Ship anti-capsulation damping pendulum

Abstract

The present invention discloses a damping pendulum for preventing ships from capsizing. It is inevitable that ships will encounter strong winds and waves when sailing at sea. At this time, ships are most likely to shake violently or even capsize. This invention is to design and install a damping pendulum on the bottom of the ship to enhance the stability of the ship and greatly reduce the tilt angle of its left and right swing. This invention is to extend a damping pendulum like a large fan from the bottom of the ship and hang it on the bottom of the ship. Its two sides are obliquely pulled by anchor chains. When the hull swings left and right, the resistance of the water to the damping pendulum prevents the hull from swinging significantly, let alone capsizing. The entire operation process of the damping pendulum is carried out by a windlass pulling the anchor chain, which is simple and reliable to operate. In normal times, when there are no strong winds and waves, the damping pendulum can be retracted to fit tightly against the bottom of the ship, without any hindrance to the navigation of the ship.

Description

Technical Field

[0001] The present invention relates to the technical field of water vehicles, in particular to an anti-overturning damping pendulum for ships. Background Art

[0002] Compared with land and air transportation, water transportation has many advantages of its own: large carrying capacity (large tonnage and volume), long range, low cost, etc. Therefore, this mode of transportation is undoubtedly closely related to the development of human society.

[0003] However, since the ancients invented the canoe, tens of thousands of people have died in the stomachs of fish due to ship capsizing. In today's society with rapid development of science and technology, ship capsizing incidents still occur frequently.

[0004] Therefore, how to improve the ability of ships to resist wind and waves so that they are not easily capsized has become a problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0005] The purpose of the present invention is to provide a ship anti-capsulation damping pendulum to solve the problems existing in the above-mentioned prior art, improve the ship's ability to resist wind and waves, and reduce the risk of ship capsizing.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] The present invention provides a ship anti-capsulation damping pendulum. A damping pendulum like a large fan is extended from the bottom of the ship and hung on the bottom of the ship. Both sides of the damping pendulum are obliquely pulled by anchor chains. The damping pendulum can prevent the ship from shaking significantly with the ups and downs of waves and will not capsize.

[0008] Preferably, the damping pendulum is extended from the central axis of the bottom of the ship by inner and outer telescopic arms (released and recovered by a windlass), and its two sides are obliquely pulled by connecting rod pull plates and anchor chains.

[0009] Preferably, during the extension of the damping pendulum, the resistance plate at the bottom automatically rotates from the horizontal direction to the vertical direction; during the retraction and return process, the resistance plate automatically rotates from the vertical direction to the horizontal direction, and is flush with the bottom of the ship after being fully retracted ( Figure 6-1 ) and does not affect the navigation of ships.

[0010] Preferably, when the telescopic arm is extended to the deepest position and locked, the resistance plate has been rotated from the horizontal direction to the vertical direction, and then the anchor chains on both sides are tightened ( Figure 7 ), the connecting rod pull plate is just pinned to the resistance plate [ Figure 12 -lb surface], the resistance plate will not rotate any more. Specifically, the reinforcement ribs of the resistance plate are close to the inner telescopic arm and are limited by the first limiting surface ( Figure 12-1 xw 2), the second limit surface (12-lb surface) of the left connecting rod pull plate is naturally close to the telescopic arm and is just pinned to the resistance plate, so that the resistance plate will not rotate anymore.

[0011] Preferably, the damping pendulum can be retracted to the bottom of the ship when there is no strong wind or waves. Figure 9-1 、 Figure 9-2 ), the lower part of the telescopic arm is designed with a special sealing ring with multiple levels of sealing ( Figure 9-4 、 Figure 9-5 ) Seal the slideway outlet of the damping pendulum and drain the remaining water in the slideway ( Figure 9-4 ⑦) can keep the telescopic arm in a dry and clean state.

[0012] Preferably, the second solution of using a pressure tube to press the telescopic arm: when the damping pendulum extends out to the bottom of the ship to the end, the pressure tube rotating handle is pulled, and the two protruding inclined blocks at the lower end of the pressure tube press the two inner inclined surfaces of the upper end of the inner telescopic arm ( Figure 13 ), and finally tighten the anchor chains on both sides; this method is better than Figure 10 The structure in which the pressure pipe is directly fixed to the upper end of the inner telescopic arm is much better, as it does not take up too much upper cabin space (the top of the pressure pipe does not need to be raised very high).

[0013] Preferably, the key theoretical basis is: 1) the damping pendulum cannot rotate synchronously with the hull around the buoyancy center of the ship ( Figure 3-4 ), because after the damping pendulum is extended, if you want to make it rotate rapidly around the buoyancy center of the ship, you have to consume more energy, and the swing direction of the damping pendulum is exactly opposite to the swing direction of the hull ( Figure 3-4 N), when the hull swings to the right, the damping pendulum swings to the left, and vice versa; in addition, the damping pendulum swings under the impact of the waves below; 2) The hull and the damping pendulum are both impacted by waves in the same direction, forcing the hull and the entire damping pendulum to deviate with the waves at the same time and can only produce a small tilt angle r ( Figure 3-5 ); 3) The whole set of damping pendulums has a certain weight. When it is hung on the bottom of the ship, the comprehensive center of gravity of the hull is lowered, which can make the hull more stable; 4) The farther the damping pendulum is extended, the lower the frequency of the hull's swing (or rotation) (the period becomes longer); this is like figure skating making the hull's swing (or rotation) frequency lower (the period becomes longer); it is like a figure skater doing a fixed-point rapid rotation, if he extends his arms and legs outward, the rotation speed immediately decreases, and when he retracts his arms and legs, the rotation speed increases again; therefore, the hull will not sway left and right more and more according to the wave's ups and downs.

[0014] The ship anti-overturning damping pendulum of the present invention includes a connecting arm and a resistance plate, wherein 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 arranged vertically, and the plane where the resistance plate is located is parallel to the length direction of the ship.

[0015] Preferably, the connecting arm is a telescopic arm, which includes an outer telescopic arm and an inner telescopic arm. The inner telescopic arm is slidably arranged in the outer telescopic arm, and the outer telescopic arm is slidably connected to the ship. 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.

[0016] Preferably, the telescopic arm is connected to a first drive assembly, and the first drive assembly can drive the telescopic arm to move back and forth (up and down) relative to the ship.

[0017] Preferably, 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 to a second drive assembly, and the second drive assembly can drive the resistance plate to rotate relative to the telescopic arm. The rotation axis of the resistance plate relative to the telescopic arm is parallel to the length direction of the ship.

[0018] Preferably, the second drive assembly includes a winch and an inclined anchor chain, the winch is fixed in the ship, one end of the inclined anchor chain is connected to the winch, and the other end of the inclined anchor chain is connected to the resistance plate; an angle is formed between the line connecting the winch and the resistance plate and the axis of the telescopic arm; the number of the second drive assembly is two groups, and the two groups of the second drive assembly are symmetrically arranged on both sides of the telescopic arm relative to the axis of the telescopic arm; one of the inclined anchor chains is connected to the resistance plate on the side close to the telescopic arm ( Figure 7 The other one of the inclined anchor chains is connected to the side of the resistance plate away from the telescopic arm ( Figure 7 The resistance plate is connected to the telescopic arm in the N direction, the side of the resistance plate close to the telescopic arm refers to the side where the resistance plate is connected to the telescopic arm, and 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.

[0019] Preferably, the second drive assembly also includes a connecting rod pull plate, the oblique anchor chain is connected to the resistance plate by means of the connecting rod pull plate, and the oblique anchor chain and the resistance plate are respectively connected to the connecting rod pull plate; the connecting rod pull plate connected to the side of the resistance plate close to the telescopic arm is also connected to a connecting rod, and the connecting rod pull plate and the resistance plate are respectively connected to the connecting rod.

[0020] Preferably, the inner telescopic arm and the outer telescopic arm are respectively connected to a limit block, and the limit block connected to the outer telescopic arm cooperates with the ship to limit the limit position of the outer telescopic arm extending downward (refer to Figure 8-1), the limit block connected to the inner telescopic arm cooperates with the outer telescopic arm to limit the inner telescopic arm from extending downward to the limit position of the outer telescopic arm (reference Figure 8-2 ).

[0021] Preferably, a limit bar is further provided at the lower end of the inner telescopic arm, and the limit bar is provided around the outer side wall of the inner telescopic arm.

[0022] Preferably, the ship has a mounting tube, the telescopic arm is slidably disposed in the mounting tube, and when the telescopic arm is in a retracted state, the resistance plate is parallel to the bottom of the ship and flush with the bottom of the ship.

[0023] Preferably, one end of the inner telescopic arm connected to the resistance plate is connected to a sealing ring ( Figure 9-4 ⑧), the sealing ring is arranged at the lower part of the limit bar, and the sealing ring can seal the gap between the inner telescopic arm and the mounting tube. The mounting tube is also connected with a water pumping hole, and the water pumping hole is located at the top of the limit bar. The water pumping hole is connected to the gap between the inner telescopic arm and the outer telescopic arm and the inner cavity of the inner telescopic arm.

[0024] Preferably, the axial cross section of the sealing ring is concave, and a compression strip ( Figure 9-4 ⑥), the sealing ring has a fin structure, and the pressing strip can press the sealing ring onto the mounting tube.

[0025] Preferably, the upper end of the mounting tube is also connected to a pressing tube, the inner telescopic arm can be slidably mounted on the outside of the pressing tube, the pressing tube is rotatably connected to the inner telescopic arm, the outer side wall of the pressing tube has a sloped pressing block, and the top of the inner side wall of the inner telescopic arm is provided with a sloped stopper, when the outer telescopic arm and the inner telescopic arm are both extended downward to the limit position, the pressing tube is rotated, and the sloped pressing block presses the sloped stopper (the two slopes cooperate, and as the pressing tube rotates, the sloped pressing block and the sloped stopper are rotated tighter and tighter).

[0026] Preferably, the inclined surface pressing block and the inclined surface stopper are both fan-shaped, there are two inclined surface pressing blocks, the two inclined surface pressing blocks are symmetrically arranged relative to the axis of the pressing tube, and the gap between the two inclined surface pressing blocks can accommodate the inclined surface stopper.

[0027] Preferably, the pressing tube is connected to a locking handle, and the locking handle can drive the pressing tube to rotate relative to the inner telescopic arm.

[0028] Preferably, the ship anti-overturning damping pendulum further includes a pressure tube pressure block and a handle pressure block. When in a locked state, the pressure tube and the pressure tube pressure block are abutted against each other, and the locking handle is rotated to be directly below the handle pressure block.

[0029] Compared with the prior art, the present invention achieves the following technical effects: the ship anti-overturning damping pendulum of the present invention includes a connecting arm and a resistance plate, the connecting arm and the resistance plate are arranged at the bottom of the ship, the connecting arm connects the ship and the resistance plate, the connecting arm is arranged vertically, and the plane where the resistance plate is located is parallel to the length direction of the ship.

[0030] The ship anti-capsulation damping pendulum of the present invention is arranged at the bottom of the ship. When the ship encounters wind and waves (sways from side to side), the thrust direction of the wind and waves on the ship is the same as the force direction of the sea water (lower layer) on the resistance plate. The resistance plate is subjected to force and thus exerts a certain force on the ship. The connecting arm serves as a force arm, and the direction of the torque exerted by the resistance plate on the ship is opposite to the direction of the torque exerted by the wind and waves on the ship, thereby alleviating the impact (lateral rotational torque) on the ship, avoiding large swings of the ship, improving the ship's ability to resist wind and waves, and reducing the risk of ship capsizing. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] In the main view on page 1 of the accompanying drawings:

[0033] Top Figure 1-1 This is a side view of a boat designed and installed with a damped balance wheel, on the lower right Figure 1-2 AA is the cross-section of the ship in the damping pendulum position, the lower left Figure 1-3 This is an enlarged view of the resistance plate at the bottom end of the damping pendulum.

[0034] In the attached figure, page 2:

[0035] Figure 2 It is a cross-sectional diagram of a ship that is deflected by the impact of waves.

[0036] FX is the center of buoyancy of the hull, ZX is the center of gravity of the ship, α is the safe deflection angle, and β is the limit deflection angle.

[0037] In the attached figure, page 3:

[0038] Figure 3-1 to Figure 3-6 This is a force analysis diagram of the ship when it is hit by waves, whether or not a damping pendulum is installed.

[0039] Top Figure 3-1 、 Figure 3-2 This is the case of an undamped pendulum. Figure 3-3 to Figure 3-6 There is a damped pendulum situation.

[0040] In the diagram of the small wooden block experiment on page 4 of the attached drawings:

[0041] Top Figure 4 When the water waves are large, the small wooden block is easily overturned. Figure 4-1 becomes Figure 4-2 ;below Figure 5 There are two small round iron nails nailed under the small wooden block so that it will not be overturned by the waves. Figure 5-2 In this way, the head of the small iron nail can be bent 90 degrees, so that it will not be overturned by the waves.

[0042] In the attached figure, page 5:

[0043] Top Figure 6-1 The damping pendulum is retracted to the position shown below Figure 6-2 Diagram of the damping pendulum during its extension and contraction process, Figure 6-3 It is a cross-sectional view of the connecting rod pull plate.

[0044] In the attached figure, page 6:

[0045] Figure 7 The damping pendulum extends to the end and then tightens the anchor chains on both sides. Figure 7-1 、 Figure 7-2 It is the left and right side view of the resistance plate.

[0046] In the attached figure, page 7:

[0047] Figure 8 is the longitudinal section of the damped pendulum, Figure 8-1 The outer telescopic arm is limited. Figure 8-2 The inner telescopic arm is limited.

[0048] Page 8 of the attached figure Figure 9 middle:

[0049] Figure 9-1 The damping pendulum is retracted into place. Figure 9-2 It is the longitudinal section when the damping pendulum is retracted into place. Figure 9-3 This is the enlarged picture of point b in 9-2. Figure 9-4 for Figure 9-1 Enlarged view of point a, bottom middle Figure 9-5 This is an enlarged view of the special-shaped sealing ring.

[0050] In the accompanying drawings, page 9:

[0051] Figure 10 This is the diagram of the damping pendulum lifting the anchor chain and the compression pipe when the damping pendulum extends downward to the end. Figure 10-1 to Figure 10-5 It is a cross-sectional view of each part.

[0052] In the attached figure, page 10:

[0053] Figure 11 See attached figure page 8 Figure 9 Upper center left Figure 9-1 The FF section (step section) shows that the left side of the center line is the position of the outer telescopic arm limit block, and the right side of the center line is the position of the inner telescopic arm limit block.

[0054] In the attached figure, page 11:

[0055] Figure 12 Middle, left Figure 12-1 See attached figure page 6 Figure 7 middle Figure 7-3 Enlarged image, right Figure 12-2 It is a longitudinal section.

[0056] In the attached figure, page 12:

[0057] Figure 13 This is the state diagram of the damping pendulum retracted.

[0058] Figure 14 This is a schematic diagram showing that after the damping pendulum is fully extended, the pressure plate YB is used to block the top of the pressure tube, and then the pressure tube rotating handle (XZ) is turned to press the inclined surface a at the lower end of the pressure tube against the inclined surface b on the inner side of the upper end of the inner telescopic arm, ultimately achieving the effect of locking the telescopic arm.

[0059] Figure 14 This is the second solution for the pipe pressing device after the telescopic arm is extended to the end. This solution is better than the one on page 9. Figure 10 It is much better to fix the medium pressure pipe directly to the top of the inner telescopic arm (the top of the pressure pipe does not need to be raised very high, which can save space in the upper cabin).

[0060] Figure 15-1 This is a schematic diagram of the structure of a ship designed and installed with a damped balance wheel. Figure 15-2 for Figure 15-1 Schematic diagram of the cross-section structure along the AA direction, Figure 15-3 This is an enlarged view of the resistance plate at the bottom end of the damping pendulum.

[0061] Figure 16-1 This is a cross-sectional diagram of a ship when there is no wave impact. Figure 16-2 It is a cross-sectional diagram of a ship that is deflected by the impact of waves; Figure 16-1 and Figure 16-2 In Chinese: FX is the center of buoyancy of the hull, ZX is the center of gravity of the ship, α is the safe deflection angle, and β is the limiting deflection angle.

[0062] Figure 17 It is a schematic diagram of force analysis of whether a ship is installed with the ship anti-overturning damping pendulum of the present invention.

[0063] Figure 18It is a schematic diagram of the principle of whether a ship is installed with the ship anti-overturning damping pendulum of the present invention.

[0064] Figure 19-1 To retract the damping pendulum to the position diagram, Figure 19-2 Diagram of the damping pendulum during its extension and contraction process, Figure 19-3 It is a cross-sectional view of the connecting rod pull plate.

[0065] Figure 20-1 This is the condition after the damping pendulum extends to the end and the anchor chains on both sides are tightened. Figure 20-2 and Figure 20-3 Left and right side views of the resistance plate respectively.

[0066] Figure 21-1 is the longitudinal section of the damped pendulum, Figure 21-2 The outer telescopic arm is limited. Figure 21-3 The inner telescopic arm is limited.

[0067] Figure 22-1 This is the cross-sectional view when the damping pendulum is retracted into place. Figure 22-2 It is the longitudinal section when the damping pendulum is retracted into place. Figure 22-3 This is an enlarged view of point b in 22-2. Figure 22-4 for Figure 22-1 The enlarged image of point a in the middle. Figure 22-5 This is an enlarged view of the special-shaped sealing ring.

[0068] Figure 23-1 yes Figure 19-1 EE cross-sectional view, Figure 23-2 yes Figure 23-1 DD cross-sectional view, Figure 23-3 yes Figure 23-1 CC cross-sectional view, Figure 23-4 yes Figure 23-3 GG cross-sectional view.

[0069] Figure 24-1 yes Figure 22-1 The cross-section (step cross-section) diagram at FF, Figure 24-2 yes Figure 24-1 ee cross-sectional view.

[0070] Figure 25-1 yes Figure 21-1 A partial enlarged view of Figure 25-2 yes Figure 25-1 Longitudinal section at the middle BB.

[0071] Figures 26-1 to 26-6 as well as Figures 27-1 to 27-3 It is the second solution of the pipe pressing device after the telescopic arm is extended downward to the end.

[0072] in, Figures 15-1 to 15-3 、 Figure 16-1 to Figure 16-2 、 Figure 17-18 、 Figures 19-1 to 19-3 、 Figures 20-1 to 20-3 、 Figures 21-1 to 21-3 、 Figures 22-1 to 22-5 、 Figure 23-1 to Figure 23-3 、 Figure 24-1 to Figure 24-2 、 Figure 25-1 to Figure 25-2 as well as Figures 26-1 to 26-6 Among them, 1 is a connecting arm, 2 is a resistance plate, 3 is an outer telescopic arm, 4 is an inner telescopic arm, 5 is a first drive assembly, 6 is a second drive assembly, 7 is a winch, 8 is a cable-stayed anchor chain, 9 is a connecting rod pull plate, 10 is a connecting rod, 11 is a limit block, 12 is a limit strip, 13 is a mounting tube, 14 is a water pumping hole, 15 is a sealing ring, 16 is a pressing strip, 17 is a pressing pipe, 18 is an inclined surface pressing block, 19 is an inclined surface stopper, and 20 is a locking handle. DETAILED DESCRIPTION

[0073] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0074] The purpose of the present invention is to provide a ship anti-capsulation damping pendulum to solve the problems existing in the above-mentioned prior art, improve the ship's ability to resist wind and waves, and reduce the risk of ship capsizing.

[0075] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0076] The anti-capsulation damping pendulum of the present invention is designed and installed on the bottom of the ship. When the sea waves are not too strong, the damping pendulum can be retracted to close to the bottom of the ship. If strong winds and waves occur, the main telescopic arm (composed of an inner and outer two-layer structure) can be extended downward from the center axis of the bottom of the ship and hung on the bottom of the ship (see page 1 of the attached figure in the specification) Figure 1 ), the inclined anchor chains on both sides are also released synchronously. When the main telescopic arm is extended to the lowest position, it is locked and fixed, and then the anchor chains on both sides are tightened. During the whole operation, the resistance plate at the lowest end will automatically rotate from the normal horizontal direction to the vertical direction in a counterclockwise direction (see the attached figure page 1) Figure 1 and attached page 5 Figure 6 Return state HWZ to extended or retracted state SHZ, and then to the extended state on page 6 Figure 7 ). At this time, the ship has a good anti-capsulation ability. The principle is as follows:

[0077] 1. First, let’s analyze the forces that cause the ship to capsize. See the attached diagram on page 2 for the cross-section of the hull. Figure 2Surface waves HL(S), waves under the ship's bottom HL(X), and the water resistance zL on the other side of the hull. Because surface waves primarily act on the upper part of the hull, while the water resistance on the other side primarily acts on the lower part, this creates a couple, causing the hull to rotate counterclockwise around its center of buoyancy FX. Once the waves recede, the hull automatically resets, and the next wave causes the hull to repeat this motion. The single dashed line in the figure represents the state of the hull in a waveless state. At this time, the ship's center of gravity (ZX) and center of buoyancy (FX) are the same. The lower the center of gravity, the smaller h, and the more stable the ship. The double dashed line represents the state of the hull in a normal swaying angle a in wind and waves. The double solid line represents the state where the hull swings to the limit zero value, and its deflection angle is 0. At this time, the buoyancy moment on the left side of the center of buoyancy minus the buoyancy moment on the right side is equal to the total weight of the ship multiplied by the horizontal distance (LP) from the center of gravity away from the center of buoyancy. When the angle of the ship's swing approaches the limit value of 0, it is difficult for the hull to restore balance. If the hull cannot be reset in time, the second and third waves will easily overturn the ship.

[0078] Our research into anti-capsulation technology for ships aims to control the angle of the ship's hull's left and right swing during high winds and waves, minimizing the value of a. Our efforts focus on: ① minimizing the value of h (lowering the ship's overall center of gravity). This can be achieved by considering the ship's structure, the cargo storage location, and the overall weight and volume (cargo tonnage and cargo hold space) of the cargo. ② This invention addresses this issue: designing and installing an anti-capsulation damping pendulum on the ship's bottom.

[0079] 2. The main telescopic arm and resistance plate of the damping pendulum, as well as the connecting rod pull plate and anchor chain, all have a certain weight. They are hung on 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.

[0080] 3. The area of ​​the resistance plate and telescopic arm is large, and the resistance to water is also large. If the wind and waves want to make the ship swing left and right, the entire damping pendulum must be driven to swing left and right in opposite directions around the center of buoyancy (FX) of the ship at the same time (see the lower right of the attached figure on page 3). Figure 3-4 ), because the damping pendulum extends deeper into the water (the swing arm is longer), the deeper it is underwater, the gentler the waves will be (relatively calmer). Because the water has an obstructive effect on the resistance plate, it can prevent the resistance plate from swinging greatly, and also prevent the hull from swinging greatly. The ship will not capsize, but can only move like an attached Figure 3 Bottom left of page Figure 3-5 The effect occurs: the large surface waves HL(S) hit the hull quickly, and the water waves HL(x) below the bottom of the ship hit the resistance plate at a slower speed, which forces the hull and the resistance plate to move to the right at the same time. The hull has a smaller tilt angle r, but it will never be as Figure 3-4 Swinging like that. Figure 3-5 and Figure 3-2 By comparison, you can see the obvious effect of the damping pendulum.

[0081] 4. According to the principle of the pendulum: the longer the swing arm, the longer the swing period, and vice versa. The swing arm of this damped pendulum is longer, and the area of ​​the resistance plate is also larger. The resistance of the water can force the damped pendulum to not swing according to the wave fluctuation period. Suppose the ship is tilted 20°. In this process, the arc displacement distance of the resistance plate is relatively large. If the resistance is large and the distance is long, then the power required is also quite large, and the movement period is also longer (much longer than the period of the waves on the sea surface). It is like a figure skater doing a fixed-point rapid rotation. If he stretches his arms and legs outward, the side speed will immediately decrease. When he retracts his arms and legs, the speed will increase again. This further explains that when a ship with a damped pendulum encounters strong winds and waves, it will only show the lower left side of page 3 of the attached figure. Figure 3-5 situation.

[0082] 5. The damping pendulum has a certain weight (has a large inertia or is called inertia - Newton's law of inertia). The farther it is extended, the greater the inertia (the more work is required to make it rotate around the center of buoyancy FX by the same angle).

[0083] 6. In the lower right corner of page 3 of the attached figure Figure 3-4 It can be seen from the figure that when the sea surface wave HL(S) acts on the hull from left to right, assuming that the hull can swing left and right around the center of buoyancy, then the entire damping pendulum moves in a fan-shaped motion to the left in the opposite direction N around the center of buoyancy with an arc length of Lfan. Each movement requires moving a considerable volume of water (Vwater = board multiplied by Lfan), and negative pressure is generated behind the resistance plate. In addition, the resistance plate is also subjected to the impact force of the bottom water wave HL(X). Therefore, Figure 3-4 The situation is impossible to occur.

[0084] 7. Finally, let’s do a small experiment: See attached figure on page 4 Figure 4-1 to Figure 5-2 , put a small rectangular wooden block into the water. If the water is very turbulent, the small wooden block will Figure 4 It is easy to be overturned, just like Figure 4-1 becomes Figure 4-2 state; if you press Figure 5-1 If you nail two small iron nails under the wooden block, the block will not be overturned by the waves. Figure 5-2 The head of the small iron nail is bent 90 degrees so that a large area of ​​the nail head is subjected to water resistance (just like the resistance plate in this invention), so that the small wooden block will not be overturned.

[0085] After analyzing these seven aspects, we can conclude that the operating principle of a ship's anti-capsize damping pendulum is theoretically sound and common sense. Next, we will describe the specific structure of the ship's anti-capsize damping pendulum, the functions of its components, and the steps involved in its operation.

[0086] 1. In the first page of the accompanying drawings, from the main view of the ship Figure 1-1 (Side view) See: The damping pendulum extends out from the bottom of the waist of the ship's main body by about 0.8 to 1.3 times the height of the hull. The area of ​​the resistance plate depends on the specific ship, and the number of damping pendulums also depends on the length of the ship. Figure 1-2 AA is a cross-section from back to front, from top to bottom: winch JYJ, inclined anchor chain XLL (left and right), connecting rod plate LB (left and right). Figure 1-3 This is an enlarged view of the resistance plate structure.

[0087] 2. Page 5 of the accompanying drawings Figure 6 Middle and upper part Figure 6-1 The state HWZ after the damping pendulum shrinks and returns to its original position. Figure 6-2 This is the state SHZ of the damping pendulum during extension or retraction. Figure 6-3 Note: When the main telescopic arm is extending and retracting, the inclined anchor chains on both sides should be operated synchronously to ensure the correct posture of the resistance plate (from horizontal to vertical during extension and from vertical to horizontal during retraction). oE-E is the longitudinal section of the upper part of the telescopic arm (see attached figure, page 9). Figure 10 in Figure 10-1 )

[0088] 3. Page 6 of the attached figure Figure 7 is the cross section of the damping pendulum when it is extended to the deepest position, and AA is its longitudinal section (see attached figure, page 7). Figure 8 ), lower end IV Figure 7-3 See the enlarged diagram on page 11 (Drag plate rotation mechanism diagram Figure 12-2 ), page 11, Figure 12-2 BB is the state of the resistance plate rotating into the vertical direction (working attitude), and its horizontal direction state is shown in the attached figure on page 8 Figure 9-1 、 Figure 9-2 (Return state).

[0089] 4. Page 7 of the attached figure, AA, is page 6 Figure 7 The longitudinal section of the diagram, ws is the outer telescopic arm, NS is the inner telescopic arm, the enlarged diagram in the circle: Figure 8-1 The outer telescopic arm limit block is limited; Figure 8-2 The inner telescopic arm is limited. II Please refer to page 8 CC Figure 9-2 (Returned state). For the cross-section of BB, refer to the two rectangular boxes with rounded corners in the lower figure on page 9. The enlarged view of the small circle above the highest water level shows the outer telescopic arm limit block XWK in the restricted state.

[0090] 5. On page 8 of the attached drawings, Figure 9-1 From the attached drawing page 5 I enlarged, Figure 9-1 FF (stepped cross-section) see page 12, CC and page 14 Figure 12-2 BB combined together to show the resistance plate from the horizontal direction to the vertical direction of the rotating mechanism. Figure 9-4 Middle: ①, ② are the outer telescopic arm and inner telescopic arm; ③, ④ are the limit devices for the outer telescopic arm to be retracted together; ⑥ is the compression strip of the sealing ring; ⑦ is the water extraction hole. After the damping swings back to its original position, the water is sealed by the special-shaped sealing ring (⑧mf), and then the remaining water above the sealing ring (inner telescopic arm, telescopic arm and telescopic arm channel) is extracted through this hole. The telescopic arm should be kept dry as much as possible at ordinary times; ⑧mf Figure 9-5 The enlarged cross-section of the special-shaped sealing ring is used as a reference: ⑨ and ⑩ are connected, so that the sealing effect is better after the water pressure on the back of the sealing ring ⑧mf. Figure 9-2 Middle, enlarged image b Figure 9-3 This is the state after the inner and outer telescopic arms are returned to their original positions (see a for enlarged view). Figure 9-4 (1, 2, 3, 4).

[0091] 6. Page 10 of the attached figure is from page 5 of the attached figure Figure 6 Upper EE enlarged, middle Figure 10-3 The highest water level part can be found on page 7, which indicates the state where the outer telescopic arm is extended to the end and is limited. Figure 10-4 yes Figure 10-1 Cross-section view of the center CC. GG shows the outer telescopic arm and the stopper from between the inner and outer telescopic arms. The top part shows the sprocket used when the inner telescopic arm is lifted and the downward support pressure pipe (used to hold the telescopic arm down) after it has been lowered to the bottom. The second solution for holding the telescopic arm down (see attached figure, page 12) Figure 13 ):When the telescopic arm is extended to the bottom, turn the pressure tube rotating handle and use the two protruding inclined blocks at the lower end of the pressure tube to press the two inclined surfaces on the inner side of the upper end of the inner telescopic arm. Figure 10-1 In comparison: it can make the top end of the pressure pipe not need to be raised too high, and can occupy less upper cabin space.

[0092] 7. The cross-section on page 12 of the attached figure is from the FF step cross-section on the left side of page 8. The left part is: XWT l It is a limit bar fixed on the four sides of the inner telescopic arm. When the inner telescopic arm rises, it blocks the lower end of the outer telescopic arm. WK is the outer shell. The right part is the lower end of the outer telescopic arm, and the limit bar (XWT) is welded on the inner side. 2 Used to limit the inner telescopic arm (see the enlarged picture on the lower left of page 7 Figure 8-2 1) The gap between the housing WK ​​and the limit strip XWT should be as small as possible (see page 8b for enlargement). Figure 9-3) is conducive to the sealing effect of the ⑧mf sealing ring; 2) The lower left figure ⑨ on page 8 is connected with @, so that the back of the ⑧mf sealing ring can be subjected to water pressure, making the sealing effect better; 3) After the damper swings back to its position, the remaining water in the telescopic arm is pumped out from the water hole ⑦.

[0093] 8. On page 13 of the attached drawings Figure 12-1 The resistance plate is rotated into the vertical direction. From this figure, it can be seen that: l)f The force axis of the right pull plate is at a distance L' from the rotation center of the resistance plate, which can make the reinforcement of the resistance plate close to the inner telescopic arm and limit it to XW 2 ;2) After the left pull plate is tightened, the connecting rod pull plate b side will naturally press against the inner telescopic arm, thus locking the entire rotating mechanism; 3) When the telescopic arm retracts upward, the weight of the left pull plate and the anchor chain can separate the pull plate from the telescopic arm at b side, and the weight of the right resistance plate can cause it to rotate clockwise toward the horizontal. During the entire operation of the damping pendulum, it should be noted that: when the damping pendulum is extended from the bottom of the ship, the oblique anchor chains on both sides should be loosened first, and then the damping arm should be extended, while the anchor chains are released. When it is extended into place, the top of the top pressure tube on page 10 should be tightened (locked), and finally the oblique anchor chains on both sides should be tightened: when retracting the damping pendulum, the anchor chains on both sides should be loosened first, and then the damping arm should be lifted, while the anchor chains are retracted at the same time. That is to say, during the extension and retraction process, the anchor chains on both sides must remain relaxed to ensure that the telescopic arm can be extended and retracted freely.

[0094] 9. Page 15 of the attached figure Figure 13 The second solution is to press the telescopic arm downwards. Figure 13 This is the state where the damping pendulum is retracted: Figure 14 After the damping pendulum is fully extended, the pressure plate Y blocks the top of the pressure tube. Then, the pressure tube rotating handle (XZ) is turned, pressing the inclined surface a at the lower end of the pressure tube against the inclined surface b on the inner side of the upper end of the inner telescopic arm. This effectively locks the telescopic arm. Items 1 through 9 above generally explain the construction and use of a ship's anti-capsulation damping pendulum. The specific dimensions, strength, and load-bearing structure must be analyzed and calculated by relevant professional technicians. Initial experiments can be conducted on ship models or small boats, with the system gradually being applied to larger vessels.

[0095] In summary, this invention can greatly improve the ship's ability to withstand wind and waves. When it can be widely used, it will produce enormous social benefits: ① Although it will increase the weight of the hull itself (about 0.5-1%), it can increase the ship's draft (draft depth) (about 3-6%), that is, it can increase the ship's cargo capacity (about 5-10%). ② Riding on such a ship feels more stable and comfortable, and the passengers on the ship are more cheerful and relaxed. ③ Riding against the wind and waves all the way, with less delays on the way, can save a certain amount of time. ④ The most critical thing is to avoid the ship capsizing when encountering strong winds and waves. Open your mind and take appropriate measures. Pay attention to safety. Life is the most important thing.

[0096] refer to Figures 15-1 to 15-3 、 Figure 16-1 to Figure 16-2 、 Figure 17-18 、 Figures 19-1 to 19-3 、 Figures 20-1 to 20-3 、 Figures 21-1 to 21-3 、 Figures 22-1 to 22-5 、 Figure 23-1 to Figure 23-3 、 Figure 24-1 to Figure 24-2 、 Figure 25-1 to Figure 25-2 as well as Figures 26-1 to 26-6 The ship anti-overturning damping pendulum 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. The connecting arm 1 is arranged vertically, and the plane where the resistance plate 2 is located is parallel to the length direction of the ship.

[0097] The ship anti-capsulation damping pendulum of the present invention is arranged at the bottom of the ship. When the ship encounters wind and waves, the thrust direction of the wind and waves on the ship is the same as the direction of the force exerted by the sea water on the resistance plate 2. The resistance plate 2 is subjected to force and thus exerts a certain force on the ship. The connecting arm 1 serves as a force arm, and the direction of the torque exerted by the resistance plate 2 on the ship is opposite to the direction of the torque exerted by the wind and waves on the ship, thereby alleviating the impact on the ship, avoiding large swings of the ship, improving the ship's ability to resist wind and waves, and reducing the risk of ship capsizing.

[0098] It should be emphasized that 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, the greater the torque of the resistance plate 2 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 disposed within the outer telescopic arm 3. The outer telescopic arm 3 is slidably connected to the ship. The sliding direction of the outer telescopic arm 3 relative to the ship is parallel to 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 both change the length of the connecting arm 1. When the resistance plate 2 is no longer needed, the telescopic arm retracts into the ship, driving the resistance plate 2 to retract.

[0099] In order to smoothly drive the telescopic arm, the telescopic arm is connected to a first drive component 5, which can drive the telescopic arm to reciprocate relative to the ship. The first drive component 5 can select a motor, which is connected to the telescopic arm through the motor to drive the telescopic arm to reciprocate. The first drive component 5 can also select a winch 7 and a chain to drive the telescopic arm to move, and adjust the distance between the resistance plate 2 and the ship to adapt to the needs of different navigation environments.

[0100] Specifically, the resistance plate 2 is rotatably connected to the telescopic arm, and the resistance plate 2 is connected to a second drive assembly 6. The second drive assembly 6 can drive the resistance plate 2 to rotate relative to the telescopic arm. The rotation axis of the resistance plate 2 relative to the telescopic arm is parallel to the length direction of the ship. When the ship needs the resistance plate 2 to resist wind and waves, the resistance plate 2 is set parallel to the length direction of the ship. When the driving environment does not require the resistance plate 2 to work, the second drive assembly 6 drives the resistance plate 2 to flip, and at the same time cooperates with the contraction of the telescopic arm to make the resistance plate 2 "closely attached" to the bottom of the ship, thereby minimizing the resistance brought to the ship by the resistance plate 2 and the telescopic arm.

[0101] In this specific embodiment, the second drive assembly 6 includes a winch 7 and an oblique anchor chain 8. The winch 7 is fixed in the ship, one end of the oblique anchor chain 8 is connected to the winch 7, and the other end of the oblique anchor chain 8 is connected to the resistance plate 2. The rotation of the winch 7 drives the oblique anchor chain 8 to reel 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, there is an angle between the connecting line between the winch 7 and the resistance plate 2 and the axis of the telescopic arm. The number of second drive assemblies 6 is two groups, and the two groups of second drive assemblies 6 are symmetrically arranged on both sides of the telescopic arm relative to the axis of the telescopic arm. The two groups of second drive members are respectively arranged on both sides of the connection point between the resistance plate 2 and the telescopic arm, forming a structure equivalent to a lever to control the flipping and rotation angle of the resistance plate 2; one of the oblique anchor chains 8 is connected to the side of the resistance plate 2 close to the telescopic arm, and the other oblique anchor chain 8 is connected to the side of the resistance plate 2 away from the telescopic arm, and the flipping of the resistance plate 2 is completed in conjunction with the extension and retraction of the telescopic arm.

[0102] In order to ensure that the second drive assembly 6 can smoothly drive the resistance plate 2 to rotate, the second drive assembly 6 also includes a connecting rod pull plate 9, the oblique anchor chain 8 is connected to the resistance plate 2 by the connecting rod pull plate 9, and the oblique anchor chain 8 and the resistance plate 2 are respectively connected to the connecting rod pull plate 9; the connecting rod pull plate 9 connected to the side of the resistance plate 2 close to the telescopic arm is also connected to the connecting rod 10, and the connecting rod pull plate 9 and the resistance plate 2 are respectively connected to the connecting rod 10. When the ship anti-capsulation damping pendulum of the present invention is working, the inclined anchor chains 8 on both sides of the telescopic arm are first loosened. After the telescopic arm is extended to its full length, the inclined anchor chains 8 on both sides are tightened to make the resistance plate 2 in a vertical state. When the work is completed, the inclined anchor chains 8 on both sides are still loosened first, the telescopic arm is retracted, and then the inclined anchor chains 8 are gradually tightened. When the telescopic arm is retracted to its full length, the resistance plate 2 is already in an inclined state. After the inclined anchor chains 8 are tightened, the resistance plate 2 is smoothly flipped to a horizontal state and closely adheres to the bottom of the ship. A connecting rod pull plate 9 and a connecting rod 10 on one side are provided to enable the resistance plate 2 to smoothly flip to a retracted state (i.e., flip to a horizontal state), avoiding excessive gaps between the inclined anchor chains 8 and the resistance plate 2, which prevents the resistance plate 2 from being closely adhered to the bottom of the ship and increases the ship's driving resistance. It should also be noted that in other specific embodiments of the present invention, the connecting rod pull plate 9 and the connecting rod 10 can cooperate with the protrusions on the resistance plate 2 to limit the extreme position of the resistance plate 2, ensuring that the resistance plate 2 can smoothly switch between the vertical state and the horizontal state, avoiding dislocation of the resistance plate 2, and improving the reliability of the device.

[0103] More specifically, the inner telescopic arm 4 and the outer telescopic arm 3 are each connected to a limit block 11. The limit block 11 connected to the outer telescopic arm 3 cooperates with the ship to limit the downward extension limit position of the outer telescopic arm 3. The limit block 11 connected to the inner telescopic arm 4 cooperates with the outer telescopic arm 3 to limit the downward extension limit position of the inner telescopic arm 4. In this specific embodiment, 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, to extend from the inside of the ship. When the outer telescopic arm 3 moves to the axis of rotation, the limit block 11 connected to the outer telescopic arm 3 cooperates with the ship structure to fix the outer telescopic arm 3, and the outer telescopic arm 3 stops moving. The inner telescopic arm 4 continues to extend to a preset position. The limit block 11 connected to the inner telescopic arm 4 cooperates with the outer telescopic arm 3 to fix the inner telescopic arm 4, and the inner telescopic arm 4 stops moving. Setting the connecting arm 1 as a telescopic arm reduces the space occupied by the connecting arm 1 inside the ship. The limit block 11 can limit the limit position of the telescopic arm, thereby improving the safety factor of operation.

[0104] In addition, a limit strip 12 is provided at the lower end of the inner telescopic arm 4. The limit strip 12 is provided around the outer wall of the inner telescopic arm 4, which can effectively prevent the outer telescopic arm 3 from slipping, and cooperates with the limit block 11 to improve the working reliability of the telescopic arm.

[0105] In addition, in actual application, a mounting tube 13 can be provided on the ship, and the telescopic arm can be slidably provided in the mounting tube 13 to prevent the telescopic arm from bringing seawater or other debris into the interior of the ship. When the telescopic arm is in a retracted state, the resistance plate 2 is parallel to the bottom of the ship and flush with the bottom of the ship. The connecting rod pull plate 9 is also tightly attached to the bottom of the ship, and the connecting rod 10 can enter the mounting hole to minimize the resistance brought by the device to the ship's travel.

[0106] Furthermore, one end of the inner telescopic arm 4 connected to the resistance plate 2 is connected with a sealing ring 15, and the sealing ring 15 is arranged at the lower part of the limit bar. The sealing ring 15 can seal the gap between the inner telescopic arm 4 and the mounting tube 13. When the resistance plate 2 and the telescopic arm are retracted, the sealing ring 15 can prevent seawater from entering the telescopic arm. The mounting tube 13 is also connected with a pumping hole 14, and the pumping hole 14 is located at the top of the limit bar. The pumping hole 14 is connected to the gap between the inner telescopic arm 4 and the outer telescopic arm 3 and the inner cavity of the inner telescopic arm 4. After the resistance plate 2 and the telescopic arm are retracted, the pumping hole 14 can be used to pump out and discharge the seawater remaining inside the telescopic arm and between the telescopic arm and the mounting tube 13, so as to protect the device and extend the service life of the device.

[0107] It should also be noted that the axial cross-section of the sealing ring 15 is concave, and a compression strip 16 is provided at the sealing ring 15. The side of the sealing ring 15 in contact with the mounting tube 13 has a fin structure. The compression strip 16 can press the sealing ring 15 against the mounting tube 13. The compression strip 16 is located on the side of the sealing ring 15 away from the ship. Under the pressure of seawater, the compression strip 16 further compresses the sealing ring 15. The fin structure on the sealing ring 15 plays a role of layer-by-layer sealing, further improving the sealing performance and preventing seawater from entering.

[0108] Furthermore, a pressure tube 17 is connected to the upper end of the mounting tube 13. The inner telescopic arm 4 can be slidably mounted on the outside of the pressure tube 17. The pressure tube 17 is rotatably connected to the inner telescopic arm 4. The outer wall of the pressure tube 17 has an inclined pressure block 18. The top and bottom of the inner wall of the inner telescopic arm 4 have inclined stops 19. The inclined pressure blocks 18 cooperate with the inclined stops 19 to fix the relative position of the inner telescopic arm 4 and the pressure tube 17. When the outer telescopic arm and the inner telescopic arm are both extended downward to the limit position, the pressure tube is rotated, and the inclined pressure blocks are pressed against the inclined stops. When the inner telescopic arm 4 is retracted or fully extended, the pressure tube 17 can be rotated, and the expansion block and the inclined stop 19 can be abutted to fix the relative position of the inner telescopic arm 4 and the pressure tube 17, thereby achieving the positioning of the inner telescopic arm 4. Even if the first drive assembly 5 fails, the inner telescopic arm 4 can still be fixed, thereby improving the reliability of the device.

[0109] In this specific embodiment, the inclined surface pressure block 18 and the inclined surface stopper 19 are both fan-shaped, and there are two inclined surface pressure blocks 18. The two inclined surface pressure blocks 18 are symmetrically arranged with respect to the axis of the pressure tube 17. The number of inclined surface stops 19 at both ends of the inner telescopic arm 4 is also two. The gap between the two inclined surface pressure blocks 18 can accommodate the inclined surface stopper 19. When the pressure tube 17 is rotated, the inner telescopic arm 4 moves in the vertical direction, and the inclined surface stopper 19 can pass through the gap between the two inclined surface pressure blocks 18. When the inner telescopic arm 4 moves into place, the pressure tube 17 is still rotated so that the inclined surface pressure block 18 and the inclined surface stopper 19 are counteracted, that is, the inclined surface stopper 19 is located at the top of the inclined surface pressure block 18, and the inclined surface stopper 19 prevents the inclined surface stopper 19 from falling, that is, fixing the relative position of the inner telescopic arm 4 and the pressure tube 17.

[0110] For ease of operation, the pressing tube 17 is connected to a locking handle 20 , which can drive the pressing tube 17 to rotate relative to the inner telescopic arm 4 , thereby improving the convenience of operation.

[0111] The ship anti-capsulation damping pendulum of the present invention is arranged at the bottom of the ship. When the ship encounters wind and waves, the thrust direction of the wind and waves on the ship is the same as the force direction of the seawater on the resistance plate 2. The resistance plate 2 is subjected to force and thus exerts a certain force on the ship. The connecting arm 1 acts as a lever arm, and the direction of the torque exerted by the resistance plate 2 on the ship is opposite to the direction of the torque exerted by the wind and waves on the ship, thereby alleviating the impact on the ship, preventing the ship from swinging significantly, improving the ship's ability to resist wind and waves, and reducing the risk of the ship capsizing. When the driving environment is good, the connecting arm 1 can drive the resistance plate 2 to retract, and the resistance plate 2 flips to a horizontal state and is located at the bottom of the ship, reducing the ship's driving resistance.

[0112] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. A ship anti-capsulation damping pendulum, characterized by: The invention comprises a connecting arm and a resistance plate, wherein 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 arranged vertically, and the plane where the resistance plate is located is parallel to the length direction of the ship; The connecting arm is a telescopic arm, which includes an outer telescopic arm and an inner telescopic arm. The inner telescopic arm is slidably disposed in the outer telescopic arm, and one end of the inner telescopic arm away from the outer telescopic arm is connected to the resistance plate. The resistance plate is rotatably connected to the inner telescopic arm, and the resistance plate is connected to a second drive assembly, which 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; When the resistance plate is not needed to work, the second driving assembly drives the resistance plate to flip over, and at the same time cooperates with the contraction of the telescopic arm to make the resistance plate close to the bottom of the ship.

2. The ship anti-overturning damping pendulum according to claim 1, characterized in that: The outer telescopic arm is slidably connected to the ship, and a sliding direction of the outer telescopic arm relative to the ship is parallel to a vertical direction.

3. The ship anti-overturning damping pendulum according to claim 2, characterized in that: The telescopic arm is connected to a first driving assembly, and the first driving assembly can drive the telescopic arm to reciprocate relative to the ship.

4. The ship anti-overturning damping pendulum according to claim 1, characterized in that: The second drive assembly includes a winch and an oblique anchor chain, the winch is fixed in the ship, one end of the oblique anchor chain is connected to the winch, and the other end of the oblique anchor chain is connected to the resistance plate; a line connecting the winch and the resistance plate forms an angle with the axis of the telescopic arm; there are two sets of second drive assemblies, and the two sets of second drive assemblies are symmetrically arranged on both sides of the telescopic arm with respect to the axis of the telescopic arm; One of the inclined anchor chains is connected to a side of the resistance plate close to the telescopic arm, and the other inclined anchor chain is connected to a side of the resistance plate away from the telescopic arm.

5. The ship anti-overturning damping pendulum according to claim 4, characterized in that: The second drive assembly also includes a connecting rod pull plate, the oblique anchor chain is connected to the resistance plate by means of the connecting rod pull plate, the oblique anchor chain and the resistance plate are respectively hinged to the connecting rod pull plate; the connecting rod pull plate connected to the side of the resistance plate close to the telescopic arm is also connected to a connecting rod, and the connecting rod pull plate and the resistance plate are respectively hinged to the connecting rod.

6. The ship anti-overturning damping pendulum according to claim 2, characterized in that: The inner telescopic arm and the outer telescopic arm are respectively connected to a limit block. The limit block connected to the outer telescopic arm cooperates with the ship to limit the downward extension limit position of the outer telescopic arm. The limit block connected to the inner telescopic arm cooperates with the outer telescopic arm to limit the downward extension limit position of the inner telescopic arm to the outer telescopic arm.

7. The ship anti-overturning damping pendulum according to claim 6, characterized in that: A limit strip is further provided at the lower end of the inner telescopic arm, and the limit strip is provided around the outer side wall of the inner telescopic arm.

8. The ship anti-overturning damping pendulum according to claim 7, characterized in that: The ship is provided with a mounting tube, the telescopic arm is slidably arranged in the mounting tube, and when the telescopic arm is in a retracted state, the resistance plate is parallel to the bottom of the ship and flush with the bottom of the ship.

9. The ship anti-overturning damping pendulum according to claim 8, characterized in that: A sealing ring is connected to one end of the inner telescopic arm connected to the resistance plate, and the sealing ring is arranged at the lower part of the limit bar. The sealing ring can seal the gap between the inner telescopic arm and the mounting tube. The mounting tube is also connected to a water pumping hole, and the water pumping hole is located at the top of the limit bar. The water pumping hole is connected to the gap between the inner telescopic arm and the outer telescopic arm and the inner cavity of the inner telescopic arm.

10. The ship anti-overturning damping pendulum according to claim 9, characterized in that: The axial cross-section of the sealing ring is concave-shaped. A compression strip is provided at the sealing ring. The sealing ring has a fin structure. The compression strip can press the sealing ring onto the mounting tube.

11. The ship anti-overturning damping pendulum according to claim 8, characterized in that: The upper end of the mounting tube is also connected to a pressing tube, the inner telescopic arm can be slidably mounted on the outside of the pressing tube, the pressing tube is rotatably connected to the inner telescopic arm, the outer side wall of the pressing tube has an inclined pressure block, and the top of the inner side wall of the inner telescopic arm is provided with an inclined stopper. When the outer telescopic arm and the inner telescopic arm are both extended downward to the limit position, the pressing tube is rotated, and the inclined pressure block presses the inclined stopper.

12. The ship anti-overturning damping pendulum according to claim 11, characterized in that: The inclined surface pressing block and the inclined surface stopper are both fan-shaped. There are two inclined surface pressing blocks, which are symmetrically arranged relative to the axis of the pressure tube. The gap between the two inclined surface pressing blocks can accommodate the inclined surface stopper.

13. The ship anti-overturning damping pendulum according to claim 11, characterized in that: The pressing tube is connected to a locking handle, and the locking handle can drive the pressing tube to rotate relative to the inner telescopic arm.

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