Multi-working-condition self-adaptive energy-saving ship tail vane

Abstract

The invention relates to a multi-working-condition self-adaptive energy-saving ship tail vane applied to the field of ships, which is characterized in that an existing vane ball is improved, and the size of a variable-volume vane ball is changed under the combined action of mechanical driving force and hydraulic force, so that the variable-volume vane ball shrinks at a high ship speed and expands at a low ship speed; compared with a fixed-size variable-volume rudder ball in the prior art, the variable-volume rudder ball can fill a low-pressure area behind a propeller through volume change, the conflict between a high-speed cavitation bubble and a low-speed trailing vortex is solved, cavitation bubble generation can be effectively restrained, and the ship propulsion efficiency is effectively improved. And the deformation thrust fins are unfolded and flatly laid at a high speed and bent at a low speed, so that the rectification and resistance reduction effects of the rudder are effectively improved, the area of the rudder blade can be effectively increased after the deformation thrust fins are bent at the low speed, and then the rudder effect is effectively improved.

Description

Technical Field

[0001] This invention relates to a multi-condition adaptive energy-saving stern rudder for ships, and particularly to a multi-condition adaptive energy-saving stern rudder for ships. Background Technology

[0002] The main function of a ship's stern rudder is to maneuver and control the ship's course. For marine rudders, the wake vortex behind the propeller is a major factor that causes a decrease in rudder efficiency. Therefore, existing technologies add a rudder ball to the rudder blade to improve propulsion efficiency, and add thrust fins to the rudder ball to further optimize water flow guidance.

[0003] For example, CN101898631B discloses a ship's rudder device based on a rudder ball and a thrust fin, which discloses the technical solutions for the rudder ball and the thrust fin. However, the existing rudder ball and thrust fin have fixed shapes and structures. When adjusting the rudder angle, the deflection of the rudder ball causes the water flow to generate vortices at the rudder ball, which greatly reduces the rudder efficiency. Therefore, CN116461688B discloses a follow-up rudder ball that can rotate with the rudder angle, which changes the current situation of the fixed rudder ball.

[0004] Although existing rudder balls can rotate with the rudder angle, their overall volume remains unchanged. A large rudder ball increases the ship's drag at high speeds and consumes additional propulsion power, while a small rudder ball reduces the ship's ability to rectify the wake vortex at low speeds and reduces the rudder's lift. Therefore, existing rudder balls cannot adapt well to the ship's navigation under varying conditions. Moreover, although existing rudder balls can be adjusted accordingly, their strength is insufficient, and they are prone to deformation under the impact of water flow, thus affecting the ship's stability. Summary of the Invention

[0005] In view of the above-mentioned prior art, the technical problem to be solved by the present invention is how to enable the rudder ball to adaptively adjust its volume according to the ship speed, thereby effectively improving the adaptive capability of the rudder ball under different operating conditions.

[0006] To address the aforementioned problems, this invention provides a multi-condition adaptive energy-saving ship stern rudder, comprising a flap rudder body. The flap rudder body includes a propeller, a fairing covering the propeller, a main rudder blade fixedly connected to the rear of the fairing, and a secondary rudder blade rotatably connected to the tail of the main rudder blade. A variable-volume rudder ball coaxial with the propeller is fixedly connected to the leading edge of the main rudder blade, and a set of deformable thrust fins at the same horizontal level as the variable-volume rudder ball are fixedly connected to both sidewalls of the main rudder blade. The variable-volume rudder ball includes a ball seat fixedly connected to the leading edge of the main rudder blade, a ball body fixedly connected to the front end of the ball seat, and a ball head fixedly connected to the front end of the ball body. The ball seat, ball body, and ball head together form a closed space. The ball seat extends into the interior of the main rudder blade, and two symmetrically distributed, closed spaces are formed on the inner wall of the ball seat. The main rudder blade has a connected fluid passage pipe. Inside the main rudder blade is a storage tank connected to the fluid passage pipe via a high-pressure pipe. High-pressure liquid pumps are installed at the inlet and outlet ports of the storage tank. The storage tank is filled with magnetorheological fluid. Excitation coils that provide a magnetic field for the magnetorheological fluid are installed at the positions of the ball seat, ball body, and ball head close to the inner wall. A solenoid valve is installed at the end of the fluid passage pipe near the ball body. An electric telescopic rod is installed on the inner wall of the middle part of the ball seat. The output end of the electric telescopic rod is fixedly connected to a drive seat. Multiple equally spaced and distributed support rods are fixedly hinged to the side wall of the drive seat. The end of the support rod away from the drive seat is fixedly connected to the inner wall of the ball head. The main rudder blade also has a control unit that is connected to the electric telescopic rod, high-pressure liquid pump, and solenoid valve. The control unit is also connected to the ship's speed monitoring equipment.

[0007] In the aforementioned multi-condition adaptive energy-saving stern rudder, the volume of the rudder ball expands and contracts with the ship's speed, thereby effectively improving the rudder ball's adaptability under different conditions. Furthermore, the thrust fins deform with the ship's speed, effectively improving the rudder's maneuverability under different conditions.

[0008] As a further improvement of this application, the ball head includes a hemispherical shell. A plurality of equally spaced ball mouth support strips are fixedly embedded in the side wall at the rear port of the hemispherical shell. A shaping seat is fixedly embedded in the inner wall at the middle of the front end of the hemispherical shell. A plurality of equally spaced inner support strips are also movably embedded in the inner wall of the hemispherical shell, which are distributed around the center of the hemispherical shell. One end of the inner support strip is inserted into the shaping seat and movably connected to it, and the other end of the inner support strip is fixedly connected to the ball mouth support strip.

[0009] As a further improvement to this application, the hemispherical shell is made of an elastic material, the spherical support strip is made of a rigid magnetic material, the shaping seat is made of an electromagnetic material, and the inner support strip is made of an elastic magnetic material.

[0010] As a further improvement of this application, the sphere is made of elastic material, and the inner wall of the sphere is inlaid with multiple equally spaced and distributed shaped bone strips. One end of the multiple shaped bone strips is tightly fitted with multiple sphere opening support strips, and the shaped bone strips are made of elastic magnetic conductive material.

[0011] As a further improvement of this application, multiple struts are in an inclined state before the volume of the variable volume rudder ball increases, and multiple struts are inclined toward the electric telescopic rod. After the volume of the variable volume rudder ball increases, multiple struts are in a vertical state perpendicular to the water surface.

[0012] As another improvement of this application, each set of deformable thrust fins includes two symmetrically distributed fins, and each fin includes multiple fixedly connected shape memory fin segments, one side of which is curved and the other side is flat. The curvature of the multiple shape memory fin segments gradually decreases from the main rudder blade outward after deformation.

[0013] As a further improvement to this application, multiple shape memory fin segments are simultaneously provided with interconnected grooves on their planes, and the openings of the multiple grooves are all fixedly connected with a sealing membrane. An electromagnetic strip that is fixedly connected to each shape memory fin segment is installed inside the multiple grooves.

[0014] As another improvement of this application, the sealed space enclosed by the sealing membrane and multiple grooves is saturated with electrorheological fluid, and the sealing membrane is made of elastic material.

[0015] In summary, by improving the existing rudder bulb, the combined action of mechanical thrust and hydraulic pressure is used to change the size of the variable-volume rudder bulb, causing it to contract at high ship speeds and expand at low ship speeds. This effectively improves the adaptability of the variable-volume rudder bulb under different operating conditions and enhances ship propulsion efficiency. Compared to the fixed-size rudder bulbs in existing technologies, the variable-volume rudder bulb can fill the low-pressure area behind the propeller by changing its volume, resolving the conflict between high-speed cavitation and low-speed wake vortices, and effectively suppressing cavitation generation. Furthermore, by allowing the deformable thrust fins to unfold and flatten at high speeds and bend at low speeds, the rudder's flow rectification and drag reduction effect is effectively improved. Moreover, the deformable thrust fins can effectively increase the rudder blade area after bending at low speeds, thereby effectively improving rudder efficiency. Attached Figure Description

[0016] Figure 1 This is a perspective view of the tail rudder of the first embodiment of this application under high-speed conditions; Figure 2 This is a perspective view of the tail rudder of the first embodiment of this application under low-speed conditions. Figure 3 This is a perspective view of the variable volume rudder ball and deformable thrust fin according to the first embodiment of this application; Figure 4 The first and second embodiments of this application are perspective views of the variable volume rudder ball and deformable thrust fin under high-speed conditions. Figure 5 This is a perspective view of the variable volume rudder ball and deformable thrust fin of the first and second embodiments of this application under low-speed conditions. Figure 6 This is a three-dimensional exploded view of the variable volume rudder ball according to the first embodiment of this application; Figure 7 This is a three-dimensional exploded view of the ball head according to the first embodiment of this application; Figure 8 This is a side cross-sectional view of the variable volume rudder ball according to the first embodiment of this application under high-speed conditions; Figure 9 This is a side cross-sectional view of the variable volume rudder ball of the first embodiment of this application under low-speed conditions. Figure 10 This is a three-dimensional exploded view of the deformable thrust fin according to the second embodiment of this application; Figure 11 This is a side cross-sectional view of the deformable thrust fin according to the second embodiment of this application; Figure 12 This is a rear view comparison diagram of the deformable thrust fin before and after deformation according to the second embodiment of this application.

[0017] Explanation of the labels in the diagram: 1. Propeller, 2. Shield, 3. Main rudder blade, 4. Secondary rudder blade, 5. Variable volume rudder ball, 6. Deformable thrust fin, 7. Ball seat, 701. Fluid passage pipe, 8. Ball body, 801. Shaping skeleton, 9. Ball head, 901. Hemispherical shell, 902. Ball mouth support bar, 903. Shaping seat, 904. Inner support bar, 10. Liquid storage tank, 11. Electric telescopic rod, 12. Drive seat, 13. Support rod, 14. Shape memory fin segment, 15. Sealing membrane, 16. Electromagnetic strip, 17. Electrorheological fluid. Detailed Implementation

[0018] The two embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0019] First implementation method: like Figure 1 , 2As shown in Figure 3, a multi-condition adaptive energy-saving ship stern rudder includes a flap rudder body, which includes a propeller 1, a fairing 2 covering the propeller 1, a main rudder blade 3 fixedly connected to the rear of the fairing 2, and a secondary rudder blade 4 rotatably connected to the tail of the main rudder blade 3. A variable volume rudder ball 5 coaxial with the propeller 1 is fixedly connected to the leading edge of the main rudder blade 3, and a set of deformable thrust fins 6 at the same horizontal line as the variable volume rudder ball 5 are fixedly connected to both side walls of the main rudder blade 3. The variable volume rudder ball 5 includes a ball seat 7 fixedly connected to the leading edge of the main rudder blade 3, a ball body 8 fixedly connected to the front end of the ball seat 7, and a ball body 8 fixedly connected to the front end of the ball body 8. The ball head 9 at the end, together with the ball seat 7, the ball body 8 and the ball head 9, form a closed space. The ball seat 7 extends into the interior of the main rudder blade 3, and two symmetrically distributed liquid-passing pipes 701 connected to the closed space are opened on the inner wall of the ball seat 7. The ball seat 7, the ball body 8 and the ball head 9 together form the variable volume rudder ball 5. The ball body 8 and the ball head 9 are made of elastic material, while the ball seat 7 is made of high hardness material. In this way, the variable volume rudder ball 5 can resist the impact of water flow without deformation during the ship's navigation. When the variable volume rudder ball 5 is working, it guides the tail vortex behind the propeller 1, effectively reducing resistance, improving the ship's propulsion efficiency, and playing an energy-saving role. like Figure 8 , 9As shown, the main rudder blade 3 has a liquid storage tank 10 installed inside, which is connected to the liquid supply pipe 701 via a high-pressure pipe. High-pressure liquid pumps (specific models are selected based on actual needs and will not be described in detail here) are installed at both the inlet and outlet ports of the liquid storage tank 10. The liquid storage tank 10 is filled with magnetorheological fluid, and excitation coils that provide a magnetic field for the magnetorheological fluid are installed at the positions of the ball seat 7, the ball body 8, and the ball head 9, which are close to the inner wall. A solenoid valve (specific model is selected based on actual needs) is installed at the end of the liquid supply pipe 701 near the ball body 8. (This will not be described in detail here). An electric telescopic rod 11 (the specific model is selected according to actual needs and will not be described in detail here) is installed on the inner wall of the middle part of the ball seat 7. The output end of the electric telescopic rod 11 is fixedly connected to the drive seat 12. Multiple equally spaced and distributed support rods 13 are fixedly hinged to the side wall of the drive seat 12. The end of the support rod 13 away from the drive seat 12 is fixedly connected to the inner wall of the ball head 9. Before the volume of the variable volume rudder ball 5 increases, the multiple support rods 13 are in an inclined state, and all the multiple support rods 13 are facing the electric telescopic rod. The rod 11 is tilted, and multiple support rods 13 are in a vertical state perpendicular to the water surface after the variable volume rudder ball 5 expands. When the variable volume rudder ball 5 expands to its maximum volume, the support rods 13 are in a vertical state perpendicular to the water surface. When the variable volume rudder ball 5 contracts, the support rods 13 are all in a tilted state. The main rudder blade 3 is also equipped with a control unit connected to the electric telescopic rod 11, high-pressure hydraulic pump, and solenoid valve signals (the specific logic control method and principle are well-known to those skilled in the art and will not be described in detail here). The control unit is also connected to the ship's speed monitoring equipment. The variable volume rudder ball 5 can change its size according to the ship's speed to adapt to different working environments. Specifically, the ship's own speed monitoring equipment monitors the ship's speed in real time. The speed monitoring equipment transmits the monitored speed signal to the control unit. When the ship's speed reaches the set low-speed threshold, such as when the ship's speed is less than 8 knots, the control unit first activates the electric telescopic rod 11. The electric telescopic rod 11 pushes the drive seat 12 outward. Figure 9 As shown, the drive seat 12 then drives the support rod 13 from an inclined state to a vertical state. At this time, the ball head 9 expands outward under the push of the support rod 13, thus increasing the diameter of the ball head 9. Then, the control unit opens the solenoid valve, and then starts the high-pressure hydraulic pump to transport the magnetorheological fluid stored in the reservoir 10 into the closed space. Under the cooperation of hydraulic force, the ball head 9 begins to expand, as... Figure 5As shown, this increases the volume of the variable-volume rudder ball 5. Under low-speed conditions, the increased volume of the variable-volume rudder ball 5 can cover the velocity deficit area behind the propeller, effectively reducing vortex dissipation. Furthermore, the expanded surface of the ball head 9 can accelerate the wake, increasing the incoming flow velocity to the rudder surface, thereby effectively improving rudder efficiency. Under conditions such as low-speed navigation, turning, and port turbulence, the increased volume of the variable-volume rudder ball 5 can effectively improve the ship's maneuverability. When the ship speed reaches the set high-speed threshold, such as when the speed exceeds 15 knots, the control unit first activates the electric telescopic boom 11, which retracts the drive seat 12 inwards. Figure 8 As shown, the drive seat 12 drives the support rod 13 from a vertical state to an inclined state. At this time, the diameter of the ball head 9 decreases under the pull of the support rod 13. Simultaneously, the high-pressure liquid pump transports the magnetorheological fluid in the enclosed space back into the storage tank 10. Figure 4 As shown, this reduces the volume of the variable volume rudder ball 5. Under high-speed conditions, the reduced volume of the variable volume rudder ball 5 can reduce the projected area facing the flow, avoid pressure drag caused by the impact of high-speed water flow, and effectively improve propulsion efficiency. At the same time, the surface curvature of the ball head 9 after shrinking is gentle, which delays the pressure drop caused by the sudden increase in flow velocity and effectively suppresses the generation of cavitation. It should be further noted that when the variable volume rudder ball 5 is in a low-speed expansion state, the diameter of the ball head 9 is 1.2-1.5 times the propeller shaft diameter. When the variable volume rudder ball 5 is in a high-speed contraction state, the diameter of the ball head 9 is 0.5-0.8 times the propeller shaft diameter. Moreover, in practical applications, a PLC controller can be used to control the extension and retraction of the electric telescopic rod 11 and the delivery pressure of the high-pressure hydraulic pump, so that the volume of the variable volume rudder ball 5 can be dynamically adjusted according to the actual speed of the ship, thereby effectively improving the adaptability of the variable volume rudder ball 5 under different working conditions. In addition, regarding the function of magnetorheological fluid, on the one hand, it provides hydraulic pressure to control the volume of ball head 9. On the other hand, when a magnetic field is introduced into a closed space, it can exhibit solid properties, which can increase the hardness of the entire variable volume rudder ball 5, so that the variable volume rudder ball 5 can stabilize its shape and not deform when subjected to water flow impact at high speed. The triggering condition of magnetorheological fluid is to introduce a magnetic field into the ball seat 7, ball body 8 and ball head 9. The specific design of the excitation coil (such as the number of turns, wire diameter, current and cooling method) and magnetic circuit design are existing technologies, so they are not described in detail in this application. In specific implementation, the existing technology can be referred to. like Figure 6 , 7As shown, the ball head 9 includes a hemispherical shell 901. Multiple equally spaced, circumferentially distributed ball support strips 902 are fixedly embedded in the side wall of the rear port of the hemispherical shell 901. A molding seat 903 is fixedly embedded in the inner wall of the middle of the front end of the hemispherical shell 901. Multiple equally spaced, circumferentially distributed inner support strips 904 are also movably embedded in the inner wall of the hemispherical shell 901. One end of each inner support strip 904 is inserted into and movably connected to the molding seat 903. Since the hemispherical shell 901 needs to expand and contract, in order not to hinder the dimensional changes of the hemispherical shell 901... The inner support bar 904 needs to be movably connected to the shaping seat 903. Furthermore, to ensure the magnetic energy generated by the shaping seat 903 after energization is transferred to it, the inner support bar 904 needs to be inserted into the inner support bar 904, allowing for a tight fit. The other end of the inner support bar 904 is fixedly connected to the ball-mouth support bar 902. The hemispherical shell 901 is made of an elastic material (preferably polyurethane elastomer, but other materials can be selected according to actual needs). The ball-mouth support bar 902 is made of a rigid magnetically conductive material (preferably silicon steel, but other materials can be selected according to actual needs). (Other materials may be selected). The shaping seat 903 is made of electromagnetic material (soft magnetic core material is preferred, but other materials can also be selected according to actual needs). The inner support bar 904 is made of elastic magnetic material (elastic composite material filled with magnetic particles is preferred, but other materials can also be selected according to actual needs). First, the hemispherical shell 901 relies on its own elasticity to change its size. Under the delivery pressure of the high-pressure liquid pump, it can realize the expansion and contraction of the ball head 9. The ball mouth support bar 902 is used to expand and contract the port of the hemispherical shell 901 under the thrust of the support rod 13. The diameter of the ball head 9 is adjusted by the delivery pressure of the magnetorheological fluid to change its volume. The inner support bar 904 shapes the hemispherical shell 901 and strengthens its strength to prevent the hemispherical shell 901 from expanding and breaking under hydraulic pressure. It also ensures that the ball head 9 deforms evenly. When a magnetic field is introduced into the magnetorheological fluid, the shaping seat 903 is simultaneously energized to generate magnetism. The magnetism of the shaping seat 903 is transferred to the inner support bar 904. In this way, the magnetic field generated by the inner support bar 904 can fill the magnetic field gap of the excitation coil, making the magnetic field more saturated. like Figure 6 As shown, the sphere 8 is made of an elastic material (preferably polyurethane elastomer, but other materials can be selected according to actual needs), and the inner wall of the sphere 8 is inlaid with multiple equally spaced and distributed shaped bone strips 801. One end of the multiple shaped bone strips 801 is tightly fitted with multiple sphere support strips 902. The shaped bone strips 801 are made of an elastic magnetic conductive material (preferably an elastic composite material filled with magnetic conductive particles, but other materials can be selected according to actual needs). The shaped bone strips 801 play the same role as the inner support strips 904. On the one hand, they increase the support strength of the sphere 8, and on the other hand, they transmit the magnetism of the shaped seat 903 to the sphere 8, so as to make the magnetic field at the sphere 8 more saturated. This embodiment allows the variable volume rudder ball 5 to contract at high ship speeds and expand at low ship speeds, thereby effectively improving the adaptability of the variable volume rudder ball 5 under different operating conditions and effectively improving the ship's propulsion efficiency. Compared with the fixed size in the prior art, the variable volume rudder ball 5 can fill the low-pressure area behind the propeller by changing its volume, solving the conflict between high-speed cavitation and low-speed wake vortex, and can also effectively suppress the generation of cavitation.

[0020] Second implementation method: This embodiment improves upon the first embodiment by modifying the thrust fin to enhance the rudder's effectiveness under various operating conditions in conjunction with the variable volume rudder ball 5, thereby effectively improving the ship's handling stability. The rest of the embodiment remains consistent with the first embodiment. like Figure 10 , 11 As shown, each set of deformable thrust fins 6 includes two symmetrically distributed fins, and each fin includes multiple fixedly connected shape memory fin segments 14 (made of shape memory alloy). One side of each shape memory fin segment 14 is curved, and the other side is flat. The curvature of the multiple shape memory fin segments 14 gradually decreases from the main rudder blade 3 outwards after deformation. While adjusting the volume of the variable volume rudder ball 5 under high and low speed conditions, when the ship is sailing at high speed, such as... Figure 4 As shown, shape memory fin segment 14 is in its initial horizontal state. At high speeds, the water flow easily separates from the rudder blade surface. The deployed fins can disrupt the large-scale vortex structure, forcing the boundary layer to reattach and avoiding rudder effect loss. However, when the ship is sailing at low speeds, such as... Figure 5 As shown, the shape memory fin segment 14 is heated by heating resistance wire. When the temperature reaches the deformation temperature of the shape memory fin segment 14, multiple shape memory fin segments 14 on the same fin begin to bend, creating an additional rudder surface on the side of the main rudder blade 3. This can effectively increase the area of ​​the main rudder blade 3, effectively improve rudder efficiency and reduce rudder torque loss under low-speed navigation conditions. Especially when the ship enters the turbulent area of ​​the port, the shape memory fin segment 14 can effectively improve rudder lift, thereby improving the ship's maneuverability. It should be noted that the electric heating mechanism of the shape memory fin segment 14 is existing technology, and existing technology can be referred to in the specific implementation. Moreover, the deformation temperature of multiple shape memory fin segments 14 on the same fin is selected according to the actual design requirements, and will not be described in detail here. like Figure 11 As shown, multiple shape memory fin segments 14 have interconnected grooves on their planes, and a sealing membrane 15 is fixedly connected to the openings of these grooves. Each groove contains an electromagnetic strip 16 (made of electromagnetic material) fixedly connected to each shape memory fin segment 14. During high-speed navigation, such as... Figure 12As shown, the two fins are in a horizontally extended state. At this time, the deformable thrust fin 6 is subjected to a large impact force from the water flow. In order to prevent the deformable thrust fin 6 from being deformed by the impact, a current in an appropriate direction is passed into the two opposing electromagnetic bars 16 so that the two opposing electromagnetic bars 16 generate mutual magnetic attraction, thereby making the two fins tightly attracted together and avoiding the generation of eddies due to gaps between them. like Figure 11 As shown, the sealed space enclosed by the sealing membrane 15 and multiple grooves is saturated with electrorheological fluid 17. The sealing membrane 15 is made of elastic material. After the shape memory fin segment 14 is deformed and bent, the shape memory fin segment 14 is also impacted by the water flow during the steering of the rudder. In order to keep the fin from deforming, after the shape memory fin segment 14 is deformed into place, the electrorheological fluid 17 is energized to make it solid, thereby improving the strength of the fin. Moreover, when the fin is in a horizontally deployed state, the electrorheological fluid 17 can also be energized to further effectively improve the strength of the fin. This embodiment effectively improves the rudder's flow rectification and drag reduction effect by allowing the deformable thrust fin 6 to unfold and lay flat at high speed and bend at low speed. Moreover, the deformable thrust fin 6 can effectively increase the rudder blade area after bending at low speed, thereby effectively improving the rudder efficiency.

[0021] In light of current practical needs, the above-described embodiments adopted in this application are not limited to these. Any changes made within the scope of knowledge possessed by those skilled in the art without departing from the concept of this application still fall within the protection scope of this invention.

Claims

1. A multi-condition adaptive energy-saving stern rudder for ships, characterized in that: The system includes a flap rudder body, which includes a propeller (1), a fairing (2) covering the outside of the propeller (1), a main rudder blade (3) fixedly connected to the rear of the fairing (2), and a secondary rudder blade (4) rotatably connected to the tail of the main rudder blade (3). A variable volume rudder ball (5) coaxial with the propeller (1) is fixedly connected to the leading edge of the main rudder blade (3), and a set of deformable thrust fins (6) at the same horizontal line as the variable volume rudder ball (5) are fixedly connected to both sides of the main rudder blade (3). The variable volume rudder ball (5) includes a ball seat (7) fixedly connected to the leading edge of the main rudder blade (3), a ball body (8) fixedly connected to the front end of the ball seat (7), and a ball head (9) fixedly connected to the front end of the ball body (8). The ball seat (7), ball body (8), and ball head (9) together form a closed space. The ball seat (7) extends into the interior of the main rudder blade (3), and two symmetrically distributed liquid-conducting pipes (701) communicating with the closed space are opened on the inner wall of the ball seat (7). The main rudder blade (3) The internal structure is equipped with a storage tank (10) connected to a liquid inlet pipe (701) via a high-pressure pipe. A high-pressure liquid pump is installed at both the inlet and outlet ports of the storage tank (10). The storage tank (10) is filled with magnetorheological fluid. Excitation coils for providing a magnetic field to the magnetorheological fluid are installed at the positions of the ball seat (7), the ball body (8), and the ball head (9) close to the inner wall. A solenoid valve is installed at the end of the liquid inlet pipe (701) near the ball body (8). An electric telescopic valve is installed on the inner wall of the middle section of the ball seat (7). The rod (11) is fixedly connected to a drive seat (12) at the output end of the electric telescopic rod (11). The side wall of the drive seat (12) is fixedly hinged with multiple equally spaced and distributed support rods (13). The end of the support rod (13) away from the drive seat (12) is fixedly connected to the inner wall of the ball head (9). The main rudder blade (3) is also equipped with a control unit that is connected to the electric telescopic rod (11), the high-pressure hydraulic pump and the solenoid valve. The control unit is connected to the ship's speed monitoring equipment.

2. The multi-condition adaptive energy-saving stern rudder of a ship according to claim 1, characterized in that: The ball head (9) includes a hemispherical shell (901). A plurality of equally spaced ball mouth support strips (902) are fixedly embedded in the side wall at the rear port of the hemispherical shell (901). A shaping seat (903) is fixedly embedded in the inner wall at the middle of the front end of the hemispherical shell (901). A plurality of equally spaced inner support strips (904) are also movably embedded in the inner wall of the hemispherical shell (901) and distributed around the center of the hemispherical shell (901). One end of the inner support strip (904) is inserted into the shaping seat (903) and movably connected to it, and the other end of the inner support strip (904) is fixedly connected to the ball mouth support strip (902).

3. The multi-condition adaptive energy-saving stern rudder of a ship according to claim 2, characterized in that: The hemispherical shell (901) is made of elastic material, the spherical support strip (902) is made of rigid magnetic material, the shaping seat (903) is made of electromagnetic material, and the inner support strip (904) is made of elastic magnetic material.

4. A multi-condition adaptive energy-saving ship stern rudder according to claim 2, characterized in that: The sphere (8) is made of elastic material, and the inner wall of the sphere (8) is inlaid with a plurality of equally spaced and distributed shaped bone strips (801). One end of the plurality of shaped bone strips (801) is tightly fitted with a plurality of sphere support strips (902), and the shaped bone strips (801) are made of elastic magnetic material.

5. A multi-condition adaptive energy-saving stern rudder for ships according to claim 1, characterized in that: Before the volume of the variable volume rudder ball (5) increases, the multiple support rods (13) are in an inclined state, and the multiple support rods (13) are all inclined toward the electric telescopic rod (11). After the volume of the variable volume rudder ball (5) increases, the multiple support rods (13) are in a vertical state perpendicular to the water surface.

6. A multi-condition adaptive energy-saving stern rudder for ships according to claim 1, characterized in that: Each set of deformable thrust fins (6) includes two symmetrically distributed fins. Each fin includes multiple fixedly connected shape memory fin segments (14). One side of each fin segment is curved, and the other side is flat. The curvature of the multiple shape memory fin segments (14) after deformation gradually decreases from the main rudder blade (3) outward.

7. A multi-condition adaptive energy-saving stern rudder for ships according to claim 6, characterized in that: Multiple shape memory fin segments (14) have interconnected grooves on their planes, and a sealing membrane (15) is fixedly connected to the openings of the multiple grooves. An electromagnetic strip (16) is installed inside each of the multiple grooves and is fixedly connected to each shape memory fin segment (14).

8. A multi-condition adaptive energy-saving stern rudder for ships according to claim 7, characterized in that: The sealed space formed by the sealing membrane (15) and multiple grooves is saturated with electrorheological fluid (17), and the sealing membrane (15) is made of elastic material.

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