Device for reducing submarine propeller noise, submarine hydrodynamic wake flow and submarine thermal wake flow

Abstract

The utility model relates to a device for reducing submarine propeller noise, submarine hydrodynamic wake flow and submarine thermal wake flow, which comprises a submarine fairing, a support steel beam, an electric control cabinet, a cable connected with a submarine control center, a hydraulic station, a hydraulic pipeline and signal line, a support beam anechoic tile, a connector anechoic tile, a connector bolt and a submarine center control platform. The supporting steel beam is welded to the submarine, the hydraulic station and the electric control cabinet are arranged in the submarine, the fairing is connected with the supporting steel beam through the connector bolts, a cable, a hydraulic pipeline and a signal line which are connected with a submarine control center are connected with the hydraulic station and the electric control cabinet through the interior of the supporting steel beam, and the supporting beam anechoic tile is installed on the supporting beam. The connecting body anechoic tiles are installed at the connecting positions of the connecting body bolts and the supporting steel beams, the flow guide cover is composed of a front body, a middle body, a tail body, a front body foam breaking ring body, a middle body foam breaking ring body, a tail body foam breaking ring body, a hydraulic cylinder assembly, a rotating assembly, a sound absorption wedge and accessories, and a horn mouth structure is arranged at a tail outlet.

Description

Technical Field

[0001] This utility model patent relates to a device for reducing submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake. Background Technology

[0002] Submarines are warships capable of submerging in water and attacking enemy ships with weapons such as torpedoes, mines, and missiles. They are classified into conventionally powered submarines and nuclear submarines. Nuclear submarines are the primary deterrent force in the navy and one of the main forms of sea-based nuclear power in the current military nuclear triad concept. However, with the development of submarine detection technology, submarine safety is greatly threatened. There are many submarine detection technologies; traditional detection is sonar detection, mainly detecting submarine noise. Submarine noise sources are divided into mechanical noise, propeller noise, and hydrodynamic noise. Under underwater motor operation, the propeller is likely to be the main noise source at almost all speeds. Underwater propeller noise is mainly generated by propeller blade vibration and propeller cavitation. Propeller noise is divided into non-cavitation noise and cavitation noise. Before cavitation is generated at lower propeller speeds, its noise is mainly rotational noise and eddy current noise caused by blade load. When the propeller speed is higher and cavitation is generated, cavitation bubbles are continuously generated and collapsed around the blades. The collapse instant forms shock waves, causing cavitation noise, which becomes the main component of propeller noise. Propeller cavitation noise is... The main sound source of a propeller is low pressure or negative low pressure areas generated at the blade tips and on the blades when the propeller rotates in water. If the negative pressure is high enough, the water will naturally break, forming small bubbles and cavitation. Later, the bubbles generated in these cavitations will burst and emit sharp sound pulses. A large number of these broken bubbles create noise. Cavitation can be divided into two types: one is surface cavitation on the blades, which occurs at the front or back of the propeller blades; the other is cavitation caused by vortices generated at the blade tips, which occurs at the tips of the propeller blades and directly affects the rotation. The noise generated by the tip vortex cavitation in the propeller is related to the vortex behind the rotor. The noise generated by the tip vortex cavitation is an important source of propeller noise. The main ways to reduce propeller noise in the existing technology are: 1. Using a large-diameter, low-speed, multi-bladed propeller; 2. Selecting a good stern profile to ensure that the flow velocity and pressure are relatively uniform when the water enters the propeller, and maintaining the laminar flow field at the tail, thereby delaying the occurrence of cavitation; 3. Increasing the disc area ratio of the propeller to reduce the load intensity; 4. Precisely manufacturing the propeller and maintaining the smoothness of the blades; 5. Measures to prevent propeller noise.However, these measures did not achieve the desired goals. Besides noise detection, another method of submarine detection is infrared detection. Because the propeller pumps water, it generates heat from the water molecules, creating a thermal wake behind the submarine. Since this wake is hotter than the surrounding seawater, it is easily detected by infrared detection equipment. A newer technology for submarine detection is detecting hydrodynamic wake traces. Currently, foreign anti-submarine aircraft are equipped with new synthetic aperture radars, which, with the help of atomic absorption spectrometers, can detect extremely faint underwater wake traces, thus detecting submarines. Hydrodynamic wake traces are mainly caused by the propeller pumping... The wake generated by the submarine's movement is primarily formed by the internal wave field and the diffusion of turbulent wake. It is a physical phenomenon caused by the submarine disrupting density stratification during underwater navigation. Seawater density is not uniformly distributed vertically, but rather approximately stratified. The disturbance and wake generated by the submarine during its navigation affect the original stratified structure of the seawater, generating internal waves. Internal waves are periodic oscillations; energy propagates from the disturbance point to distant locations in the form of waves. Internal waves modulate the image of the water surface waves, affecting the scattering properties of incident microwaves on the water surface, thus causing significant changes in the synthetic aperture radar image. This invention relates to a device for reducing submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake. It comprises a submarine fairing, supporting steel beams, an electrical control cabinet, cables connecting to the submarine control center, a hydraulic station, hydraulic pipelines and signal lines, sound-absorbing tiles for the connecting body, connecting bolts for the connecting body, and a submarine central control platform. This device is installed inside the submarine and at the propeller tail. This invention effectively solves the noise generated by the rupture of the air cannon during propeller operation, reducing the probability of detection by sonar systems. It also solves the problem of the thermal wake generated by the propeller hitting water molecules, reducing the probability of detection by infrared systems. Furthermore, it solves the problem of the propeller disturbing the original stratified structure of seawater, reducing the generation of internal waves, reducing the internal wave wake, reducing the diffusion of submarine turbulence and wake, reducing hydrodynamic wake, and reducing the probability of detection by synthetic aperture radar. At the same time, it can effectively prevent torpedo attacks guided by sonar and wake. This invention ensures the safety of my country's conventional and nuclear submarines. Summary of the Invention

[0003] The purpose of this invention is to address the noise generated by propeller blade vibration and cavitation in submarines. Propeller noise is divided into non-cavitation noise and cavitation noise. Before cavitation occurs at lower propeller speeds, the noise is mainly composed of rotational noise and eddy current noise caused by blade load. However, at higher propeller speeds, cavitation occurs, and these cavitation bubbles continuously generate and collapse around the blades. The collapse of these bubbles creates shock waves, causing cavitation noise, which becomes the main component of propeller noise. Cavitation noise is the primary sound source of the propeller. When the propeller rotates in water, the noise generated by the cavitation noise is generated by the blades... Low-pressure or negative low-pressure areas will form on the blade tips and blades. If the negative pressure is high enough, the water will naturally break and small bubbles will appear, forming cavitation. Later, the bubbles generated in these cavitations will burst and emit sharp sound pulses. A large number of these broken bubbles create noise. Cavitation can be divided into two types: one is blade surface cavitation, which occurs in front of or behind the propeller blades; the other is cavitation caused by vortices generated at the blade tips, which occurs at the tips of the propeller blades and is directly related to the vortices behind the rotating propeller. Of these two types, blade tip vortex cavitation is the most common. Noise generated by cavitation bubbles is a significant sound source for propellers. The noise from cavitation bubble bursts is easily detected by sonar. Additionally, the propeller's action generates heat from water molecules, creating a thermal wake behind the submarine. Because this wake is hotter than the surrounding seawater, it is easily detected by infrared detection equipment. Furthermore, there is the hydrodynamic wake trail, primarily generated by the propeller's motion. This hydrodynamic wake is mainly due to the internal wave field generated by the submarine's movement and the diffusion of turbulent wake. When a submarine navigates in the ocean, the propeller's disturbance and the wake affect the original stratification of the seawater, generating internal waves. Internal waves are periodic oscillations; energy propagates from the disturbance point to a distance in wave form. These internal waves modulate the image of the surface waves, affecting the scattering properties of incident microwaves, thus causing significant changes in the synthetic aperture radar image and allowing for rapid submarine location. The reason why the submarine's location and position information can be detected by these three different methods is due to the underwater movement of the propeller. If these propeller-related issues can be addressed holistically, it will significantly ensure the submarine's safety underwater and effectively prevent torpedo attacks guided by sonar and wake.

[0004] The technical concept for achieving the purpose of this utility model is: a device for reducing submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake. It consists of a submarine fairing, supporting steel beams, an electrical control cabinet, cables connecting to the submarine control center, a hydraulic station, hydraulic pipelines and signal lines, sound-absorbing tiles for the supporting beams, sound-absorbing tiles for the connecting body, bolts for the connecting body, and a submarine central control platform. Based on two different tail rudder devices currently used in submarines, a cruciform rudder structure and an X-rudder structure, according to... Figure 13 , Figure 14Determine the welding and installation positions of the four support beams of the cruciform and X-rudder structures to the submarine's stern. Based on the propeller's outer diameter and the required distance between the inner diameter of the bubble-breaking ring and the propeller, determine the inner diameter of the bubble-breaking ring body. Based on the bubble-breaking ring body thickness and the support block thickness, determine the inner diameters of the forebody, intermediate body, and stern body of the fairing. Based on the welding and installation positions of the four support beams to the submarine's stern and the dimensions of the axial section perpendicular to the submarine's stern, draw the welding positions of the support beams to the submarine according to their contact points. Open the through holes for the control cables connecting the submarine's control center to the support beams. Four support beams are welded in place. The plane connecting the fairing to the four support beams must extend beyond the plane where the propeller is installed. This ensures that cavitation bubbles appearing at the tips of the propeller blades (tip vortex cavitation), along with cavitation bubbles on the blades and hub vortex cavitation at the tail end of the propeller hub, are all contained within the fairing. Since the propeller begins to emit high-frequency acoustic signals before the visible cavitation bubbles appear, the front end of the fairing must completely cover the propeller, enclosing it within the fairing. This ensures that once the propeller begins to emit high-frequency acoustic signals, the signals are absorbed by the fairing's silencer and their propagation is prevented. The welding positions of the four support beams to the stern of the submarine are as follows: Figure 13 , Figure 14For welding installation, an opening is made in the center of the weld between the submarine and the support beam. This opening allows the pipelines of the hydraulic cylinders inside the fairing and the signal lines of the sensors to connect to the hydraulic station and electrical control cabinet inside the submarine. The electrical control cabinet controls the operation of the hydraulic station, including all hydraulic cylinders and sensors. Cables connecting from the electrical control cabinet are cables connecting to the submarine's control center. The four fairing joints are connected to the four support beams via connecting bolts, and the connection points are covered with sound-absorbing tiles. The fairing joints of the front body of the fairing are connected to the four support beams. The front body of the fairing is connected to the intermediate body of the fairing via connections to the hydraulic cylinder piston rod, hydraulic cylinder connecting push rod, guide column, rotating assembly, front external pressure ring assembly, and front internal pressure ring assembly. The intermediate body of the fairing is connected to the hydraulic cylinder... The piston rod of the pressure cylinder, the connecting push rod of the hydraulic cylinder, the guide column, the rotating assembly, the intermediate outer pressure ring assembly, and the intermediate inner pressure ring assembly are connected together with the tail body of the fairing. The front body, middle body, and tail body of the fairing are all equipped with sound-absorbing wedge anechoic chambers. These chambers surround the inner walls of the front, middle, and tail bodies, encircling the propeller channel. The noise generated by the seawater stirred by the propeller from the front to the tail body is silenced by the sound-absorbing wedge anechoic chambers. The sound-absorbing wedges effectively absorb sound waves, reducing the probability of the submarine being detected by sonar. They not only absorb the noise generated by the breaking of propeller cavitation bubbles but also absorb sound waves emitted by enemy active sonar. Upon contact, the sound-absorbing wedges absorb the reflected echoes, making the submarine more difficult to detect. It was discovered that it can also suppress noise generated by propeller vibration. The size and structure of the sound-absorbing wedge were determined according to requirements. The outer layer of the fairing is covered with sound-absorbing tiles to absorb high-frequency noise. The inner wall of the fairing is a bubble-breaking ring. During installation, the distance between the bubble-breaking ring and the propeller is in accordance with national standards. The bubble-breaking ring of the forebody is bolted to the support block, the bubble-breaking ring of the middlebody is bolted to the support block, and the bubble-breaking ring of the stern body is bolted to the support block. When the submarine moves forward, the generated cavitation bubbles flow out towards the stern port inside the fairing. Because the inner wall cavity of the fairing is a tapered cavity from the forebody to the middlebody to the stern body, the cavitation bubbles compress each other during the flow towards the stern port. During the compression of the cavitation bubbles, the lateral pressure can cause the centerline cavitation bubbles, that is, the hub vortex cavitation bubbles at the stern end of the propeller hub, to be compressed. Partially compressed, the air bubbles break into smaller cavitation bubbles. Larger and smaller bubbles, compressed by the pressure, flow outwards through the holes in the inner bubble-breaking ring and are broken up. They then flow out from the tail end through the inner wall of the outer layer. Cavitation bubbles generated by the propeller pass through the holes in the bubble-breaking ring during rotation. Bubbles larger than the holes are broken up and enter the space between the inner walls of the forebody, intermediate body, and tail body and the bubble-breaking ring. The noise generated by the cavitation bubble breaking is first absorbed by the fiberglass material of the forebody. Then, it passes through a sound-absorbing wedge-shaped anechoic chamber made of fiberglass wool, further absorbing noise from low to high frequencies. Damping rubber, which absorbs low and medium frequencies, is also present inside the wedge-shaped anechoic chamber, further absorbing noise. Low-frequency noise is further absorbed by the fiberglass body with a sealed cover, and finally, high-frequency noise is absorbed by the anechoic tiles. Seawater flows from the forebody to the tail body of the guide fairing.The water flows through the sound-absorbing wedge-shaped anechoic chambers of the forebody, intermediate body, and tail body. The entire process takes place within the sound-absorbing device. Simultaneously, the flow deflector prevents cavitation bubbles and heated water molecules from immediately rising to the surface. Instead, they travel a straight distance from the forebody to the intermediate body to the tail body before reaching the surface. This prolongs the residence time at this depth, temperature, and pressure. The temperature of the heated water molecules rising straight from the submarine's tail to the surface is significantly lower than the temperature of water molecules rising straight through the length of the flow deflector within the same layer of seawater. Furthermore, during the rotational motion of the heated water molecules within the flow deflector, whether through friction against the inner wall of the bubble-breaking ring or through contact with the forebody, intermediate body, and tail body of the flow deflector, the flow deflector effectively absorbs heat. The inner wall of the tube is coated with a copper ion layer due to its high thermal conductivity. The heat from the water molecules is rapidly transferred to the inner wall, reducing their temperature. When the propeller operates, the disturbed seawater is surrounded by the deflector, thus reducing the propeller's disturbance to the surrounding seawater area. This reduces the internal waves generated by the propeller's impact on the original stratified structure of the seawater, and restricts the propagation of these internal waves due to the deflector's design and length. Because the deflector, of a certain length, isolates the spiral water flow from the surrounding seawater, it prevents the spiral water from spreading in the ocean and forming a V-shaped hydrodynamic wake. The axial force generated by this motion impacting the tube wall becomes the driving force propelling the submarine forward. The tail of the deflector is funnel-shaped, allowing seawater to flow out. Subsequently, the scattering and diffusing of the wake prevents it from concentrating, reducing the wake and laminar flow range. This reduces the impact on the image modulation of surface waves and the scattering properties of incident microwaves on the surface, limiting significant changes in the synthetic aperture radar image and ensuring the probability of the submarine remaining undetected. While a certain length of the fairing solves the above problems, it becomes a significant obstacle when the submarine ascends or descends, or turns left or right. In this utility model patent, when the submarine ascends, hydraulic cylinders a and b work simultaneously. Hydraulic cylinder a pushes the piston rod, and hydraulic cylinder b pulls the piston rod. The piston rod connects to the hydraulic cylinder's push rod, which in turn connects to the guide column. The guide column is fixed to the intermediate body and passes through the rectangular arc opening at the front of the fairing. The guide column is connected to the hydraulic cylinder push rod. Sensors are installed at both ends and the center of the rectangular arc opening. When the guide column senses the sensor, the hydraulic cylinder piston rod stops moving. Thus, with the front of the fairing stationary, the middle and tail sections rotate together. The greater the distance between the two ends of the rectangular arc opening, the larger the rotation angle. The opening size determines the maximum rotation angle, which is determined through simulation experiments based on the different power parameters and propeller technical parameters of each submarine. The seawater flow direction inside the fairing is deflected, causing it to rise together with the submarine's tail rudder. After rising, hydraulic cylinders A and B work simultaneously. Hydraulic cylinder B pulls the piston rod, and hydraulic cylinder A pushes the piston rod, returning the guide column to its central origin position.When the guide column generates a signal from the center position sensor, the hydraulic cylinder stops working, and the guide column returns to its center position. The front, middle, and tail sections of the fairing are aligned on the same axis. During submarine descent, hydraulic cylinders A and B work simultaneously. Hydraulic cylinder B pulls the piston rod, and hydraulic cylinder A pushes the piston rod. When the guide column senses the sensor, the piston rod stops moving. Thus, with the front section of the fairing stationary, the middle and tail sections rotate together until one end stops after being sensed by the sensor. This is the maximum angle, and the flow direction of the seawater inside the fairing changes, achieving descent together with the submarine's rudder. After descent, hydraulic cylinders A and B work simultaneously. Hydraulic cylinder A pulls the piston rod, and hydraulic cylinder B pushes the piston rod, causing the guide column to return to its center position. At the center origin position, when the guide column and the center position sensor generate a sensing signal, the hydraulic cylinder stops working, and the guide column returns to the center origin position. The front, middle, and tail sections of the fairing are on the same axis. When the submarine turns left, hydraulic cylinders c and d work simultaneously. Hydraulic cylinder c pushes the piston rod, and hydraulic cylinder d pulls the piston rod. When the guide column senses the sensor, the hydraulic cylinder piston rod stops moving. Thus, with the front and middle sections of the fairing stationary, the tail section rotates until it stops after one end of the sensor senses it. This is the maximum angle, and the direction of seawater flow inside the fairing deflects, achieving a left turn together with the submarine's rudder. After achieving the left turn, hydraulic cylinders a and b work simultaneously. Hydraulic cylinder c pulls the piston rod, and hydraulic cylinder d pushes the piston rod, allowing... The guide column returns to its center position. When the guide column generates a signal with the center position sensor, the hydraulic cylinder stops working, and the guide column returns to its center position. The front, middle, and tail sections of the fairing are on the same axis. When the submarine turns right, hydraulic cylinders c and d work simultaneously. Hydraulic cylinder c pulls the piston rod, and hydraulic cylinder d pushes the piston rod. When the guide column senses the sensor, the hydraulic cylinder piston rod stops moving. Thus, with the front and middle sections of the fairing stationary, the tail section rotates. Upon reaching its maximum angle, the direction of seawater flow within the fairing changes, achieving a right turn together with the submarine's rudder. After the right turn, hydraulic cylinders a and b work simultaneously. Hydraulic cylinder d pulls the piston rod, and hydraulic cylinder c pushes the piston rod, allowing the guide column to return to its center position. At the designated point position, when the guide column and the center position sensor generate a sensing signal, the hydraulic cylinder stops working, and the guide column returns to the center origin position. The front, middle, and tail sections of the fairing are on the same axis. With the front and middle sections of the fairing stationary, rotating the tail section deflects the direction of seawater flow within the fairing, achieving a right turn together with the submarine's rudder. The up-and-down rotation and left-and-right rotation of the fairing are not achieved at the same rotation point; the two rotation points are separated by a distance, which is the distance of one hydraulic cylinder plus its extension range. This distance is within a safe range for the fairing's steering requirements. When the submarine reverses, the propeller rotates in the opposite direction. Before this invention, the water flowed from the stern to the bow, and due to the lack of any obstruction, the water flow generated high speed, making control difficult.With the addition of this patented device, when the submarine reverses, the propeller rotates and the water flows backward inside the pipe. The water flow direction is uniform, and the device blocks the water flow outside the hull, similar to the hull blocking the water flow when the propeller is moving forward. During reversing, water flows from the stern opening to the nacelle opening. Because the stern opening is a funnel shape, a pressure difference occurs between the seawater flowing into the deflector and the outside, ensuring the seawater flow rate inside the deflector and allowing the submarine to reverse smoothly.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a device for reducing submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake, which consists of a submarine fairing, a supporting steel beam, an electrical control cabinet, a cable connecting to the submarine control center, a hydraulic station, hydraulic pipelines and signal lines, a sound-absorbing tile for the supporting beam, a sound-absorbing tile for the connecting body, bolts for the connecting body, and a submarine central control platform.

[0006]

[0007] Furthermore, the front inner pressure ring assembly (1-67) includes: a stainless steel inner pressure ring a (1-67-1), a stainless steel inner pressure ring bolt a (1-67-2), an inner pressure ring rubber body a (1-67-3), a stainless steel inner pressure ring bolt b (1-67-4), and a stainless steel inner pressure ring b (1-67-5). One end of the inner pressure ring rubber body a (1-67-3) is placed on the front body (1-2), and the other end is placed on the intermediate body (1-35). The stainless steel inner pressure ring a (1-67-1) and the inner pressure ring rubber body a (1-67-3) are fixed to the front body (1-2) using the stainless steel inner pressure ring bolt a (1-67-2). The stainless steel inner pressure ring b (1-67-5) and the inner pressure ring rubber body a (1-67-3) are connected and fixed to the intermediate body (1-35) using the stainless steel inner pressure ring bolt b (1-67-4).

[0008] Further, the intermediate outer pressure ring assembly (1-37) includes: a fiberglass outer pressure ring b (1-37-1), an outer pressure ring bolt c (1-37-2), a stainless steel outer pressure ring c (1-37-3), an outer pressure ring rubber body b (1-37-4), a stainless steel outer pressure ring d (1-37-5), an outer pressure ring bolt d (1-37-6), and a fiberglass outer pressure ring d (1-37-7). One end of the outer pressure ring rubber body b (1-37-4) is placed on the intermediate body (1-35), and the other end is placed on the guide cover b (1-39) and... On the guide cover c (1-53), the fiberglass outer pressure ring b (1-37-1), the stainless steel outer pressure ring c (1-37-3), the outer pressure ring rubber body b (1-37-4), and the intermediate body (1-35) are connected and fixed using the outer pressure ring bolt c (1-37-2). The fiberglass outer pressure ring d (1-37-7), the stainless steel outer pressure ring d (1-37-5), the outer pressure ring rubber body b (1-37-4), and the guide cover b (1-39) and guide cover c (1-53) are connected and fixed using the outer pressure ring bolt d (1-37-6).

[0009] Furthermore, the intermediate inner pressure ring assembly (1-54) includes: a stainless steel inner pressure ring c (1-54-1), a stainless steel inner pressure ring bolt c (1-54-2), an inner pressure ring rubber body b (1-54-3), a stainless steel inner pressure ring bolt d (1-54-4), and a stainless steel inner pressure ring d (1-54-5). One end of the inner pressure ring rubber body b (1-54-3) is placed on the intermediate body (1-35), and the other end is placed on the tail body (1-41). The stainless steel inner pressure ring c (1-54-1) and the inner pressure ring rubber body b (1-54-3) are fixed to the intermediate body (1-35) using the stainless steel inner pressure ring bolt c (1-54-2). The stainless steel inner pressure ring d (1-54-5) and the inner pressure ring rubber body a (1-67-3) are connected and fixed to the tail body (1-41) using the stainless steel inner pressure ring bolt d (1-54-4).

[0010] Furthermore, the rotating assemblies a (1-38), b (1-56), c (1-84), and d (1-114) are identical assemblies. Rotating assembly a (1-38) comprises: a rotating sealing cover (1-38-1), a rotating shaft (1-38-2), a rotating shaft sealing ring a (1-38-3), a bearing a (1-38-4), a rotating sealing cover connecting bolt (1-38-5), a rotating body bolt a (1-38-6), a bearing seat (1-38-7), a rotating body bolt b (1-38-8), a rotating shaft sealing ring b (1-38-9), and a bearing b (1-38-10). An opening is formed centered on the intersection of the rotation axis of the intermediate body (1-35) and the tail body (1-41). The tail body (1-41) is equipped with... Rotating bolt b (1-38-8) fixes the rotating shaft (1-38-2) to the tail body (1-41). Rotating shaft seal b (1-38-9) is installed on the bearing housing (1-38-7) and together they are installed on the rotating shaft (1-38-2). Bearing b (1-38-10) is installed on the rotating shaft (1-38-2). Bearing a (1-38-4) is installed on the rotating shaft (1-38-2). Rotating bolt a (1-38-6) fixes the bearing housing (1-38-7) to the intermediate body (1-35). Rotating shaft seal a (1-38-3) is installed on the rotating seal cover (1-38-1). Rotating seal cover connecting bolt (1-38-5) connects the rotating seal cover (1-38-1) and the rotating shaft seal a (1-38-3) together on the bearing housing (1-38-7).

[0011] Furthermore, the hydraulic cylinder a sealing cover assembly (1-18), hydraulic cylinder b sealing cover assembly (1-66), hydraulic cylinder c sealing cover assembly (1-94), and hydraulic cylinder d sealing cover assembly (1-106) are identical assemblies. The hydraulic cylinder a sealing cover assembly (1-18) comprises: a sealing fixing bolt (1-18-1), a sealing pressure ring (1-18-2), a fastening ring bolt (1-18-3), a fastening ring (1-18-4), and a rubber sealing cover (1-18-5). One end of the rubber sealing cover (1-18-5) is sealed with sealant. After the hydraulic cylinder a connecting push rod (1-16) is bonded, the rubber sealing cover (1-18-5) is fastened to the hydraulic cylinder a connecting push rod (1-16) with a fastening ring (1-18-4), and then connected and fastened with a fastening ring bolt (1-18-3). The other end of the rubber sealing cover (1-18-5) is bonded to the edge of the hydraulic cylinder a connecting push rod channel (1-17), and pressed with a sealing pressure ring (1-18-2). The sealing fixing bolt (1-18-1) fixes the sealing pressure ring (1-18-2) and the rubber sealing cover (1-18-5) to the front body (1-2).

[0012] The four support beams (2) are designed with the submarine's two different tail rudder devices, the cross rudder structure and the X rudder structure, in mind. The positions for welding the four support beams (2) to the submarine's stern are determined. First, the fixed dimensions for the fairing installation are determined based on the propeller's outer diameter. Then, the welding positions of the support beams (2) to the submarine are drawn according to the contact positions between the support beams and the submarine's stern. Through holes are made for the control cables connecting the submarine's control center to the support beams. The four support beams are then welded. The sound-absorbing tiles (7) of the support beams are installed on the support beams (2).

[0013] The electrical control cabinet is a mechatronic control system consisting of eight sensors, four hydraulic cylinders, and one hydraulic station. The hydraulic station is a device that operates the four hydraulic cylinders.

[0014] The submarine control center platform is the operating platform of the fairing device. It is located in the submarine command center and consists of an electrical control cabinet and a terminal display. All equipment cables of the submarine fairing are connected to the electrical control cabinet, and the cables connected from the electrical control cabinet are the cables connecting to the submarine control center (4).

[0015] This invention solves the problem of the fairing itself having the functions of up-and-down and left-and-right turning, allowing it to be used in conjunction with the submarine's stern rudder for turning. Therefore, the fairing can have a certain length, solving the problem of the original fairing not being able to be too long, reducing the problem of excessive turning radius, better suppressing noise, and reducing vibration. It has the following advantages: reducing the premature formation of propeller cavitation, thus reducing noise; blocking the lateral flow of propeller water, concentrating the water thrust directly backward to increase thrust and thus increase speed; reducing damage to aquatic life, making it less likely to form floating debris, thus reducing the probability of detection on the sea surface; and due to the contraction of the water flow and the deflection of the streamlines, the component force generated within the fairing along the axial direction and the component force perpendicular to the axial direction, as well as the various parts of the fairing... The sum of the component forces forms the additional thrust within the fairing. Therefore, in this utility model patent, the thrust generated by the propeller within the fairing is greater than the thrust without the fairing and the thrust not exceeding the length of the fairing. When the submarine moves forward, the propeller rotates. Since the propeller begins to emit high-frequency acoustic signals before the visible cavitation bubbles appear, the front end of the fairing must completely cover the propeller, enclosing it within the fairing. This ensures that the high-frequency acoustic signals are absorbed and prevented from propagating by the fairing's silencing device as soon as they begin to appear. As the submarine moves forward, the generated cavitation bubbles flow out towards the stern within the fairing. Because the inner wall cavity of the fairing is a tapered cavity from the forebody to the middlebody to the sternbody, the cavitation bubbles compress against each other as they flow towards the stern. During bubble compression, lateral pressure causes a portion of the centerline cavitation bubble (i.e., the hub vortex cavitation bubble at the tail end of the propeller hub) to break into smaller bubbles. The compressed large and small bubbles flow outwards from the inner wall pores of the bubble-breaking ring. Bubbles larger than the pores are broken and enter the space between the inner walls of the forebody, intermediate body, and tail body and the bubble-breaking ring. Some flow out from the tail outlet, while others, during rotation, flow back into the inner wall cavity of the bubble-breaking ring through the pores. This entire flow process involves repeated entry and exit from the bubble-breaking ring. The noise generated by cavitation breaking is first absorbed by the fiberglass material of the forebody, resulting in low-to-mid frequency noise. Then, it is further absorbed by the sound-absorbing wedge chamber made of fiberglass wool, which absorbs noise from mid-to-low frequencies to high frequencies. Damping rubber, which absorbs mid-to-low frequencies, is also present inside the sound-absorbing wedge chamber. The fiberglass body, sealed by a cap, further absorbs low-frequency noise, and finally, the sound-absorbing tiles absorb high-frequency noise. As seawater flows from the forebody to the tailbody of the fairing, it passes through the sound-absorbing wedge chambers of the forebody, the middlebody, and the tailbody. Simultaneously, the fairing prevents cavitation bubbles and heated water molecules from immediately rising to the surface. Instead, they travel a straight distance from the forebody to the middlebody to the tailbody before reaching the surface, extending the residence time at that depth, temperature, and pressure. The temperature of the heated water molecules rising straight up from the stern of the submarine to the surface is significantly lower than the temperature of water molecules rising to the surface after a straight movement along the length of the fairing within the same layer of seawater. Furthermore, the rotating motion of the heated water molecules within the fairing...Whether it's the friction within the inner wall of the bubble-breaking ring or the friction with the inner walls of the forebody, intermediate body, and tail body after passing through the bubble-breaking ring, the inner wall is coated with a copper ion layer. Due to copper's good thermal conductivity, the heat from the heated water molecules is quickly transferred to the inner wall, reducing the heat of the water molecules. When the propeller is working, the disturbed seawater is surrounded by the deflector, so the disturbance of the propeller to the surrounding seawater area becomes a disturbance within the device. This reduces the internal waves generated by the propeller on the original stratified structure of the seawater, and the propagation of the internal waves is limited by the deflector device and its length. The tail inside the deflector is funnel-shaped, and after the seawater flows out, it is scattered and split, and the wake is not concentrated, reducing the wake and the laminar flow range. This reduces the influence on the image modulation of the water surface waves and the dispersion of microwaves incident on the water surface. The reduced radiation characteristics limit significant changes in the synthetic aperture radar image, ensuring the probability of the submarine remaining undetected. While a certain length of the fairing solves these problems, it becomes a significant obstacle when the submarine ascends, descends, or turns left or right. In this utility model patent, when the submarine ascends, hydraulic cylinders a and b work simultaneously. Hydraulic cylinder a pushes the piston rod, and hydraulic cylinder b pulls the piston rod. The piston rod connects to a hydraulic cylinder push rod, which in turn connects to a guide column. The guide column is fixed to the intermediate body and connects to the hydraulic cylinder push rod through a rectangular arc opening in the front of the fairing. Sensors are installed at both ends of the rectangular arc opening. When the guide column senses the sensor, the hydraulic cylinder piston rod stops moving. This prevents the submarine from being detected by the radar. When the submarine is in motion, the intermediate and tail sections rotate together. Upon reaching their maximum rotation angle, the flow direction of the seawater inside the fairing deflects, causing it to rise along with the submarine's tail rudder. After rising, hydraulic cylinders A and B work simultaneously. Hydraulic cylinder B pulls the piston rod, and hydraulic cylinder A pushes the piston rod, returning the guide column to its center position. When the guide column detects a signal from the center position sensor, the hydraulic cylinders stop working, and the guide column returns to its center position. The front, intermediate, and tail sections of the fairing are now aligned on the same axis. When the submarine descends, hydraulic cylinders A and B work simultaneously. Hydraulic cylinder B pulls the piston rod, and hydraulic cylinder A pushes the piston rod. When the guide column detects a signal from the sensor, the hydraulic cylinder piston rod stops moving. Thus, while the front section of the fairing remains stationary, the submarine rotates... The forebody and tailbody rotate together. Upon reaching their maximum angle, the seawater flow direction within the fairing deflects, causing a descent in conjunction with the submarine's rudder. After descent, hydraulic cylinders A and B operate simultaneously. Cylinder A pulls its piston rod, and cylinder B pushes it, returning the guide column to its center position. Once the guide column detects a signal from the center position sensor, the hydraulic cylinders stop operating, and the guide column returns to its center position. The forebody, middlebody, and tailbody of the fairing are now aligned on the same axis. When the submarine turns left, hydraulic cylinders C and D operate simultaneously. C pushes its piston rod, and cylinder D pulls it. When the guide column detects a signal from the sensor, the piston rods stop moving. Thus, with the forebody and middlebody of the fairing stationary, the tailbody rotates.When the submarine rotates to its maximum angle, the flow direction of the seawater inside the fairing deflects, achieving a left turn together with the submarine's stern rudder. After the left turn, hydraulic cylinders a and b work simultaneously, hydraulic cylinder c pulls the piston rod, and hydraulic cylinder d pushes the piston rod, returning the guide column to its center position. Once the guide column generates a signal with the center position sensor, the hydraulic cylinders stop working, and the guide column returns to its center position. The front, middle, and rear parts of the fairing are now aligned on the same axis. When the submarine turns right, hydraulic cylinders c and d work simultaneously, with hydraulic cylinder c pulling the piston rod. Hydraulic cylinder d pushes the piston rod. When the guide column senses the sensor, the hydraulic cylinder piston rod stops moving. Thus, with the forebody and middle body of the fairing stationary, the tail hull rotates. Upon reaching its maximum angle, the direction of seawater flow within the fairing changes, achieving a right turn together with the submarine's rudder. After the right turn, hydraulic cylinders a and b work simultaneously. Hydraulic cylinder d pulls the piston rod, and hydraulic cylinder c pushes the piston rod, returning the guide column to its center position. When the guide column generates a signal with the center position sensor, the hydraulic cylinders stop working, and the guide column... Returning to the central origin, the forebody, middlebody, and tailbody of the fairing are aligned on the same axis. With the forebody and middlebody stationary, rotating the tailbody causes the seawater flow within the fairing to deflect, achieving a right turn together with the submarine's rudder. The up-and-down rotation and left-and-right rotation of the fairing do not occur at the same point; the two points are separated by a distance equal to the range of a hydraulic cylinder's extension and retraction. This distance is within a safe range for the fairing's steering requirements. When the submarine reverses, the propeller rotates in the opposite direction. Before this invention, this mechanism was not readily available. The water flows from the stern to the bow of the submarine. Because there are no obstructions, the water flows at high speed, making control difficult. However, with the addition of this patented device, when the submarine reverses, the propeller rotates and the water flows backward within the tube, resulting in a unified flow direction. The device blocks the water flow outside the hull, similar to the hull's role in blocking water flow when the propeller is moving forward. During reversing, water flows from the stern opening to the hull opening. Because the stern opening is a funnel shape, a pressure difference exists between the seawater flowing into the deflector and the outside, ensuring a consistent flow of seawater within the deflector and allowing the submarine to reverse smoothly.

[0016] The beneficial effects of this invention are: it solves the problem that the fairing itself has the functions of up-and-down and left-and-right turning, and can be used in conjunction with the submarine's stern rudder for submarine turning. Therefore, the fairing can have a certain length, solving the problem that the original fairing cannot be too long, reducing the problem of excessive turning radius, better suppressing noise, reducing vibration, and has the following advantages: it reduces the premature formation of propeller cavitation, thereby reducing noise; it blocks the lateral flow of propeller water, concentrates the water to push straight back, increasing thrust and thus increasing speed; it reduces damage to aquatic organisms, making it less likely to form floating debris, reducing the probability of detection on the sea surface; and due to the contraction of the water flow and the deflection of the streamlines, the component force generated in the fairing along the axial direction is perpendicular to the axial direction. The sum of the component forces of the propeller and the various components of the fairing forms the additional thrust within the fairing. Therefore, in this utility model patent, the thrust generated by the propeller within the fairing is greater than the thrust without the fairing and the thrust not exceeding the length of the fairing. This solves the problem of noise generated by cavitation breaking in propeller-driven submarines being easily detected by sonar. Furthermore, the propeller's action on water generates heat from the water molecules, producing a thermal wake behind the submarine. Because the temperature is higher than the surrounding seawater, it is easily detected by infrared detection equipment. There is also a hydrodynamic wake trace, mainly generated by the propeller's motion. The hydrodynamic wake is primarily due to the internal wave field generated by the submarine's motion and the diffusion of the submarine's turbulent wake. The propeller disturbance and the wake effect during submarine navigation in the ocean contribute to this effect. The original stratified structure of seawater generates internal waves, which are periodic oscillations. Energy propagates from the disturbance point to a distance in the form of waves. Internal waves modulate the image of the water surface waves, affecting the scattering properties of incident microwaves on the water surface, thus causing significant changes in the synthetic aperture radar image and enabling rapid determination of the submarine's position. This invention's device encloses the rotating propeller within the device, transforming the propeller's disturbance to the surrounding seawater area into disturbance within the device. This reduces the internal waves generated by the propeller on the original stratified structure of the seawater and restricts their propagation. When the propeller is operating, the disturbed seawater is surrounded by a deflector, thus transforming the propeller's disturbance to the surrounding seawater area into disturbance within the device, reducing the internal waves generated by the propeller on the original stratified structure of the seawater. The propagation of internal waves is limited by the shroud device and its length. Because the shroud, due to its length, isolates the spiral water flow stirred by the propeller from the surrounding seawater, it prevents the spiral water from spreading in the ocean and forming a V-shaped hydrodynamic wake. The axial component of this motion, generated by the impact on the pipe wall, becomes the driving force propelling the submarine forward. The flared end of the shroud is funnel-shaped; after the seawater flows out, it is scattered and dispersed, preventing the wake from concentrating and reducing the wake and laminar flow range. This reduces the impact on the image modulation of surface waves and the scattering properties of incident microwaves, limiting significant changes in the synthetic aperture radar image. However, this is affected by variations in the diameter of the pipes within the shroud, the obstruction of multiple inner layers, and the breaking of cavitation bubbles.The generated internal waves propagate from inside the fairing towards the tail in the direction of motion and are scattered and diverted, ensuring the probability of the submarine remaining undetected. The specific length of the fairing solves the aforementioned problem. The reason why the submarine's bearing and position information can be detected by the three different methods mentioned above is due to the underwater movement of the propeller. Now, this invention reduces submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake, achieving an integrated solution to the above problems, which will strongly ensure the submarine's safety underwater. Unlike existing fairings, which do not have up, down, left, and right steering functions, thus limiting the length of the fairing and preventing an integrated solution to the above problems, this invention's fairing has a specific length, solving the problem of the fairing itself having up, down, left, and right steering functions, thus providing the conditions for solving the above problems. Furthermore, the fairing in this invention functionally utilizes a bubble-breaking ring to break up cavitation bubbles, solving the problem of cavitation generated by the propeller. This allows cavitation bubbles to break up within the fairing, and noise propagating outwards from within the fairing is mitigated by the fairing's sound-absorbing wedge device, damping rubber, and the sound-absorbing fiberglass fairing body and structure. The fairing surface is covered with rubber sound-absorbing tiles, reducing noise from low to high frequencies. The length of the fairing, the copper ion plating on the inner wall of the fairing (which absorbs heat from water molecules), and the copper ion plating on the surface of the bubble-breaking ring effectively address the issue of cooling caused by the absorption of heat from hot water molecules. The length of the fairing, its structure covering the propeller, and the horn-shaped structure at the tail outlet effectively prevent the propeller from creating a wake trace by stirring up seawater, while also effectively preventing torpedo attacks guided by sonar and wake. Attached Figure Description

[0017] Figure 1 This is a cross-sectional view of the connection between the submarine's fairing and the submarine. (Drawing number explanation: 1-Submarine fairing, 2-Support beam, 3-Electrical control cabinet, 4-Cable connecting the submarine control center, 5-Hydraulic station, 6-Hydraulic pipeline and signal line, 7-Support beam sound-absorbing tile, 8-Connecting body sound-absorbing tile, 9-Connecting body bolt.)

[0018] Figure 2This is a cross-sectional view of the fairing. (Drawing number explanation: 1-1-Fairing connector a connecting hole, 1-2-Front body, 1-3-Front body sound-absorbing tile, 1-4-Front body sealing cover a fixing bolt, 1-5-Front body sealing cover a, 1-6-Front body sound-absorbing wedge, 1-7-Front body sound-absorbing wedge bracket, 1-8-Front body sound-absorbing damping rubber, 1-9-Hydraulic cylinder a rear base, 1-10-Hydraulic cylinder a rear hydraulic pipe, 1-11-Hydraulic cylinder a, 1-12-Hydraulic cylinder a front base, 1-13-Hydraulic cylinder a front hydraulic pipe, 1-14-Hydraulic cylinder a piston pipe, 1-15-Hydraulic cylinder a piston connecting pin, 1-16-Hydraulic cylinder a connecting push rod, 1-17-Hydraulic cylinder a connecting push rod channel, 1-18-Hydraulic cylinder a sealing cover assembly, 1-19-Front body through-hole) Hole, 1-20-Hydraulic cylinder a sensor cable, 1-21-Sensor a, 1-22-Front external pressure ring assembly, 1-23-Guide post a connecting pin, 1-24-Guide post a, 1-24a-Sensor I, 1-25-Guide post a fixing bolt, 1-26-Sensor b, 1-27-Guide cover a, 1-28-Guide cover a fixing bolt, 1-29-Intermediate sound-absorbing damping adhesive, 1-30-Intermediate sealing cover a fixing bolt, 1-31-Intermediate sound-absorbing wedge bracket, 1-32-Intermediate sealing cover a, 1-33-Intermediate sound-absorbing damping adhesive, 1-34-Intermediate sound-absorbing tile, 1-35-Intermediate, 1-36-Intermediate sea hole, 1-37-Intermediate external pressure ring assembly, 1- 38-Rotating assembly a, 1-39-Guide cover b, 1-40-Guide cover b fixing bolt, 1-41-Tail body, 1-42-Tail body sound-absorbing tile, 1-43-Tail body sealing cover a, 1-44-Tail body sound-absorbing wedge bracket, 1-45-Tail body sound-absorbing wedge, 1-46-Tail body sound-absorbing damping rubber, 1-47-Tail body sealing cover a fixing bolt, 1-48-Tail body sealing cover b fixing bolt, 1-49-Support block, 1-50-Support block fixing bolt, 1-51-Tail body bubble breaker ring body, 1-52-Tail body sealing cover b, 1-53-Guide cover c, 1-54-Intermediate body internal pressure ring assembly, 1-55-Guide cover c fixing bolt, 1-56-Rotating assembly b, 1-57-Intermediate body bubble breaker ring body, 1 -58- Intermediate body sealing cover b fixing bolt, 1-59- Hydraulic cylinder b rear base, 1-59a- Hydraulic cylinder b rear hydraulic pipe, 1-60- Hydraulic cylinder b, 1-61- Hydraulic cylinder b front base, 1-61a- Hydraulic cylinder b front hydraulic pipe, 1-62- Hydraulic cylinder b piston rod, 1-63- Intermediate body sealing cover b, 1-64- Hydraulic cylinder b piston connecting pin, 1-65- Hydraulic cylinder b connecting push rod channel, 1-66- Hydraulic cylinder b sealing cover assembly, 1-67- Front inner pressure ring assembly, 1-68- Guide cover d, 1-69- Guide cover d fixing bolt, 1-70- Hydraulic cylinder b connecting push rod, 1-71- Sensor c, 1-72- Guide post b connecting pin, 1-73- Guide post b, 1-73a -Sensor j, 1-74-Guide post b fixing bolt, 1-75-Sensor d, 1-76-Hydraulic cylinder b sensor cable and hydraulic pipeline, 1-77-Pre-body bubble breaker ring body, 1-77a-Pre-body sealing cap b, 1-77b-Pre-body sealing cap b connecting bolt, 1-78-Diffuser connector b connecting hole, 1-79-Diffuser connector b, 1-80-Diffuser connector a.

[0019] Figure 3 This is a cross-sectional view of the fairing along direction AA. (Figure number explanation: 1-81-Fairing connector c, 1-82-Fairing connector c connecting hole, 1-83-Hydraulic cylinder c sensor wire and hydraulic line, 1-84-Rotating assembly c, 1-85-Hydraulic cylinder c rear base, 1-86-Hydraulic cylinder c rear hydraulic line, 1-87-Hydraulic cylinder c, 1-88-Hydraulic cylinder c front base, 1-89-Hydraulic cylinder c front hydraulic line, 1-90-Hydraulic cylinder c piston rod, 1-91-Hydraulic cylinder c piston connecting pin, 1-92-Hydraulic cylinder c connecting push rod, 1-93-Hydraulic cylinder c connecting push rod channel, 1-94-Hydraulic cylinder c sealing cover assembly, 1-95-Sensor e, 1-96-Guide post c connecting pin, 1-96a-Sensor k, 1-97-Guide post c, 1-98-Guide post c fixing bolt, 1-99-Sensor f, 1 -100- Rear base of hydraulic cylinder d, 1-100a- Rear hydraulic pipe of hydraulic cylinder d, 1-101- Hydraulic cylinder d, 1-102- Front base of hydraulic cylinder d, 1-102a- Front hydraulic pipe of hydraulic cylinder d, 1-103- Piston rod of hydraulic cylinder d, 1-104- Piston connecting pin of hydraulic cylinder d, 1-105- Connecting push rod channel of hydraulic cylinder d, 1-106- Sealing cover assembly of hydraulic cylinder d, 1-107- Connecting push rod of hydraulic cylinder d, 1-108- Sensor g, 1-109- Connecting pin of guide post d, 1-110- Guide post d, 1-110a- Sensor m, 1-111- Fixing bolt of guide post d, 1-112- Sensor h, 1-113- Sensor cable and hydraulic line of hydraulic cylinder d, 1-114- Rotating assembly d, 1-115- Shielding connector d.

[0020] Figure 4 It is a 1-38-rotating assembly. (Drawing number explanation: 1-38-1-rotating seal cover, 1-38-2-rotating shaft, 1-38-3-rotating shaft seal ring a, 1-38-4-bearing a, 1-38-5-rotating seal cover connecting bolt, 1-38-6-rotating body bolt a, 1-38-7-bearing seat, 1-38-8-rotating body bolt b, 1-38-9-rotating shaft seal ring b, 1-38-10-bearing b, 1-35-intermediate body, 1-41-tail body.)

[0021] Figure 5This is the 1-22-front outer pressure ring assembly. (Drawing number explanation: 1-22-1 Fiberglass outer pressure ring a, 1-22-2-Outer pressure ring bolt a, 1-22-3-Stainless steel outer pressure ring a, 1-22-4-Outer pressure ring rubber body a, 1-22-5-Stainless steel outer pressure ring b, 1-22-6-Outer pressure ring bolt b, 1-22-7-Fiberglass outer pressure ring c.)

[0022] Figure 6 This is the 1-37-intermediate outer pressure ring assembly. (Drawing number explanation: 1-37-1-fiberglass outer pressure ring b, 1-37-2-outer pressure ring bolt c, 1-37-3-stainless steel outer pressure ring c, 1-37-4-outer pressure ring rubber body b, 1-37-5-stainless steel outer pressure ring d, 1-37-6-outer pressure ring bolt d, 1-37-7-fiberglass outer pressure ring d.)

[0023] Figure 7 It is a 1-67-front inner pressure ring assembly. (1-67-1-Stainless steel inner pressure ring a, 1-67-2-Stainless steel inner pressure ring bolt a, 1-67-3-Inner pressure ring rubber body a, 1-67-4-Stainless steel inner pressure ring bolt b, -67-5-Stainless steel inner pressure ring b.)

[0024] Figure 8 This is a 1-54-intermediate inner pressure ring assembly. (Drawing number explanation: 1-54-1-stainless steel inner pressure ring c, 1-54-2-stainless steel inner pressure ring bolt c, 1-54-3-inner pressure ring rubber body b, 1-54-4-stainless steel inner pressure ring bolt d, 1-54-5-stainless steel inner pressure ring d.)

[0025] Figure 9 It is a supporting beam.

[0026] Figure 10 It is a guide post.

[0027] Figure 11 It is a support block.

[0028] Figure 12 This is a diagram showing the location of the support blocks. (Drawing number: III - Support Blocks.)

[0029] Figure 13 This is the connection point of the four support pillars for the X-rudder at the stern of the submarine. (Drawing number: I - Support beam.)

[0030] Figure 14 This is the location where the four support pillars of the cruciform rudder at the stern of the submarine connect. (Drawing number: II - Support beam.)

[0031] Figure 15This is the 1-18-hydraulic cylinder a sealing cover assembly. (Drawing number explanation: 1-18-1-sealing fixing bolt, 1-18-2-sealing pressure ring, 1-18-3-fastening ring bolt, 1-18-4-fastening ring, 1-18-5-rubber sealing cover, 1-2-front body, 1-16-hydraulic cylinder a continuous push rod, 1-17-hydraulic cylinder a continuous push rod channel.) Detailed Implementation

[0032] The embodiments of this utility model are described in detail below with reference to the accompanying drawings. Since the power and propeller technical parameters of each submarine are different, before manufacturing this device, the inner diameter of the fairing, the inner diameter of the forebody bubble-breaking ring, the inner diameter of the intermediate body bubble-breaking ring, and the inner diameter of the tail body bubble-breaking ring are determined based on the outer diameter of the propeller. Based on the submarine's power and propeller technical parameters, the length of the bubbles generated by the propeller stirring the seawater underwater, the length of the submarine's hydrodynamic wake, and the length of the thermal wake are determined. Furthermore, the power consumed by the submarine after the fairing rotates up and down or left and right to its maximum position still meets the submarine's various requirements. The design varies depending on the type of fairing. The length of the fairing was simulated to reduce the length of the water bubble, the length of the submarine's hydrodynamic wake, the length of the thermal wake, and the drag generated by the fairing itself. Through a complete analysis process using simulation software, the optimal length of the fairing and other related dimensions were determined. This utility model patent device combines an up-and-down rotating structure with a left-and-right rotating structure as a structural combination. This structural combination is used as an embodiment of this utility model patent. If the submarine's power output is high-power and the propeller generates large thrust, one or more structural combinations can be added to the existing structural combination. Based on the two different tail rudder devices of submarines, the cruciform rudder structure and the X-rudder structure, the following was first... Figure 13 , Figure 14

Claims

1. A device for reducing submarine propeller noise, submarine hydrodynamic wake, and submarine thermal wake, characterized in that: It consists of a submarine fairing, supporting steel beams, electrical control cabinet, cables connecting to the submarine control center, hydraulic station, hydraulic pipelines and signal lines, sound-absorbing tiles for the supporting beams, sound-absorbing tiles for the connecting body, bolts for the connecting body, and the submarine's central control platform. The submarine fairing consists of a fairing connector a connecting hole (1-1), a front body (1-2), a front body sound-absorbing tile (1-3), a front body sealing cover a fixing bolt (1-4), a front body sealing cover a (1-5), a front body sound-absorbing wedge (1-6), a front body sound-absorbing wedge bracket (1-7), a front body sound-absorbing damping rubber (1-8), a hydraulic cylinder a rear base (1-9), a hydraulic cylinder a rear hydraulic pipe (1-10), a hydraulic cylinder a (1-11), a hydraulic cylinder a front base (1-12), and a hydraulic cylinder a front hydraulic pipe (1-13). 1-13), piston rod of hydraulic cylinder a (1-14), piston connecting pin of hydraulic cylinder a (1-15), connecting push rod of hydraulic cylinder a (1-16), connecting rod channel of hydraulic cylinder a (1-17), sealing cover assembly of hydraulic cylinder a (1-18), through hole of front body (1-19), sensor cable of hydraulic cylinder a (1-20), sensor a (1-21), external pressure ring assembly of front body (1-22), connecting pin of guide post a (1-23), guide post a (1-24), sensor i (1-25) a Furthermore, the front outer pressure ring assembly (1-22) includes: a fiberglass outer pressure ring a (1-22-1), an outer pressure ring bolt a (1-22-2), a stainless steel outer pressure ring a (1-22-3), an outer pressure ring rubber body a (1-22-4), a stainless steel outer pressure ring b (1-22-5), an outer pressure ring bolt b (1-22-6), and a fiberglass outer pressure ring c (1-22-7). The front body (1-2) is mounted on one end of the outer pressure ring rubber body a (1-22-4). The other end is placed on guide cover a (1-27) and guide cover d (1-68). The fiberglass outer pressure ring a (1-22-1), stainless steel outer pressure ring a (1-22-3), outer pressure ring rubber body a (1-22-4), and front body (1-2) are connected and fixed using outer pressure ring bolt a (1-22-2). The fiberglass outer pressure ring c (1-22-7), stainless steel outer pressure ring b (1-22-5), and outer pressure ring rubber body a (1-22-4) are connected and fixed using outer pressure ring bolt b (1-22-6). The colloid a (1-22-4) is connected and fixed to the guide cover a (1-27) and the guide cover d (1-68). Further, the front inner pressure ring assembly (1-67) includes: a stainless steel inner pressure ring a (1-67-1), a stainless steel inner pressure ring bolt a (1-67-2), an inner pressure ring rubber body a (1-67-3), a stainless steel inner pressure ring bolt b (1-67-4), a stainless steel inner pressure ring b (1-67-5), and an inner pressure ring rubber body a (1-67-3). One end is placed on the front body (1-2), and the other end is placed on the intermediate body (1-35). Stainless steel inner pressure ring a (1-67-1) and inner pressure ring rubber body a (1-67-3) are fixed to the front body (1-2) using stainless steel inner pressure ring bolt a (1-67-2). Stainless steel inner pressure ring b (1-67-5) and inner pressure ring rubber body a (1-67-3) are connected and fixed to the intermediate body (1-35) using stainless steel inner pressure ring bolt b (1-67-4). Further, the intermediate outer pressure ring assembly (1-37) includes: a fiberglass outer pressure ring b (1-37-1), an outer pressure ring bolt c (1-37-2), a stainless steel outer pressure ring c (1-37-3), an outer pressure ring rubber body b (1-37-4), a stainless steel outer pressure ring d (1-37-5), an outer pressure ring bolt d (1-37-6), and a fiberglass outer pressure ring d (1-37-7). One end of the outer pressure ring rubber body b (1-37-4) is placed on the intermediate body (1-35), and the other end is placed on the guide cover b (1-39) and... On the guide cover c (1-53), the fiberglass outer pressure ring b (1-37-1), the stainless steel outer pressure ring c (1-37-3), the outer pressure ring rubber body b (1-37-4), and the intermediate body (1-35) are connected and fixed using the outer pressure ring bolt c (1-37-2). The fiberglass outer pressure ring d (1-37-7), the stainless steel outer pressure ring d (1-37-5), the outer pressure ring rubber body b (1-37-4), and the guide cover b (1-39) and guide cover c (1-53) are connected and fixed using the outer pressure ring bolt d (1-37-6). Furthermore, the intermediate inner pressure ring assembly (1-54) includes: a stainless steel inner pressure ring c (1-54-1), a stainless steel inner pressure ring bolt c (1-54-2), an inner pressure ring rubber body b (1-54-3), a stainless steel inner pressure ring bolt d (1-54-4), and a stainless steel inner pressure ring d (1-54-5). One end of the inner pressure ring rubber body b (1-54-3) is placed on the intermediate body (1-35), and the other end is placed on the tail body (1-41). The stainless steel inner pressure ring c (1-54-1) and the inner pressure ring rubber body b (1-54-3) are fixed to the intermediate body (1-35) using the stainless steel inner pressure ring bolt c (1-54-2). The stainless steel inner pressure ring d (1-54-5) and the inner pressure ring rubber body a (1-67-3) are connected and fixed to the tail body (1-41) using the stainless steel inner pressure ring bolt d (1-54-4). Furthermore, the rotating assemblies a (1-38), b (1-56), c (1-84), and d (1-114) are identical assemblies. Rotating assembly a (1-38) comprises: a rotating sealing cover (1-38-1), a rotating shaft (1-38-2), a rotating shaft sealing ring a (1-38-3), a bearing a (1-38-4), a rotating sealing cover connecting bolt (1-38-5), a rotating body bolt a (1-38-6), a bearing seat (1-38-7), a rotating body bolt b (1-38-8), a rotating shaft sealing ring b (1-38-9), and a bearing b (1-38-10). An opening is formed centered on the intersection of the rotation axis of the intermediate body (1-35) and the tail body (1-41). The tail body (1-41) is equipped with... Rotating bolt b (1-38-8) fixes the rotating shaft (1-38-2) to the tail body (1-41). Rotating shaft seal b (1-38-9) is installed on the bearing housing (1-38-7) and together they are installed on the rotating shaft (1-38-2). Bearing b (1-38-10) is installed on the rotating shaft (1-38-2). Bearing a (1-38-4) is installed on the rotating shaft (1-38-2). Rotating bolt a (1-38-6) fixes the bearing housing (1-38-7) to the intermediate body (1-35). Rotating shaft seal a (1-38-3) is installed on the rotating seal cover (1-38-1). Rotating seal cover connecting bolt (1-38-5) connects the rotating seal cover (1-38-1) and the rotating shaft seal a (1-38-3) together on the bearing housing (1-38-7). Furthermore, the hydraulic cylinder a sealing cover assembly (1-18), hydraulic cylinder b sealing cover assembly (1-66), hydraulic cylinder c sealing cover assembly (1-94), and hydraulic cylinder d sealing cover assembly (1-106) are identical assemblies. The hydraulic cylinder a sealing cover assembly (1-18) comprises: a sealing fixing bolt (1-18-1), a sealing pressure ring (1-18-2), a fastening ring bolt (1-18-3), a fastening ring (1-18-4), and a rubber sealing cover (1-18-5). One end of the rubber sealing cover (1-18-5) is sealed with sealant. After the hydraulic cylinder a connecting push rod (1-16) is bonded, the rubber sealing cover (1-18-5) is fastened to the hydraulic cylinder a connecting push rod (1-16) with a fastening ring (1-18-4), and then connected and fastened with a fastening ring bolt (1-18-3). The other end of the rubber sealing cover (1-18-5) is bonded to the edge of the hydraulic cylinder a connecting push rod channel (1-17), and pressed with a sealing pressure ring (1-18-2). The sealing fixing bolt (1-18-1) fixes the sealing pressure ring (1-18-2) and the rubber sealing cover (1-18-5) to the front body (1-2). The four support beams (2) are designed with the submarine's two different tail rudder devices, the cross rudder structure and the X rudder structure, in mind. The positions for welding the four support beams (2) to the submarine's stern are determined. First, the fixed dimensions for the fairing installation are determined based on the propeller's outer diameter. Then, the welding positions of the support beams (2) to the submarine are drawn according to the contact positions between the support beams and the submarine's stern. Through holes are made for the control cables connecting the submarine's control center to the support beams. The four support beams are then welded. The sound-absorbing tiles (7) of the support beams are installed on the support beams (2). The electrical control cabinet is a mechatronic control system consisting of eight sensors, four hydraulic cylinders, and one hydraulic station. The hydraulic station is a device that operates four hydraulic cylinders. The submarine control center platform is the operating platform of the fairing device. It is located in the submarine command center and consists of an electrical control cabinet and a terminal display. All equipment cables of the submarine fairing are connected to the electrical control cabinet, and the cables connected from the electrical control cabinet are the cables connecting to the submarine control center (4).

Images