CN116495152B

CN116495152B - Propeller for semi-submersible vessel and semi-submersible vessel

Info

Publication number: CN116495152B
Application number: CN202310484764.1A
Authority: CN
Inventors: 周剑; 史宗鹰; 辛公正; 丁恩宝; 周伟新
Original assignee: 702th Research Institute of CSIC
Current assignee: 702th Research Institute of CSIC
Priority date: 2023-04-28
Filing date: 2023-04-28
Publication date: 2024-01-12
Anticipated expiration: 2043-04-28
Also published as: CN116495152A

Abstract

The present application relates to a propeller for a semi-submerged ship and a semi-submerged ship, the propeller comprising: a paddle rod; the paddle is connected with the paddle rod and comprises a connecting part connected with the paddle rod, a plurality of first blades uniformly distributed on the connecting part and second blades connected to the outer sides of the first blades; the second blade being movable in a radial direction relative to the first blade; when the rated navigational speed of the ship is greater than or equal to 30 knots and less than or equal to 80 knots, the second blade can adjust the diameter of the blade through movement, so that the ratio of the diameter of the blade to the length of the ship is greater than or equal to 0.03 and less than or equal to 0.15. According to the ship propulsion device, the blade structure design is matched with the length of the ship, so that cavitation of the ship can be improved, the slip time is shortened, and the working efficiency of the ship propulsion device is improved when the ship propulsion device is applied to the ship with the rated navigational speed within a certain range; the diameter of the propeller can be adjusted in real time according to the navigational speed, so that the ship can adapt to the requirements of various propulsion modes.

Description

Propeller for semi-submersible vessel and semi-submersible vessel

Technical Field

The application relates to the technical field of semi-submersible vessels, in particular to a propeller for a semi-submersible vessel and a semi-submersible vessel.

Background

With the economic development, the demand for the ship transportation speed is gradually increasing. Propulsion units with semi-submerged propellers (Surface Piercing Propeller, SPP, short for semi-submerged propellers, also called surface propellers) are used by an increasing number of high-speed vessels. The semi-submerged propeller is a propeller which only half of the blades are submerged in water during high-speed operation and can work normally. The propeller structure of the existing semi-submerged ship generally adopts a full-submerged propeller in the traditional middle-low speed ship, and for the semi-submerged ship, the traditional propeller structure can bring larger movement and adjustment resistance, so that cavitation phenomenon is increased, the skid performance of the ship is affected, and the working efficiency of a ship propulsion device is affected.

Disclosure of Invention

In view of the above, it is necessary to provide a propeller and a ship which are suitable for a high-speed semi-submerged ship, and which can improve cavitation, shorten a slip time, and improve the work efficiency of the ship.

In one aspect, there is provided a propeller for a semi-submerged vessel, the propeller being rotatable about a second axis under the action of a drive assembly, and the propeller being rotatable under the action of an adjustment assembly about one end of the propeller as a pivot point, the propeller comprising: a paddle rod connected with the driving assembly, wherein the paddle rod can rotate around the second axis under the action of the driving assembly;

the paddle is connected with the paddle rod and comprises a connecting part connected with the paddle rod, a plurality of first blades uniformly distributed on the connecting part and second blades connected to the outer sides of the first blades; the second blade being movable in a radial direction relative to the first blade;

one side of the guide piece is connected with the first blade, and the other side of the guide piece is connected with the second blade; the guide piece can guide the movement direction of the second blade;

when the rated navigational speed of the ship is greater than or equal to 30 knots and less than or equal to 80 knots, the second blade can adjust the diameter of the blade through movement, so that the ratio of the diameter of the blade to the length of the ship is greater than or equal to 0.03 and less than or equal to 0.15.

In some embodiments, the blade diameter is greater than or equal to 400mm and less than or equal to 1000mm.

In some embodiments, the blade comprises a leaf surface, the leaf surface at a circumferential section of the blade being arcuate.

In some embodiments, the blade includes a trailing edge that is at an angle greater than or equal to 60 ° and less than or equal to 85 ° from the second axis.

In some embodiments, the blade includes a trailing edge and a leading edge, the trailing edge having a thickness that is greater than a thickness of the leading edge.

In some embodiments, the first blade has an end portion remote from the connection portion and a root portion facing the connection portion, the thickness of the end portion to the root portion gradually increasing at the trailing edge.

In one aspect, a semi-submerged ship is provided, including the propeller, the ship further includes a detecting element and a control element connected to the detecting element, the detecting element is used for detecting a rated speed of the ship, when the rated speed is greater than or equal to 30 knots and less than or equal to 80 knots, the detecting element outputs a signal to the control element, and the control element can control the second blade to move according to the signal so as to adjust the diameter of the blade, so that the ratio of the blade diameter to the ship length is greater than or equal to 0.03 and less than or equal to 0.15.

In some embodiments, the adjustment assembly comprises a pitch mechanism and a rudder mechanism, one end of each of the pitch mechanism and the rudder mechanism is connected with the propeller, and the other end is connected with a tail board of the ship; the pitching mechanism can adjust the lifting angle of the propeller relative to the water surface in a first plane; the steering mechanism can adjust the swing angle of the first plane relative to the first axis; the second axis intersects the central axis of the pitch mechanism to form the first plane.

In some embodiments, the lift angle is greater than or equal to 5 ° and less than or equal to 30 °, and the swing angle is greater than or equal to 5 ° and less than or equal to 75 °.

In some embodiments, the blade comprises at least 4 of the first blades and at least 4 of the second blades.

The propeller of the semi-immersed ship is applied to middle-high speed ships with more frequent water outlet and water inlet of blades, the diameters of the blades are matched with the lengths of the ships, so that cavitation of the ships can be improved, the sliding time is shortened, and the working efficiency of a ship propulsion device is improved; the diameter of the propeller can be adjusted in real time according to the navigational speed, so that the ship can adapt to the requirements of various propulsion modes.

Drawings

FIG. 1 is a partial cross-sectional view of a semi-submerged propulsion device according to a first embodiment of the present application mounted to a tailboard;

FIG. 2 is a schematic perspective view of a semi-submersible propulsion device of a first embodiment of the present application with a portion of the drive assembly removed;

FIG. 3 is a front view of the semi-submersible propulsion device of the first embodiment of the present application with portions of the drive assembly removed;

FIG. 4 is a top view of the semi-submersible propulsion device of the first embodiment of the present application with portions of the drive assembly removed;

fig. 5 is a partial structural schematic view of a propeller according to a first embodiment of the present application;

FIG. 6 is a front view of a propeller blade according to a second embodiment of the present application;

FIG. 7 is a side view of a propeller blade according to a second embodiment of the present application;

fig. 8 is a schematic radial cross-section of a propeller blade according to a second embodiment of the present application.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," etc. indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.

In this application, unless specifically stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

Referring to fig. 1, fig. 1 shows a cross-sectional view of a twin semi-submerged propeller in a first embodiment of the present application, where the twin semi-submerged propeller is installed on a tail board 2, and the semi-submerged propeller 1 provided in the present embodiment is suitable for a water transportation vehicle and is disposed at the tail board 2 of the water transportation vehicle. Semi-submerged propulsion device 1 comprises a drive assembly 10, a propulsion assembly 20, an adjustment assembly 30 and a control assembly 40. The propulsion assembly 20 is movably connected with the driving assembly 10, the driving assembly 10 provides power for the motion of the propulsion assembly 20, and the propulsion assembly 20 moves to drive the water transportation means to move. Further, the drive assembly 10 includes an output shaft (not shown) that outputs a driving force, the output shaft rotating about a first axis 101, and the propulsion assembly 20 being coupled to the output shaft for rotation about a second axis 203 under the influence of the output shaft. The two ends of the adjusting component 30 are respectively and movably connected with the propulsion component 20 and the tail plate 2, and the adjusting component 30 is used for adjusting the action form of the propulsion component 20 so as to adjust the movement states of the water transportation means, such as the movement speed, the movement direction and the like. The control assembly 40 is electrically connected with the driving assembly 10 and the adjusting assembly 30, and the control assembly 40 controls the operation of the driving assembly 10 and the adjusting assembly 30 and enables the driving assembly and the adjusting assembly to cooperate with each other so as to enable the water transportation means to move according to a required movement mode.

Specifically, the drive assembly 10 includes a prime mover 12, a transmission unit 13, and a driver 14. The prime mover 12 is configured to output driving force, and the prime mover 12 may be a diesel engine, a gasoline engine, an electric motor, or the like, without limitation. The transmission unit 13 is connected to the prime mover 12, and the transmission unit 13 is used for adjusting the drive output from the prime mover 12 to a desired range, for example: the speed, torque and driving direction of the output of the prime motor 12 are adjusted according to actual requirements so as to meet the use requirements. The driving member 14 is connected between the transmission unit 13 and the propulsion assembly 20, and is used for transmitting the power output by the transmission unit 13 to the propulsion assembly 20, so that the propulsion assembly 20 acts according to actual requirements. The prime mover 12, the transmission unit 13 and the driving member 14 are all connected in sequence along the first axis, and in this embodiment, the output end of the driving member 14 is movably connected to one end of the propulsion assembly 20 as the output shaft of the driving assembly 10.

In other embodiments, one or more of the transmission unit 13 and the driving member 14 may not be provided, the output end of the prime mover 12 may be directly connected to the propulsion assembly 20, and the adjustment of the rotation speed, torque and movement direction output by the prime mover 12 may be achieved through electronic control.

The semi-submersible propulsion device 1 at least has two states of an operating state and a shutdown state, when the semi-submersible propulsion device 1 is in the operating state, the driving assembly 10 and the propulsion assembly 20 operate, and the adjusting assembly 30 may or may not operate. In the stopped state of the semi-submerged propeller 1, the driving assembly 10, the propulsion assembly 20 and the adjusting assembly 30 are not operated, and the semi-submerged propeller 1 can maintain the initial state shown in fig. 2, where the first axis 101 and the second axis 203 are parallel or coincident.

By semi-submerged it is meant that the propulsion assembly 20 is at least partially above the water surface when the semi-submerged propulsion device 1 is in an operational state. Propulsion assembly 20 includes at least one propeller that moves under the drive of drive assembly 10, which may have blades that interact with the water to produce thrust that drives the movement of the watercraft. Compared with other types of propulsion devices, the semi-submerged propeller propulsion device has higher propulsion efficiency, when the paddles move at a high speed, the semi-submerged propeller propulsion device not only can obtain higher water-opening efficiency, but also can greatly reduce the appendage resistance because accessories such as a propeller shaft are exposed out of the water surface, and in addition, the diameters of the paddles can be free from the limitation of other structures. Further, when the blade runs in water, the back pressure of the blade is reduced to form a suction surface, and if the pressure of a certain part is reduced to the saturated vapor pressure of the water, steam and other gases escaping from the water form bubbles to be attached to the surface of the blade, so that cavitation bubbles are formed. Cavitation is a major cause of degradation of propeller surfaces, vibration, noise, and performance. The semi-immersed paddle rotates to alternately enter water, generated cavitation bubbles can be replaced by air cavities near the suction paddle when the paddle is out of the water, a ventilation state is formed, cavitation bubbles cannot be smoothly formed, cavitation bubble degradation of the surface of the paddle is avoided, underwater vibration and noise of the paddle are reduced, and the service life of the paddle is prolonged.

Referring to fig. 2, propulsion assembly 20 is coupled to the output shaft of drive assembly 10, and propulsion assembly 20 includes at least two first propulsion assembly 201 and second propulsion assembly 202 disposed in parallel. In the embodiment disclosed in the application, the number of driving assemblies 10 is two, and the two driving assemblies 10 are respectively connected with the first propulsion assembly 201 and the second propulsion assembly 202. In this embodiment, the first propulsion assembly 201 and the second propulsion assembly 202 have the same structure and the same size, and therefore, only one propulsion assembly will be described below as an example, and the same structure will not be repeated. Correspondingly, the driving assembly 10 can comprise a first driving assembly 11 independently driving the first propulsion assembly 201 to move and a second driving assembly 15 independently driving the second propulsion assembly 202 to move, and the first driving assembly 11 and the second driving assembly 15 are similar in structure.

In other embodiments, only one prime mover 12 may be provided, and correspondingly, the driving assembly 10 further includes two sets of mutually independent transmission units and driving members matched with one prime mover 12, the prime movers 12 simultaneously output driving forces with the same direction and power, and the two sets of independent transmission units can change the power and direction of the driving force as required and transmit the driving force to the propulsion assembly 20 through the driving members.

The first propulsion assembly 201 comprises a connection mount 220 in driving connection with the output shaft and a propeller 210 in movable connection with the connection mount 220. The connection base 220 is provided therein with a transmission structure for transmitting the driving force of the driving assembly 10 to the propeller 210. The propeller 210 rotates about the second axis 203 under the action of the drive assembly 10 to interact with the water to propel the watercraft. Meanwhile, the propeller 210 is rotatably connected with the connection base 220, and the propeller 210 as a whole can rotate in multiple degrees of freedom through the adjustment assembly 30 while rotating around the second axis 203 through the connection base 220.

The propeller 210 includes propeller blades 211, a propeller housing 212, and a propeller shaft 213. The propeller blade 211 is disposed at one end of the propeller shaft 213, and the other end of the propeller shaft 213 is movably connected with the connection seat 220, so that the propeller shaft 213 is rotated under the action of a driving force to drive the propeller blade 211 to rotate. The paddle housing 212 is sleeved outside the paddle rod 213, one end of the paddle housing is close to the paddle rod 213, and the other end of the paddle housing is close to or movably connected to the connecting seat 220. The propeller blades 211 are at least 4, and in this embodiment, as shown in fig. 5, the blades are 6.

The propeller blade 211 may be integrally formed with the paddle shaft 213, or may be fixedly connected to the paddle shaft 213 by a fastening assembly 214. Further, the fastening assembly 214 includes a fastening seat 2142 and a fastening pin 2141. The fastening seat 2142 is sleeved on the tail end of the paddle rod 213, and the propeller blade 211 is arranged between the fastening seat 2142 and the paddle shell 212. The securing pin 2141 is fixedly coupled to the paddle shaft 213 and abuts the securing mount 2142 to the propeller blade 211 such that the securing mount 2142 constrains the position of the propeller blade 211 in the direction of the second axis 203. The securing pin 2141 may prevent movement of the securing seat 2142 away from the propeller blade 211. The fastening seat 2142 is provided with a plurality of fastening grooves 2142a, the paddle rod 213 is provided with a connecting hole 2131 penetrating through the tail end of the paddle rod 213, and two of the fastening grooves 2142a correspond to the connecting hole 2131 in position, so that the fastening pin 2141 penetrates through a path formed by the connecting hole 2131 and the fastening groove 2142 a. The fastening pin 2141 has a diameter at least at one end thereof larger than the diameter of the connection hole 2131 and the fastening groove 2142a to prevent the fastening pin 2141 from being detached.

The paddle housing 212 is provided with stiffening fins 216 and stabilizing fins 217. The reinforcement fins 216 are provided at the junction of the paddle housing 212 and the adjustment assembly 30, i.e. the reinforcement fins 216 extend from the fourth connector 215. Reinforcing ribs are also symmetrically and fixedly connected to two sides of the reinforcing fin 216, and the reinforcing ribs can be made of materials different from those of the reinforcing fin 216 or the paddle shell 212 and higher in strength. The stabilizing fin 217 is provided on the side of the paddle housing 212 that contacts the water surface, and in the operating state of the semi-submerged propulsion device 1, the stabilizing fin 217 is partially or entirely located in the water. The stabilizer fin 217 is fixed or integrated to the paddle housing 212, and the stabilizer fin 217 can assist in countering the action of the propeller 210 when the water-borne vehicle turns or the like.

The adjustment assembly 30 includes a pitch mechanism 310, a rudder mechanism 320, and a linkage 330. One end of the first propulsion assembly 201 and the second propulsion assembly 202 are in a fixed position on the water craft tailgate 2, and the other ends of the first propulsion assembly 201 and the second propulsion assembly 202 are connected to each other by a propeller linkage 330. Further, a propeller rod 330 is connected between the propellers 210 of the first propulsion assembly 201 and the second propulsion assembly 202, and the propeller rod 330 allows the pose of adjacent propellers 210 to be adjusted at the same time. Adjacent propellers 210 may be arranged substantially parallel, with the propeller shaft 330 being arranged perpendicular or out of plane to the propellers 210.

The adjustment assemblies 30 comprise at least two groups, each group of adjustment assemblies 30 comprising a pitch mechanism 310 and a rudder mechanism 320. Each set of adjustment assemblies 30 is provided corresponding to a first propulsion assembly 201 and a second propulsion assembly 202, respectively. One end of the pitching mechanism 310 is movably connected with the tail plate 2, and the other end is movably connected with the propeller 210. One end of the steering mechanism 320 is movably connected with the tail plate 2, and the other end is movably connected with the propeller 210. The pitch mechanism 310 is capable of performing telescopic movement, so as to be used for adjusting an included angle of the propeller 210 relative to the water surface, wherein the included angle is a lifting angle of the propeller 210, that is, the pitch mechanism 310 is used for adjusting a lifting angle of the propeller 210 in a first plane, and the second axis 203 and a central axis of the pitch mechanism 310 intersect to form the first plane. It should be noted that the second propulsion assembly 202 can define the first plane, and will not be described herein. The pitch mechanism 310 controls drag and thrust by controlling the lift of the propeller 210, and thus the volume of the submerged portion of the propeller 210. The steering mechanism 320 is capable of telescopic movement for adjusting the angle of the second axis 203 with respect to the first axis 101 in the horizontal direction, i.e. the angle of the first plane with respect to the first axis 101, which is the swing angle of the propeller 210. The steering mechanism 320 controls the angle between the propeller 210 and the advancing direction of the water transportation means by controlling the swing of the propeller 210, so that the semi-submerged propeller 1 generates a thrust in the skewed and advancing direction to steer the water transportation means.

The telescopic movements of the pitch mechanism 310 and the rudder mechanism 320 cooperate to enable the propeller 210 to rotate about one end of the propeller 210 as a pivot point and to position the propeller 210 at a desired preset position. When the propeller 210 is required to be positioned at a desired preset position, that is, the swing angle and the lift angle are required to be fixed at the preset angles, the telescopic movement process of the pitch mechanism 310 and the rudder mechanism 320 can be fixed at a telescopic stroke corresponding to the desired preset angle. Specifically, the maximum value of the elevation angle is less than or equal to the maximum value of the swing angle, and one end of the propeller 210 connected to the connection seat 220 serves as a pivot point, so that the other end, i.e., the free end, of the propeller 210 rotates around the first axis 101 within the range defined by the elliptical path to be adjusted to a desired position. The total stroke of the telescopic movement of the pitch mechanism 310 is smaller than or equal to the total stroke of the telescopic movement of the rudder unit 320 so that the maximum value of the lift angle is smaller than or equal to the maximum value of the swing angle. The maximum value of the lifting angle is smaller than or equal to the maximum value of the swinging angle, so that the adjustment of the propulsion assembly 20 by the adjusting assembly 30 is more stable, and even in a working state, the pitching mechanism 310 and the steering mechanism 320 need to be adjusted simultaneously to finish adjustment of different movement states of the water transportation means, for example, lifting thrust is needed to accelerate while deflecting a route, the movement process of the water transportation means can be ensured to be stable, and the problems of out of control, inaccurate movement and the like are solved. The lifting angle is greater than or equal to 5 degrees and less than or equal to 30 degrees, and the swinging angle is greater than or equal to 5 degrees and less than or equal to 75 degrees. Further, the lifting angle is greater than or equal to 10 degrees and less than or equal to 20 degrees, and the swinging angle is greater than or equal to 15 degrees and less than or equal to 60 degrees. In the above angle range, the trim mechanism 310 and the rudder mechanism 320 of the adjusting assembly 30 can complete adjustment at the same time, and the switching of the motion state of the water transportation means is more stable, the overcoming resistance is small, the stress is stable, and the adjusting efficiency is high.

The pitch mechanism 310 and/or the rudder mechanism 320 comprises a piston rod and an oil cylinder, one end of the piston rod is connected with the oil cylinder, the other end of the piston rod is connected with the tail board 2 or the propeller 210 of the water transportation means, one end of the oil cylinder is connected with the piston rod, the other end of the oil cylinder is connected with the tail board 2 or the propeller 210 of the water transportation means, and the piston rod can perform linear reciprocating motion in the oil cylinder so as to adjust the lifting angle and the swinging angle of the propeller 210. In the present embodiment, the pitch mechanism 310 and the rudder mechanism 320 are hydraulic devices, and the piston rod reciprocates in the hydraulic cylinder to drive the propeller 210 to move. The hydraulic device further comprises a pump, a power supply, a liquid reservoir and the like, which are all arranged inside the water transportation means, i.e. on the opposite side of the tailgate 2 from the propeller 210, and a fluid conduit which is connected to the hydraulic cylinder through the tailgate 2.

The height of the connection of the steering mechanism 320 and the tail plate 2 in the vertical direction is lower than the height of the connection of the pitch mechanism 310 and the tail plate 2. Further, the pitch mechanism 310 is connected to the tail plate 2 through the first connecting seat 311, and the first connecting seat 311 provides a connecting structure for the pitch mechanism 310 to rotate with multiple degrees of freedom, for example, the first connecting seat 311 may be provided with a spherical joint, a pivot structure, etc. The steering mechanism 320 is connected to the tail plate 2 through a second connecting base 321, and the second connecting base 321 provides a connecting structure for the pitching mechanism 310 to rotate in multiple degrees of freedom, similar to the first connecting base 311. The height of the second connecting seat 321 in the vertical direction is lower than the height of the first connecting seat 311 in the vertical direction. The second connecting seat 321 is higher in the vertical direction than the position of the propulsion assembly 20 in the stopped state. Because the range of the swing angle is larger than the range of the lifting angle, when the position of the second connecting seat 321 is lower, the stability of the adjusting process can be ensured to be higher, and the stress directions and the stress sizes of the joints of the steering mechanism 320, the pitching mechanism 310 and the propeller 210 are more balanced.

In the idle state, the pitch mechanism 310 is disposed in the same vertical plane as the propeller 210, i.e. at this point the first plane is a vertical plane, where the first axis 101 is parallel or coincident with the second axis 203. The central axis of the pitch mechanism 310 has an angle α with the first axis 101. The steering mechanism 320 is disposed on a side of the propeller 210 remote from the propeller shaft 330. The projection of the central axis of the steering mechanism 320 in the plane of the propeller 210 has an angle β with the first axis 101. The ratio of the included angle alpha to the included angle beta is greater than or equal to 0.9 and less than or equal to 1.1. In the range of the ratio of the included angle alpha to the included angle beta, the longitudinal pitching mechanism 310, the steering mechanism 320 and the propeller 210 form a basic symmetrical structure in the extending direction, and the stress at the connecting positions of the three structures is more stable in the adjusting process. In combination with the height of the second connecting seat 321, the stroke setting of the telescopic structure of the steering mechanism 320 is also saved, and a larger angle range is realized with a shorter stroke.

One or more of the pitch mechanism 310, the rudder mechanism 320 and the propeller shaft 330 are connected in the same position with the propeller 210 by a connection assembly 340. In the present embodiment, the pitch mechanism 310, the rudder mechanism 320 and the link lever 330 are connected together to the connection position of the propeller 210 through the connection assembly 340. As shown in fig. 3, the distance between the connection position and the tail plate 2 is L ₁ The total length of propulsion assembly 20 (which may also be the length of propulsion assembly 20 outside tailboard 2) is L. L (L) ₁ The ratio to L is greater than or equal to 0.5 and less than or equal to 0.7 such that the connection location is located in the middle of propulsion assembly 20, and further, in the portion of the middle of propulsion assembly 20 that is remote from tail plate 2. The connection position forms a fulcrum of the action of the propeller 210 in the adjusting process of the adjusting assembly 30, and the fulcrum is located at the middle part backward position, so that the actions of the pitching mechanism 310 and the steering mechanism 320 in the adjusting process can be more labor-saving, the service lives of the pitching mechanism 310, the steering mechanism 320 and the connecting assembly 340 are prolonged, and the structural stability of the propulsion device is improved.

The connection assembly 340 includes a first connector 341, a second connector 342, and a third connector 343. The first connector 341 is connected to one end of the pitch mechanism 310, the paddle housing 212 is further formed with a fourth connector 215, and the first connector 341 is movably connected to the fourth connector 215, so that the propeller 210 and the pitch mechanism 310 are movably connected. The first connector 341 is further provided with a plurality of connection lugs 3411, and the second connector 342 and the third connector 343 are movably connected with the connection lugs 3411, so that the steering mechanism 320 and the propeller rod 330 are finally movably connected with the propeller 210. The connection lugs 3411 connecting the second connector 342 and the third connector 343 are symmetrically arranged to equalize the stress of the propeller 210 during the adjustment. In other embodiments, the connecting lug 3411 may also be disposed on the fourth connector 215.

The second connector 342 and the third connector 343 have similar structures, and the second connector 342 is exemplified by the second connector 342, and the second connector 342 includes a connector body 3420, a first through hole 3421, a second through hole 3422, and a connecting pin 3424. The first through hole 3421 and the second through hole 3422 are formed at both ends of the connector body 3420, and the extending directions of the first through hole 3421 and the second through hole 3422 are different. The connection pin 3424 connects the second through hole 3422 and the connection lug 3411. The first through hole 3421 is connected to one end of the steering mechanism 320. An opening 3423 is formed in the middle of the first through hole 3421, and the opening 3423 is oriented in a direction different from the extending direction of the first through hole 3421. The opening 3423 is perpendicular to the first through hole 3421, and the cross section of the opening 3423 and the first through hole 3421 is T-shaped. The end of the link rod 330 or the steering mechanism 320 connected with the first through hole 3421 is correspondingly T-shaped, the transverse section of the T-shape is matched with the first through hole 3421, the vertical section of the T-shape is connected with the link rod 330 or the steering mechanism 320, one end of the link rod 330 or the steering mechanism 320 is arranged in the opening 3423 and the first through hole 3421, and the link rod 330 or the steering mechanism 320 is firmly and stably connected with the link rod 3423.

Fig. 6 shows the propeller blades of the semi-submersible vessel in the second embodiment, and the same reference numerals are used for the same parts as in the previous embodiment, and no further description is given here. The propeller of the present embodiment includes a propeller shaft (not shown) and a blade 500. The paddle is coupled to the drive assembly 20 and is rotatable about a first axis 501 under the influence of the drive assembly 20. The blade 500 is connected to the paddle shaft and rotates about a first axis 501 following the rotation of the paddle shaft.

The rated speed of the ship is greater than or equal to 30 knots and less than or equal to 80 knots, and the ratio of the diameter R of the blade 500 to the length of the hull of the ship is greater than or equal to 0.03 and less than or equal to 0.15. Further, the rated speed of the ship is greater than or equal to 30 knots and less than or equal to 80 knots, and the ratio of the diameter R of the blade 500 to the length of the hull of the ship is greater than or equal to 0.05 and less than or equal to 0.12. For the traditional full-immersed propeller structure, the full-immersed propeller structure is only suitable for low-speed large ships, and the full-immersed propeller structure cannot be suitable for semi-immersed ships. For a semi-submerged ship, the pushing process is related to the stress condition of the water inlet and outlet processes of the blades, the pushing force required by different ship sizes is different, and the size of the blades needs to be designed according to the ship sizes. Furthermore, aiming at the high-speed semi-submersible ship, the operation of water outlet and water inlet is frequently carried out under the condition that the blades rotate at high speed, so that the requirement on the size design of the blades is higher. The paddle 500 with the size is designed for a middle-high speed semi-submerged ship, reduces cavitation, has a stable structure and has higher propulsion efficiency. Specifically, blade 500 diameter R may be greater than or equal to 400mm and less than or equal to 1000mm. Further, the diameter R of the blade 500 may be greater than or equal to 500mm and less than or equal to 800mm.

The blade 500 includes a connection part 520 connecting the blade bars, a plurality of first blades 510 uniformly distributed on the connection part 520, and a second blade 530 connected to the outside of the first blades 510. As shown in fig. 6, the second blade 530 is movable relative to the first blade 510 in a radial direction, which is the direction in which the first blade 510 extends relative to the paddle shaft. When the rated speed of the ship is greater than or equal to 30 knots and less than or equal to 80 knots, the second blade 530 can adjust the diameter of the blade by moving so that the ratio of the diameter of the blade 500 to the length of the ship is greater than or equal to 0.03 and less than or equal to 0.15. For a semi-submersible ship, when the navigational speed is changed in different stages, the higher requirements are put forward for a propulsion device, particularly a propeller, the diameter of the propeller blade is a key factor influencing the propulsion effect, the diameter of the propeller is adjusted in real time according to the navigational speed, the ship can adapt to the requirements of various propulsion forms, the mutual adaptation of navigational speed and propulsion forms can be realized under the same ship body structure without changing the propeller, and the adaptability of the semi-submersible propulsion device and the ship is wider.

A guide 540 is further provided between the first blade 510 and the second blade 530. One side of the guide 540 is connected to the first blade 510, and the other side is connected to the second blade 530. The guide 540 can guide the movement direction of the second blade 530. In the present embodiment, the guide 540 includes a slide rail connecting one of the first blade 510 and the second blade 530, and a slider connecting the other of the first blade 510 and the second blade 530. In other embodiments, other structures capable of slidably connecting the first blade 510 and the second blade 530 are also possible, and are not limited herein.

The ship further comprises a detecting element and a control element (not shown) electrically connected with the detecting element, wherein the detecting element is used for detecting the rated navigational speed of the ship, when the rated navigational speed is greater than or equal to 30 knots and less than or equal to 80 knots, the detecting element outputs a signal to the control element, and the control element can control the second blade 530 to move according to the signal so as to adjust the diameter of the blade 500, so that the ratio of the diameter of the blade 500 to the length of the ship is greater than or equal to 0.03 and less than or equal to 0.15. It will be appreciated that the paddle 500 is also provided with a drive member for driving the movement of the second blade 530 in response to signals from the control element. Further, the plurality of second blades 530 may be controlled by the control element and the driving element, and the plurality of second blades 530 may move the same distance or different nursing, so that a non-circular profile may be formed on the periphery of the blade 500, thereby meeting the needs of the semi-submersible vessel under various sailing conditions such as speed change, steering, etc.

The second blade 530 has the same structure as the first blade 510 and matches the outer circumferential shape of the first blade 510. The second blade 530 may have a half-leaf structure, the length of which is adapted to the movable range of the second blade 530.

As shown in fig. 7 and 8, the specific structure of the blade will be described below taking the first blade as an example. The first blade 510 is at least 4, and in this embodiment, the first blade 510 is 5. It should be appreciated that the number of first blades 510 may be adjusted as desired to maintain a uniform distribution of first blades 510 based on the ratio of diameters of blades 500 described above. The connecting portion 520 is formed with a mounting hole 521 penetrating therethrough, and when the connecting portion 520 is connected to the paddle lever, the mounting hole 521 is sleeved at one end of the paddle lever. The connection part 520 has a certain axial width, and the first blade 510 is spirally unfolded and connected or integrally formed at the outer surface of the connection part 520.

The first vane 510 includes a vane face 513, a vane back 514, a trailing edge 511, and a leading edge 512. The blade face 513 is the one side of the blade 500 seen from the stern of the vessel towards the vessel, and the back 514 is the other side opposite the blade face 513. The blade 500 rotates to contact the water surface first or to have a leading side or edge 512 and a trailing side 511 on the side or edge opposite the leading side 512. In this embodiment, the second blade 530 is connected to the first blade 510 at the blade back 514 and is capable of moving in a radial direction on the blade back 514 to reduce the effect on the rotor flow field when the second blade 530 moves.

The propulsion assembly 20 comprises at least two first propulsion assembly 201 and second propulsion assembly 202 arranged in parallel, the first propulsion assembly 201 and the second propulsion assembly 202 respectively comprise two propellers 210, and the propeller rod 330 connects the two propellers 210. In this embodiment, under the action of the driving assembly, the adjacent two propellers rotate respectively towards different directions to push the ship to advance, and the blades of the two propellers are arranged in a mirror image manner.

The first blade 510 is circumferentially sectioned, which is a section obtained by cutting a cylindrical surface coaxial with the paddle shaft and the blade 500, also referred to as a blade tangential plane. The circumferential cross-section of the first vane 510 is generally crescent-shaped, i.e. in the circumferential cross-section, at least part of the vane face 513 and the vane back 514 are curved in the same direction to form an arch. Unlike conventional blade structures, the trailing edge of the semi-submerged blade of this embodiment has a thickness d greater than the thickness of the leading edge. Further, at the same circumferential position, the thickness of the vane 210 increases from the trailing edge 511 to the leading edge 512 and then decreases or at least gradually decreases. When the semi-immersed paddle moves, a transition area is formed in the conversion process from partial ventilation to full ventilation of the suction surface of the paddle, the flow form in the transition area changes sharply, the transition area is unstable, cavitation and ventilation are carried out on the suction surface at the same time, splash is aggravated, the water inlet part of the paddle is more obvious, and the thrust coefficient is greatly reduced. The impulse force of the transition area is large, the semi-immersed paddle is designed to avoid working in the area, and the semi-immersed paddle needs to quickly pass through the area even if the semi-immersed paddle passes through the area. Therefore, in the structure, the blades have similar efficiency under different immersion depths, when the blades are in the transition zone, the thrust and torque descending amplitude of the propeller are reduced, the slip time is shortened, the reversing performance is improved, and the propulsion efficiency is improved.

Further, as shown in fig. 8, the trailing edge 511 and the second axis have a clip θ, and the included angle θ is greater than or equal to 60 ° and less than or equal to 85 °, so that the first blade 510 is inclined toward a side far from the ship as a whole, improving the reversing performance of the ship and improving the propulsion efficiency.

The first blade 510 further includes an end 515 distal from the connection 520 and a root 516 toward the connection 520. The thickness of trailing edge 511 at end 515 increases gradually to the thickness of trailing edge 511 at root 516 to increase the stability of first blade 510.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples merely represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the invention. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims

1. A propeller for a semi-submerged vessel, the propeller being rotatable about a second axis under the action of a drive assembly, an output shaft of the drive assembly being rotatable about a first axis, and the propeller being rotatable about an end of the propeller as a pivot point under the action of an adjustment assembly, the propeller comprising:

a paddle rod connected with the driving assembly, wherein the paddle rod can rotate around the second axis under the action of the driving assembly;

2. A propeller for a semi-submerged vessel according to claim 1, characterized in that the blade diameter is greater than or equal to 400mm and less than or equal to 1000mm.

3. A propeller for a semi-submerged vessel according to claim 1, characterized in that the blade comprises a blade face, which is arched at the circumferential cross section of the blade.

4. A propeller for a semi-submerged vessel according to claim 1, characterized in that the blade comprises a trailing edge, which trailing edge forms an angle with the second axis of greater than or equal to 60 ° and less than or equal to 85 °.

5. A propeller for a semi-submerged vessel according to claim 1, characterized in that the blade comprises a trailing edge and a leading edge, the thickness of the trailing edge being greater than the thickness of the leading edge.

6. A propeller for a semi-submerged vessel according to claim 5, characterized in that the first blade has an end remote from the connection and a root towards the connection, at which trailing edge the thickness of the end to the root becomes progressively greater.

7. A propeller for a semi-submerged vessel according to claim 1, characterized in that the blade comprises at least 4 of the first blades and at least 4 of the second blades.

8. A semi-submerged vessel comprising a propeller according to any one of claims 1 to 6, the vessel further comprising a detection element for detecting a nominal speed of the vessel and a control element connected to the detection element, the detection element outputting a signal to the control element when the nominal speed is greater than or equal to 30 knots and less than or equal to 80 knots, the control element being capable of controlling the movement of the second blade in dependence on the signal to adjust the diameter of the blade such that the ratio of the blade diameter to the vessel length is greater than or equal to 0.03 and less than or equal to 0.15.

9. The semi-submerged ship according to claim 8, wherein the adjusting assembly comprises a pitching mechanism and a steering mechanism, wherein one end of each of the pitching mechanism and the steering mechanism is connected with the propeller, and the other end is connected with a tail plate of the ship; the pitching mechanism can adjust the lifting angle of the propeller relative to the water surface in a first plane; the steering mechanism can adjust the swing angle of the first plane relative to the first axis; the second axis intersects the central axis of the pitch mechanism to form the first plane.

10. A semi-submerged vessel according to claim 9, wherein the lifting angle is greater than or equal to 5 ° and less than or equal to 30 °, and the swinging angle is greater than or equal to 5 ° and less than or equal to 75 °.