WO2022095905A1 - 轮船抗倾覆阻尼摆 - Google Patents

轮船抗倾覆阻尼摆 Download PDF

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Publication number
WO2022095905A1
WO2022095905A1 PCT/CN2021/128468 CN2021128468W WO2022095905A1 WO 2022095905 A1 WO2022095905 A1 WO 2022095905A1 CN 2021128468 W CN2021128468 W CN 2021128468W WO 2022095905 A1 WO2022095905 A1 WO 2022095905A1
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WO
WIPO (PCT)
Prior art keywords
telescopic arm
ship
resistance plate
damping pendulum
pendulum
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Application number
PCT/CN2021/128468
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English (en)
French (fr)
Inventor
孙德明
Original Assignee
孙德明
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Application filed by 孙德明 filed Critical 孙德明
Publication of WO2022095905A1 publication Critical patent/WO2022095905A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability

Definitions

  • the invention relates to the technical field of water vehicles, in particular to an anti-overturning damping pendulum of a ship.
  • the purpose of the present invention is to provide an anti-overturning damping pendulum of a ship, so as to solve the above-mentioned problems in the prior art, improve the ability of the ship to resist wind and waves, and reduce the risk of the ship overturning.
  • the present invention provides the following scheme:
  • the invention provides an anti-overturning damping pendulum for a ship.
  • a large fan-like damping pendulum extends from the bottom of the ship and hangs on the bottom of the ship.
  • the two sides of the damping pendulum are pulled diagonally by anchor chains, so that the hull of the ship will not be generated by the undulation of the waves. Shake a lot, and it won't overturn.
  • the damping pendulum is extended from the central axis of the bottom of the ship by using two layers of telescopic arms (released and recovered by the rolling machine), and the two sides of the damping pendulum are pulled diagonally by connecting rod pull plates and anchor chains.
  • the resistance plate at the lower end automatically rotates from the horizontal direction to the vertical direction; in the process of retracting and returning, the resistance plate automatically rotates from the vertical direction to the horizontal direction, which is completely After retraction, it will be flush with the bottom of the ship ( Figure 6-1), and will not affect the navigation of the ship.
  • the resistance plate has been rotated from the horizontal direction to the vertical direction, and then the anchor chains on both sides are tightened (Fig. 7), and the connecting rod pull plate is just pinned to the resistance plate [ Figure 12-l side b], the resistance plate can no longer be rotated.
  • the reinforcing rib of the resistance plate is in close contact with the inner telescopic arm and is limited by the first limiting surface (Fig. 12-1xw 2 ), and the second limiting surface (surface 12-1 b) of the left link pull plate is naturally tight
  • the resistance plate can be prevented from rotating.
  • the damping pendulum can be retracted to the bottom of the ship when there are no strong winds and waves at ordinary times (Figure 9-1, Figure 9-2), and the lower part of the telescopic arm is designed with a special sealing ring with multi-stage sealing (Figure 9-4, Figure 9-5) to seal Hold the slide out of the damping pendulum, and then drain the remaining water in the slide ( Figure 9-47) to keep the telescopic arm in a dry and clean state.
  • the second solution of pressing the telescopic arm with the pressure tube when the damping pendulum extends out of the bottom of the ship to the very end, then pull the pressure tube rotation handle, and the upper end of the inner telescopic arm is pressed by the two protruding inclined plane blocks at the lower end of the pressure tube.
  • the anti-overturning damping pendulum of the ship of the present invention includes a connecting arm and a resistance plate, the resistance plate is arranged at the bottom of the ship, the connecting arm connects the ship and the resistance plate, the connecting arm is vertically arranged, and the The plane on which the resistance plate is located is parallel to the length direction of the ship.
  • the connecting arm is a telescopic arm
  • the telescopic arm includes an outer telescopic arm and an inner telescopic arm
  • the inner telescopic arm is slidably arranged in the outer telescopic arm
  • the outer telescopic arm is slidably connected to the outer telescopic arm.
  • the ships are connected, the sliding direction of the outer telescopic arm relative to the ship is parallel to the vertical direction, and the end of the inner telescopic arm away from the outer telescopic arm is connected to the resistance plate.
  • the telescopic arm is connected with a first drive assembly, and the first drive assembly can drive the telescopic arm to reciprocate (up and down) relative to the ship.
  • the resistance plate is rotatably connected to the inner telescopic arm, specifically, the resistance plate is rotatably connected to the lower end of the inner telescopic arm, the resistance plate is connected with a second drive assembly, the The second driving assembly can drive the resistance plate to rotate relative to the telescopic arm, and the rotation axis of the resistance plate relative to the telescopic arm is parallel to the length direction of the ship.
  • the second drive assembly includes a hoist and a cable-stayed anchor chain, the winch is fixed in the ship, one end of the cable-stayed anchor chain is connected to the winch, and the other end of the cable-stayed anchor chain is connected to the winch connected with the resistance plate; an angle is formed between the connection line between the hoist and the resistance plate and the axis of the telescopic arm; the number of the second drive components is two groups, and two groups of the second drive The components are symmetrically arranged on both sides of the telescopic arm with respect to the axis of the telescopic arm; one of the oblique-stayed anchor chains is connected to the side of the resistance plate close to the telescopic arm (M direction in FIG.
  • the other side of the cable-stayed anchor chain is connected to the side of the resistance plate away from the telescopic arm (the N direction in FIG. 7 ), and the side of the resistance plate close to the telescopic arm refers to the resistance
  • the side of the plate connected to the telescopic arm, the side of the resistance plate close to the telescopic arm and the side of the resistance plate away from the telescopic arm refer to the opposite sides of the resistance plate.
  • the second drive assembly further comprises a connecting rod pull plate
  • the cable-stayed anchor chain is connected with the resistance plate by the connecting rod pull plate
  • the cable-stayed anchor chain and the resistance plate are respectively connected to the resistance plate.
  • the connecting rod pull plate is directly connected; the connecting rod pull plate connected to the side of the resistance plate close to the telescopic arm is also connected with a connecting rod, and the connecting rod pull plate and the resistance plate are respectively connected with the connecting rod pull plate. Connect the connecting rod.
  • the inner telescopic arm and the outer telescopic arm are respectively connected with limit blocks, and the limit blocks connected with the outer telescopic arm cooperate with the ship to limit the downward extension of the outer telescopic arm
  • the limit position (refer to Figure 8-1), the limit block connected with the inner telescopic arm and the outer telescopic arm can limit the limit position where the inner telescopic arm extends downward from the outer telescopic arm ( Refer to Figure 8-2).
  • the lower end of the inner telescopic arm is further provided with a limiting bar, and the limiting bar is arranged around the outer side wall of the inner telescopic arm.
  • the telescopic arm is slidably arranged in the installation cylinder.
  • the resistance plate is parallel to the bottom of the ship and is in line with the installation cylinder. The bottom of the ship is flush.
  • the end of the inner telescopic arm connected with the resistance plate is connected with a sealing ring (Fig. 9-48), the sealing ring is arranged at the lower part of the limit bar, and the sealing ring can block the inner
  • the gap between the telescopic arm and the installation cylinder, the installation cylinder is also connected with a water pumping hole, the water pumping hole is located on the top of the limit bar, the water pumping hole and the inner telescopic arm and the outer telescopic
  • the gap between the arms is communicated with the inner cavity of the inner telescopic arm.
  • the axial section of the sealing ring is a concave shape
  • the sealing ring is provided with a compression strip (Fig. 9-46)
  • the sealing ring has a fin structure
  • the compression strip can make the The sealing ring is pressed against the mounting barrel.
  • a pressure tube is further connected to the upper end of the installation cylinder, the inner telescopic arm is slidably sleeved on the outside of the pressure tube, the pressure tube is rotatably connected to the inner telescopic arm, and the pressure tube
  • the outer side wall of the inner telescopic arm is provided with an inclined plane pressure block, and the top of the inner side wall of the inner telescopic arm is provided with an inclined plane block.
  • Pipe, the inclined plane pressing block presses the inclined plane stopper (two inclined planes cooperate, as the pressing pipe rotates, the inclined plane pressing block and the inclined plane block are both rotated and tightened).
  • the inclined plane pressing blocks and the inclined plane blocking blocks are both fan-shaped, the number of the inclined plane pressing blocks is two, and the two inclined plane pressing blocks are symmetrically arranged with respect to the axis of the pressing pipe, and the two blocks are arranged symmetrically with respect to the axis of the pressing pipe.
  • the gaps between the bevel pressing blocks can accommodate the bevel stoppers.
  • the pressing tube is connected with a locking handle, and the locking handle can drive the pressing tube to rotate relative to the inner telescopic arm.
  • the anti-overturning damping pendulum of the ship further includes a pressure tube pressure block and a handle pressure block.
  • the pressure tube When in a locked state, the pressure tube is abutted against the pressure tube pressure block, and the locking handle rotates to the handle pressure block. directly below.
  • the anti-overturning damping pendulum of the ship of the present invention includes a connecting arm and a resistance plate, the connecting arm and the resistance plate are arranged on the bottom of the ship, the connecting arm connects the ship and the resistance plate, and the connecting arm Vertically arranged, the plane where the resistance plate is located is parallel to the length of the ship.
  • the anti-overturning damping pendulum of the ship of the present invention is arranged at the bottom of the ship.
  • the thrust direction of the ship received by the wind and waves is the same as the direction of the force of the seawater (lower layer) received by the resistance plate.
  • the force exerts a certain force on the ship the connecting arm acts as a force arm, and the direction of the moment exerted by the resistance plate on the ship is opposite to the direction of the moment exerted by the wind and waves on the ship, thereby alleviating the impact on the ship (horizontal rotational torque) and avoiding the ship from large Swing, improve the ability of the ship to resist wind and waves, and reduce the risk of the ship capsizing.
  • Figure 1-1 above is a side view of a ship designed and installed with a damping balance
  • Figure 1-2A-A on the lower right is a sectional view of the ship at the position of the damping pendulum
  • Figure 1-3 on the lower left is an enlarged view of the resistance plate at the lowermost end of the damping pendulum .
  • Figure 2 is a schematic cross-sectional view of the ship being deflected by the impact of waves.
  • FX is the center of buoyancy of the hull
  • ZX is the center of gravity of the ship
  • ⁇ is the safe deflection angle
  • ⁇ is the limit zero-boundary deflection angle.
  • Figure 3-1 to Figure 3-6 are the force analysis diagrams of whether the ship is equipped with a damping pendulum when the wave is impacted.
  • Figure 3-1 and Figure 3-2 on the upper side are the situation without damping pendulum, and
  • Figure 3-3 to Figure 3 below -6 is the condition with damped pendulum.
  • Figure 6-1 on the top shows the damping pendulum retracted into position
  • Figure 6-2 on the bottom shows the damping pendulum during expansion and contraction
  • Figure 6-3 is the cross-sectional view of the connecting rod pull plate.
  • Figure 7 The situation after the damping pendulum extends down to the end and then tightens the anchor chains on both sides.
  • Figure 7-1 and Figure 7-2 are the left and right side views of the resistance plate.
  • Figure 8 is a longitudinal sectional view of the damping pendulum
  • Figure 8-1 is a view of the outer telescopic arm being limited
  • Figure 8-2 is a view of the inner telescopic arm being limited.
  • Figure 9-1 is the state in which the damping pendulum is retracted in place
  • Figure 9-2 is the longitudinal sectional view when the damping pendulum is retracted in place
  • Figure 9-3 is the enlarged view of position b in 9-2
  • Figure 9-4 is the one in Figure 9-1
  • the enlarged view at a, the lower middle Fig. 9-5 is the enlarged view of the special-shaped sealing ring.
  • Figure 10 is a diagram of the damping pendulum lifting the anchor chain and the pressure tube when the damping pendulum extends down to the end, and Figures 10-1 to 10-5 are sectional views of various parts.
  • Figure 11 is a cross-section (stepped cross-section) at F-F of Figure 9-1 on the upper left in Figure 9 on page 8 of the accompanying drawings.
  • the left side of the center line is the position of the limit block of the outer telescopic arm, and the right side of the center line is the position of the limit block of the inner telescopic arm.
  • Fig. 12-1 on the left is an enlarged view of Fig. 7-3 in Fig. 7 on page 6 of the accompanying drawings, and Fig. 12-2 on the right is a longitudinal sectional view.
  • Figure 14 is the second solution of the tube pressing device after the telescopic arm extends down to the end. This solution is much better than the solution in which the pressing tube is directly fixed to the top of the inner telescopic arm in Figure 10 on page 9 (the top of the pressing tube does not need to be Raised high to save upper deck space).
  • Figure 13 is the state diagram of the damping pendulum retracting
  • Figure 14 is that after the damping pendulum is extended to the end, block the top of the pressure tube with the pressure plate Y, then pull the pressure tube rotating handle (XZ), and press the inner telescopic arm with the slope a at the lower end of the pressure tube
  • the inclined plane b on the inner side of the upper end finally achieves the effect of locking the telescopic arm.
  • Figure 15-1 is a schematic structural diagram of a ship designed and installed with a damping balance wheel
  • Figure 15-2 is a schematic view of the structure cut along the A-A direction in Figure 15-1
  • Figure 15-3 is an enlarged view of the resistance plate at the lowermost end of the damping pendulum.
  • Figure 16-1 is a schematic cross-sectional view of the ship when there is no wave impact
  • Figure 16-2 is a cross-sectional schematic diagram of the ship being deflected by the impact of waves
  • FX is the center of buoyancy of the hull
  • ZX is the center of gravity of the ship
  • ⁇ is the safe deflection angle
  • ⁇ is the limit zero-bound deflection angle.
  • 17 is a schematic diagram of force analysis of whether the ship is equipped with the anti-overturning damping pendulum of the present invention.
  • FIG. 18 is a schematic diagram showing the principle of whether the ship is equipped with the anti-overturning damping pendulum of the present invention.
  • Figure 19-1 is a diagram of the damping pendulum retracted into position
  • Figure 19-2 is a diagram of the damping pendulum during expansion and contraction
  • Figure 19-3 is a cross-sectional view of the connecting rod pull plate.
  • Figure 20-1 shows the situation after the damping pendulum extends down to the end and then tightens the anchor chains on both sides.
  • Figure 20-2 and Figure 20-3 are the left and right side views of the resistance plate respectively.
  • Figure 21-1 is a longitudinal sectional view of the damping pendulum
  • Figure 21-2 is a view of the outer telescopic arm being limited
  • Figure 21-3 is a view of the inner telescopic arm being limited.
  • Figure 22-1 is a cross-sectional view of the damping pendulum when it is retracted in place
  • Figure 22-2 is a longitudinal cross-sectional view of the damping pendulum when it is retracted to its place
  • Figure 22-3 is an enlarged view of part a in 22-1
  • Figure 22-4 is Figure 22- The enlarged view of b in 2
  • Fig. 22-5 is the enlarged view of the special-shaped sealing ring.
  • Fig. 23-1 is a sectional view taken along line E-E of Fig. 19-1
  • Fig. 23-2 is a sectional view taken along line D-D of Fig. 23-1
  • Fig. 23-3 is a sectional view taken along line C-C of Fig. 23-1
  • Fig. 23-4 is a sectional view taken along line G-G of Fig. 23-1 Cutaway view.
  • Fig. 24-1 is a cross-sectional view (stepped cross-section) taken along line F-F of Fig. 22-1
  • Fig. 24-2 is a cross-sectional view taken along line e-e of Fig. 24-1.
  • Fig. 25-1 is a partial enlarged view of Fig. 20-1
  • Fig. 25-2 is a longitudinal sectional view.
  • Figure 26-1 to Figure 26-6 and Figure 27-1 to Figure 27-3 are the second scheme of the tube pressing device after the telescopic arm extends downward to the end.
  • 1 is the connecting arm
  • 2 is the resistance plate
  • 3 is the outer telescopic arm
  • 4 is the inner telescopic arm
  • 5 is the first drive assembly
  • 6 is the second drive assembly
  • 7 is the hoist
  • 8 is the For the cable-stayed anchor chain
  • 9 is the connecting rod pull plate
  • 10 is the connecting rod
  • 11 is the limit block
  • 12 is the limit bar
  • 13 is the installation cylinder
  • 14 is the pumping hole
  • 15 is the sealing ring
  • 16 is the pressing strip
  • 17 is the pressure tube
  • 18 is the inclined plane pressure block
  • 19 is the inclined plane stopper
  • 20 is the locking handle.
  • the purpose of the present invention is to provide an anti-overturning damping pendulum of a ship, so as to solve the above-mentioned problems in the prior art, improve the ability of the ship to resist wind and waves, and reduce the risk of the ship overturning.
  • the anti-overturning damping pendulum of the ship of the present invention is designed and installed with an anti-overturning damping pendulum at the bottom of the ship.
  • the telescopic boom (consisting of inner and outer two-layer structure) extends downward from the position of the central axis of the bottom of the ship and hangs on the bottom of the ship (see Figure 1 on page 1 of the accompanying drawings), and the cable-stayed anchor chains on both sides are also released simultaneously. After reaching the lowest position, lock and fix, and then tighten the anchor chains on both sides.
  • the single dotted line in the figure is the state of the hull when there are no waves.
  • the comprehensive center of the ship (ZX) and the center of buoyancy (FX) o When the center of gravity is lower, the h is smaller, and the ship is more stable.
  • the double dotted line is the state of the normal swaying angle of the hull when there are wind and waves.
  • the double solid line is the state of the hull swinging to the limit zero threshold, and its declination angle is 0.
  • the buoyant moment on the left side of the buoyancy center minus the buoyant moment on the right side is equal to the total weight of the ship multiplied by the horizontal distance (LP)o that the center of gravity deviates from the center of buoyancy.
  • LP horizontal distance
  • Anti-overturning damping pendulum is designed and installed on the bottom of the ship.
  • the main telescopic arm and resistance plate of the damping pendulum as well as the connecting rod pull plate and the anchor chain have a certain weight. They are hung at the bottom of the ship to lower the comprehensive center of gravity of the ship, which has a certain effect on improving the stability of the hull. Effect.
  • the area of the resistance plate and the telescopic arm is large, and the resistance to the water is also large. If the wind and waves are to make the ship sway from side to side. At the same time, the entire damping pendulum must be driven to swing around the center of buoyancy (FX) of the ship in opposite directions (see Figure 3-4 at the bottom right of page 3 of the attached drawings). Longer), the deeper the water is, the more gentle the waves (relatively calmer), because the water hinders the resistance plate, so that the resistance plate is not easy to swing greatly, and the hull is not easy to swing greatly.
  • FX center of buoyancy
  • the swing arm of the damping pendulum is extended longer, and the area of the resistance plate is also larger, and the resistance of the water can force the damping pendulum to swing according to the wave period.
  • the arc displacement distance made by the resistance plate is relatively large. If the resistance is large and the distance is long, it will consume a considerable amount of work, and the movement period will be long (long distance).
  • the damping pendulum has a certain weight (a larger inertia or the law of inertia of Newton), and the farther it goes, the greater the inertia (if you want it to rotate around the center of buoyancy FX in the same amount) The more work is required for the angle).
  • Figure 6 on page 5 of the accompanying drawings Figure 6-1 in the upper part is the state HWZ of the damping pendulum after retracting and returning, and Figure 6-2 in the lower part is the state SHZ of the damping pendulum in the process of extending or retracting.
  • Figure 6-3 on the lower left is a sectional view of the connecting rod pull plate. Note: When the main telescopic arm is retracting, the two sides of the cable-stayed anchor chain should run synchronously to ensure the correct posture of the resistance plate (the process of extending from horizontal to vertical, and the process of retracting from vertical to horizontal )oE-E is the longitudinal section of the upper part of the telescopic boom (see Figure 10-1 in Figure 10 on page 9 of the attached drawings)
  • Figure 7 on page 6 of the accompanying drawings is the transverse section when the damping pendulum extends to the deepest point
  • A-A is its longitudinal section (see Figure 8 on page 7 of the accompanying drawings)
  • Figure 7-3 is shown in Figure 7-3 of the accompanying drawings.
  • Page 11 Figure 12-2 of the resistance plate rotation mechanism
  • Figure 12-2B-B is the state of the resistance plate rotated in the vertical direction (working attitude), and the state of the horizontal direction is shown in Figure 8 of the accompanying drawing Page Figure 9-1, Figure 9-2 (return state).
  • A-A on page 7 of the attached drawings is the longitudinal section of Figure 7 on page 6, ws is the outer telescopic arm, NS is the inner telescopic arm, and the enlarged view inside the circle:
  • Figure 8-1 above is the limit block of the outer telescopic arm is limited position;
  • Figure 8-2 below shows the state that the inner telescopic arm is limited.
  • II can refer to page 8 C-C Figure 9-2 (return state).
  • For the cross section of B-B please refer to the two rectangular boxes with rounded corners in the four corners of the box shown in the figure below on page 9.
  • the enlarged view of the small circle above the highest water line is the state diagram that the limit block XWK of the outer telescopic arm has been restricted.
  • Figure 9-1 is enlarged from page 5 of the attached drawing, and in Figure 9-1, F-F (stepped section view) is shown on page 12, C-C and page 14 Figure 12-2B- Combined with B, it can be seen that the resistance plate is turned from the horizontal direction to the vertical direction of the rotating mechanism.
  • the lower left picture a is enlarged in Fig.
  • the top is the sprocket used for lifting the inner telescopic arm and the downward supporting pressure tube (used to compress the telescopic arm) after it is lowered to the bottom.
  • the second solution for pressing the telescopic arm (see Figure 13 on page 12 of the attached drawing): when the telescopic arm extends down to the bottom, then pull the rotary handle of the pressure tube, and use the two protruding inclined blocks at the lower end of the pressure tube to press the inner telescopic The two bevels on the inside of the upper end of the arm.
  • This scheme is compared with Figure 10-1 on page 10 of the attached drawings: it can make the top of the pressure pipe not need to rise too high and occupy less space in the upper cabin.
  • the right part is the lower end of the outer telescopic arm, and its inner side is welded with a limited strip (XWT 2 is used to define the inner telescopic arm (see the enlarged view of the lower left side of page 7, WS and NS in Figure 8-2)
  • XWT 2 is used to define the inner telescopic arm
  • Figure 14 is the second plan of pressing down the telescopic arm
  • Figure 13 is the state of the damping pendulum retracted:
  • Figure 14 is that after the damping pendulum is extended to the end, block the top of the pressure tube with the pressure plate Y, and then pull Rotate the handle (XZ) of the dynamic pressure tube, press the slope b on the inner side of the upper end of the inner telescopic arm with the slope a at the lower end of the pressure tube.
  • the effect of locking the telescopic arm is achieved.
  • the above 1 to 9 items can basically explain the structure principle and usage method of the ship's anti-overturning damping pendulum. The design of its specific size and strength and the stress structure must be analyzed and calculated by relevant professional technicians. The ship model can be used first. Or small boats for experiments, and gradually applied to large ships.
  • this invention can greatly improve the ship's ability to resist wind and waves.
  • it will produce huge social benefits: 1Although it will increase the weight of the hull itself (about 0.5-1%), it can increase the draft (draft) of the ship (about 3 ⁇ 6%), that is, the cargo capacity of the ship can be increased (about 5-10%). 2It feels more stable and comfortable to ride on such a ship, and the passengers on the ship feel more happy and comfortable. 4The most important thing is to avoid the overturning of the ship when it encounters strong wind and waves. Open up your mind and take appropriate measures. Focus on safety. Life comes first.
  • the anti-overturning damping pendulum of the ship of the present invention includes a connecting arm 1 and a resistance plate 2, the resistance plate 2 is arranged at the bottom of the ship, the connecting arm 1 connects the ship and the resistance plate 2, and the connecting arm 1 is arranged vertically, The plane where the resistance plate 2 is located is parallel to the length direction of the ship.
  • the anti-overturning damping pendulum of the ship of the present invention is arranged at the bottom of the ship.
  • the direction of the thrust of the ship by the wind and waves is the same as the direction of the force of the sea water received by the resistance plate 2, and the resistance plate 2 is subjected to force to exert a force on the ship.
  • the connecting arm 1 acts as the force arm, and the direction of the moment exerted by the resistance plate 2 on the ship is opposite to the direction of the moment exerted by the wind and waves on the ship, thereby alleviating the impact of the ship, preventing the ship from swinging greatly, and improving the ship's ability to resist wind and waves , reduce the risk of ship capsizing.
  • the connecting arm 1 is a telescopic arm, and the length of the connecting arm 1 can be changed. The longer the length of the connecting arm 1 is, the greater the moment the resistance plate 2 has on the ship.
  • the telescopic arm includes an outer telescopic arm 3 and an inner telescopic arm 4, the inner telescopic arm 4 is slidably arranged in the outer telescopic arm 3, the outer telescopic arm 3 is slidably connected to the ship, and the outer telescopic arm 3 is parallel to the sliding direction of the ship In the vertical direction, the end of the inner telescopic arm 4 away from the outer telescopic arm 3 is connected to the resistance plate 2.
  • the sliding of the telescopic arm relative to the ship and the sliding of the inner telescopic arm 4 relative to the outer telescopic arm 3 can change the length of the connecting arm 1.
  • the telescopic arm is retracted into the ship to drive the resistance plate 2 to retract.
  • the telescopic arm In order to drive the telescopic arm smoothly, the telescopic arm is connected with a first drive assembly 5, which can drive the telescopic arm to reciprocate relative to the ship.
  • the arm reciprocates, and the first drive assembly 5 can also choose the form of a hoist 7 and a chain to drive the telescopic arm to move and adjust the distance between the resistance plate 2 and the ship to meet the needs of different sailing environments.
  • the resistance plate 2 is rotatably connected to the telescopic arm, and the resistance plate 2 is connected with a second drive assembly 6.
  • the second drive assembly 6 can drive the resistance plate 2 to rotate relative to the telescopic arm, and the resistance plate 2 rotates relative to the telescopic arm.
  • the axis is parallel to the length direction of the ship.
  • the resistance plate 2 is arranged parallel to the length direction of the ship.
  • the second drive assembly 6 drives the resistance plate 2 to turn over.
  • the second drive assembly 6 includes a hoist 7 and a cable-stayed anchor chain 8.
  • the winch 7 is fixed in the ship, one end of the cable-stayed anchor chain 8 is connected to the winch 7, and the other end of the cable-stayed anchor chain 8 is connected to the hoist.
  • the resistance plate 2 is connected, and the hoist 7 rotates to drive the cable-stayed anchor chain 8 to rewind or loosen, which can drive the resistance plate 2 to rotate relative to the telescopic arm; in order to improve the rotation control accuracy of the resistance plate 2, the connection line between the hoist 7 and the resistance plate 2 There is an included angle with the axis of the telescopic arm.
  • the two sets of second drive assemblies 6 are symmetrically arranged on both sides of the telescopic arm relative to the axis of the telescopic arm. They are respectively arranged on both sides of the contact point between the resistance plate 2 and the telescopic arm hairpin, forming a structure equivalent to a lever to control the overturning and rotation angle of the resistance plate 2; one of the oblique anchor chains 8 and the resistance plate 2 is close to the side of the telescopic arm Connected, another oblique anchor chain 8 is connected to the side of the resistance plate 2 away from the telescopic arm, and the resistance plate 2 is turned over by cooperating with the expansion and contraction of the telescopic arm.
  • the second drive assembly 6 further includes a connecting rod pull plate 9, and the cable-stayed anchor chain 8 is connected to the resistance plate 2 by the connecting rod pull plate 9, and the cable-pull anchor chain 8 And the resistance plate 2 is connected with the connecting rod pull plate 9 respectively; the connecting rod pull plate 9 connected with the resistance plate 2 close to the side of the telescopic arm is also connected with a connecting rod 10, and the connecting rod pull plate 9 and the resistance plate 2 are respectively connected with the connecting rod pull plate 9.
  • Connecting rod 10 ⁇ connect.
  • the cable-stayed anchor chains 8 on both sides of the telescopic arm are first loosened, and after the telescopic arms are stretched out in place, the cable-stayed anchor chains 8 on both sides are tightened, so that the resistance plate 2 is vertical State, when the work is completed, still first loosen the cable-stayed anchor chains 8 on both sides to shrink the telescopic arms, and then gradually tighten the cable-stayed anchor chains 8.
  • the resistance plate 2 is already in an inclined state.
  • the resistance plate 2 After tightening the anchor chain 8, the resistance plate 2 is smoothly turned over to a horizontal state, and is closely attached to the bottom of the ship, and the connecting rod pull plate 9 and the connecting rod 10 on one side are set, so that the resistance plate 2 is smoothly turned over to the retracted state (that is, turned over to horizontal state), to prevent the gap between the cable-stayed anchor chain 8 and the resistance plate 2 from being too large, and the resistance plate 2 cannot be closely attached to the bottom of the ship, thereby increasing the running resistance of the ship.
  • the connecting rod pull plate 9 and the connecting rod 10 can cooperate with the protrusions on the resistance plate 2 to limit the limit position of the resistance plate 2, so as to ensure that the resistance plate 2 is vertical
  • the state and the horizontal state are smoothly converted, avoiding the dislocation of the resistance plate 2 and improving the reliability of the device.
  • the inner telescopic arm 4 and the outer telescopic arm 3 are respectively connected with a limit block 11, and the limit block 11 connected with the outer telescopic arm 3 cooperates with the ship to limit the limit position where the outer telescopic arm 3 extends downward,
  • the limit block 11 connected with the inner telescopic arm 4 cooperates with the outer telescopic arm 3 to limit the limit position where the inner telescopic arm 4 extends downward.
  • the first drive assembly 5 is connected to the inner telescopic arm 4, and the first drive assembly 5 drives the inner telescopic arm 4 and the outer telescopic arm 3 to move downward, that is, they extend from the ship.
  • the limit block 11 connected with the outer telescopic arm 3 is matched with the structure of the ship, and the outer telescopic arm 3 is fixed, the outer telescopic arm 3 stops moving, the inner telescopic arm 4 continues to extend to the preset position, and the inner telescopic arm 4
  • the connected limit block 11 cooperates with the outer telescopic arm 3 to fix the inner telescopic arm 4, the inner telescopic arm 4 stops moving, and the connecting arm 1 is set as a telescopic arm, which reduces the space inside the ship occupied by the connecting arm 1, and the limit block 11 can limit The extreme position of the telescopic arm improves the work safety factor.
  • the lower end of the inner telescopic arm 4 is also provided with a limit bar 12, and the limit bar 12 is arranged around the outer side wall of the inner telescopic arm 4, which can effectively prevent the outer telescopic arm 3 from slipping, and cooperate with the limit block 11 to improve the telescopic The working reliability of the arm.
  • the installation cylinder 13 can also be set on the ship, and the telescopic arm can be slidably arranged in the installation cylinder 13 to prevent the telescopic arm from bringing seawater or other sundries into the ship.
  • the resistance plate 2 is parallel to the bottom of the ship, and is flush with the bottom of the ship, the connecting rod pull plate 9 is also close to the bottom of the ship, and the connecting rod 10 can enter the installation hole to minimize the resistance brought by the device to the running of the ship .
  • the end of the inner telescopic arm 4 connected with the resistance plate 2 is connected with a sealing ring 15.
  • the sealing ring 15 is arranged at the lower part of the limit bar.
  • the sealing ring 15 can block the gap between the inner telescopic arm 4 and the installation cylinder 13. When the resistance plate 2 and the telescopic arm are retracted, the sealing ring 15 can prevent the seawater from entering the telescopic arm.
  • the installation cylinder 13 is also connected with a water pumping hole 14. The gap between the telescopic arms 3 and the inner cavity of the inner telescopic arm 4 are connected.
  • the water remaining in the telescopic arm and between the telescopic arm and the installation cylinder 13 can be removed by the water pumping hole 14 Pull out and drain, protect the device and prolong the service life of the device.
  • the axial section of the sealing ring 15 is a concave shape
  • the sealing ring 15 is provided with a pressing strip 16
  • the side surface of the sealing ring 15 in contact with the mounting cylinder 13 has a fin structure
  • the pressing strip 16 can make the sealing
  • the ring 15 is pressed on the installation cylinder 13, and the pressing strip 16 is located on the side of the sealing ring 15 away from the ship.
  • the pressing strip 16 Under the action of seawater pressure, the pressing strip 16 further presses the sealing ring 15, and the fin structure on the sealing ring 15 It plays the role of layer-by-layer sealing, further improves the sealing performance, and avoids the entry of seawater.
  • the upper end of the mounting cylinder 13 is also connected with a pressure tube 17, the inner telescopic arm 4 is slidably sleeved on the outside of the pressure tube 17, the pressure tube 17 is rotatably connected to the inner telescopic arm 4, and the outer side wall of the pressure tube 17 has
  • the inclined surface pressing block 18, the top and bottom of the inner side wall of the inner telescopic arm 4 are provided with inclined surface blocking blocks 19.
  • the cooperation of the inclined surface pressing block 18 and the inclined surface blocking block 19 can fix the relative position of the inner telescopic arm 4 and the pressure pipe 17.
  • the position of the inner telescopic arm 4 can be achieved by rotating the pressure tube 17, the telescopic block and the inclined plane stop 19 are abutted to fix the relative position of the inner telescopic arm 4 and the pressure tube 17 , the inner telescopic arm 4 can still be fixed when the first drive assembly 5 fails, thereby improving the reliability of the device.
  • the inclined surface pressure block 18 and the inclined surface stopper 19 are both fan-shaped, the number of the inclined surface pressure block 18 is two, and the two inclined surface pressure blocks 18 are symmetrically arranged with respect to the axis of the pressure pipe 17, and the inner telescopic arm 4
  • the number of the inclined plane blocks 19 at both ends is also two, and the gap between the two inclined plane pressing blocks 18 can accommodate the inclined plane blocks 19, the rotating pressure pipe 17, the inner telescopic arm 4 moves in the vertical direction, and the inclined plane block 19 It can pass through the gap between the two inclined surface pressing blocks 18.
  • the pressing tube 17 is still rotated to make the inclined surface pressing block 18 and the inclined surface blocking block 19 abut against, that is, the inclined surface blocking block 19 is located in the inclined surface pressing block.
  • the inclined plane block 19 prevents the inclined plane block 19 from falling, that is, the relative position of the inner telescopic arm 4 and the pressure pipe 17 is fixed.
  • the pressing tube 17 is connected with a locking handle 20, and the locking handle 20 can drive the pressing tube 17 to rotate relative to the inner telescopic arm 4, which improves the convenience of operation.
  • the anti-overturning damping pendulum of the ship of the present invention is arranged at the bottom of the ship.
  • the connecting arm 1 acts as the force arm, and the direction of the moment exerted by the resistance plate 2 on the ship is opposite to the direction of the moment exerted by the wind and waves on the ship, thereby alleviating the impact of the ship, preventing the ship from swinging greatly, and improving the ship's ability to resist wind and waves , reduce the risk of ship capsizing.
  • the connecting arm 1 can drive the resistance plate 2 to retract, and the resistance plate 2 is turned into a horizontal state and located at the bottom of the ship, reducing the driving resistance of the ship.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

一种轮船抗倾覆阻尼摆，在轮船底部伸出犹如大扇子般的阻尼摆吊在轮船底部，其两侧用斜拉锚链（8）斜拉着，当船身左右摇摆时，由于水对阻尼摆的阻力而使船身不能大幅度摇摆，不会倾覆。

Description

轮船抗倾覆阻尼摆 技术领域
本发明涉及水上交通工具技术领域，特别是涉及一种轮船抗倾覆阻尼摆。
背景技术
水上交通运输与陆、空交通运输相比较有其自身的许多优势：运载量大(吨位和容积都很大)、航程远、成本低等，因而这一运输方式无疑是与人类社会发展息息相关的。
但是自从古人发明了独木舟以来，已有数以万计的人因船舶倾覆而葬身鱼腹，在当今社会科技迅猛发展的时代，轮船倾覆的事件仍然屡次发生。
因此，如何提高轮船抵抗风浪的能力使之不易倾覆，成为了本领域技术人员亟待解决的问题。
发明内容
本发明的目的是提供一种轮船抗倾覆阻尼摆，以解决上述现有技术存在的问题，提高轮船抵抗风浪的能力，降低轮船倾覆风险。
为实现上述目的，本发明提供了如下方案：
本发明提供一种轮船抗倾覆阻尼摆，在轮船底部伸出像大扇子般的阻尼摆吊在船底，其两侧由锚链斜拉着，它能使船身不会随海浪的起伏而产生大幅度的摇晃，更不会倾覆。
优选地，采用内外两层伸缩臂(由卷杨机放送和回收)从轮船底部中轴线伸出此阻尼摆，其两侧用连杆拉板及锚链斜拉着。
优选地，在阻尼摆伸出的过程中，最下端的阻力板自动由水平方向旋转为竖直方向；在收缩回位的过程中，阻力板又自动由竖直方向旋转成水平方向，其完全收回后与船底平齐(图6-1)，不影响轮船航行。
优选地，当伸缩臂伸出到最深处固定锁牢后，阻力板已由水平方向旋转成竖直方向，再拉紧两侧锚链(图7)，连杆拉板正好销牢阻力板[图12-l b面]，就能使阻力板不会再旋转。具体地，阻力板的加强筋紧贴内伸缩臂并使之受限于第一限位面(图12-1xw 2)，左边连杆拉板第二限位 面(12-l b面)自然紧靠伸缩臂正好销牢阻力板，就能使阻力板不会再旋转。
优选地，平时无大风大浪可将阻尼摆收回至轮船底部(图9-1、图9-2)，伸缩臂下部设计有多级封口的特殊密封圈(图9-4、图9-5)封住阻尼摆的滑道伸出口，再抽干滑道内的余水(图9-4⑦)就能保持伸缩臂处于干燥清洁状态。
优选地，用压管压紧伸缩臂的第二方案：当阻尼摆伸出轮船底部至最末端时，再扳动压管旋转手柄，由压管下端的两突出斜面块压紧內伸缩臂上端内侧两斜面(图13)，最后拉紧两侧锚链；此方法比图10压管直接固定在内伸缩臂上端的结构要好很多，它不占用太多的上层船舱空间(压管的顶部不需要升的很高)。
[根据细则91更正 18.12.2021]　
优选地，关键理论依据：1)阻尼摆无法与船体同步绕船的浮心作旋转运动(图3-4)，因为阻尼摆伸长后，若要想使其绕船的浮心作旋转运动，则要消耗更大的能量，并且阻尼摆的摆动方向与船体的摆动方向正好相反(图3-4N)，船体向右摆时阻尼摆正好向左摆，反之向右摆；另外阻尼摆摆动受到下层波浪的冲击；2)船体和阻尼摆都受到方向相同的波浪冲击，迫使船体和整个阻尼摆同时随波浪偏移且只能产生一个较小的倾斜偏角r(图3-5)；3)整套阻尼摆有一定的重量，其吊在轮船底部使船体的综合重心有所下降，能使船体更稳定；4)阻尼摆伸出得越远，就越能使船体的摆动(或旋转)的频率变低(周期变长)；好比花样滑使船体的摆动(或旋转)的频率变低(周期变长)；好比花样滑冰运动员在作定点快速旋转时，若将手臂和腿向外伸，则转速立马降低，当其将手臂和腿收回后，转速又有所加快；所以船体不会按波浪的起伏周期左右摇摆得越来越厉害。
本发明的轮船抗倾覆阻尼摆，包括连接臂和阻力板，所述阻力板设置于轮船的底部，所述连接臂连接所述轮船与所述阻力板，所述连接臂竖直设置，所述阻力板所在平面平行于所述轮船的长度方向。
优选地，所述连接臂为伸缩臂，所述伸缩臂包括外伸缩臂和内伸缩臂，所述内伸缩臂可滑动地设置于所述外伸缩臂内，所述外伸缩臂可滑动地与所述轮船相连，所述外伸缩臂相对于所述轮船的滑动方向平行于竖直方 向，所述内伸缩臂远离外伸缩臂的一端与所述阻力板相连。
优选地，所述伸缩臂连接有第一驱动组件，所述第一驱动组件能够带动所述伸缩臂相对于所述轮船往复(上、下)运动。
优选地，所述阻力板可转动地与所述内伸缩臂相连，具体地，所述阻力板可转动地与所述内伸缩臂下端相连，所述阻力板连接有第二驱动组件，所述第二驱动组件能够带动所述阻力板相对于所述伸缩臂转动，所述阻力板相对于所述伸缩臂的转动轴线平行于所述轮船的长度方向。
优选地，所述第二驱动组件包括卷扬机和斜拉锚链，所述卷扬机固定于所述轮船内，所述斜拉锚链的一端与所述卷扬机相连，所述斜拉锚链的另一端与所述阻力板相连；所述卷扬机与所述阻力板的连线与所述伸缩臂的轴线之间具有夹角；所述第二驱动组件的数量为两组，两组所述第二驱动组件相对于所述伸缩臂的轴线对称设置于所述伸缩臂的两侧；其中一根所述斜拉锚链与所述阻力板靠近所述伸缩臂的一侧(图7中M向)相连，另外一根所述斜拉锚链与所述阻力板远离所述伸缩臂的一侧(图7中N向)相连，所述阻力板靠近所述伸缩臂的一侧指的是所述阻力板与所述伸缩臂相连的一侧，所述阻力板靠近所述伸缩臂的一侧和所述阻力板远离所述伸缩臂的一侧指的是阻力板相对的两侧。
优选地，所述第二驱动组件还包括连杆拉板，所述斜拉锚链利用所述连杆拉板与所述阻力板相连，所述斜拉锚链以及所述阻力板均分别与所述连杆拉板皎接；与所述阻力板靠近所述伸缩臂一侧相连的所述连杆拉板还连接有连接杆，所述连杆拉板以及所述阻力板均分别与所述连接杆钗接。
优选地，所述内伸缩臂与所述外伸缩臂均分别连接有限位块，与所述外伸缩臂相连的所述限位块与所述轮船相配合能够限制所述外伸缩臂向下伸出的极限位置(参考图8-1)，与所述内伸缩臂相连的所述限位块与所述外伸缩臂相配合能够限制所述内伸缩臂向下伸出外伸缩臂的极限位置(参考图8-2)。
优选地，所述内伸缩臂下端还设置有限位条，所述限位条绕所述内伸缩臂的外侧壁设置。
优选地，所述轮船上具有安装筒，所述伸缩臂可滑动地设置于所述安 装筒内，所述伸缩臂处于收缩状态时，所述阻力板平行于所述轮船的底部，且与所述轮船的底部平齐。
优选地，所述内伸缩臂与所述阻力板相连的一端连接有密封圈(图9-4⑧)，所述密封圈设置于所述限位条下部，所述密封圈能够封堵所述内伸缩臂与所述安装筒之间的缝隙，所述安装筒还连接有抽水孔，所述抽水孔位于所述限位条的顶部，所述抽水孔与所述内伸缩臂与所述外伸缩臂之间的缝隙以及所述内伸缩臂的内腔相连通。
优选地，所述密封圈的轴向截面为凹字形，所述密封圈处设置有压紧条(图9-4⑥)，所述密封圈具有翅片结构，所述压紧条能够使所述密封圈压紧在所述安装筒上。
优选地，所述安装筒上端还连接有压管，所述内伸缩臂可滑动地套装于所述压管的外部，所述压管可转动地与所述内伸缩臂相连，所述压管的外侧壁具有斜面压块，所述内伸缩臂的内侧壁的顶部设置有斜面挡块，当所述外伸缩臂和所述内伸缩臂均向下伸出至极限位置时，旋转所述压管，所述斜面压块压紧所述斜面挡块(两个斜面配合，随着压管旋转，斜面压块和斜面挡块二者越旋越紧)。
优选地，所述斜面压块和所述斜面挡块均为扇形，所述斜面压块的数量为两块，两块所述斜面压块相对于所述压管的轴线对称设置，两块所述斜面压块之间的间隙能够容纳所述斜面挡块。
优选地，所述压管连接有锁紧手柄，所述锁紧手柄能够带动所述压管相对于所述内伸缩臂转动。
优选地，轮船抗倾覆阻尼摆还包括压管压块和手柄压块，处于锁紧状态时，所述压管与所述压管压块相抵，所述锁紧手柄旋转至所述手柄压块的正下方。
本发明相对于现有技术取得了以下技术效果：本发明的轮船抗倾覆阻尼摆，包括连接臂和阻力板，连接臂和阻力板设置于轮船的底部，连接臂连接轮船与阻力板，连接臂竖直设置，阻力板所在平面平行于轮船的长度方向。
本发明的轮船抗倾覆阻尼摆，设置于轮船的底部，在轮船遇到风浪(左 右摇摆)时，轮船受到风浪的推力方向与阻力板受到(下层)的海水的作用力方向相同，阻力板受力从而对轮船施加一定的作用力，连接臂作为力臂，阻力板对轮船施加的力矩方向与风浪对轮船施加的力矩方向相反，从而缓解轮船所受冲击(横向旋转扭力)，避免轮船大幅度摆动，提高轮船抵抗风浪的能力，降低轮船倾覆风险。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
说明书附图第1页主视图中：
上边图1-1是设计安装有阻尼摆轮船的侧面图，右下边图1-2A-A是轮船在阻尼摆位置的剖面图，左下边图1-3是阻尼摆最下端阻力板的放大图。
附图第2页中：
图2是轮船在受到海浪冲击而发生偏斜的剖面示意图，FX是船体的浮心，ZX是轮船的重心，α是安全偏斜角度，β是极限零界偏斜角度。
附图第3页中：
图3-1至图3-6是轮船是否安装阻尼摆在海浪冲击时的受力分析图，上边图3-1、图3-2是无阻尼摆的状况，下边图3-3至图3-6是有阻尼摆的状况。
附图第4页小木块实验图中：
上边图4中，当水波浪较大时，小木块很容易被掀翻，由图4-1变为图4-2；下边图5是小木块下面钉有两小圆铁钉后就不会被水波浪掀翻，若像图5-2那样将小铁钉的头拧弯90。，则更不会被水波浪掀翻。
附图第5页中：
上边图6-1阻尼摆收回到位图，下边图6-2阻尼摆在伸缩过程中的图，图6-3是连杆拉板横剖面图。
附图第6页中：
图7阻尼摆向下伸到尽头再拉紧两侧锚链后的状况，图7-1、图7-2 是阻力板左右侧视图。
附图第7页中：
图8是阻尼摆纵剖面图，图8-1为外伸缩臂受到限位图，图8-2为内伸缩臂受到限位图。
附图第8页图9中：
图9-1是阻尼摆收回到位的状态、图9-2是阻尼摆收回到位时纵剖面图，图9-3为9-2中b处放大图，图9-4为图9-1中a处的放大图，下边中间图9-5是异形密封圈放大图。
附图第9页中：
图10是阻尼摆提升锚链和当阻尼摆向下伸到尽头时的压管图，图10-1至图10-5是各个部位的剖面图。
附图第10页中：
图11是附图第8页图9中左上图9-1的F-F处剖面(阶梯剖)图，中线左边是外伸缩臂限位条块位置，中线右边是内伸缩臂限条块位置。
附图第11页中：
图12中，左边图12-1是附图第6页图7中图7-3放大图，右边图12-2是纵剖面图。
附图第12页中：
[根据细则91更正 18.12.2021]　
图14是伸缩臂向下伸到尽头后压管压紧装置的第二方案，此方案比第9页图10中压管直接固定在内伸缩臂顶端的方案要好很多(压管的顶部不需要升得很高，可节省上层船舱空间)。
图13是阻尼摆收回状态图，图14是阻尼摆伸出到底后，用压板Y挡住压管顶端，再扳动压管旋转手柄（XZ），用压管下端的斜面a压住内伸缩臂上端内侧的斜面b，最终达到锁牢伸缩臂的效果的示意图。
图15-1是设计安装有阻尼摆轮船的结构示意图，图15-2为图15-1中沿A-A向的剖切结构示意图，图15-3是阻尼摆最下端阻力板的放大图。
图16-1是轮船在无海浪冲击时的剖面示意图，图16-2是轮船在受到海浪冲击而发生偏斜的剖面示意图；图16-1和图16-2中：FX是船体的浮心，ZX是轮船的重心，α是安全偏斜角度，β是极限零界偏斜角度。
图17为轮船是否安装本发明的轮船抗倾覆阻尼摆的受力分析示意图。
图18为轮船是否安装本发明的轮船抗倾覆阻尼摆的原理示意图。
图19-1为阻尼摆收回到位图，图19-2阻尼摆在伸缩过程中的图，图19-3是连杆拉板横剖面图。
图20-1为阻尼摆向下伸到尽头再拉紧两侧锚链后的状况，图20-2和图20-3分别为阻力板左右侧视图。
图21-1是阻尼摆纵剖面图，图21-2为外伸缩臂受到限位图，图21-3为内伸缩臂受到限位图。
[根据细则91更正 18.12.2021]　
图22-1是阻尼摆收回到位时横剖面图，图22-2是阻尼摆收回到位时纵剖面图，图22-3为22-1中a处放大图，图22-4为图22-2中b处的放大图，图22-5是异形密封圈放大图。
图23-1是图19-1的E-E剖视图，图23-2是图23-1的D-D剖视图，图23-3是图23-1的C-C剖视图，图23-4是图23-1的G-G剖视图。
图24-1是图22-1的F-F处剖面(阶梯剖)图，图24-2是图24-1的e-e剖视图。
图25-1是图20-1的局部放大图，图25-2是纵剖面图。
图26-1至图26-6以及图27-1至图27-3是伸缩臂向下伸到尽头后压管压紧装置的第二方案。
其中，图15-1至15-3、图16-1至图16-2、图17-图18、图19-1至图19-3、图20-1至图20-3、图21-1至图21-3、图22-1至图22-5、图23-1至图23-3、图24-1至图24-2、图25-1至图25-2以及图26-1至图26-6中，1为连接臂，2为阻力板，3为外伸缩臂，4为内伸缩臂，5为第一驱动组件，6为第二驱动组件，7为卷扬机，8为斜拉锚链，9为连杆拉板，10为连接杆，11为限位块，12为限位条，13为安装筒，14为抽水孔，15为密封圈，16为压紧条，17为压管，18为斜面压块，19为斜面挡块，20为锁紧手柄。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明的目的是提供一种轮船抗倾覆阻尼摆，以解决上述现有技术存在的问题，提高轮船抵抗风浪的能力，降低轮船倾覆风险。
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本发明作进一步详细的说明。
本发明的轮船抗倾覆阻尼摆，在轮船底部设计安装有抗倾覆的阻尼摆，平时海上风浪不太大时，可将阻尼摆收回至紧贴轮船底部，若遇到大风大浪时，可将其主体伸缩臂(由内外两层结构)从船底中轴线位置向下伸出吊在船底(见说明书附图第1页图1)，其两侧的斜拉锚链也同步放送，当主体伸缩臂伸到最下端位置后锁紧固定，随即拉紧两侧锚链。在整个运行过程中，最下端的阻力板会自动地从平时的水平方向以反时针旋转成竖直方向(见附图第1页图1和附图第5页图6回位状态HWZ至伸出或缩回状态SHZ，再至第6页伸展到位的状态图7)。这时候轮船就具有很好的抗倾覆能力。其原理如下：
1、首先来作引起船舶倾覆的受力分析，见附图第2页船体横断面示意图图2，海面波浪HL(S)，船底下方的波浪HL(X)，船身另一侧水的阻力zL，由于海面层波浪主要着力于船身的上部而另一侧水的阻力主要着力于船身的下部，这样就产生了一个力偶，使船体绕浮心FX向反时针方向旋转，当波浪一消退，船体又自动复位，紧接着下一个波浪又来使船体重复这动作。图中单虚线.是无波浪时船体的状态，此时船舶的综合中心(ZX)，浮心(FX)o当重心越低时h越小，则船舶越稳定。双虚线为有风浪时船体正常摇摆a角的状态。双实线为船体摇摆至极限零界值状态，其偏角为0，此时浮心左面的浮力矩减去右边的浮力矩等于船舶总重量乘以重心偏离浮心的水平距离(LP)o当船舶摇摆的角度接近极限值0时，船身很难恢复平衡，若船体不能及时复位，再接着的第二次、第三次波浪很容易将船舶掀翻。
我们研究轮船抗倾覆的宗旨就是要控制其遇大风大浪时船体左右摇摆的角度，使a值尽量小，努力的方向是：①使h值尽量小(降低船舶综合重心)，可以从船舶的结构和运载货物的储放位置及重量与体积(货物吨位与货仓空间)的综合搭配方面着手考虑。②就是此发明：船底设计安装 抗倾覆阻尼摆。
2、阻尼摆的主体伸缩臂和阻力板以及连杆拉板和锚链都有一定的重量，它们吊在轮船底部使轮船的综合重心有所下降，这对提高船身的稳定性有一定的效果。
3、阻力板和伸缩臂的面积很大，对水的阻力也较大，若风浪要使轮船左右摇摆。则必须同时带动整个阻尼摆绕轮船的浮心(FX)以相反的方向右左摇摆(见附图第3页右下图3-4)，由于阻尼摆伸出船底入水里较深(摆臂较长)，在水下面越深处其波浪也就越缓和(相对平静些)，因为水对阻力板有阻碍作用，就能使阻力板不易大幅度摇摆，也就能使船体不易大幅度摇摆。轮船也就更不会倾覆，而只能像附图3页左下图3-5的效果出现：水面大波浪HL(S)快速地冲击船身，船底以下的水波浪HL(x)较慢速地冲击阻力板，这就迫使船身和阻力板同时向右分别移动L和l，船身产生较小的倾斜角r，但绝不会像图3-4那样左右摇摆。通过图3-5与图3-2对比，就能看出阻尼摆的明显效果。
4、根据摆的原理：摆臂越长，其摆动周期也越长，反之越短。此阻尼摆的摆臂伸得较长，而且阻力板的面积也较大，水的阻力能迫使阻尼摆不可能按照波浪的起伏周期摆动。假设要将轮船倾斜20°，在这个过程中，阻力板所作的弧线位移路程较大，若阻力大，路程远，那么其所需要消耗的功也相当多，并且运动周期也较长(远远大于海面波浪起伏的周期)好比是花样滑冰运动员在作定点快速旋转时，若将手臂和腿向外伸，侧转速立马降低，当其将手臂和腿收回后，转速又有所加快。这就更能说明有阻尼摆的轮船遇到大风大浪时只会呈现附图第3页左下图3-5的状况。
5、阻尼摆有一定的重量(有较大的惯性或称为堕性一牛顿的惯性定律)，当它越申得远，则堕性越大(要想使它绕浮心FX旋转相同一角度所需要的功也越多)。
6、在附图第3页右下图3-4中可看出：当海面波浪HL(S)从左向右对船体着力时，假设能使船身绕浮心左右摆动，那么这时整个阻尼摆是绕浮心以相反的方向N向左边作扇形运动弧长为L扇，每运动一次都需要将相当大量体积(V水＝，板乘以L扇)的水移动，并且阻力板后面还会产生负压，另外阻力板还要同时受到船底水波浪HL(X)的冲击力， 所以图3-4的状况是不可能出现的。
7、最后我们作个小实验：见附图第4页图4-1至图5-2，将一个长方体的小木块放入水中，若水波浪很大，小木块在图4中很容易被掀翻，就像图4-1变为图4-2的状态；若按图5-1在小木块下面钉上两颗小铁钉，木块就不会被波浪掀翻了，若再按图5-2将小铁钉的头部拧弯90°，使钉头的大面积受到水的阻力(就像此发明中的阻力板)，这样小木块就更不会被掀翻了。
由以上七个方面进行分析后可以得出结论：轮船抗倾覆阻尼摆的工作原理在理论上是站得住脚的，从常识上来看也是行得通的。下面再来叙述轮船抗倾覆阻尼摆的具体结构和各部件的功能以及在运行过程中的步骤。
1、在说明书附图第1页中，从轮船主视图图1-1(侧面图)看：阻尼摆伸出船舶主体腰部底面约有船体高度的0.8～1.3倍，阻力板面积的大小视具体船舶而定，阻尼摆的个数也要根据轮船的长短来作决定。右下图1-2A-A是横剖面从后向前看的图，由上至下分别是：卷扬机JYJ，斜拉锚链XLL(左右)，连杆拉板LB(左右)。左下图1-3是阻力板结构放大图。
2、说明书附图第5页图6中，上部分图6-1是阻尼摆收缩回位后的状态HWZ，下部分图6-2是阻尼摆在伸出或缩回过程中的状态SHZ。左下面图6-3是连杆拉板的剖面图。注意：当主体伸缩臂在伸缩时，两侧斜拉锚链应同步运行，才能保证阻力板的正确姿势(伸出的过程中由水平转为竖直，收缩的过程中由竖直转为水平)oE-E是伸缩臂上部分纵剖面图(见附图第9页图10中的图10-1)
3、附图第6页图7是阻尼摆伸展到最深处时的横剖面，A-A是其纵剖面图(见附图第7页图8)，下端IV图7-3放大图见附图第11页(阻力板旋转机构图图12-2)，第11页中，图12-2B-B是阻力板旋转成竖直方向的状态(工作态度)，其水平方向的状态见附图第8页图9-1、图9-2(回位状态)。
4、附图第7页A-A是第6页图7的纵剖面图，ws是外伸缩臂，NS是内伸缩臂，圆圈内放大图：上面图8-1是外伸缩臂限位块受到限位的状态；下面图8-2是内伸缩臂受到限位的状态。II可参考第8页C-C图9-2 (回位状态)。B-B横剖面可参考第9页下图方框内4个角都倒了圆角的两矩形框。最高水位线以上部分的小圆圈放大图是外伸缩臂限位块XWK已收到限制的状态图。
5、附图第8页中，图9-1来自附图第5页I放大，在图9-1中，F-F(阶梯剖面图)见第12页，C-C与第14页图12-2B-B结合起来能看出阻力板由水平方向转成竖直方向的旋转机构。左下图a放大图9-4中：①、②是外伸缩臂、内伸缩臂；③、④是外伸缩臂收缩在一起的限位装置：⑥是密封圈的压紧条：⑦是抽水孔，在阻尼摆回位后由异形密封圈(⑧mf)封住水，再经此孔抽出密封圈以上部分(内伸缩臂、臂伸缩臂及伸缩臂道中)的余水，平时应尽量使伸缩臂保持干燥；⑧mf图9-5异形密封圈剖面放大图作为参考：⑨与⑩连通，便于密封圈⑧mf背面有水的压力后密封效果更佳。在右图C-C图9-2中，放大图b图9-3是内伸缩臂和外伸缩臂都回位后的状态(见a放大图9-4中①、②、③、④)。
[根据细则91更正 18.12.2021]　
6、附图第9页来自附图第5页图6上部E-E放大，中段图10-3是最高水位线部分可参见第7页，它表示外伸缩臂伸出至尽头被限位的状态。最下面是图10-4是图10-1中C-C剖面图。G-G是从内外伸缩臂之间观察外伸缩臂和限位块的图。最上面是内伸缩臂提升时用的链轮和其下降到底后的向下支承压管(用于压紧伸缩臂)。压紧伸缩臂的第二方案(见附图第12页图13)：当伸缩臂向下伸到底后，再扳动压管旋转手柄，用压管下端的两个突出斜面块压紧内伸缩臂上端内侧的两斜面。此方案与附图第10页图10-1相比较：它能使压管的顶端不用升得太高，可少占用上层船舱空间。
[根据细则91更正 18.12.2021]　
6、附图第10页剖面图来自第8页左图F-F阶梯剖，左边部分：XWT l是固定在内伸缩臂外侧四面的限位条，当内伸缩臂上升时它挡着外伸缩臂下端，WK是外壳。右边部分是外伸缩臂的下端，其内侧焊接有限条(XWT 2用于限定内伸缩臂(见第7页左下边放大图图8-2中WS和NS)O值得注意是：1)外壳WK与限位条XWT之间的间隙应尽量小(见第8页b放大图9-3)，才有利于⑧mf密封圈能起到密封效果；2)第8页左下图⑨与@连通，便于⑧mf密封圈背面能受到水的压力，使密封效果更佳；3) 阻尼摆回位后，再从⑦过水孔抽出伸缩臂中的余水。
[根据细则91更正 18.12.2021]　
7、在附图第11页中图12-1是阻力板旋转成竖直方向的状态，由此图可以看出：l)f右拉板受力轴线与阻力板旋转中心有一段距离L'，这就能使阻力板的加强筋紧贴内伸缩臂并使之受限于XW 2；2)f左拉板拉紧后，连杆拉板b面自然靠紧内伸缩臂，从而能锁定整个旋转机构；3)当伸缩臂向上收缩时，左边拉板和锚链自身重量能使拉板与伸缩臂在b面分开，右边阻力板自身重量能使其按顺时针方向旋转趋于水平。在阻尼摆整个运行过程中应注意：阻尼摆从船底伸出时，应先放松两侧的斜拉锚链，再伸出阻尼臂，同时放送锚链，当其伸到位后压紧(锁死)第10页最上面压管顶端，最后拉紧两侧斜拉锚链：在收回阻尼摆时，应先放松两侧锚链，再提升阻尼臂，同时收回锚链，也就是说在伸出和收回的过程中，两侧锚链都必须保持松弛状态，才能保证伸缩臂伸缩自如。
[根据细则91更正 18.12.2021]　
8、附图第12页图14是伸缩臂向下压紧的第二方案，图13是阻尼摆收回的状态：图14是阻尼摆伸出到底后，用压板Y挡住压管顶端，再扳动压管旋转手柄(XZ)，用压管下端的斜面a压住内伸缩臂上端内侧的斜面b。最终达到锁牢伸缩臂的效果。通过以上1～9项内容基本能说明轮船抗倾覆阻尼摆的构造原理和使用方法，其具体尺寸和强度的设计以及受力结构还得由相关专业的技术人员进行分析计算，可先用船模型或小船作实验，逐步地运用于大型船舶。
综上所述，此发明能在很大程度上提高轮船的抗风浪能力。当它能得到广泛应用后，将会产生无比巨大的社会效益：①虽然它会使船体自身增重(约0.5～1％)，但它能使轮船的吃水量(吃水深度)增加(约3～6％)，也就是能使轮船的载货量增加(约5～10％)。②乘坐这样的轮船感觉更平稳舒适，轮船的架乘者心情更加愉快舒畅，③一路乘风破浪，路途少耽搁，能节约一定的时间。④最关键的是能避免轮船遇到大风大浪时发生倾覆的事件。开拓思维，措施得当。关注安全。生命至上。
参考图15-1至15-3、图16-1至图16-2、图17-图18、图19-1至图19-3、图20-1至图20-3、图21-1至图21-3、图22-1至图22-5、图23-1至图23-3、图24-1至图24-2、图25-1至图25-2以及图26-1至图26-6，本发明的轮船抗倾覆阻尼摆，包括连接臂1和阻力板2，阻力板2设置于 轮船的底部，连接臂1连接轮船与阻力板2，连接臂1竖直设置，阻力板2所在平面平行于轮船的长度方向。
本发明的轮船抗倾覆阻尼摆，设置于轮船的底部，在轮船遇到风浪时，轮船受到风浪的推力方向与阻力板2受到的海水的作用力方向相同，阻力板2受力从而对轮船施加一定的作用力，连接臂1作为力臂，阻力板2对轮船施加的力矩方向与风浪对轮船施加的力矩方向相反，从而缓解轮船所受冲击，避免轮船大幅度摆动，提高轮船抵抗风浪的能力，降低轮船倾覆风险。
需要强调的是，连接臂1为伸缩臂，连接臂1的长度能够改变，连接臂1的长度越长，则阻力板2对轮船的力矩越大。伸缩臂包括外伸缩臂3和内伸缩臂4，内伸缩臂4可滑动地设置于外伸缩臂3内，外伸缩臂3可滑动地与轮船相连，外伸缩臂3相对于轮船的滑动方向平行于竖直方向，内伸缩臂4远离外伸缩臂3的一端与阻力板2相连，伸缩臂相对于轮船滑动以及内伸缩臂4相对于外伸缩臂3滑动均能够改变连接臂1的长度，当无需使用阻力板2时，伸缩臂缩回轮船内，带动阻力板2收回。
为了顺利驱动伸缩臂，伸缩臂连接有第一驱动组件5，第一驱动组件5能够带动伸缩臂相对于轮船往复运动，第一驱动组件5可以选择电机，利用电机与伸缩臂传动相连，带动伸缩臂往复运动，第一驱动组件5还可以选择卷扬机7和链条等形式，以驱动伸缩臂运动，调整阻力板2与轮船之间的间距，以适应不同航行环境的需求。
具体地，阻力板2可转动地与伸缩臂相连，阻力板2连接有第二驱动组件6，第二驱动组件6能够带动阻力板2相对于伸缩臂转动，阻力板2相对于伸缩臂的转动轴线平行于轮船的长度方向，当轮船需要阻力板2以抵抗风浪时，阻力板2平行于轮船长度方向设置，当行驶环境无需阻力板2工作时，第二驱动组件6带动阻力板2翻转，同时配合伸缩臂收缩，使得阻力板2“紧贴”于轮船底部，尽可能地减少阻力板2以及伸缩臂给轮船行驶带来的阻力。
在本具体实施方式中，第二驱动组件6包括卷扬机7和斜拉锚链8，卷扬机7固定于轮船内，斜拉锚链8的一端与卷扬机7相连，斜拉锚链8 的另一端与阻力板2相连，卷扬机7转动带动斜拉锚链8收卷或放松，即可带动阻力板2相对于伸缩臂转动；为了提高阻力板2转动控制精确度，卷扬机7与阻力板2的连线与伸缩臂的轴线之间具有夹角，第二驱动组件6的数量为两组，两组第二驱动组件6相对于伸缩臂的轴线对称设置于伸缩臂的两侧，两组第二驱动件分别设置于阻力板2与伸缩臂钗接点的两侧，形成相当于杠杆的结构，控制阻力板2的翻转以及转动角度；其中一根斜拉锚链8与阻力板2靠近伸缩臂的一侧相连，另外一根斜拉锚链8与阻力板2远离伸缩臂的一侧相连，配合伸缩臂的伸缩完成阻力板2的翻转。
为了保证第二驱动组件6能够顺利带动阻力板2转动，第二驱动组件6还包括连杆拉板9，斜拉锚链8利用连杆拉板9与阻力板2相连，斜拉锚链8以及阻力板2均分别与连杆拉板9较接；与阻力板2靠近伸缩臂一侧相连的连杆拉板9还连接有连接杆10，连杆拉板9以及阻力板2均分别与连接杆10<接。当本发明的轮船抗倾覆阻尼摆工作时，先将伸缩臂两侧的斜拉锚链8放松，伸缩臂伸出到位后，拉紧两侧斜拉锚链8，使阻力板2呈竖直状态，当工作完成后，仍然先放松两侧的斜拉锚链8，令伸缩臂收缩，然后逐渐收紧斜拉锚链8，当伸缩臂收缩到位后，阻力板2已经呈倾斜状态，拉紧斜拉锚链8后，阻力板2顺利翻转为水平状态，紧贴在轮船底部，设置连杆拉板9和一侧的连接杆10，使得阻力板2顺利翻转至收回状态(即翻转为水平状态)，避免斜拉锚链8与阻力板2之间间隙过大，无法实现阻力板2紧贴轮船底部，增大轮船行驶阻力。还需要说明的是，在本发明的其他具体实施方式中，连杆拉板9和连接杆10能够与阻力板2上的凸起相配合限制阻力板2极限位置，保证阻力板2在竖直状态和水平状态顺利转换，避免阻力板2错位，提高装置的可靠性。
更具体地，内伸缩臂4与外伸缩臂3均分别连接有限位块11，与外伸缩臂3相连的限位块11与轮船相配合能够限制外伸缩臂3向下伸出的极限位置，与内伸缩臂4相连的限位块11与外伸缩臂3相配合能够限制内伸缩臂4向下伸出的极限位置。在本具体实施方式中，第一驱动组件5与内伸缩臂4相连，第一驱动组件5带动内伸缩臂4和外伸缩臂3向下运动，即由轮船内伸出，当外伸缩臂3运动到位轴，与外伸缩臂3连接的限 位块11与轮船结构相配合，固定外伸缩臂3，外伸缩臂3停止运动，内伸缩臂4继续伸出至预设位置，内伸缩臂4连接的限位块11与外伸缩臂3相配合固定内伸缩臂4，内伸缩臂4停止运动，设置连接臂1为伸缩臂，减少了连接臂1占用轮船内部空间，限位块11能够限制伸缩臂的极限位置，提高工作安全系数。
除此之外，内伸缩臂4下端还设置有限位条12，限位条12绕内伸缩臂4的外侧壁设置，能够有效避免外伸缩臂3滑脱，与限位块11相配合，提高伸缩臂的工作可靠性。
另外，在实际应用中，还可以在轮船上设置安装筒13，伸缩臂可滑动地设置于安装筒13内，避免伸缩臂将海水或其它杂物带入轮船内部，伸缩臂处于收缩状态时，阻力板2平行于轮船的底部，且与轮船底部平齐，连杆拉板9同样紧贴于轮船底部，连接杆10可进入安装孔内，尽可能地减小装置为轮船行驶带来的阻力。
进一步地，内伸缩臂4与阻力板2相连的一端连接有密封圈15，密封圈15设置于限位条下部，密封圈15能够封堵内伸缩臂4与安装筒13之间的缝隙，在阻力板2和伸缩臂收回时，密封圈15能够避免海水进入伸缩臂内，安装筒13还连接有抽水孔14，抽水孔14位于限位条的顶部，抽水孔14与内伸缩臂4与外伸缩臂3之间的缝隙以及内伸缩臂4的内腔相连通，在阻力板2和伸缩臂收回后，可利用抽水孔14将残存在伸缩臂内部以及伸缩臂与安装筒13之间的海水抽出排走，保护装置，延长装置使用寿命。
还需要说明的是，密封圈15的轴向截面为凹字形，密封圈15处设置有压紧条16，密封圈15与安装筒13接触的侧面具有翅片结构，压紧条16能够使密封圈15压紧在安装筒13上，压紧条16位于密封圈15远离轮船的一侧，在海水的压力作用下，压紧条16进一步压紧密封圈15，密封圏15上的翅片结构起到层层密封的作用，进一步提升密封性能，避免海水进入。
更进一步地，安装筒13上端还连接有压管17，内伸缩臂4可滑动地套装于压管17的外部，压管17可转动地与内伸缩臂4相连，压管17的外侧壁具有斜面压块18，内伸缩臂4的内侧壁的顶部和底部均具有斜面 挡块19，斜面压块18与斜面挡块19相配合能够固定内伸缩臂4与压管17的相对位置，当所述外伸缩臂和所述内伸缩臂均向下伸出至极限位置时，旋转所述压管，所述斜面压块压紧所述斜面挡块。在内伸缩臂4收回或完全伸出时，均可以通过转动压管17，伸缩块与斜面挡块19相抵，固定内伸缩臂4与压管17的相对位置，以实现内伸缩臂4的定位，在第一驱动组件5失效时仍能够固定内伸缩臂4，提高装置的可靠性。
在本具体实施方式中，斜面压块18和斜面挡块19均为扇形，斜面压块18的数量为两块，两块斜面压块18相对于压管17的轴线对称设置，内伸缩臂4两端的斜面挡块19的数量也均为两块，两块斜面压块18之间的间隙能够容纳斜面挡块19，转动压管17，内伸缩臂4沿竖直方向运动，斜面挡块19能够由两块斜面压块18之间的间隙通过，当内伸缩臂4运动到位后，仍然转动压管17，令斜面压块18与斜面挡块19相抵，即斜面挡块19位于斜面压块18的顶部，斜面挡块19阻止了斜面挡块19的下落，即固定内伸缩臂4与压管17的相对位置。
为了便于操作，压管17连接有锁紧手柄20，锁紧手柄20能够带动压管17相对于内伸缩臂4转动，提高了操作便捷度。
本发明的轮船抗倾覆阻尼摆，设置于轮船的底部，在轮船遇到风浪时，轮船受到风浪的推力方向与阻力板2受到的海水的作用力方向相同，阻力板2受力从而对轮船施加一定的作用力，连接臂1作为力臂，阻力板2对轮船施加的力矩方向与风浪对轮船施加的力矩方向相反，从而缓解轮船所受冲击，避免轮船大幅度摆动，提高轮船抵抗风浪的能力，降低轮船倾覆风险。在行驶环境较好时，连接臂1可带动阻力板2收回，阻力板2翻转为水平状态位于轮船的底部，减少轮船行驶阻力。
本发明中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处。综上所述，本说明书内容不应理解为对本发明的限制。

Claims (21)

  1. 一种轮船抗倾覆阻尼摆，其特征在于：在轮船底部伸出像大扇子般的阻尼摆吊在船底，其两侧由锚链斜拉着，它能使船身不会随海浪的起伏而产生大幅度的摇晃，更不会倾覆。
  2. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于：采用内外两层伸缩臂从轮船底部中轴线伸出此阻尼摆，其两侧用连杆拉板及锚链斜拉着。
  3. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于：在阻尼摆伸出的过程中，最下端的阻力板自动由水平方向旋转为竖直方向；在收缩回位的过程中，阻力板又自动由竖直方向旋转成水平方向，其完全收回后与船底平齐，不影响轮船航行。
  4. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于：当伸缩臂伸出到最深处固定锁牢后，阻力板已由水平方向旋转成竖直方向，再拉紧两侧锚链，阻力板的加强筋紧贴内伸缩臂并使之受限于第一限位面，左边连杆拉板第二限位面自然紧靠伸缩臂正好销牢阻力板，就能使阻力板不会再旋转。
  5. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于：平时无大风大浪可将阻尼摆收回至轮船底部，伸缩臂下部设计有多级封口的特殊密封圈封住阻尼摆的滑道伸出口，再抽干滑道内的余水就能保持伸缩臂处于干燥清洁状态。
  6. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于：用压管压紧伸缩臂的第二方案：当阻尼摆伸出轮船底部至最末端时，再扳动压管旋转手柄，由压管下端的两突出斜面块压紧内伸缩臂上端内侧两斜面，最后拉紧两侧锚链；此方法比图10压管直接固定在内伸缩臂上端的结构要好很多，它不占用太多的上层船舱空间。
  7. 根据权利要求1所述的轮船抗倾覆阻尼摆，其特征在于，关键理论依据：1)阻尼摆无法与船体同步绕船的浮心作旋转运动，因为阻尼摆伸长后，若要想使其绕船的浮心作旋转运动，则要消耗更大的能量，并且阻尼摆的摆动方向与船体的摆动方向正好相反，船体向右摆时阻尼摆正好向左摆，反之向右摆；另外阻尼摆摆动受到下层波浪的冲击；2)船体和阻 尼摆都受到方向相同的波浪冲击，迫使船体和整个阻尼摆同时随波浪偏移且只能产生一个较小的倾斜偏角r；3)整套阻尼摆有一定的重量，其吊在轮船底部使船体的综合重心有所下降，能使船体更稳定；4)阻尼摆伸出得越远，就越能使船体的摆动的频率变低；好比花样滑冰运动员在作定点快速旋转时，若将手臂和腿向外伸，则转速立马降低，当其将手臂和腿收回后，转速又有所加快；所以船体不会按波浪的起伏周期左右摇摆得越来越厉害。
  8. 一种轮船抗倾覆阻尼摆，其特征在于：包括连接臂和阻力板，所述阻力板设置于轮船的底部，所述连接臂连接所述轮船与所述阻力板，所述连接臂竖直设置，所述阻力板所在平面平行于所述轮船的长度方向。
  9. 根据权利要求8所述的轮船抗倾覆阻尼摆，其特征在于：所述连接臂为伸缩臂，所述伸缩臂包括外伸缩臂和内伸缩臂，所述内伸缩臂可滑动地设置于所述外伸缩臂内，所述外伸缩臂可滑动地与所述轮船相连，所述外伸缩臂相对于所述轮船的滑动方向平行于竖直方向，所述内伸缩臂远离外伸缩臂的一端与所述阻力板相连。
  10. 根据权利要求9所述的轮船抗倾覆阻尼摆，其特征在于：所述伸缩臂连接有第一驱动组件，所述第一驱动组件能够带动所述伸缩臂相对于所述轮船往复运动。
  11. 根据权利要求10所述的轮船抗倾覆阻尼摆，其特征在于：所述阻力板可转动地与所述内伸缩臂相连，所述阻力板连接有第二驱动组件，所述第二驱动组件能够带动所述阻力板相对于所述伸缩臂转动，所述阻力板相对于所述伸缩臂的转动轴线平行于所述轮船的长度方向。
  12. 根据权利要求11所述的轮船抗倾覆阻尼摆，其特征在于：所述第二驱动组件包括卷扬机和斜拉锚链，所述卷扬机固定于所述轮船内，所述斜拉锚链的一端与所述卷扬机相连，所述斜拉锚链的另一端与所述阻力板相连；所述卷扬机与所述阻力板的连线与所述伸缩臂的轴线之间具有夹角；所述第二驱动组件的数量为两组，两组所述第二驱动组件相对于所述伸缩臂的轴线对称设置于所述伸缩臂的两侧；其中一根所述斜拉锚链与所述阻力板靠近所述伸缩臂的一侧相连，另外一根所述斜拉锚链与所述阻力板远离所述伸缩臂的一侧相连。
  13. 根据权利要求12所述的轮船抗倾覆阻尼摆，其特征在于：所述第二驱动组件还包括连杆拉板，所述斜拉锚链利用所述连杆拉板与所述阻力板相连，所述斜拉锚链以及所述阻力板均分别与所述连杆拉板皎接；与所述阻力板靠近所述伸缩臂一侧相连的所述连杆拉板还连接有连接杆，所述连杆拉板以及所述阻力板均分别与所述连接杆钗接。
  14. 根据权利要求9所述的轮船抗倾覆阻尼摆，其特征在于：所述内伸缩臂与所述外伸缩臂均分别连接有限位块，与所述外伸缩臂相连的所述限位块与所述轮船相配合能够限制所述外伸缩臂向下伸出的极限位置，与所述内伸缩臂相连的所述限位块与所述外伸缩臂相配合能够限制所述内伸缩臂向下伸出外伸缩臂的极限位置。
  15. 根据权利要求14所述的轮船抗倾覆阻尼摆，其特征在于：所述内伸缩臂下端还设置有限位条，所述限位条绕所述内伸缩臂的外侧壁设置。
  16. 根据权利要求9所述的轮船抗倾覆阻尼摆，其特征在于：所述轮船上具有安装筒，所述伸缩臂可滑动地设置于所述安装筒内，所述伸缩臂处于收缩状态时，所述阻力板平行于所述轮船的底部，且与所述轮船的底部平齐。
  17. 根据权利要求16所述的轮船抗倾覆阻尼摆，其特征在于：所述内伸缩臂与所述阻力板相连的一端连接有密封圈，所述密封圈设置于所述限位条下部，所述密封圈能够封堵所述内伸缩臂与所述安装筒之间的缝隙，所述安装筒还连接有抽水孔，所述抽水孔位于所述限位条的顶部，所述抽水孔与所述内伸缩臂与所述外伸缩臂之间的缝隙以及所述内伸缩臂的内腔相连通。
  18. 根据权利要求17所述的轮船抗倾覆阻尼摆，其特征在于：所述密封圈的轴向截面为凹字形，所述密封圈处设置有压紧条，所述密封圈具有翅片结构，所述压紧条能够使所述密封圈压紧在所述安装筒上。
  19. 根据权利要求16所述的轮船抗倾覆阻尼摆，其特征在于：所述安装筒上端还连接有压管，所述内伸缩臂可滑动地套装于所述压管的外部，所述压管可转动地与所述内伸缩臂相连，所述压管的外侧壁具有斜面压块，所述内伸缩臂的内侧壁的顶部设置有斜面挡块，当所述外伸缩臂和所 述内伸缩臂均向下伸出至极限位置时，旋转所述压管，所述斜面压块压紧所述斜面挡块。
  20. 根据权利要求19所述的轮船抗倾覆阻尼摆，其特征在于：所述斜面压块和所述斜面挡块均为扇形，所述斜面压块的数量为两块，两块所述斜面压块相对于所述压管的轴线对称设置，两块所述斜面压块之间的间隙能够容纳所述斜面挡块。
  21. 根据权利要求19所述的轮船抗倾覆阻尼摆，其特征在于：所述压管连接有锁紧手柄，所述锁紧手柄能够带动所述压管相对于所述内伸缩臂转动。
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