Propeller boss cap fin energy test mechanism

Abstract

The application discloses a propeller hub cap fin energy test mechanism and relates to the technical field of propeller test.The test mechanism comprises a frame, a moving device installed on the frame, a fixing frame installed on the moving end of the moving device and a moving frame in sliding connection with the inside of the fixing frame.The application is provided with a counter-torque assembly, which generates centrifugal counter torque by reverse rotation of a transmission cylinder and a connecting shaft, and a torsion sensor installed between the fixing frame and the moving frame detects residual circumferential force in real time, changes the radial working radius of a weight block, dynamically tunes the amplitude of the counter torque, ensures that the counter torque generated by the propeller is counteracted before being transmitted to the moving frame, enables the thrust sensor to bear axial hydrodynamic thrust, reduces the eccentric load error caused by torsion coupling and significantly improves the measurement accuracy of the small energy saving gain of the hub cap fin.

Description

Technical Field

[0001] This invention relates to the field of propeller testing technology, specifically to a propeller hub cap fin energy-saving testing mechanism. Background Technology

[0002] A propeller hub cap fin is a propeller energy-saving device consisting of several appropriate blades installed on the surface of a regular propeller hub cap.

[0003] For example, in patent classification number "CN121231006A", entitled "A Multifunctional Testing Device and Method for Attitude-Adjustable Underwater Vehicle Propeller", the device includes a first guide mechanism and a second guide mechanism arranged in parallel, extending along a first direction and both located on the outside of the top surface of the water tank along the height direction; one end of the slider mechanism is slidably engaged with the first guide mechanism, and the other end of the slider mechanism is slidably engaged with the second guide mechanism; one end of the attitude adjustment mechanism is fixed to a housing mounted on the slider mechanism; a first spring and a second spring are installed on both sides of the housing along the first direction; a first dynamometer and a second dynamometer are installed on the other ends of the first spring and the second spring. The invention has a simple structure, is easy to operate, and is easy to process and promote. Compared with general test systems, the invention can simulate the propeller flow noise characteristics under different working conditions and attitudes.

[0004] The reverse torque generated by the propeller in the above-mentioned device during rotation is not effectively isolated or canceled, and is directly or indirectly transmitted to the thrust measurement component, resulting in the thrust data being mixed with the off-center load error caused by torque coupling. The propeller mounting interface of the above-mentioned device can usually only be adapted to a single model. When it is necessary to compare different scaled models to evaluate the scale effect, or when it is necessary to compare the energy saving difference between hubless and hub-finned propellers, it is necessary to replace the model and reinstall. During the repeated disassembly and reassembly, it is inevitable that the coaxiality, axial installation position and bench stress state and other benchmark conditions between the two tests will have slight deviations that are difficult to quantify, which will affect the energy saving detection. To this end, a propeller hub-fin energy saving test mechanism has been invented. Summary of the Invention The purpose of this invention is to provide a propeller hub cap fin energy-saving testing mechanism to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a propeller hub cap fin energy-saving testing mechanism, the testing mechanism comprising: frame; Mobile device, the mobile device is mounted on the frame; The mounting bracket is installed on the moving end of the mobile device; The movable frame has its outer wall and the interior of the fixed frame slidingly connected, and a thrust sensor for detecting thrust is installed between the fixed frame and the movable frame. The power unit, used to control the rotation of the propeller, is installed inside the mobile frame; An anti-torque assembly, used to counteract the torque of the power unit, is installed between the power unit and the moving frame; The power unit includes: A connecting shaft is rotatably connected to the outer wall of the connecting shaft and the inner wall of the movable frame. One end of the connecting shaft is equipped with a mounting component for mounting a propeller, and a power assembly for controlling the rotation of the connecting shaft is installed between the connecting shaft and the movable frame. The anti-torque component includes: The transmission cylinder is rotatably connected to the outer wall of the connecting shaft. A transmission assembly, used to enable reverse rotation between the connecting shaft and the transmission cylinder, is installed between the connecting shaft and the transmission cylinder; The inner wall of the fixed ring is fixed to the outer wall of the transmission cylinder; The inner wall of the rotating wheel is slidably connected to the outer wall of the transmission cylinder; A weight block is slidably connected to the inner wall of the rotating wheel, and an adjustment component for adjusting the position of the weight block inside the rotating wheel is installed between the weight block and the transmission cylinder.

[0006] Furthermore, the power assembly includes a long output shaft, the outer wall of which is rotatably connected to the inner wall of the movable frame. A power supply assembly for controlling the rotation of the long output shaft is installed between the long output shaft and the movable frame. One end of a connecting shaft is rotatably connected to one end of the long output shaft. A clutch for realizing power transmission between the connecting shaft and the long output shaft is installed between one end of the connecting shaft and one end of the long output shaft.

[0007] Furthermore, the adjustment component includes: The moving ring has its inner wall slidably connected to the outer wall of the transmission cylinder, and a telescopic component for controlling the movement of the moving ring is installed between the moving ring and the moving frame. Connector No. 1, one end of connector No. 1 is rotatably connected to the outer wall of the fixing ring; Connector No. 2, one end of connector No. 2 is rotatably connected to the other end of connector No. 1, and the other end of connector No. 2 is rotatably connected to the outer wall of the moving ring; The telescopic assembly includes a first telescopic component, one end of which is fixed to one end inside the movable frame. A rotating ring is fixedly connected to the telescopic end of the first telescopic component, and one side of the rotating ring is rotatably connected to one side of the movable ring.

[0008] Furthermore, the transmission assembly includes a first gear, which is fixedly mounted on the outer wall of the connecting shaft. A second gear is fixedly connected to the outer wall of the transmission cylinder. A transmission gear for transmitting power between the first gear and the second gear is rotatably connected inside the movable frame. The transmission gear meshes with the outer walls of the first gear and the second gear, respectively.

[0009] Furthermore, the power supply component includes a No. 1 motor, which is fixedly installed inside the mobile frame. A No. 3 gear is fixedly connected to the output end of the No. 1 motor, and a No. 4 gear is fixedly connected to the outer wall of the long output shaft. The outer walls of the No. 3 gear and the outer walls of the No. 4 gear mesh with each other.

[0010] Furthermore, the mobile end of the mobile device is equipped with a closing assembly for closing the propeller. The closing assembly includes a third telescopic member, which is fixedly installed on the mobile end of the mobile device. The telescopic end of the third telescopic member is fixedly connected to the closing member.

[0011] Furthermore, the mobile device includes a second telescopic component, the telescopic end of which is fixedly connected to the top of the frame, and a moving plate is fixedly connected to the telescopic end of the second telescopic component. A third telescopic component is fixedly installed at the bottom of the moving plate, and a second motor is fixedly connected to the bottom of the moving plate. The output end of the second motor is fixed to the top of the fixed frame.

[0012] Compared with the prior art, the beneficial effects of the present invention are: This propeller hub cap fin energy-saving test mechanism, through the setting of an anti-torque component, utilizes the reverse rotation of the transmission cylinder and the connecting shaft to generate a centrifugal reverse torque. At the same time, a torque sensor installed between the fixed frame and the moving frame detects the residual circumferential force in real time, changes the radial working radius of the load block, and thus dynamically tunes the amplitude of the reverse torque. This ensures that the anti-torque generated by the propeller is canceled out before it is transmitted to the moving frame, enabling the thrust sensor to withstand the axial hydrodynamic thrust, reducing the off-center load error caused by torsional coupling, and significantly improving the measurement accuracy of the hub cap fin's small energy-saving gain.

[0013] Meanwhile, through the configuration of the power unit, connecting shafts and mounting components are installed at both ends of the long output shaft, which can simultaneously mount a hubless fin reference propeller and a hub fin test propeller, or simultaneously mount propeller models of different scale sizes. During the test, cross-comparison tests of the two propellers can be completed within the same test cycle, ensuring that the two propellers bear the same driving torque, flow field environment, coaxiality and bench stress state throughout the test, eliminating the offset of reference conditions caused by changing models and secondary clamping, and enabling comparison between the two propellers.

[0014] The outer wall of the closure is streamlined, which effectively reduces the shape resistance and additional turbulence it generates in the water. The side wall of the closure has through holes, which allow fluid to freely enter and exit the inner cavity when the non-test end propeller is wrapped. This avoids the hydraulic reaction force caused by the internal liquid being squeezed during the closing process and the surge impact at the moment of opening and closing. This ensures the smooth and reliable closing action and eliminates secondary disturbance to the test flow field. Attached Figure Description

[0015] Figure 1 This is an isometric drawing of the present invention; Figure 2 This is a cross-sectional view of the present invention; Figure 3 This is an isometric view of the mobile device of the present invention; Figure 4 This is a cross-sectional view of the fixing frame of the present invention; Figure 5 This is a cross-sectional view of the power unit of the present invention; Figure 6 This is an internal view of the anti-torsion component of the present invention; Figure 7 This is an isometric view of the anti-torsion component of the present invention; Figure 8 This is a cross-sectional view of the anti-torsion component of the present invention.

[0016] In the diagram: 1. Frame; 2. Moving device; 201. Telescopic component No. 2; 202. Moving plate; 203. Motor No. 2; 3. Fixed frame; 4. Moving frame; 5. Thrust sensor; 6. Power unit; 601. Long output shaft; 602. Connecting shaft; 603. Motor No. 1; 604. Gear No. 3; 605. Gear No. 4; 606. Clutch; 7. Anti-torque component; 701. Transmission cylinder; 702. Fixed ring; 703. Moving ring; 704. Connector No. 1; 705. Connector No. 2; 706. Rotating wheel; 707. Weight block; 708. Telescopic component No. 1; 709. Rotating ring; 710. Gear No. 1; 711. Gear No. 2; 712. Transmission gear; 8. Closing component; 801. Telescopic component No. 3; 802. Closing component. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] like Figure 1 - Figure 8As shown, the present invention provides a technical solution: a propeller hub cap fin energy-saving testing mechanism, the testing mechanism comprising: Framework 1; Mobile device 2 is mounted on frame 1; Fixture 3 is installed on the moving end of the moving device 2; The movable frame 4 has its outer wall slidably connected to the inside of the fixed frame 3, and the thrust sensor 5 for detecting thrust is installed between the fixed frame 3 and the movable frame 4. The power unit 6, which controls the rotation of the propeller, is installed inside the moving frame 4; Anti-torque assembly 7, used to counteract the torque of power unit 6, is installed between power unit 6 and moving frame 4; Power unit 6 includes: The connecting shaft 602 is rotatably connected to the outer wall of the movable frame 4. One end of the connecting shaft 602 is equipped with a mounting component for mounting a propeller. A power assembly for controlling the rotation of the connecting shaft 602 is installed between the connecting shaft 602 and the movable frame 4. The anti-torque component 7 includes: The transmission cylinder 701 is rotatably connected to the outer wall of the connecting shaft 602. A transmission assembly for realizing reverse rotation between the connecting shaft 602 and the transmission cylinder 701 is installed between the connecting shaft 602 and the transmission cylinder 701. The inner wall of the fixed ring 702 is fixed to the outer wall of the transmission cylinder 701; Rotary wheel 706, the inner wall of rotary wheel 706 is slidably connected to the outer wall of transmission cylinder 701; The inner wall of the rotating wheel 706 is slidably connected to the weight block 707. An adjustment component for adjusting the position of the weight block 707 inside the rotating wheel 706 is installed between the weight block 707 and the transmission cylinder 701.

[0019] The power assembly includes a long output shaft 601, the outer wall of which is rotatably connected to the inner wall of the movable frame 4. A power supply assembly for controlling the rotation of the long output shaft 601 is installed between the long output shaft 601 and the movable frame 4. One end of the connecting shaft 602 is rotatably connected to one end of the long output shaft 601. A clutch 606 for realizing power transmission between the connecting shaft 602 and the long output shaft 601 is installed between one end of the connecting shaft 602 and one end of the long output shaft 601.

[0020] The adjustment components include: The inner wall of the movable ring 703 is slidably connected to the outer wall of the transmission cylinder 701, and a telescopic component for controlling the movement of the movable ring 703 is installed between the movable ring 703 and the movable frame 4. Connector 704, one end of connector 704 is rotatably connected to the outer wall of retaining ring 702; Second connector 705, one end of which is rotatably connected to the other end of first connector 704, and the other end of second connector 705 is rotatably connected to the outer wall of moving ring 703. The telescopic assembly includes a first telescopic component 708, one end of which is fixed to one end inside the movable frame 4. A rotating ring 709 is fixedly connected to the telescopic end of the first telescopic component 708, and one side of the rotating ring 709 is rotatably connected to one side of the movable ring 703.

[0021] The transmission assembly includes a first gear 710, which is fixedly mounted on the outer wall of the connecting shaft 602. A second gear 711 is fixedly connected to the outer wall of the transmission cylinder 701. A transmission gear 712 for transmitting power between the first gear 710 and the second gear 711 is rotatably connected inside the movable frame 4. The transmission gear 712 meshes with the outer walls of the first gear 710 and the second gear 711, respectively.

[0022] The power supply component includes a No. 1 motor 603, which is fixedly installed inside the movable frame 4. The output end of the No. 1 motor 603 is fixedly connected to a No. 3 gear 604, and the outer wall of the long output shaft 601 is fixedly connected to a No. 4 gear 605. The outer walls of the No. 3 gear 604 and the No. 4 gear 605 mesh with each other.

[0023] The mobile end of the mobile device 2 is equipped with a closing assembly 8 for closing the propeller. The closing assembly 8 includes a third telescopic member 801, which is fixedly installed on the mobile end of the mobile device 2. The telescopic end of the third telescopic member 801 is fixedly connected to the closing member 802.

[0024] The mobile device 2 includes a second telescopic component 201, the telescopic end of which is fixedly connected to the top of the frame 1. The telescopic end of the second telescopic component 201 is fixedly connected to a moving plate 202. A third telescopic component 801 is fixedly installed at the bottom of the moving plate 202. A second motor 203 is fixedly connected to the bottom of the moving plate 202. The output end of the second motor 203 is fixed to the top of the fixed frame 3.

[0025] The hub fin is installed on the propeller. Therefore, when conducting energy-saving tests, it is mainly necessary to conduct comparative tests between propellers without hub fins and propellers with hub fins. A water circulation device is installed on the frame 1 to realize water circulation and control the water flow speed. The moving device 2 includes a second telescopic component 201. The second telescopic component 201 can immerse the fixed frame 3 and the device installed inside the fixed frame 3 into the water flow. The output end of the first motor 603 rotates, which causes the propeller to rotate through transmission. Based on the rotation of the propeller, a thrust is applied to the moving frame 4. Through the thrust sensor 5, the change of thrust can be detected in real time and continuously.

[0026] like Figure 1 and Figure 2 As shown, during the test, the hubless finned propeller and the hubned finned propeller are respectively installed on the connecting shafts 602 at both ends of the long output shaft 601. The moving plate 202, the fixed frame 3 and the internal device are immersed in the circulating water through the second telescopic component 201. The third telescopic component 801 drives the closing component 802 to wrap and isolate the non-test end propeller streamline. The first motor 603 drives the test end propeller to rotate. The thrust sensor 5 collects the axial thrust in real time. At the same time, the torque sensor detects the residual circumferential force and feeds it back to the control unit to adjust the anti-torque component 7 to achieve dynamic zeroing of the torque. After the single-sided test is completed, the closing component 802 is opened, and the second motor 203 drives the fixed frame 3 to rotate 180° to exchange the positions of the two propellers. The closing component 802 wraps the new non-test end again. The clutch 606 is switched to the engagement state to perform a thrust test on the other end propeller. After the closed-loop comparison is completed, the second telescopic component 201 lifts the device out of the water.

[0027] A hubless reference propeller and a hub-and-fin test propeller are coaxially mounted at both ends of a long output shaft 601. The axial thrust generated by both is measured under the same water flow environment and drive torque. The interference of the propeller's reverse torque on the moving frame 4 is dynamically zeroed through the closed-loop adjustment of the anti-torque component 7 and the torque sensor, ensuring that the thrust sensor 5 only responds to hydrodynamic thrust. By comparing the thrust difference at both ends, the energy-saving gain of the hub-and-fin is accurately obtained under completely equal load and zero torque interference conditions. Alternatively, propeller models of different scales (such as a 1:20 scale model and a 1:10 scale model) are mounted on the connecting shafts 602 at both ends of the long output shaft 601. Within the same test cycle, the two models are under identical water flow environment, drive speed, and mechanical constraints. The closure 802 streamlines and isolates the non-test ends, and the thrust of each scale is measured sequentially. By comparing the thrust data of the model under the same operating conditions, and by comparing the thrust coefficient differences of different scale models under the same Reynolds number, the impact of scale effect on the energy-saving effect of hub fin can be accurately evaluated and corrected. This provides a high-confidence scaled conversion basis for actual ship performance prediction. Through the setting of the power unit 6, connecting shafts 602 and mounting parts are installed at both ends of the long output shaft 601, which can simultaneously mount a reference propeller without hub fin and a test propeller with hub fin, or simultaneously mount propeller models of different scale sizes. During the test, the cross-comparison test of the two propellers can be completed in the same test cycle, ensuring that the two propellers bear the same driving torque, flow field environment, coaxiality and bench stress state throughout the test. This eliminates the offset of the reference conditions caused by changing the model and re-clamping, and enables the comparison between the two propellers.

[0028] like Figure 3 and Figure 4As shown, the connecting shaft 602 is connected to the hubless propeller, the hub-and-fin propeller, and propeller models of different sizes through the mounting components. By installing different propellers at both ends of the same axis, comparison between the two can be achieved. The outer wall shape of the closing member 802 is streamlined to avoid turbulence during testing. When the propeller at one end rotates, the telescopic end of the third telescopic member 801 moves, causing the two closing members 802 to contact each other and close and wrap around the propeller at the other end. After the thrust of one propeller is tested, the output end of the second motor 203 rotates, causing the entire fixed frame 3 and the propellers at both ends of the moving frame 4 to rotate half a turn, thereby swapping the two propellers. The closing member 802 closes and wraps around the swapped propeller, and the thrust of the other propeller is tested until the test is completed. During the swap, the loads corresponding to the two propellers are the same. At the same time, the coaxiality of the two propellers is achieved through the long output shaft 601 and the connecting shaft 602. Both ends of the output shaft 601 are equipped with connecting shafts 602, allowing hubless and hub-and-fin propellers to be installed at both ends of the moving frame 4, respectively. When the thrust generated by the propeller is detected by the thrust sensor 5, the load on the hubless and hub-and-fin propellers is the same, and the load will not differ due to propeller replacement or different models, thus preventing deviations in the thrust monitored by the thrust sensor 5. A through-type long output shaft 601 structure is set up, and a reference propeller and a hub-and-fin propeller are synchronously installed at both ends of the moving frame 4. The hub-and-cap fin propeller ensures that both the propeller and the closure are subjected to the same driving torque and fluid load environment during the test. The streamlined outer wall of the closure 802 effectively reduces the shape drag and additional turbulence it generates in the water. The side wall of the closure 802 has through holes, which allow fluid to freely enter and exit the inner cavity when the non-test end propeller is wrapped. This avoids the hydraulic reaction force caused by the internal liquid being squeezed during the closing process and the surge impact at the moment of opening and closing. This ensures the smooth and reliable closing action and eliminates secondary disturbance to the test flow field.

[0029] The mobile device 2 avoids load differences caused by model replacement, secondary clamping, or motor operating condition fluctuations from the source, eliminates background measurement noise caused by inconsistent system load of the thrust sensor 5, and significantly improves the identification accuracy of the small energy-saving gain. When collecting thrust data of one propeller, the closure 802 is interlocked under the drive of the telescopic component, completely streamlining and isolating the non-test propeller. This effectively prevents unnecessary turbulence and vortex interference caused by the non-test blades spinning freely in the water, so that the axial force data collected by the thrust sensor 5 fully represents the real propulsion characteristics of the tested propeller, greatly improving the data signal-to-noise ratio. The side wall of the closure 802 has through holes to prevent the liquid inside the closure 802 from flowing out when it is wrapping the propeller. If the liquid inside the closure 802 cannot be discharged, it will generate huge fluid resistance, which will also affect the thrust generated by the other propeller.

[0030] like Figure 5 As shown, the output end of motor 603 rotates, and through the transmission of gears 604 and 605, the long output shaft 601 rotates, controlling clutch 606 to realize the power transmission between connecting shaft 602 and long output shaft 601. Clutch 606 at the other end of long output shaft 601 disconnects the power transmission between connecting shaft 602 and long output shaft 601. Connecting shaft 602 and mounting components realize the rotation of propeller. During the rotation of propeller, through cooperation with water flow, thrust is generated on propeller and connecting shaft 602. This thrust is transmitted to moving frame 4 through connecting shaft 602 and then received by thrust sensor 5 installed between moving frame 4 and fixed frame 3. During the rotation of propeller, torque is generated. The effect of torque on moving frame 4 is offset by anti-torque component 7. Torque sensor is installed between fixed frame 3 and moving frame 4.

[0031] like Figure 6 , Figure 7 and Figure 8As shown, the connecting shaft 602 rotates, and through the transmission of gear 710, transmission gear 712, and gear 711, the transmission cylinder 701 rotates in the opposite direction. The transmission of the transmission cylinder 701 causes the fixed ring 702, the moving ring 703, and the rotating wheel 706 to rotate synchronously in the opposite direction. The reverse rotation of the transmission cylinder 701 and the structure mounted on it generates a counter-torque, which cancels out the torque generated by the screw. The telescopic end of the first telescopic component 708 moves, and the rotating ring 709 and the moving ring 703 move synchronously. The rotating ring 703 and the rotating ring 709 are rotatably connected to prevent the moving ring 703 from affecting the rotating ring 709 and the first telescopic component 708 during rotation. A torque sensor detects the relative torque between the fixed frame 3 and the moving frame 4. The radial distance of the load block 707, i.e., the distance between the load block 707 and the axis of the transmission cylinder 701, is adjusted via the telescopic end of the first telescopic component 708. This controls the counter-torque generated by the counter-torque assembly 7. The formula for the centrifugal force generated when the load block 707 rotates with the transmission cylinder 701 is: , The mass of the load block 707 is fixed. This is the radial distance from the center of mass of the load block 707 to the axis of the transmission cylinder 701. The rotational angular velocity (determined by the propeller speed) drives the first telescopic component 708 to move the moving ring 703 axially, which in turn pushes or pulls the load block 707 along the radial groove of the wheel 706 via the first connecting component 704 and the second connecting component 705, with a radial distance of... Increase or decrease centrifugal force As the centrifugal force increases or decreases synchronously, it is converted into a circumferential reverse torque acting on the transmission cylinder 701 through the connecting mechanism. The amplitude of the reverse torque changes accordingly. Therefore, the larger the radial radius, the greater the centrifugal force and the greater the reverse torque.

[0032] The propeller torque and the reverse torque cancel each other out within the anti-torque assembly 7. The residual circumferential torque after cancellation is transmitted to the movable frame 4, causing the movable frame 4 to have a slight circumferential deflection tendency relative to the fixed frame 3. The torque sensor installed between the fixed frame 3 and the movable frame 4 detects this residual circumferential force in real time and feeds the signal back to the control unit. The control unit drives the first telescopic member 708 to telescopically extend and retract according to the magnitude and direction of the torque sensor signal. The radial working radius of the load block 707 is changed through the movable ring 703 and the second connecting member 705, thereby adjusting the amplitude of the reverse torque. This closed-loop adjustment process continues until the residual circumferential force detected by the torque sensor reaches its minimum value (i.e., returns to zero or is close to zero). In this application, both thrust and torque are considered as vectors, with only direction. Unlike other components, there are no positive or negative values. This indicates that the counter-torque generated by the propeller has been completely and accurately canceled out by the anti-torque component 7. The axial thrust data measured by the thrust sensor 5 is not affected by any torsional coupling. Through the setting of the anti-torque component 7, the anti-torque component 7 generates a centrifugal counter-torque by using the reverse rotation of the transmission cylinder 701 and the connecting shaft 602. At the same time, the torque sensor installed between the fixed frame 3 and the moving frame 4 detects the residual circumferential force in real time and changes the radial working radius of the load block 707, thereby dynamically tuning the amplitude of the counter-torque. This ensures that the counter-torque generated by the propeller is canceled out before it is transmitted to the moving frame 4, so that the thrust sensor 5 can withstand the axial hydrodynamic thrust, reduce the off-center load error caused by torsional coupling, and significantly improve the measurement accuracy of the hub cap fin's small energy-saving gain.

[0033] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended embodiments and their equivalents.

Claims

1. A propeller hub cap fin energy-saving testing mechanism, characterized in that, The testing facility includes: Framework (1); The mobile device (2) is mounted on the frame (1); A fixed frame (3) is installed on the moving end of the moving device (2); The movable frame (4) is slidably connected to the outer wall of the movable frame (4) and the interior of the fixed frame (3). A thrust sensor (5) for detecting thrust is installed between the fixed frame (3) and the movable frame (4). The power unit (6), which controls the rotation of the propeller, is installed inside the moving frame (4); An anti-torque assembly (7) is installed between the power unit (6) and the moving frame (4) to counteract the torque of the power unit (6). The power unit (6) includes: A connecting shaft (602) is rotatably connected to the outer wall of the connecting shaft (602) and the inner wall of the movable frame (4). One end of the connecting shaft (602) is equipped with a mounting component for mounting a propeller. A power assembly for controlling the rotation of the connecting shaft (602) is installed between the connecting shaft (602) and the movable frame (4). The anti-torque component (7) includes: The transmission cylinder (701) is rotatably connected to the inner wall of the connecting shaft (602); A transmission assembly for realizing reverse rotation between the connecting shaft (602) and the transmission cylinder (701) is installed between the connecting shaft (602) and the transmission cylinder (701); The inner wall of the fixed ring (702) is fixed to the outer wall of the transmission cylinder (701); The inner wall of the rotating wheel (706) and the outer wall of the transmission cylinder (701) are slidably connected; The inner wall of the wheel (706) is slidably connected to the weight block (707), and an adjustment component for adjusting the position of the weight block (707) inside the wheel (706) is installed between the weight block (707) and the transmission cylinder (701).

2. The propeller hub cap fin energy-saving testing mechanism according to claim 1, characterized in that: The power assembly includes a long output shaft (601), the outer wall of the long output shaft (601) and the inner wall of the moving frame (4) are rotatably connected, a power supply assembly for controlling the rotation of the long output shaft (601) is installed between the long output shaft (601) and the moving frame (4), one end of the connecting shaft (602) is rotatably connected to one end of the long output shaft (601), and a clutch (606) for realizing power transmission between the connecting shaft (602) and the long output shaft (601) is installed between one end of the connecting shaft (602) and one end of the long output shaft (601).

3. The propeller hub cap fin energy-saving testing mechanism according to claim 1, characterized in that: The adjustment component includes: The inner wall of the moving ring (703) is slidably connected to the outer wall of the transmission cylinder (701), and a telescopic component for controlling the movement of the moving ring (703) is installed between the moving ring (703) and the moving frame (4). Connector No. 1 (704) has one end rotatably connected to the outer wall of the retaining ring (702); Second connector (705), one end of the second connector (705) is rotatably connected to the other end of the first connector (704), and the other end of the second connector (705) is rotatably connected to the outer wall of the moving ring (703); The telescopic assembly includes a first telescopic component (708), one end of the first telescopic component (708) is fixed to one end inside the movable frame (4), and a rotating ring (709) is fixedly connected to the telescopic end of the first telescopic component (708), and one side of the rotating ring (709) is rotatably connected to one side of the movable ring (703).

4. The propeller hub cap fin energy-saving testing mechanism according to claim 1, characterized in that: The transmission assembly includes a first gear (710), which is fixedly mounted on the outer wall of the connecting shaft (602). A second gear (711) is fixedly connected to the outer wall of the transmission cylinder (701). A transmission gear (712) for transmitting power between the first gear (710) and the second gear (711) is rotatably connected inside the moving frame (4). The transmission gear (712) meshes with the outer walls of the first gear (710) and the second gear (711) respectively.

5. The propeller hub cap fin energy-saving testing mechanism according to claim 2, characterized in that: The power supply component includes a No. 1 motor (603), which is fixedly installed inside the movable frame (4). The output end of the No. 1 motor (603) is fixedly connected to a No. 3 gear (604), and the outer wall of the long output shaft (601) is fixedly connected to a No. 4 gear (605). The outer walls of the No. 3 gear (604) and the outer walls of the No. 4 gear (605) mesh with each other.

6. The propeller hub cap fin energy-saving testing mechanism according to claim 1, characterized in that: The mobile end of the mobile device (2) is equipped with a closing assembly (8) for closing the propeller. The closing assembly (8) includes a third telescopic member (801). The third telescopic member (801) is fixedly installed on the mobile end of the mobile device (2). The telescopic end of the third telescopic member (801) is fixedly connected to a closing member (802).

7. The propeller hub cap fin energy-saving testing mechanism according to claim 6, characterized in that: The mobile device (2) includes a second telescopic component (201), the telescopic end of which is fixedly connected to the top of the frame (1), the telescopic end of which is fixedly connected to a moving plate (202), the third telescopic component (801) is fixedly installed at the bottom of the moving plate (202), the bottom of which is fixedly connected to a second motor (203), the output end of the second motor (203) is fixedly connected to the top of the fixed frame (3).

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