A vertical lifting ship buoyancy adjustment device and its working method

Abstract

The present invention relates to the technical field of marine equipment, and specifically to a vertically lifting ship floating state adjustment device and its working method. The present invention controls the up and down movement of the interceptor's blades through a servo motor, and cooperates with the crank slider mechanism transmission and gear rack positioning to adjust the blade position with high precision, thereby achieving control of the hull posture under various working conditions. At the same time, the lightweighting of the device is fully considered in the material selection and structural design process, which can effectively reduce the impact of the device on the overall structural design of the ship. The present invention can automatically adjust the blade extension amount according to the navigation state and navigation parameters of the hull, thereby significantly reducing the resistance during the acceleration process of the hull and improving the acceleration efficiency of the ship. At the same time, it can adjust the hull's navigation posture, improve navigation stability, and reduce fuel consumption. It has broad application prospects.

Description

Technical Field

[0001] The present invention relates to the technical field of marine equipment, and in particular to a vertically lifting ship buoyancy adjustment device and a working method thereof. Background Art

[0002] A water flow interceptor is an underwater device installed at the stern of a ship. It is mainly used to regulate the water flow at the stern of the hull, intervene in the local water pressure of the bottom plate, and thus adjust the navigation attitude of the hull. This technology is widely used in various types of ships, especially ships that need to sail at high speeds or have special navigation requirements. Traditional ships mostly use fixed interceptors, which help the hull to slide quickly at low speeds, but because the extension of the blades cannot be adjusted, it will cause resistance to the hull at high speeds, which is not conducive to the fuel efficiency and power of high-speed ships. In recent years, with the application of hydraulic technology to interceptors, the existing technology uses a hydraulic system to adjust the position of the blades to adapt to different working conditions, but the hydraulic adjustment device of the existing technology is complex in structure and heavy in weight, which is not conducive to the navigation stability of high-speed ships. Summary of the Invention

[0003] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, a vertical lifting ship buoyancy adjustment device and a working method thereof are provided, which can automatically adjust the blade extension amount according to the navigation state and navigation parameters of the hull, thereby significantly reducing the resistance of the hull during acceleration, improving the acceleration efficiency of the ship, and at the same time adjusting the hull's navigation posture, improving navigation stability, and reducing fuel consumption.

[0004] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0005] 1. A vertical lifting ship buoyancy adjustment device

[0006] The present invention provides a vertically lifting ship buoyancy adjustment device, wherein one or more buoyancy adjustment devices are installed on each of the port and starboard sides of the ship's stern. The buoyancy adjustment device mainly comprises: a sleeve 2 provided on the inner side of the stern sealing plate 28, a drive motor 3, and a back plate 1, blades 5, and a cover plate 8 provided on the outer side of the stern sealing plate 28;

[0007] One end of the sleeve 2 is fixedly connected to the inner side of the stern sealing plate 28, and the other end is connected to the drive motor 3. The output shaft 12 of the drive motor 3 passes through the stern sealing plate 28 and is connected to the blade 5 through a crank slider mechanism.

[0008] The backboard 1 is fixedly mounted on the outside of the stern sealing plate 28, and the outer side of the backboard 1 is connected to the cover plate 8 via a plurality of columns 16. A partition 9 is provided between the cover plate 8 and the backboard 1, and the blades 5 are slidably arranged in the inner cavity of the partition 9 via a gear rack mechanism;

[0009] The driving motor 3 is used to drive the blades 5 to slide up and down in the inner cavity of the partition 9 to adjust the extension amount of the blades 5 in each floating state adjustment device, thereby adjusting the navigation posture of the hull.

[0010] Furthermore, the slider-crank mechanism includes a connected crank A 14 and crank B 15 , a slider 4 is provided between the crank A 14 and crank B 15 , and the slider 46 is installed in a limited sliding manner in a slide groove 26 provided on the blade 5 .

[0011] Furthermore, a first hole 23 and a second hole 24 are respectively formed on the back plate 1 and the cover plate 8 , and the rotating shafts of the crank A 14 and the crank B 15 are rotatably installed in the first hole 23 and the second hole 24 , respectively.

[0012] Furthermore, a plurality of limiting holes 27 are uniformly opened on the blade 5 in the transverse direction, and a plurality of upright posts 16 on the back plate 1 pass through the corresponding limiting holes 27 and are connected to the cover plate 8 .

[0013] Furthermore, the gear rack mechanism includes a plurality of toothed rollers 6 evenly arranged laterally on the top of the blade 5 and a plurality of first racks 7 arranged at the bottom of the blade 5; the outer side surface of the back plate 1 is provided with a plurality of tooth grooves 25 corresponding to the toothed rollers 6, and each toothed roller 6 is meshed and connected with the corresponding tooth groove 25.

[0014] Furthermore, the inner side surface of the cover plate 8 is provided with a plurality of second racks 17 corresponding to the first rack 7, and a plurality of rollers 20 are provided between the first rack 7 and the second rack 17. The plurality of rollers 20 are connected by a connecting rod 19. The connecting rod 19 is provided with a plurality of gears 18. The two sides of the gears 18 are respectively meshed and connected with the corresponding first rack 7 and second rack 17.

[0015] Furthermore, the sleeve 2 is fixedly connected to the inner side of the stern sealing plate 28 by a nut 10, and a sealing ring 11 is provided at the connection between the sleeve 2 and the stern sealing plate 28, and a multi-pass rotary step seal 13 is provided on the output shaft 12;

[0016] A boss 21 is provided at the bottom of the back plate 1 , and an avoidance groove 22 is provided on a side of the boss 21 facing the stern sealing plate 28 .

[0017] 2. Working method of a ship buoyancy adjustment device

[0018] Based on the same inventive concept, the present invention also provides a method for operating the above-mentioned ship buoyancy adjustment device, which specifically includes the following steps:

[0019] M1, based on the ship's attitude measurement sensor, ship's speed sensor and ship's laser displacement sensor, respectively obtains the ship's attitude data, speed data and the blade extension data of the floating state adjustment device in real time;

[0020] M2, constructing a resistance and stability model of the hull acceleration process based on the attitude data information, speed data information, and blade extension data information, and predicting the resistance and stability of the hull acceleration to obtain predicted hull acceleration resistance and stability data information;

[0021] M3, based on the predicted hull acceleration resistance and stability data information, optimizing the hull acceleration resistance and stability using a Lagrange multiplier algorithm based on an adaptive adjustment factor to obtain optimized hull acceleration resistance and stability data information;

[0022] M4, constructing a control function Q of the blade extension amount based on the optimized hull acceleration resistance and stability data information to control and adjust the blade extension amount, and outputting blade extension amount control data information;

[0023] The control function Q of the blade extension amount is specifically as follows:

[0024]

[0025] Where x is the resistance data information of the optimized hull acceleration, y is the stability data information of the optimized hull acceleration, α1 and α2 are the optimization control factors of the blade extension, and f is the relationship function between the resistance and stability of the hull acceleration.

[0026] Furthermore, the construction of the resistance and stability model of the hull acceleration process and the prediction of the resistance and stability of the hull acceleration specifically include:

[0027] M21, constructing a resistance function g and a stability function h during the ship acceleration process based on the attitude data information, the speed data information, and the blade extension data information, and calculating the resistance and stability during the ship acceleration process to obtain resistance and stability data information during the ship acceleration process;

[0028] M22, constructing a resistance and stability data matrix of the ship acceleration process based on the resistance and stability data information of the ship acceleration process, and obtaining resistance and stability data matrix data information of the ship acceleration process;

[0029] M23, inputting the resistance and stability data matrix information of the ship acceleration process into the resistance and stability model of the ship acceleration process for training and learning, and obtaining a trained resistance and stability model of the ship acceleration process according to the model prediction function W;

[0030] M24, based on the trained resistance and stability model of the hull acceleration process, input the resistance and stability data information of the hull acceleration process, predict the resistance and stability of the hull acceleration, and obtain the predicted resistance and stability data information of the hull acceleration.

[0031] Furthermore, the Lagrange multiplier algorithm based on the adaptive adjustment factor is used to optimize the resistance and stability of the hull acceleration, specifically including:

[0032] M31, performing normalization processing based on the predicted hull acceleration resistance and stability data information to obtain normalized hull acceleration resistance and stability data information;

[0033] M32, constructing an optimization function S of the hull acceleration based on the normalized resistance and stability data information of the hull acceleration;

[0034] M33, based on the optimization function S of the hull acceleration, optimize the resistance and stability of the hull acceleration to obtain optimized data information of the resistance and stability of the hull acceleration.

[0035] Compared with the prior art, the present invention has the following main advantages:

[0036] 1. The present invention controls the up and down movement of the interceptor blades through a servo motor, and cooperates with the crank slider mechanism transmission and gear rack positioning to adjust the blade position with high precision, thereby realizing the control of the hull posture under various working conditions. At the same time, the lightweight device is fully considered in the material selection and structural design process, which can effectively reduce the impact of the device on the overall structural design of the ship.

[0037] 2. The present invention can automatically adjust the blade extension according to the navigation status and navigation parameters of the hull, thereby significantly reducing the resistance during the acceleration of the hull and improving the acceleration efficiency of the ship. At the same time, it can adjust the navigation posture of the hull, improve navigation stability, and reduce fuel consumption. It has broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Schematic diagram of the overall structure of the ship buoyancy adjustment device in an embodiment of the present invention;

[0039] Figure 2 This is a structural diagram of the ship buoyancy adjustment device after removing the cover plate in an embodiment of the present invention;

[0040] Figure 3 This is a structural diagram of the ship buoyancy adjustment device according to an embodiment of the present invention with the cover plate and blades removed;

[0041] Figure 4This is a rear view of the ship buoyancy adjustment device according to an embodiment of the present invention;

[0042] Figure 5 is a rear view of the cover plate in an embodiment of the present invention;

[0043] Figure 6 is a cross-sectional view of the output shaft of the motor according to an embodiment of the present invention;

[0044] Figure 7 This is a schematic diagram of the structure when the blades are extended in an embodiment of the present invention;

[0045] Figure 8 Schematic diagram of the working method in an embodiment of the present invention;

[0046] Figure 9 Schematic diagram of the process of constructing the resistance and stability model of the ship acceleration process in an embodiment of the present invention;

[0047] Figure 10 Schematic diagram of the process of the Lagrange multiplier algorithm based on the adaptive adjustment factor in an embodiment of the present invention.

[0048] In the figure: 1-back plate, 2-sleeve, 3-drive motor, 4-slider, 5-blade, 6-toothed roller, 7-first rack, 8-cover plate, 9-partition, 10-nut, 11-sealing ring, 12-motor output shaft, 13-rotating step seal, 14-crank A, 15-crank B, 16-column, 17-second rack, 18-gear, 19-connecting rod, 20-roller, 21-boss, 22-avoidance groove, 23-first hole, 24-second hole, 25-tooth groove, 26-slide groove, 27-limiting hole, 28-stern sealing plate. DETAILED DESCRIPTION

[0049] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0050] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0051] Embodiment 1: This embodiment provides a vertical lifting ship buoyancy adjustment device, such as Figures 1 to 7As shown, it includes a sleeve 2 and a drive motor 3 installed on the inner side of the stern sealing plate 28, the drive motor 3 is connected to the sleeve 2, the outer side of the stern sealing plate 28 is connected to the back plate 1, the back plate 1 is connected to the cover plate 8 through multiple columns 16, a partition 9 is provided between the cover plate 8 and the back plate 1, the inner cavity of the partition 9 is provided with a blade 5, the output shaft 12 of the drive motor 3 is connected to the A crank 14, the A crank 14 is connected to the B crank 15, the B crank A slider 4 is provided between the handle 15 and the A crank 14, and the slider 4 is slidingly connected to the slide groove 26. The slide groove 26 is provided on the blade 5, and a plurality of toothed rollers 6 are provided on the blade 5. A plurality of limiting holes 27 are provided below the toothed roller 6. A plurality of rollers 20 are provided below the limiting holes 27. The rollers 20 are connected by a connecting rod 19. A gear 18 is provided at one end of the roller 20, and the gear 18 is meshed with the first rack 7.

[0052] In this embodiment, a second rack 17 is provided on the inner side of the cover plate 8 , and the second rack 17 is meshed with the gear 18 .

[0053] In this embodiment, the pillar 16 is provided on the back plate 1 , and the pillar 16 passes through the limiting hole 27 and is connected to the cover plate 8 .

[0054] In this embodiment, a tooth groove 25 is provided on the back plate 1 , and the tooth groove 25 is engaged with the toothed roller 6 .

[0055] In this embodiment, a first hole 23 is provided on the back plate 1 , and the first hole 23 is rotatably connected to the A crank 14 . A second hole 24 is provided on the cover plate 8 , and the second hole 24 is rotatably connected to the B crank 15 .

[0056] In this embodiment, a sealing ring 11 is provided between the sleeve 2 and the stern sealing plate 28 .

[0057] In this embodiment, at least two rotary step seals 13 are provided on the motor output shaft 12 .

[0058] In this embodiment, a nut 10 is provided between the sleeve 2 and the stern sealing plate 28 .

[0059] In this embodiment, a boss 21 is provided at the lower portion of the back plate 1 , and an avoidance groove 22 is provided at the back of the boss 21 .

[0060] In this embodiment, the blades 5 are integrally injection molded.

[0061] In this embodiment, the blades 5 and the bosses 21 are inclined upward along the stern.

[0062] Embodiment 2: This embodiment provides a vertically lifting ship buoyancy adjustment device. The rear portion of the backboard 1 is connected to a locking sleeve 2, a drive motor 3 is mounted at the rear of the sleeve 2, and a crank slider mechanism is connected to the front portion of the backboard 1. The slider 4 of the crank slider mechanism is mounted in a square slot of a blade 5. The blade 5 is mounted with multiple toothed rollers 6 and a first rack 7. The first rack 7 meshes with a gear 18, which also meshes with a second rack 17 on a cover plate 8. The cover plate 8 is integrally fixed to the backboard 1, and a partition 9 is installed between the cover plate 8 and the backboard 1. The present invention achieves vertical movement of the blades by using the drive motor 3 for drive, the crank slider mechanism for transmission, and the rack and pinion mechanism for positioning and guidance. One or more buoyancy adjustment devices are installed on each port and starboard side of the stern. The extension of the blades 5 of each buoyancy adjustment device is adjusted according to the needs of the hull, thereby adjusting the hull's navigation attitude and improving the maneuverability and stability of the vessel.

[0063] In this embodiment, the main material of the ship buoyancy adjustment device is polyformaldehyde, which is an industrial plastic with low density, low water absorption, and good corrosion resistance, meeting the requirements of lightweight marine equipment and use in seawater environment.

[0064] In this embodiment, the drive motor 3 and sleeve 2 are mounted on the inner side of the stern seal 28, while the back plate 1, blades 5, and cover plate 8, as the actuators, are located on the outer side of the stern seal. This design prevents water from entering the motor and increases the life of the equipment.

[0065] In this embodiment, the outside of the sleeve 2 is a large-diameter thread. After a hole is opened on the stern sealing plate 28, the sleeve 2 is inserted into the cabin, and the sleeve is fixed to the stern sealing plate 28 using a double nut 10. A sealing ring 11 is provided on the sleeve 2, and two rotating seals 13 are provided on the output shaft 12 to prevent water from entering the cabin.

[0066] In this embodiment, the output shaft 12 is splined to the A crank 14, which is in turn splined to the B crank 15. A slider 4 is mounted in the middle of each of the A crank 14 and the B crank 15, and the slider 4 is mounted in a slot on the blade 5. The A crank 14 has a circular boss that mates with a circular hole on the back plate 1, and the B crank 15 has a circular boss that mates with a circular hole on the cover plate 8. These two sets of engagements achieve positioning of the slider-crank mechanism, ensuring that the crank mechanism has only one degree of freedom of rotation, along its axis. When the drive motor 3 drives the A crank 14 to rotate via the output shaft 12, the slider 4 slides in the slot of the blade 5, simultaneously driving the blade 5 to translate vertically. The extension of the blade 5 is controlled by controlling the rotation angle of the drive motor 3.

[0067] In this embodiment, the cover plate 8 is connected to the back plate 1 via bolts on the left, right, and top sides. Multiple columns 16 and partitions 9 are positioned between the cover plate 8 and the back plate 1 to control the size of the cavity between them. The columns 16 are hollow, and threaded holes are provided on the stern seal plate 28 corresponding to the columns 16. When installing the equipment, bolts are sequentially inserted through the cover plate 8, the hollow columns 16, and the back plate 1, securing the entire device to the stern seal plate 28.

[0068] In this embodiment, multiple toothed rollers 6 are mounted on the upper portion of the blades 5. The wheel surfaces of the toothed rollers 6 contact the back plate 1, transmitting the water flow impact force on the upper portion of the blades 5 to the back plate 1. Furthermore, the back plate 1 is provided with tooth grooves that mesh with the teeth on the toothed rollers 6. When the blades 5 are subjected to the impact of the water flow and need to move up and down, the rollers 6 and the back plate 1 roll relative to each other, avoiding sliding friction and reducing the friction coefficient, thereby ensuring that the blades 5 can move up and down normally under the working conditions of the water flow impact force.

[0069] In this embodiment, at least two sets of first racks 7 are provided on the blades 5, and corresponding racks 17 are also provided on the cover plate 8. At least one set of gear rods is disposed between the blades 5 and the cover plate 8. Gears 18 are mounted on each end of each gear rod and connected in the middle by a connecting rod 19, ensuring that the two gears 18 on each set of gear rods do not rotate relative to each other. Each gear 18 at each end of the gear rod meshes with the first rack 7 on the blade 5 and the second rack 17 on the cover plate 8. This design ensures that the blades 5 do not twist during their upward and downward motion. Furthermore, a roller 20 is provided on the connecting rod 19 in the middle of the gear rod. This roller 20 transfers the impact force of the water flow on the lower portion of the blades 5 to the cover plate 8.

[0070] In this embodiment, a boss is provided at the bottom of the back plate 1, and a clearance groove is provided on the back of the boss. The boss has a certain interference with the blade 5. After the blade 5 is installed, it presses the boss downward in the direction of the clearance groove to ensure close contact between the boss and the blade 5. When the blade 5 moves up and down, the boss plays a role in cleaning the blade 5, preventing the device from being stuck by foreign objects.

[0071] Example 3: Based on the same inventive concept, this example also provides a working method of the above-mentioned ship buoyancy adjustment device, such as Figures 8-10 As shown, the specific steps include:

[0072] M1, when a ship is traveling on the sea, it obtains the ship's attitude data in real time based on the ship's IMU sensor (attitude measurement sensor), the ship's speed data in real time based on the ship's speed sensor, and the blade extension data in real time based on the ship's laser displacement sensor;

[0073] M2, based on the speed data information of the hull, the posture data information of the hull running, and the data information of the blade extension amount, constructing a resistance and stability model of the hull acceleration process, predicting the resistance and stability of the hull acceleration, and obtaining predicted hull acceleration resistance and stability data information;

[0074] M3, based on the predicted hull acceleration resistance and stability data information, optimizing the hull acceleration resistance and stability using a Lagrange multiplier algorithm based on an adaptive adjustment factor to obtain optimized hull acceleration resistance and stability data information;

[0075] M4, based on the optimized hull acceleration resistance and stability data information, constructs a control function Q of the blade extension amount, controls and adjusts the blade extension amount, and outputs the blade extension amount control data information.

[0076] In this embodiment, the control function Q of the blade extension amount is:

[0077]

[0078] Among them, x is the resistance data information of the optimized hull acceleration, y is the stability data information of the optimized hull acceleration, α1 and α2 are the optimization control factors of the blade extension, and f is the relationship function between the resistance and stability of the hull acceleration.

[0079] In this embodiment, in step M2, constructing a resistance and stability model during the ship acceleration process and predicting the resistance and stability during the ship acceleration includes:

[0080] M21, constructing a resistance function g and a stability function h of the hull acceleration process based on the hull speed data information, the hull running posture data information and the blade extension data information,

[0081]

[0082] Among them, z1 is the speed data information of the hull, z2 is the posture data information of the hull operation, z3 is the data information of the blade extension, β1, β2 and β3 are the resistance determining factors of the hull acceleration process, λ1, λ2 and λ3 are the stability determining factors of the hull acceleration process, and the resistance and stability data information of the hull acceleration process are calculated by calculating the resistance and stability of the hull acceleration process.

[0083] M22, constructing a resistance and stability data matrix of the ship acceleration process based on the resistance and stability data information of the ship acceleration process, and obtaining resistance and stability data matrix data information of the ship acceleration process;

[0084] M23, inputting the resistance and stability data matrix information of the ship acceleration process into the resistance and stability model of the ship acceleration process for training and learning, and determining the model prediction function W,

[0085]

[0086] Among them, a is the resistance and stability data matrix information of the hull acceleration process, η1 and η2 are the resistance and stability prediction factors of the hull acceleration process, and the trained resistance and stability model of the hull acceleration process is obtained;

[0087] M24, based on the trained resistance and stability model of the hull acceleration process, input the resistance and stability data information of the hull acceleration process, predict the resistance and stability of the hull acceleration, and obtain the predicted resistance and stability data information of the hull acceleration.

[0088] In this embodiment, in step M3, the optimization of the resistance and stability of the hull acceleration using the Lagrange multiplier algorithm based on the adaptive adjustment factor includes:

[0089] M31, performing normalization processing based on the predicted hull acceleration resistance and stability data information to obtain normalized hull acceleration resistance and stability data information;

[0090] M32, constructing an optimization function S of the hull acceleration based on the normalized hull acceleration resistance and stability data information,

[0091]

[0092] Among them, r i is the resistance and stability data of the hull acceleration after normalization, r0 is the mean data of the resistance and stability of the hull acceleration after normalization, ω1, ω2 and ω3 are the optimization factors of the hull acceleration, ρ i is the Lagrange multiplier of the ship's acceleration, and n is the sample size;

[0093] M33, based on the optimization function S of the hull acceleration, optimize the resistance and stability of the hull acceleration to obtain optimized data information of the resistance and stability of the hull acceleration.

[0094] In this embodiment, the Lagrange multiplier ρ of the ship's acceleration is i The constraints are,

[0095]

[0096] Embodiment 4: Based on the same inventive concept, this example also provides a computer-readable storage medium, which stores a computer program programmed or configured to execute the working method of the vertical lifting ship buoyancy adjustment device as described above.

[0097] Any reference to memory, storage, database or other media used in the embodiments provided herein may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0098] Furthermore, all parts of this application that are not described in detail are the same as the existing technology or are implemented using the existing technology.

[0099] In summary:

[0100] 1. The present invention controls the up and down movement of the interceptor blades through a servo motor, and cooperates with the crank slider mechanism transmission and gear rack positioning to adjust the blade position with high precision, thereby realizing the control of the hull posture under various working conditions. At the same time, the lightweight device is fully considered in the material selection and structural design process, which can effectively reduce the impact of the device on the overall structural design of the ship.

[0101] 2. The present invention can automatically adjust the blade extension according to the navigation status and navigation parameters of the hull, thereby significantly reducing the resistance during the acceleration of the hull and improving the acceleration efficiency of the ship. At the same time, it can adjust the navigation posture of the hull, improve navigation stability, and reduce fuel consumption. It has broad application prospects.

[0102] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for operating a vertically lifting ship float adjustment device, characterized in that: The buoyancy adjustment device is installed with one or more devices on each of the port and starboard sides of the stern of the ship. The buoyancy adjustment device comprises a sleeve (2) provided on the inner side of the stern sealing plate (28), a driving motor (3), and a back plate (1), blades (5), and a cover plate (8) provided on the outer side of the stern sealing plate (28); One end of the sleeve (2) is fixedly connected to the inner side of the stern sealing plate (28), and the other end is connected to the drive motor (3); the output shaft (12) of the drive motor (3) passes through the stern sealing plate (28) and is connected to the blade (5) via a crank slider mechanism; The back plate (1) is fixedly mounted on the outside of the stern sealing plate (28), and the outer side surface of the back plate (1) is connected to the cover plate (8) via a plurality of columns (16); a partition plate (9) is provided between the cover plate (8) and the back plate (1); and the blade (5) is slidably arranged in the inner cavity of the partition plate (9) via a gear rack mechanism; The driving motor (3) is used to drive the blades (5) to slide up and down in the inner cavity of the partition (9) to adjust the extension amount of the blades (5) in each floating state adjustment device, thereby adjusting the navigation posture of the hull; The working method comprises the following steps: M1, based on the ship's attitude measurement sensor, ship's speed sensor and ship's laser displacement sensor, respectively obtains the ship's attitude data, speed data and the blade extension data of the floating state adjustment device in real time; M2, constructing a resistance and stability model of the hull acceleration process based on the attitude data information, speed data information, and blade extension data information, and predicting the resistance and stability of the hull acceleration to obtain predicted hull acceleration resistance and stability data information; M3, based on the predicted hull acceleration resistance and stability data information, optimizing the hull acceleration resistance and stability using a Lagrange multiplier algorithm based on an adaptive adjustment factor to obtain optimized hull acceleration resistance and stability data information; M4, constructing a control function Q of the blade extension amount based on the optimized hull acceleration resistance and stability data information to control and adjust the blade extension amount, and outputting blade extension amount control data information; The control function Q of the blade extension amount is specifically as follows: Where x is the resistance data information of the optimized hull acceleration, y is the stability data information of the optimized hull acceleration, α1 and α2 are the optimization control factors of the blade extension, and f is the relationship function between the resistance and stability of the hull acceleration.

2. The working method according to claim 1, characterized in that: The crank slider mechanism comprises a connected crank A (14) and crank B (15), a slider (4) is provided between the crank A (14) and crank B (15), and the slider (4) is installed in a limited sliding manner in a slide groove (26) provided on the blade (5).

3. The working method according to claim 2, characterized in that: A first hole (23) and a second hole (24) are respectively provided on the back plate (1) and the cover plate (8), and the rotating shafts of the A crank (14) and the B crank (15) are rotatably mounted in the first hole (23) and the second hole (24).

4. The working method according to claim 1, characterized in that: A plurality of limiting holes (27) are uniformly opened in the transverse direction on the blade (5), and a plurality of upright posts (16) on the back plate (1) pass through the corresponding limiting holes (27) and are connected to the cover plate (8).

5. The working method according to claim 1, characterized in that: The rack and pinion mechanism comprises a plurality of toothed rollers (6) uniformly arranged laterally on the top of the blade (5) and a plurality of first racks (7) arranged at the bottom of the blade (5); the outer side surface of the back plate (1) is provided with a plurality of tooth grooves (25) corresponding to the toothed rollers (6), and each toothed roller (6) is meshedly connected with the corresponding tooth groove (25).

6. The working method according to claim 5, characterized in that: The inner side surface of the cover plate (8) is provided with a plurality of second racks (17) corresponding to the first racks (7), and a plurality of rollers (20) are provided between the first racks (7) and the second racks (17). The plurality of rollers (20) are connected by a connecting rod (19). The connecting rod (19) is provided with a plurality of gears (18). Both sides of the gears (18) are respectively meshed with the corresponding first racks (7) and second racks (17).

7. The working method according to claim 1, characterized in that: The sleeve (2) is fixedly connected to the inner side of the stern sealing plate (28) via a nut (10), and a sealing ring (11) is provided at the connection between the sleeve (2) and the stern sealing plate (28), and a plurality of rotary step seals (13) are provided on the output shaft (12); A boss (21) is provided at the bottom of the back plate (1), and an avoidance groove (22) is provided on a side of the boss (21) facing the stern sealing plate (28).

8. The working method according to claim 1, characterized in that: The construction of the resistance and stability model of the hull acceleration process and the prediction of the resistance and stability of the hull acceleration specifically include: M21, constructing a resistance function g and a stability function h during the ship acceleration process based on the attitude data information, the speed data information, and the blade extension data information, and calculating the resistance and stability during the ship acceleration process to obtain resistance and stability data information during the ship acceleration process; Among them, z1 is the speed data information of the hull, z2 is the attitude data information of the hull operation, z3 is the data information of the blade extension, β1, β2 and β3 are the resistance determining factors of the hull acceleration process, λ1, λ2 and λ3 are the stability determining factors of the hull acceleration process; M22, constructing a resistance and stability data matrix of the ship acceleration process based on the resistance and stability data information of the ship acceleration process, and obtaining resistance and stability data matrix data information of the ship acceleration process; M23, inputting the resistance and stability data matrix information of the ship acceleration process into the resistance and stability model of the ship acceleration process for training and learning, and obtaining a trained resistance and stability model of the ship acceleration process according to the model prediction function W; Among them, a is the resistance and stability data matrix information of the ship acceleration process, η1 and η2 are the resistance and stability prediction factors of the ship acceleration process; M24, based on the trained resistance and stability model of the hull acceleration process, input the resistance and stability data information of the hull acceleration process, predict the resistance and stability of the hull acceleration, and obtain the predicted resistance and stability data information of the hull acceleration.

9. The working method according to claim 1, characterized in that: The Lagrange multiplier algorithm based on the adaptive adjustment factor is used to optimize the resistance and stability of the hull acceleration, specifically including: M31, performing normalization processing based on the predicted hull acceleration resistance and stability data information to obtain normalized hull acceleration resistance and stability data information; M32, constructing an optimization function S of the hull acceleration based on the normalized resistance and stability data information of the hull acceleration; Among them, r i is the resistance and stability data of the hull acceleration after normalization, r0 is the mean data of the resistance and stability of the hull acceleration after normalization, ω1, ω2 and ω3 are the optimization factors of the hull acceleration, ρ i is the Lagrange multiplier of the ship's acceleration, and n is the sample size; M33, based on the optimization function S of the hull acceleration, optimize the resistance and stability of the hull acceleration to obtain optimized data information of the resistance and stability of the hull acceleration.

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