a propeller shaft. Each of the air tires is provided with an air hole. Each of the air inlet valves and the air outlet valves is arranged in a corresponding air hole. A control unit is used to monitor and adjust the air pressure in each of the air tires. The air pressure regulation adaptive water-lubricated tail bearing regulation detection method includes the following steps. The control unit calculates the threshold pressure that each of the pneumatic tires should reach when the liner is in a zero-wear state. The control unit calculates the threshold pressure that each of the pneumatic tires should reach when the liner is in a state of extreme wear. The control unit calculates the maximum threshold difference. The control unit collects and determines the air pressure data inside each of the pneumatic tires in real time. The control unit controls the corresponding vent valve to release air, thereby reducing the air pressure in the pneumatic tire near the propeller end. Reduce to The control unit controls the corresponding air intake valve to intake air, thereby increasing the air pressure in the pneumatic tire located away from the propeller end. Increase to This is to ensure that the axis of the liner is approximately parallel to the axis of the propeller shaft, and the stress difference generated at the front and rear ends of the propeller shaft at the tail bearing is equal to zero; when the air pressure in the pneumatic tube near the propeller end... equal When the stress difference between the front and rear ends of the propeller shaft at the tail bearing is greater than zero, the liner shows wear; the control unit calculates the threshold air pressure that should be reached inside each of the pneumatic tires when the liner is in a state of inter-range wear. The control unit calculates the interval threshold difference. The control unit calculates and The difference is such that when the difference is large, the lining wears less, and when the difference is small, the lining wears more.

2. The method of claim 1, wherein, Each of the air tires has a fan-shaped structure, and adjacent air tires abut each other.

3. The method of claim 1, wherein the method further comprises: Each of the supports has a fan-shaped structure, and adjacent supports abut each other.

4. The method of claim 1, wherein, Each of the inner liners has a fan-shaped structure, and adjacent inner liners abut each other.

5. The method of claim 2, wherein the method further comprises: The air tire has an outer tire surface and an inner tire surface. The outer tire surface is connected to the inner wall of the bushing by vulcanization. The inner tire surface is connected to the outer wall of the support by welding. The air hole is arranged in the outer tire surface.

6. The method of claim 1, wherein, One end surface of the bushing is provided with a plurality of rows of air channels in a circumferential direction. Each row of air channels corresponds to one row of air tires. The inner end of each air channel in each row of air channels corresponds to one air hole in each row of air tires. Each air inlet valve and each air outlet valve is arranged at the outer end of a corresponding air channel.

7. The method of claim 6, wherein the method further comprises: Each air channel in each row of air channels is arranged in a radial direction of the bushing.

8. The method of claim 1, wherein, The control unit includes an air pressure monitoring module, a data judgment module, a display processing module, and an air pressure control module. The air pressure monitoring module is used to collect air pressure data in each air tire in real time. The data judgment module is used to judge the air pressure data collected by the air pressure monitoring module. The display processing module is used to calculate a threshold value of the air pressure in each air tire. The air pressure control module is used to control the opening or closing of each air inlet valve and each air outlet valve.

9. The method of claim 8, wherein the method further comprises: The air pressure monitoring module includes a plurality of pressure sensors. Each pressure sensor is arranged in a corresponding air tire.

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