An energy-saving guide wheel testing device and method

Abstract

An energy-saving guide wheel testing device and method are disclosed. This invention improves propulsion efficiency by varying the angle and position of the energy-saving guide wheel blades. The guide wheel provides pre-spinning, reducing propeller wake rotational energy loss, resulting in an efficiency improvement of approximately 3-8%. A structurally matched energy-saving guide wheel can further reduce fuel consumption, with overall fuel savings exceeding 2-5%, reducing annual operating costs. It also reduces cavitation and vibration, optimizes water flow uniformity, reduces propeller cavitation corrosion and hull vibration, and extends equipment lifespan. Adaptable to multiple operating conditions, some adaptive guide wheels have adjustable angles to accommodate different drafts or speeds. This patent optimizes the guide wheel morphology, using adjustable guide wheels to adapt to dynamic operating conditions. Simultaneously, this patent can compensate for the inaccuracy of CFD calculations, improving precision.

Description

Technical Field

[0001] This invention belongs to the field of marine shipbuilding and design, and specifically relates to an energy-saving guide wheel testing device and method. Background Technology

[0002] Marine energy-saving guide wheels (such as front-mounted pre-spin guide wheels) are energy-saving devices installed in front of a ship's propeller, designed to optimize water flow and reduce energy consumption. With increasing energy cost pressures, the shipping industry accounts for 2-3% of global energy consumption, and fuel costs account for 30-60% of ship operating costs, making energy conservation an urgent need. International Maritime Organization (IMO) carbon emission regulations (such as CII and EEXI) are forcing upgrades in ship emission reduction technologies. Traditional propellers generate vortex and wake energy losses (accounting for 15-30% of propulsion efficiency losses) during operation. Energy-saving guide wheels can improve the uniformity of the stern flow, provide pre-spin for the propeller inlet flow, and reduce rotational energy losses in the wake, thereby improving propeller propulsion efficiency.

[0003] Current energy-saving guide wheel design work faces the following problems: 1. Design complexity: It needs to be matched with specific ship types, propellers, and navigation conditions, resulting in poor versatility. 2. Discrepancies exist between CFD simulations and actual ship performance. 3. High installation costs: Approximately US$100,000 to US$500,000, with an investment payback period of about 2-5 years, causing some ship owners to hesitate about installing marine energy-saving guide wheels. 4. Guide wheels are susceptible to corrosion and biofouling, requiring regular maintenance (such as coating repair), increasing downtime.

[0004] Therefore, it is crucial to design an energy-saving test device and test method that can be structurally modified. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides an energy-saving guide wheel testing device and method. The aim is to adapt the testing device to dynamic operating conditions, optimize the guide wheel morphology, compensate for the inaccuracy of CFD calculations, and improve accuracy. The technical solution adopted is as follows:

[0006] An energy-saving guide wheel test device is disclosed. The device includes an arc-shaped duct and guide vanes. The arc-shaped duct is located above the stern structure of a ship, and multiple guide vanes are arranged between the arc-shaped duct and the stern structure. The shape and size of the test device are scaled down to the size of the test ship model, meaning the test device is a model for testing. By adjusting the position of the guide vanes using the test device, energy-saving effect tests are conducted to ultimately obtain the guide wheel structure with the best energy-saving effect.

[0007] A second displacement groove is provided on the inner surface of the arc-shaped guide tube, a first displacement groove is provided on the outer surface of the stern structure of the hull, a first rotating shaft swing groove is provided in the first displacement groove, a second rotating shaft swing groove is provided in the second displacement groove, the first rotating shaft swing groove penetrates the stern structure of the hull, and elastic cotton is pasted on the inner wall of the first rotating shaft swing groove.

[0008] One end of the guide vane passes through the first displacement groove and the first rotating shaft swing groove to connect with the stern structure of the hull, and the other end passes through the second displacement groove and the second rotating shaft swing groove to connect with the arc-shaped guide tube.

[0009] The guide vanes are equipped with rotating shafts along their sides. One end of the rotating shaft is inserted into the first rotating shaft swing groove. The rotating shafts of multiple guide vanes converge at a point, intersecting with the central axis of the stern structure of the hull. The other end is inserted into the second rotating shaft swing groove.

[0010] The guide vanes located in the first and second rotating shaft swing grooves are fixed on one side and swing in the positive or negative direction on the other side.

[0011] Furthermore, in the aforementioned energy-saving guide wheel test device, the first and second rotating shaft swing grooves are fan-shaped.

[0012] Furthermore, in the aforementioned energy-saving guide wheel test device, there is a 100mm~300mm gap between the installation position of the stator rear edge and the position of the arc-shaped guide tube outlet end.

[0013] Furthermore, in the aforementioned energy-saving guide wheel test device, the guide vane can move as a whole in the positive or negative direction within the first and second displacement grooves. After the guide vane is adjusted to the correct position, a filler block is inserted into the gap between the first and second displacement grooves to fix the guide vane.

[0014] Furthermore, in the aforementioned energy-saving guide wheel test device, the guide vane is located in the first rotating shaft swing groove and the second rotating shaft swing groove. The guide vane is fixed on one side and can swing in the positive or negative direction on the other side. After the guide vane is adjusted to the correct position, a filler block is inserted into the gap between the first rotating shaft swing groove and the second rotating shaft swing groove to fix the guide vane.

[0015] Furthermore, in the aforementioned energy-saving guide wheel test device, the arc-shaped guide tube is C-shaped in general, with the C-shaped opening facing downwards.

[0016] A method for conducting tests using an energy-saving guide wheel testing device, comprising the following specific steps:

[0017] S1: Preliminary Scheme Design Evaluation

[0018] S11: Determination of the chord length of the arc-shaped duct and guide vane profile:

[0019] The chord length of the arc-shaped duct section is 0.2D~0.4D, where D is the propeller diameter, and the chord length L1 of the guide vane section is 0.15D~0.25D.

[0020] S12: Determination of the inlet diameter D1 and outlet diameter D2 of the arc-shaped conduit:

[0021] The outlet diameter D2 of the arc-shaped conduit is taken within the range of 0.55D to 0.7D. First, determine the outlet diameter D2, and take the minimum value within the range, which is 0.55D.

[0022] The contraction angle θ of the arc-shaped conduit ranges from 0° to 10°, with the midpoint of 5° taken as its initial value.

[0023] According to the formula, the inlet diameter of the arc-shaped conduit is D1 = (tanθ×L1+0.5×D2)×2.

[0024] Where L1 is the chord length of the duct section, and the initial value of L1 is 0.2D.

[0025] S13: Determining the vertical installation position Z1 of the guide wheel:

[0026] Based on the ship's hull lines, CFD calculations are performed on the wake at the stern of the bare ship to obtain the wake distribution. The outlet end of the arc-shaped duct should be able to cover the low-to-medium wake region of the upper half of the wake field at the stern of the bare ship.

[0027] The guide vane's axis height is the same as the propeller's axis height, while the arc-shaped duct's axis height is higher than or equal to the propeller's axis height. The guide wheel's vertical installation position Z1 is the vertical distance between the arc-shaped duct's axis and the coordinate origin.

[0028] S14: Determining the longitudinal installation position X1 of the guide wheel:

[0029] In the preliminary design stage, the longitudinal installation position X1 of the guide wheel can be determined to be close to the propeller. Priority should be given to ensuring its hydrodynamic performance in the preliminary design. If the performance is qualified, the longitudinal installation position X1 of the guide wheel can be adjusted forward later.

[0030] During the design phase, the installation position of the guide wheel's outlet end should be determined first, ensuring that it is consistent with the outlet position of the ship's stern shaft. The initial value of X1 is this position, determined by the hull lines.

[0031] S2: The experimental setup is initially positioned using CFD methods.

[0032] Energy saving effect = ((PD_ESD / PD_BARE)-1)×100%.

[0033] Among them, PD_ESD refers to the received power calculated when energy-saving guide wheels are installed on the ship.

[0034] PD_BARE refers to the received power calculated without the installation of energy-saving guide wheels on the ship.

[0035] The scheme with the best energy-saving effect from the CFD results was selected for experimental verification.

[0036] S3: Construct an energy-saving test device, gather all the guide vanes at one end of the first displacement groove to the central axis, and conduct the first towing test to record the energy-saving effect.

[0037] S4: The guide vane end of the energy-saving test device is offset by 1° in the positive direction along the rotation axis in the first and second rotating shaft swing grooves, and then towed for a test. Then it is offset by 1° in the negative direction and towed for a test. The energy-saving effect is recorded.

[0038] S5: Move the end of the guide vane of the test energy-saving guide wheel 1° in the positive direction within the first displacement groove and the second displacement groove, and conduct a towing test. Then move it 1° in the negative direction and conduct a towing test. Record the energy-saving effect.

[0039] S6: Compare the energy-saving effects of S3, S4, and S5, and select the optimal value for analysis.

[0040] When the energy-saving effect of step S3 is better than that of S4 and S5, the S3 scheme is selected.

[0041] If the energy-saving effect of step S4 is better than that of S3 and S5, then option S4 is selected. At this point, the angle can be shifted by 1° for testing.

[0042] When the energy-saving effect of step S5 is better than that of steps S4 and S3, the S5 option is selected. At this point, the distance corresponding to moving the guide vane by 1° can be tested.

[0043] S7: Prioritize the output of the scheme with the best energy-saving effect. All guide vanes can move simultaneously or individually. The experiment is adjusted according to the energy-saving effect until the energy-saving requirements are met.

[0044] S8: Outputs energy-saving guide wheel parameters for use in actual ship design.

[0045] Furthermore, in step S5, the guide vane moves in either the positive or negative direction, and the distance corresponding to each 1° angle movement is such that the distance the guide vane moves in the positive direction does not exceed the distance corresponding to a 5° angle, and the distance it moves in the negative direction does not exceed the distance corresponding to a 5° angle.

[0046] This invention improves propulsion efficiency by varying the angle and position of the energy-saving guide wheel blades. The guide wheel provides pre-spinning, reducing propeller wake energy loss and improving efficiency by approximately 3-8%. The structurally matched energy-saving guide wheel further reduces fuel consumption, resulting in overall fuel savings exceeding 2-5%, thus lowering annual operating costs. It also reduces cavitation and vibration, optimizes water flow uniformity, reduces propeller cavitation corrosion and hull vibration, and extends equipment lifespan. Adaptable to various operating conditions, some adaptive guide wheels have adjustable angles to accommodate different drafts or speeds. This invention optimizes the guide wheel shape and uses adjustable guide wheels to adapt to dynamic operating conditions. Furthermore, this invention can compensate for the inaccuracies of CFD calculations, improving precision. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of the experimental energy-saving guide wheel device;

[0048] Figure 2 This is a schematic diagram of the guide vane movement;

[0049] Figure 3 This is a schematic diagram of the guide vane oscillation;

[0050] Figure 4 This is a schematic diagram of a semi-flow field;

[0051] Among them, 100-stern structure of hull, 1-arc-duct, 2-guide blade, 3-first displacement groove, 4-rotation shaft, 5-central axis, 6-second displacement groove, 7-first rotation shaft swing groove, 8-second rotation shaft swing groove, 11-filling block. Detailed Implementation

[0052] The present invention will be described in detail with reference to specific embodiments.

[0053] like Figures 1-3 As shown, an energy-saving guide wheel test device is a solid structure consisting of a C-shaped arc-shaped guide tube, guide vanes, and a stern structure.

[0054] The shape of this experimental device is consistent with the guide wheel structure installed on the actual ship, and its size is the same as the scaled-down version of the experimental ship model.

[0055] The arc-shaped duct is C-shaped overall, with its opening facing downwards and positioned above the stern structure of the hull. Multiple second displacement grooves 6 are provided on its inner surface, while multiple first displacement grooves 3 are provided on the stern structure of the hull, corresponding to the second displacement grooves. A first rotation shaft swing groove is provided within the first displacement groove, and a second rotation shaft swing groove is provided within the second displacement groove. The first and second rotation shaft swing grooves have the same shape, both being fan-shaped. The first rotation shaft swing groove penetrates the stern structure of the hull.

[0056] One end of the guide vane passes through the first displacement groove and the first rotating shaft swing groove and is connected to the stern structure of the hull; the other end passes through the second displacement groove and the second rotating shaft swing groove and is connected to the arc-shaped guide tube.

[0057] The guide vane is equipped with a rotating shaft. One end of the rotating shaft is inserted into the first rotating shaft swing groove, which intersects with the central axis of the stern structure of the hull, and the other end is inserted into the second rotating shaft swing groove.

[0058] Multiple guide vanes are located between the stern structure of the hull and the arc-shaped duct. One end of the guide vane passes through the first displacement groove and the first rotating shaft swing groove to connect with the stern structure of the hull, and the other end passes through the second displacement groove and the second rotating shaft swing groove to connect with the arc-shaped duct.

[0059] The guide vane can move in both positive and negative directions within the displacement groove. Each movement corresponds to a displacement of 1 degree, with the positive direction movement not exceeding 5 degrees and the negative direction movement not exceeding 5 degrees. The guide vane is fixed on one side, while the other side can swing in either the positive or negative direction, with each swing angle being 1 degree, and the total angle not exceeding 5 degrees.

[0060] The inner wall of the first rotating shaft swing groove is covered with elastic cotton. After the rotating shaft is adjusted at the angle, the elastic cotton is used to fix and limit its displacement. After the rotating shaft is adjusted and fixed at the angle, the first rotating shaft swing groove is filled and fixed with filler block 11.

[0061] The bottom surfaces of the first and second displacement grooves are flat. Slots are provided at the four corners inside the first and second displacement grooves. The filling of the displacement grooves is limited by the slots to ensure the smoothness of the tail profile and avoid affecting the test results.

[0062] The filler block is inserted into the gaps of the first displacement groove, the second displacement groove, the first rotating shaft swing groove, and the second rotating shaft swing groove. After insertion, the energy-saving guide wheel has a watertight structure, so water will not enter the interior of the energy-saving guide wheel. Furthermore, the energy-saving guide wheel of the present invention is a test device model, and the angle adjustment of the guide vane is not performed underwater. Therefore, water will not enter the interior of the guide wheel during the adjustment of the guide vane.

[0063] There are multiple guide vanes, which radiate outwards along the outer surface of the stern structure of the hull. Each guide vane is equipped with a corresponding displacement groove and a rotation shaft swing groove.

[0064] Along the axis of the guide vane to both sides, the cross-section of the guide vane is a streamlined wing structure.

[0065] The test model is connected to the test ship hull model by a connecting shaft at the stern.

[0066] Implementation details:

[0067] Based on the ship's hull shape, the stern profile and the propeller diameter D are known.

[0068] S1: Preliminary Scheme Design Evaluation

[0069] S11: Determination of the chord length of the arc-shaped duct and guide vane profile:

[0070] The chord length of the arc-shaped duct section is usually 0.2D-0.4D (D is the propeller diameter), and the chord length of the guide vane section is usually 0.15D-0.25D.

[0071] S12: Determination of the diameter of the arc-shaped conduit:

[0072] The inlet diameter D1 of the arc-shaped catheter is selected within the range of 0.65D to 0.75D, and the outlet diameter D2 is selected within the range of 0.55D to 0.7D. The outlet diameter D2 of the arc-shaped catheter is determined first, and the minimum value within the range, i.e., 0.55D, is selected.

[0073] The initial value of the chord length L1 of the arc-shaped duct section is 0.2D. If this value is considered too small during subsequent optimization calculations, it can be increased it iteratively in increments of 0.05D before re-optimization. The chord length L2 of the guide vane section is 0.15D. If this value is considered too small during subsequent structural calculations, potentially posing a risk to structural strength, it can be increased it iteratively in increments of 0.05D. Based on the above principles, after determining the outlet diameter D2 of the arc-shaped duct, the contraction angle θ of the arc-shaped duct is determined using arctan[(0.5×D1-0.5×D2) / L1]. The contraction angle of the arc-shaped duct is typically taken within the range of 0° to 10°, with the midpoint 5° usually used as its initial value. Therefore, after determining the chord length L1 and the outlet diameter D2 of the arc-shaped duct, the inlet diameter D1 of the arc-shaped duct can be determined using D1 = (tanθ×L1+0.5×D2)×2.

[0074] S13: Determination of the vertical installation position Z1 of the guide wheel: Based on the ship's hull lines, CFD calculations are performed on the wake of the bare ship's stern to obtain the wake distribution of the wake field. See attached diagram. Figure 4 The outlet end of the arc-shaped duct needs to cover the low to medium wake region in the upper half of the wake field at the stern of the bare ship. The values ​​in the figure represent the wake fraction; the closer to 1, the larger the wake fraction, and the closer to 0, the smaller the wake fraction. The wake fraction between 0.4 and 0.6 represents the low to medium wake region. The guide vane's axis height is consistent with the propeller's axis height. The axis of the arc-shaped duct is usually higher than the propeller's axis. That is, by raising the axis of the arc-shaped duct, the arc-shaped duct with a determined outlet diameter D2 can cover the low to medium wake region in the upper half of the wake distribution diagram. The vertical installation position Z1 of the guide wheel is the vertical distance 76 between the axis of the arc-shaped duct and the origin of the coordinate system.

[0075] S14: Determining the longitudinal installation position X1 of the guide wheel:

[0076] Generally speaking, the closer the longitudinal installation position X1 of the guide wheel is to the propeller, the more beneficial it is to the energy-saving effect of the guide wheel. However, if the longitudinal installation position X1 of the guide wheel is closer to the propeller, it will be further away from the stern frame of the ship, which will lead to the need for more structural reinforcement during actual installation and increase the overall weight of the guide wheel. Therefore, a balance between hydrodynamic performance and economy needs to be considered. In the preliminary design stage, the longitudinal installation position X1 of the guide wheel can be determined to be relatively close to the propeller. Prioritize the hydrodynamic performance in the preliminary design. If the hydrodynamic performance indicators are qualified later, the longitudinal installation position X1 of the guide wheel can be adjusted forward. The installation position of the guide wheel's outlet end should be determined first during the design. At most, it can be made to be consistent with the outlet position of the ship's stern shaft. The initial value of X1 is this position, which is determined by the hull lines. The installation position of the stator's trailing edge is usually 100-300mm away from the outlet end of the arc-shaped guide tube.

[0077] S2: The initial position of the above structure is set using the CFD method.

[0078] Energy saving effect = ((PD_ESD / PD_BARE)-1)×100%.

[0079] The scheme with the best energy-saving effect from the CFD results was selected for experimental verification.

[0080] S3: Construct an energy-saving test device, set one end of all guide vanes located in the first displacement groove at the central axis, and conduct the first towing test to record the energy-saving effect.

[0081] S4: The guide vane end of the energy-saving test device is offset by 1° in the positive direction along the rotation axis in the first and second rotating shaft swing grooves, and then towed for a test. Then it is offset by 1° in the negative direction and towed for a test. The energy-saving effect is recorded.

[0082] S5: Move the end of the guide vane of the test energy-saving guide wheel 1° in the positive direction within the first displacement groove and the second displacement groove, and conduct a towing test. Then move it 1° in the negative direction and conduct a towing test. Record the energy-saving effect.

[0083] S6: Compare the energy-saving effects of S3, S4, and S5, and select the optimal value for analysis.

[0084] When the energy-saving effect of step S3 is better than that of S4 and S5, the S3 scheme is selected.

[0085] If the energy-saving effect of step S4 is better than that of S3 and S5, then the S4 option is selected. At this point, the angle can be tested by adjusting the offset distance corresponding to 1°.

[0086] When the energy-saving effect of step S5 is better than that of S4 and S3, the S5 option is selected. At this time, the distance corresponding to moving the guide vane by 1° can be tested.

[0087] S7: Prioritize the output of the scheme with the best energy-saving effect. All blades can move simultaneously or individually. The experiment is adjusted according to the energy-saving effect until the energy-saving requirements are met.

[0088] S8: Outputs energy-saving guide wheel parameters for use in actual ship design.

Claims

1. A method of testing by an energy saving wheel testing device, characterized in that, The test device used in the test includes an arc-shaped guide pipe and guide vanes, the arc-shaped guide pipe is located above the ship body tail structure, and a plurality of guide vanes are arranged between the arc-shaped guide pipe and the ship body tail structure; the shape and size of the test device are consistent with the scale ratio of the test ship body model; The inner surface of the arc-shaped guide pipe is provided with a second displacement groove, the outer surface of the ship body tail structure is provided with a first displacement groove, the first displacement groove is provided with a first rotating shaft swing groove, the second displacement groove is provided with a second rotating shaft swing groove, the first rotating shaft swing groove penetrates through the ship body tail structure, and the inner wall of the first rotating shaft swing groove is pasted with elastic cotton; One end of the guide vane penetrates through the first displacement groove and the first rotating shaft swing groove and is connected with the ship body tail structure, and the other end penetrates through the second displacement groove and the second rotating shaft swing groove and is connected with the arc-shaped guide pipe; The guide vane is provided with a rotating shaft along the side, one end of the rotating shaft is inserted into the first rotating shaft swing groove, the rotating shafts of the plurality of guide vanes converge to a point and intersect with the central axis of the ship body tail structure, and the other end is inserted into the second rotating shaft swing groove; The guide vane located in the first rotating shaft swing groove and the second rotating shaft swing groove is fixed on one side and swings on the other side in the positive direction or the negative direction; S1: preliminary scheme design evaluation S11: determination of the chord length of the arc-shaped guide pipe and the guide vane profile: The chord length L1 of the arc-shaped guide pipe profile is 0.2D~0.4D, D is the diameter of the propeller, and the chord length of the guide vane profile is 0.15D~0.25D; S12: determination of the arc-shaped guide pipe inlet end diameter D1 and outlet end diameter D2: The outlet end diameter D2 of the arc-shaped guide pipe is in the range of 0.55D~0.7D, the outlet end diameter D2 is determined first, and the minimum value in the range, i.e. 0.55D, is taken; The contraction angle θ of the arc-shaped guide pipe is in the range of 0°~10°, and the middle value 5° is taken as the initial value; According to the formula, the inlet end diameter D1 of the arc-shaped guide pipe is (tanθ×L1+0.5×D2)×2; Wherein, L1 is the chord length of the arc-shaped guide pipe, and the initial value of L1 is 0.2D; S13: determination of the vertical installation position Z1 of the guide wheel: Based on the lines of the ship, the wake field of the naked ship tail is calculated and evaluated by CFD, the wake distribution of the wake field is obtained, and the outlet end of the arc-shaped guide pipe can cover the low wake area in the upper half of the naked ship tail wake field; The axis height of the guide vane is consistent with the axis height of the propeller, and the axis height of the arc-shaped guide pipe is higher than or equal to the axis height of the propeller; the vertical installation position Z1 of the guide wheel, that is, the vertical distance between the arc-shaped guide pipe axis and the coordinate origin; S14: determination of the longitudinal installation position X1 of the guide wheel: In the preliminary design stage, the longitudinal installation position X1 of the guide wheel is determined close to the propeller first, and the hydrodynamic performance is given priority to in the preliminary design, and then the longitudinal installation position X1 of the guide wheel is adjusted forward under the premise of qualified performance; The installation position of the outlet end of the guide wheel is determined first in the design, so that it is consistent with the outlet position of the ship tail shaft, and the initial value of X1 is the outlet position of the tail shaft, which is determined by the ship body lines; S2: preliminary position setting of the test device by CFD method; Energy saving effect = ((PD_ESD / PD_BARE)-1) x 100%; Wherein, PD_ESD, refers to the calculated received power under the condition of installing energy-saving guide wheel on the ship; PD_BARE, refers to the calculated received power under the condition of not installing energy-saving guide wheel on the ship; Select the optimal scheme of CFD results for test verification; S3: Make test device, collect all guide vanes at one end of the first displacement groove to the central axis of the ship structure, and record the energy saving effect in the first towing test; S4: Shift the end of the guide vane of the test device in the first rotating shaft swing groove and the second rotating shaft swing groove by 1° in the positive direction, conduct a towing test, then shift by 1° in the negative direction, conduct a towing test, and record the energy saving effect; S5: Move the end of the guide vane of the test energy-saving guide wheel in the first displacement groove and the second displacement groove by 1° in the positive direction, conduct a towing test, then move by 1° in the negative direction, conduct a towing test, and record the energy saving effect; S6: Compare the energy saving effects of S3, S4, and S5 to select the optimal value for analysis, When the energy saving effect of step S3 is better than that of S4 and S5, select S3 scheme; When the energy saving effect of step S4 is better than that of S3 and S5, select S4 scheme; At this time, the angle is shifted by 1° for testing; When the energy saving effect of step S5 is better than that of S4 and S3, select S5 scheme; At this time, the guide vane is moved by 1° for testing; S7: Prefer the best energy saving effect scheme for output, all guide vanes can be moved simultaneously or individually, and the test is adjusted until the energy saving requirement is met; S8: Output the energy-saving guide wheel parameters for ship design.

2. A method of testing an energy saving wheel testing apparatus according to claim 1, wherein, The first rotating shaft swing groove and the second rotating shaft swing groove are fan-shaped.

3. A method of testing an energy saving wheel testing apparatus according to claim 1, wherein, The guide vanes can be moved in the first displacement groove and the second displacement groove in the positive direction or the negative direction, and after the guide vanes are adjusted to the position, the filler blocks are inserted into the gaps of the first displacement groove and the second displacement groove to fix the guide vanes.

4. A method of testing an energy saving wheel testing apparatus according to claim 1, wherein The guide vanes are fixed in the first rotating shaft swing groove and the second rotating shaft swing groove, with one side fixed and the other side swingable in the positive direction or the negative direction, and after the guide vanes are adjusted to the position, the filler blocks are inserted into the gaps of the first rotating shaft swing groove and the second rotating shaft swing groove to fix the guide vanes.

5. The method of testing of an energy saving wheel test rig according to claim 1, wherein, The arc-shaped guide pipe is in the shape of C, and the opening of the C shape is downward.

6. A method of testing an energy saving wheel test apparatus according to claim 1, wherein In step S5, the guide vanes are moved in the positive direction or the negative direction, and each time the guide vanes are moved by 1°, the distance corresponding to 1° is recorded, the distance of the guide vanes moving in the positive direction does not exceed the distance corresponding to 5°, and the distance of the guide vanes moving in the negative direction does not exceed the distance corresponding to 5°.

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