CN220549185U - Full navigational speed trapezoidal flap fin - Google Patents

Abstract

The application belongs to the technical field of ship stabilizer fin devices, and particularly relates to a full navigational speed trapezoidal flap fin, which comprises a main wing, a flap and a flap extension plate, wherein the rear edge of the main wing is hinged with the front edge of the flap through a flap shaft, the main wing drives the front edge of the flap to have a rotation degree of freedom of a preset angle along the central line of the main wing fin shaft, and the rear edge of the flap is connected with the front edge of the flap extension plate; the flap transmission mechanism drives the flap to rotate relative to the main wing along the flap shaft center line according to the same rotation direction as the main wing based on the rotation direction of the main wing around the main wing fin shaft center line. Compared with the existing ship stabilizer fin, the maximum thickness of the section of the trapezoid flap fin is reduced by 20% -35%, the fluid pressure difference resistance of the fin is reduced during high-speed navigation, the flap transmission mechanism and the flap extension plate increase the flap motion sweep area, and the fluid lift force generated during berthing or low-speed working conditions is improved.

Description

Full navigational speed trapezoidal flap fin

Technical Field

The utility model belongs to the technical field of ship stabilizer devices, and particularly relates to a full navigational speed trapezoidal flap fin.

Background

The conventional fin stabilizer utilizes the wing principle to generate lift force, and the fluid lift force generated by the fin can be expressed by the following formula:

wherein: ρ is the density of the fluid medium, V is the fluid velocity, S is the reference area of the fin, C _L Is the lift coefficient of the fin.

The formula shows that fin fluid lift force is proportional to fluid speed, namely, as the flow speed is reduced, the fluid lift force is rapidly reduced, when the flow speed is zero, the fluid lift force is zero, namely, the ship is in a berthing state, and the conventional stabilizer completely loses the stabilizing capability according to the wing principle. In order to realize that the stabilizer fin can also realize stabilizer in a berthing state, in recent years, a 'rowing principle' is adopted, lift force is generated by actively flapping the fin wings in berthing or low speed, the application range of the conventional stabilizer fin is expanded, and a full-speed stabilizer fin device is generated. The "paddle principle" makes the lift force generated on the fin related to the volume of the fluid space swept in the same direction in unit time, and the larger the volume of the fluid space swept in the same direction in unit time is, the larger the fluid reaction force generated on the fin is, that is, the larger the fluid lift force generated by flapping is, and the larger the capability of stabilizing the vibration is realized.

In the prior art, as shown in fig. 1 and 2, the fin is divided into two parts, namely, a main wing and a flap according to a certain proportion, the left side of the figure is the main wing, the right side of the figure is the flap, the upper part of the figure is the fin tip, the lower part of the figure is the fin root, the distance between the tip end surface and the root end surface is the extension length of the fin, the main wing and the flap are linked through a mechanical hinge, the flap in the state of the figure does not swing along a hinge shaft connected with the main wing, the section A-A is the center surface of the longitudinal distance between the fin tip and the fin root, the transverse center line penetrating through the center surface is the average chord length line of the flap fin, and the driving shaft center line of a driving mechanism of the main wing and the rotating shaft center line of the linkage mechanical hinge between the main wing and the flap are respectively perpendicular to the average chord length line. When the main wing rotates, the transmission mechanism on the flap drives the flap to rotate relative to the main wing, and a relative rotation included angle is formed between the main wing and the flap, so that a streamline fin is changed into a fin with a certain camber and changeable camber, when the lift force is required to be improved, the camber of the main wing is increased while the angle of the main wing is increased, and when the lift force is not required to be increased, the resistance is reduced by reducing the angle of the main wing and the camber of the main wing. However, the prior art flap fins still have the following problems: (1) The wing flap fin is designed in a streamline arc line from the fin tip to the fin root, and the streamline arc line design ensures that the section A-A of the wing flap fin is thicker as a whole, so that the fluid pressure differential resistance of the fin is high during high-speed navigation; (2) As the aspect ratio (ratio of fin span to average chord length) of the fin decreases, resulting in a decrease in the slope of the fin lift line at high speeds, an increase in the stall angle of attack of the fin, and a greater fin angle of attack is required to produce the same lift coefficient; (3) The flap area occupies a smaller percentage (usually less than 25%) of the total area of the fin, the flap rotates relative to the main wing and is driven by the transmission mechanism to generate a rotation angle, the rotation angle is limited, and the flap area is smaller, so that the area range of active flapping sweep of the fin is smaller under the condition of mooring or low navigational speed, and the anti-rolling capability of the fin is limited under the condition of mooring or low navigational speed; (4) The flap transmission mechanism of the existing flap fin comprises a sliding friction pair, is difficult to lubricate in an underwater environment and has large friction force as a disadvantageous factor. Therefore, in order to lift the lift generated by active flapping of the fin at low speeds while the ship is moored, and without reducing the lift coefficient of the fin at high speeds, there is a need for a full speed-adapted flap fin and a sliding friction pair-free flap transmission mechanism that can solve the problems of the prior art, to improve the roll reduction capability of the fin in the full speed range and reduce the adverse effects of sliding friction of the flap transmission mechanism.

Disclosure of Invention

Aiming at the defects of the prior art, the utility model provides a novel full-navigational speed trapezoidal flap fin, the length of the average chord length of a flap extension plate is 20% -35% of the average chord length of a main wing and the average chord length total length of the flap, compared with the existing stabilizer fin, under the condition that the average chord length total length is the same, the maximum thickness of the section of the trapezoidal flap fin is reduced by 20% -35%, the hydraulic differential resistance of the fin during high-speed navigation is further reduced, a flap transmission mechanism drives the flap to rotate along the center line of a flap shaft by a preset angle relative to the main wing and to rotate along the same direction relative to the main wing around the center line of the main wing fin shaft, the flap movement sweeping area is increased, and the fin can generate lift force generated by more active flapping during parking or low-navigational speed working conditions; the wing profile of the fin profile formed by the main wing, the flap and the flap extension plate increases the effective camber of the wing profile of the flap fin, so that the fin has higher lift coefficient under the medium and high navigational speed working condition.

In order to achieve the aim, the utility model provides an all-speed trapezoidal flap fin, which comprises a main wing, a flap and a flap extension plate;

the trailing edge of the main wing is hinged with the leading edge of the flap through a flap shaft, the main wing drives the leading edge of the flap to have a rotation degree of freedom of a preset angle along the central line of the fin shaft of the main wing, and the trailing edge of the flap is connected with the leading edge of the flap extension plate;

the fin tip of the full navigational speed trapezoidal flap fin is formed by the upper molded line of the main wing, the upper molded line of the flap and the upper molded line of the flap extension plate, and the fin root of the full navigational speed trapezoidal flap fin is formed by the lower molded line of the main wing, the lower molded line of the flap and the lower molded line of the flap extension plate;

the average chord length of the flap extension plate is 20% -35% of the average chord length of the main wing and the average chord length total length of the flap, and the average chord length line is the distance from the midpoint of the front edge of the main wing to the midpoint of the rear edge of the flap extension plate.

Further, the flap extension plate is a flat plate with equal thickness; the thicknesses of the sections of the fin root and the fin tip are respectively equal in thickness and extend to a preset length to the outer side of the trailing edge of the flap after the main wing is smoothly and excessively gradually reduced to the flap.

Further, the flap comprises a flap drive mechanism;

the flap transmission mechanism is arranged at the front edge of the flap, and drives the flap to rotate relative to the main wing along the center line of the flap shaft according to the same rotation direction as the main wing based on the rotation direction of the main wing around the center line of the fin shaft of the main wing.

Further, a fixing plate is arranged at the fin root part of the flap and at the front edge of the flap, a slotted hole is formed in the fixing plate, the flap transmission mechanism is assembled in the slotted hole, and the flap transmission mechanism and the inner line track of the slotted hole are engaged and rotated so as to drive the flap to rotate in the same direction around the central line of the flap shaft relative to the main wing.

Further, the flap transmission mechanism comprises a V-shaped guide rail and a V-shaped groove roller; the V-shaped guide rail is fixedly arranged in the oblong hole, the outer edge structure is matched with the inner circle of the oblong hole, and the rotating shaft of the V-shaped groove roller is externally connected with the supporting structure.

Further, the V-shaped groove roller and the V-shaped guide rail form a meshing rolling kinematic pair, the V-shaped groove roller and the upper edge and the lower edge of the V-shaped guide rail are in clearance fit, and the V-shaped groove roller is determined to be in contact with the upper edge or the lower edge of the V-shaped guide rail by the flap rotating moment direction.

Further, the main wing fin shaft center line, the flap shaft center line and the flap transmission shaft center line are all perpendicular to the average chord length line; the center line of the fin shaft of the main wing is the center line of the fin shaft of the fin executing mechanism of the outer rotating fin of the main wing, and the center line of the flap transmission shaft is the center line of the rotating shaft of the outer supporting structure of the V-shaped groove roller.

Further, when the main wing rotates, the relative rolling range of the rolling movement amplitude of the V-shaped groove roller and the V-shaped guide rail is determined based on the relative position relationship among the fin shaft center line of the main wing, the flap shaft center line and the flap transmission shaft center line which are parallel to each other and the fin shaft rotation angle range of the main wing.

Further, the full-speed trapezoidal flap fin further comprises a guide cover, a flap middle reinforcing plate, a flap root end plate and a flap tip end plate; the guide cover is of a sheet structure and comprises a main wing sheet guide cover and a flap sheet guide cover;

the main wing-shaped air guide sleeve consists of 5 flat plates, wherein the middle 1 block is arranged in the middle, the head rest 2 blocks are arranged in parallel with the middle 1 block, and the rest 2 blocks are arranged along the section edge of the fin tip; the flap sheet-shaped air guide sleeve consists of 3 flat plates, wherein the middle 1 plate is arranged centrally, the other 2 plates are arranged along the section edge of the fin tip and are close to the edges of the upper airfoil surface and the lower airfoil surface of the main wing, and the air guide sleeve close to the edges of the upper airfoil surface and the lower airfoil surface of the main wing extends from the flap to the flap extension plate;

the flap middle reinforcing plate is arranged in the middle of the upper airfoil surface and the lower airfoil surface of the flap and extends from the flap to the flap extension plate, the flap root end plate is arranged at the fin root of the upper airfoil surface and the lower airfoil surface of the flap and extends from the flap to the flap extension plate, and the flap tip end plate is arranged at the fin tip of the upper airfoil surface and the lower airfoil surface of the flap and extends from the flap to the flap extension plate;

the included angle between the guide cover and the fin middle symmetrical plane near the edges of the upper airfoil surface and the lower airfoil surface is not more than 6 degrees, and the distance between the head-tail direction of the guide cover near the edges of the upper airfoil surface and the lower airfoil surface and the adjacent guide plate is 5% -10% of the total length of the average chord length of the main wing and the average chord length of the flap.

The beneficial effects of the utility model are as follows:

the first, the trailing edge of the main wing and the leading edge of the flap are hinged together through the flap shaft, the main wing drives the leading edge of the flap to rotate by a preset angle along the central line of the fin shaft of the main wing, the trailing edge of the flap is connected with the leading edge of the flap extension plate, the length of the average chord length of the flap extension plate is 20% -35% of the average chord length of the main wing and the average chord length total length of the flap, when the section molded lines of the flap fins have the same chord length, the section of the trapezoid flap fins is reduced by 20% -35% compared with the maximum thickness of the section of the trapezoid flap fins in the prior art, so that the fluid pressure difference resistance of the fins in high-speed navigation is further reduced, and the flap extension plate is a flat plate with equal thickness; the section thicknesses of the fin root and the fin tip are all equal in thickness and extend to the outer side of the trailing edge of the flap to a preset length after the main wing is smoothly and excessively reduced to the flap, compared with the prior art, the maximum thickness of the fin section airfoil is smaller, the thickness of a flap trailing edge extension plate is smaller, the minimum resistance coefficient of the fin is equivalent to that of the flap fin, the main wing, the flap and the flap extension plate jointly form the fin section airfoil, the effective camber of the fin section airfoil of the flap fin is increased, the fin has higher lift coefficient under the medium-high speed working condition, the fin with the same area has higher fluid lift capability under the speed, and the minimum fluid resistance of the fin is not increased;

the flap transmission mechanism is positioned at the root of the fin and is arranged at the outer side of the front edge of the flap, the flap transmission mechanism drives the flap to rotate along the central line of the flap shaft by a preset angle and has the same rotation motion in the same direction around the central line of the fin shaft relative to the main wing, the movement sweeping area of the flap is increased, and the fin can generate larger lift force generated by active flapping under the working condition of mooring or low navigational speed;

thirdly, a fixing plate is arranged at the outer side of the front edge of the flap, the fixing plate is used for installing a flap transmission mechanism, a slotted hole is formed in the fixing plate, the flap transmission mechanism is assembled in the slotted hole, and the flap transmission mechanism is meshed with the inner line track of the slotted hole to rotate under the driving of a main wing; under the condition of the same fin rotating speed, the fin actively beats to generate higher lift force by applying a 'rowing principle', so that the capacity of the fin for actively beating to generate lift force under the condition of mooring or low navigational speed is greatly improved, and the anti-rolling capacity of the fin under the condition of mooring or low navigational speed is further improved;

fourth, the flap transmission mechanism of the utility model adopts the V-shaped guide rail and the V-shaped groove roller, the V-shaped groove roller and the V-shaped guide rail form a meshing rolling kinematic pair, which is beneficial to reducing the friction adverse effect in the fin rotation process; the V-shaped structure of the V-shaped guide rail and the V-shaped groove roller has a self-cleaning function in the meshing rolling process, and the meshing position of the V-shaped roller and the guide rail generates a similar scraping motion, so that sundries can be scraped off the V-shaped guide rail, the cleaning of the V-shaped guide rail surface and the roller surface is kept, the V-shaped guide rail and the roller surface are more suitable for severe underwater working environments containing sediment, marine biological attachments and the like, and the service life of the flap transmission mechanism is prolonged;

fifth, the pod, the flap middle reinforcing plate, the flap root end plate and the flap tip end plate of the utility model are beneficial to improving the fluid lift of the flap fin and reducing the intensity of wake vortex generated at the fin tip;

sixth, the full-speed trapezoidal flap fin provided by the utility model can generate larger lift force by fully utilizing the 'rowing principle' or the 'wing principle' respectively no matter in a ship berthing state or a low-speed working condition or a speed working condition, so that the full-speed trapezoidal flap fin is suitable for the anti-rolling application of the ship anti-rolling fin device in the full-speed range, the application range of the original trapezoidal flap fin is enlarged, and the expansion of the full-speed anti-rolling capability is realized.

Drawings

FIG. 1 is a schematic view in horizontal projection of a prior art flap fin;

FIG. 2 is a cross-sectional view of A-A of FIG. 1;

FIG. 3 is a schematic view of a horizontal projection of an all-speed trapezoidal flap fin of the present utility model;

FIG. 4 is a cross-sectional view of B-B of FIG. 3;

FIG. 5 is a schematic illustration of a comparison of the cross-sectional profile of the trapezoidal flap fin of FIGS. 2 and 3;

FIG. 6 is a schematic perspective view of a full cruise trapezoidal flap fin of the present utility model;

FIG. 7 is a schematic view of a turndown swept area of an all-speed trapezoidal flap fin of the present utility model;

FIG. 8 is a schematic view of a turning fin sweep area of a prior art trapezoidal flap fin;

FIG. 9 is a side view of an all-speed trapezoidal flap fin of the present utility model;

FIG. 10 is a cross-sectional view of C-C of FIG. 9;

FIG. 11 is a cross-sectional view of D-D of FIG. 9;

FIG. 12 is a first illustration of a turning fin force for a full cruise trapezoidal flap fin according to an embodiment of the present utility model;

FIG. 13 is a second diagram of turning fin forces for a full cruise trapezoidal flap fin in accordance with an embodiment of the present utility model;

FIG. 14 is a schematic view showing the relative rolling ranges of the rolling motion amplitude of the V-groove roller and the guide rail according to the embodiment of the present utility model;

fig. 15 is a schematic diagram of a second perspective view of an all-speed trapezoidal flap fin of the present utility model.

Wherein, 1-main wing; 10-a main wing fin axis centerline; 2-flaps; 20-flap shaft centerline; 21-flap drive; 210-V shaped guide rail; 211-V groove rollers; 22-flap drive shaft centerline; 23-oblong holes; 3-fin root; 4-fin tips; 5-average chord length; 6-flap extension panels; 7, a diversion cover; 8-flap middle stiffener; 9-flap root end plate.

Detailed Description

In order to better understand the technical solutions of the present application, the present utility model will be further described in detail below with reference to the drawings and the embodiments.

The terms of upper, lower, left, right, front, rear, and the like in the present application are established based on the positional relationship shown in the drawings. The drawings are different, and the corresponding positional relationship may be changed, so that the scope of protection cannot be understood.

In the present application, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, electrically connected or communicable with each other, directly connected, indirectly connected through an intermediate medium, communicated between two components, or an interaction relationship between two components. 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.

According to the full-navigational speed trapezoidal flap fin, the chord length percentage of the flap is increased under the condition of the same main wing angle range and the same main wing and flap angle transmission proportion relation, the flap is driven by the transmission mechanism to rotate relative to the main wing while the main wing rotates, the movement sweeping area of the flap is increased, and the anti-rolling capability of the flap under the parking or low navigational speed working condition is improved.

As shown in fig. 3 and 4, the full-speed trapezoidal flap fin of the present embodiment includes a main wing 1, a flap 2 and a flap extension board 6, where the main wing 1, the flap 2 and the flap extension board 6 form a main body structure of the flap fin, and a horizontal projection of the formed main body is generally trapezoidal. The trailing edge of the main wing 1 is hinged with the leading edge of the flap 2 by a flap shaft, and the flap 2 is rotated at the trailing edge of the main wing 1 along a flap shaft centre line 20 by a predetermined angle, which may vary. The trailing edge of the flap 2 is connected to the leading edge of the flap extension 6, the flap extension 6 being a flat plate of equal thickness.

Taking the state shown in fig. 3 as an example, the upper molded line of the main wing 1, the upper molded line of the flap 2 and the upper molded line of the flap extension plate 6 form the fin tip 4 of the flap fin, and the lower molded line of the main wing 1, the lower molded line of the flap 2 and the lower molded line of the flap extension plate 6 form the fin root 3 of the flap fin. The fin root 3 and the fin tip 4 each have a cross-sectional thickness that is smoothly and excessively tapered from the main wing 1 to the flap 2 and then extends to a predetermined length toward the outside of the trailing edge of the flap 2 in an equal thickness.

Section B-B is the section line of the fin root 3 to the midpoint distance of the fin tip 4, the distance from the leading edge of the main wing 1 to the trailing edge of the flap extension 6 on the section line being the average chord length 5 of the flap fin. The average chord length line 5 comprises an average chord length of the basic fin type and an average chord length of the flap extension board 6, wherein the average chord length of the main wing 1 and the average chord length of the flap 2 form the average chord length of the basic fin type of the average chord length line 5, and the average chord length of the flap extension board 6 is 20% -35% of the average chord length of the basic fin type.

In this embodiment, the length of the fin root and fin tip of the flap extension plate 6 are equal, and in another embodiment, the length of the fin root and fin tip of the flap extension plate 6 are non-equal, but the length of the average chord of the flap extension plate 6 is 20% -35% of the average chord of the base fin.

The main wing fin axis center line 10, the flap axis center line 20 and the flap transmission axis center line 22 are all perpendicular to the average chord line 5.

The fin root of the flap 2 is located outside the front edge of the flap 2, and is provided with a fixing plate for assembling the flap transmission mechanism 21, and the external fin rotating executing mechanism drives the main wing to rotate around the fin shaft center, so that the flap transmission mechanism 21 drives the flap 2 to rotate along the flap shaft center line 20 in the same rotation direction as the main wing 1.

Taking the state shown in fig. 5 as an example, the broken line is the sectional profile of the trapezoid flap fin in the prior art, the solid line is the sectional profile of the trapezoid flap fin in the prior art, and when the sectional profile of the trapezoid flap fin in the prior art and the sectional profile of the trapezoid flap fin in the present utility model have the same chord length, the maximum thickness of the trapezoid flap fin section of the present utility model is reduced by 20% -35%, which is favorable for further reducing the hydrodynamic pressure difference resistance of the fin in high-speed navigation, and the fin profile airfoil formed by the main wing, the flap and the flap extension plate together increases the effective camber of the profile airfoil of the flap fin, so that the fin has a higher lift coefficient in the middle-high navigational speed working condition.

As shown in fig. 6, the leading edge of the fixing plate has an arc-shaped structure, and the trailing edge of the fin root of the main wing 1 is provided with a structural profile matching the fixing plate of the flap 2. The slotted hole 23 is arranged on the fixed plate, the flap transmission mechanism 21 is assembled in the slotted hole 23, the flap transmission mechanism 21 is meshed with the inner line track of the slotted hole 23 to rotate, and further the flap 2 is driven to rotate relative to the main wing 1, so that the flap movement sweeping area is increased, and the fin can generate larger lifting force generated by active flapping under the parking or low-navigational speed working condition.

As shown in fig. 7 and 8, which are schematic diagrams comparing the sweep areas of the trapezoidal flap fins in the prior art and the trapezoidal flap fin of the present utility model in the fin turning process, the sweep areas of the trapezoidal flap fins shown in (a) and (b) in fig. 7 in the fin turning process can be increased by more than 50% compared with the sweep areas of the trapezoidal flap fins in the prior art shown in (a) and (b) in fig. 8 in the fin turning process, so that the lift force generated by active flapping of the fin under the condition of berthing or low navigational speed is greatly improved.

Compared with the flap fin in the prior art, the maximum lift coefficient of the flap fin in the embodiment can be increased by more than 5%, and the stall attack angle of the fin is reduced by more than 2 degrees. Under the condition of the same fin rotating speed, the fin actively beats to generate higher lifting force by applying the 'rowing principle', so that the capability of the fin to actively beat to generate lifting force under the condition of mooring or low navigational speed is greatly improved, and the anti-rolling capability of the fin under the condition of mooring or low navigational speed is further improved.

As shown in fig. 9, 10, and 11, the flap transmission mechanism 21 includes a V-shaped guide rail 210 and V-groove rollers 211. The V-shaped guide rail 210 is fixedly arranged in the oblong hole 23 of the fixed plate of the flap 2, the outer edge structure is matched with the inner circle of the oblong hole 23, the rotating shaft of the V-shaped groove roller 211 is externally connected with the supporting structure, and the V-shaped groove roller 211 and the V-shaped guide rail 210 form a meshing rolling motion pair.

The flap transmission mechanism 21 adopts a rolling friction web to realize a flap transmission function, which is beneficial to reducing the friction adverse effect in the fin rotation process. The V-shaped structure of the V-shaped guide rail 210 and the V-shaped groove roller 211 has a self-cleaning function in the meshing rolling process, and the meshing position of the V-shaped guide rail 210 and the V-shaped groove roller 211 generates similar scraping movement, so that sundries can be scraped off from the V-shaped guide rail, the cleaning of the V-shaped guide rail surface and the roller surface is kept, the V-shaped guide rail is more suitable for severe underwater working environments containing sediment, marine attachments and the like, and the service life of the flap transmission mechanism is prolonged.

The V-groove roller 211 is in clearance fit with the upper and lower edges of the V-shaped guide rail 210, and the upper edge or the lower edge of the V-shaped guide rail 210 is contacted with the V-groove roller 211 determined by the flap rotating moment direction. The stress state of the flap transmission mechanism 21 in the process of turning the full navigational speed trapezoidal flap is as follows:

as shown in fig. 12, when the water flow speed is V, under the action of the water flow, the fluid component force F1 applied to the flap generates a moment of-M1 on the flap shaft hinge center, and at this time, the V-shaped roller contacts with the top of the V-shaped guide rail 210 to generate an F2 component force, and generates a moment of M1 on the flap shaft center to balance the moment of the flap relative to the flap shaft center generated by the fluid action.

As shown in fig. 13, when the water flow speed is V, under the action of the water flow, the fluid component force F1 applied to the flap generates a moment of M1 on the center of the flap shaft, and at this time, the V-shaped roller contacts the bottom of the V-shaped guide rail 210 to generate an F2 component force, and a moment of-M1 is generated on the center of the flap shaft to balance the moment of the flap relative to the center of the flap shaft generated by the fluid action.

When the main wing 1 rotates, the relative rolling range of the rolling movement width of the V-shaped groove roller 211 and the V-shaped guide rail 210 is determined by the relative position relationship among the fin shaft center line 10, the flap shaft center line 20 and the flap transmission shaft center line 22 of the main wing which are parallel to each other and the fin shaft rotation angle range of the main wing 1.

As shown in fig. 14, the relative rolling range Lx of the rolling motion width of the V-groove roller 211 and the V-rail 210 is determined by the following formula:

wherein: l1 is the predetermined distance from the main wing fin axis 10 to the flap drive axis 22, L2 is the predetermined distance from the main wing fin axis 10 to the flap axis 20, and α is the rotation angle of the main wing.

The meshing rolling kinematic pair formed by the V-shaped guide rail 210 and the V-shaped groove roller 211 of the present embodiment is applicable not only to all-speed trapezoidal flap fins, but also to other types of flap fins.

As shown in fig. 15, the full-speed trapezoidal flap fin of the present utility model further includes a pod 7, a flap intermediate stiffener 8, a flap root end plate 9, and a flap tip end plate.

The fairings 7 are sheet-like structures, including main flap fairings and flap fairings. The main wing sheet-shaped air guide sleeve is arranged at the fin tip of the main wing 1, and the flap sheet-shaped air guide sleeve is arranged at the fin tip of the flap 2.

The main wing-shaped air guide sleeve of the embodiment consists of 5 flat plates, wherein the middle 1 block is arranged in the middle, the rest 2 blocks are arranged in parallel with the middle 1 block, and the rest 2 blocks are arranged along the section edge of the fin tip; the flap sheet-shaped air guide sleeve consists of 3 flat plates, wherein the middle 1 plate is arranged centrally, the rest 2 plates are arranged along the section edges of the fin tip parts and are close to the edges of the upper airfoil surface and the lower airfoil surface, the air guide sleeve close to the edges of the upper airfoil surface and the lower airfoil surface extends from the flap 2 to the flap extension plate 6 and has an included angle of not more than 6 degrees with the middle symmetrical plane of the fin, and the distance between the head and tail directions of the air guide sleeve close to the edges of the upper airfoil surface and the lower airfoil surface is 5% -10% of the average chord length of the basic fin.

The flap middle reinforcing plate 8 is arranged in the middle of the upper and lower wing surfaces of the flap and extends from the flap 2 to the flap extension plate 6, the flap root end plate 9 is arranged at the fin root of the upper and lower wing surfaces of the flap and extends from the flap 2 to the flap extension plate 6, and the flap tip end plate is arranged at the fin tip of the upper and lower wing surfaces of the flap and extends from the flap 2 to the flap extension plate 6.

The full navigational speed trapezoidal flap fin of the embodiment not only can be suitable for navigational speed working conditions, but also can fully utilize the 'rowing principle' to actively beat to generate higher lift force when a ship is moored, so that the roll reduction capacity of the fin under the condition of mooring is improved, the application range of the original trapezoidal flap fin is enlarged, and the full navigational speed roll reduction capacity is expanded.

The foregoing is merely exemplary embodiments of the present application, and specific structures and features that are well known in the art are not described in detail herein. It will be evident to those skilled in the art that the present application is not limited to the details of the foregoing illustrative embodiments, and that the present application may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the application being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Claims (8)

1. The full-navigational speed trapezoidal flap fin is characterized by comprising a main wing (1), a flap (2) and a flap extension plate (6);

the trailing edge of the main wing (1) is hinged with the leading edge of the flap (2) through a flap shaft, the main wing (1) drives the leading edge of the flap (2) to have a rotation degree of freedom of a preset angle along the central line (10) of the main wing fin shaft, and the trailing edge of the flap (2) is connected with the leading edge of the flap extension plate (6);

a fin tip (4) of the full-speed trapezoidal flap fin is formed by an upper molded line of the main wing (1), an upper molded line of the flap (2) and an upper molded line of the flap extension plate (6), and a fin root (3) of the full-speed trapezoidal flap fin is formed by a lower molded line of the main wing (1), a lower molded line of the flap (2) and a lower molded line of the flap extension plate (6);

the average chord length of the flap extension plate (6) is 20% -35% of the total of the average chord length of the main wing (1) and the average chord length of the flap (2), and the average chord length line (5) is the distance from the midpoint of the front edge of the main wing (1) to the midpoint of the rear edge of the flap extension plate (6).

2. Full-speed trapezoidal flap fin according to claim 1, characterized in that the flap (2) comprises a flap transmission (21);

the flap transmission mechanism (21) is arranged at the front edge of the flap (2), and the flap transmission mechanism (21) drives the flap (2) to rotate relative to the main wing (1) along the flap shaft center line (20) according to the same rotation direction as the main wing (1) based on the rotation direction of the main wing (1) around the main wing fin shaft center line (10).

3. The full-speed trapezoidal flap fin according to claim 2, wherein a fixing plate is arranged at the fin root of the flap (2) and at the front edge of the flap (2), a slotted hole (23) is formed in the fixing plate, the flap transmission mechanism (21) is assembled in the slotted hole (23), and the flap transmission mechanism (21) is meshed with an inner line track of the slotted hole (23) to rotate so as to drive the flap (2) to rotate in the same direction relative to the main wing (1) around the flap shaft central line (20).

4. A full speed trapezoidal flap fin according to claim 3, wherein the flap transmission mechanism (21) comprises a V-shaped track (210) and V-groove rollers (211); the V-shaped guide rail (210) is fixedly arranged in the oblong hole (23), the outer edge structure of the V-shaped guide rail is matched with the inner circle of the oblong hole (23), and the rotating shaft of the V-shaped groove roller (211) is externally connected with a supporting structure.

5. The full-speed trapezoidal flap fin according to claim 4, wherein the V-shaped groove roller (211) and the V-shaped guide rail (210) form a meshing rolling kinematic pair, the V-shaped groove roller (211) and the upper edge and the lower edge of the V-shaped guide rail (210) are in clearance fit, and the upper edge or the lower edge of the V-shaped groove roller (211) and the V-shaped guide rail (210) are in contact according to the flap rotation moment direction.

6. Full speed trapezoidal flap fin according to claim 4, characterized in that main wing fin axis centerline (10), flap axis centerline (20) and flap drive shaft centerline (22) are all perpendicular to the average chord length line (5); the main wing fin shaft center line (10) is the center line of the fin shaft of the main wing (1) externally connected fin rotating executing mechanism, and the flap transmission shaft center line (22) is the center line of the rotating shaft of the V-shaped groove roller (211) externally connected supporting structure.

7. The full-speed trapezoidal flap fin according to claim 6, wherein when the main wing (1) rotates, the relative rolling range of the rolling motion width of the V-groove roller (211) and the V-shaped guide rail (210) is determined based on the relative positional relationship among the main wing fin axis center line (10), the flap axis center line (20) and the flap transmission shaft center line (22) which are parallel to each other and the fin axis rotation angle range of the main wing (1).

8. The full speed trapezoidal flap fin according to claim 7, further comprising a pod (7), a flap intermediate stiffener (8), a flap root end plate (9) and a flap tip end plate; the air guide sleeve (7) is of a sheet structure and comprises a main wing sheet-shaped air guide sleeve and a wing flap sheet-shaped air guide sleeve;

the main wing-shaped air guide sleeve consists of 5 flat plates, wherein the middle 1 block is arranged in the middle, the head rest 2 blocks are arranged in parallel with the middle 1 block, and the rest 2 blocks are arranged along the section edge of the fin tip; the flap sheet-shaped air guide sleeve consists of 3 flat plates, wherein the middle 1 flat plate is arranged centrally, the other 2 flat plates are arranged along the section edge of the fin tip and are close to the edges of the upper airfoil surface and the lower airfoil surface of the main wing, and the air guide sleeve close to the edges of the upper airfoil surface and the lower airfoil surface of the main wing extends from the flap (2) to the flap extension plate (6);

the flap middle reinforcing plate (8) is arranged in the middle of the upper wing surface and the lower wing surface of the flap and extends from the flap (2) to the flap extension plate (6), the flap root end plate (9) is arranged at the fin root of the upper wing surface and the lower wing surface of the flap and extends from the flap (2) to the flap extension plate (6), and the flap tip end plate is arranged at the fin tip of the upper wing surface and the lower wing surface of the flap and extends from the flap (2) to the flap extension plate (6);

the included angle between the guide cover (7) close to the edges of the upper airfoil surface and the lower airfoil surface and the fin middle symmetrical plane is not more than 6 degrees, and the distance between the head-tail direction of the guide cover (7) close to the edges of the upper airfoil surface and the lower airfoil surface and the adjacent guide plate is 5% -10% of the total length of the average chord length of the main wing (1) and the average chord length of the flap (2).