A stable marine transformer with adaptive deflection force

Abstract

The present invention relates to the technical field of transformers, and particularly to a stable marine transformer with self-adaptive deflection force, which includes an installation main frame and a transformer body rotatably connected to the installation main frame. Due to the increased difficulty of rotating the transformer body, when the hull is tilted, the transformer body can still maintain a certain horizontal state, improving the stability of the transformer during the ship's voyage, reducing the rotation amplitude and increasing the rotation difficulty, enabling the transformer body to maintain a certain horizontal state when the hull is tilted, avoiding damage to components such as coils and iron cores inside it due to excessive shaking and collision, prolonging the service life of the transformer. The stable horizontal state of the transformer helps to maintain its normal working performance, reduces the change in electrical parameters caused by rotation, thereby ensuring the stable power supply of the ship's power system, avoiding problems such as voltage fluctuations and power outages due to transformer instability, and ensuring the normal operation of various equipment on the ship.

Description

Technical Field

[0001] The invention relates to the technical field of transformers, in particular to a stable marine transformer with adaptive deflection force. Background Art

[0002] Marine transformers are generally oil-immersed transformers, which are mainly composed of iron core, winding, oil tank, oil pillow, breather, radiator, insulating sleeve and other components. The iron core is the magnetic circuit part of the transformer, generally made of stacked silicon steel sheets; the winding is the circuit part of the transformer, made of copper or aluminum wire, and is divided into primary winding and secondary winding; the oil tank is used to hold transformer oil and provide insulation and heat dissipation medium for the winding and iron core; the oil pillow is used to adjust the volume change of transformer oil caused by temperature change; the breather is used to prevent moisture and impurities in the air from entering the transformer oil; the radiator is used to dissipate the heat generated during the operation of the transformer; the insulating sleeve is used to lead out the leads of the winding to ensure insulation between the leads and the oil tank.

[0003] When a ship is traveling and encounters wind and waves, the hull will inevitably shake, and this shaking will be directly transmitted to the transformer, causing the transformer to shake synchronously and eventually tilt. When the transformer tilts, the oil level inside it will also change, no longer remain horizontal, and form a certain angle with the tilted transformer. This change will have many adverse effects on the normal operation of the transformer. The transformer oil originally relied on natural convection to achieve efficient heat dissipation. After tilting, the convection path and speed of the oil changed. In some parts of the transformer, the oil circulation is not smooth, and the heat cannot be taken away in time, resulting in local overheating. Summary of the invention

[0004] The object of the present invention is to provide a stable marine transformer with adaptive deflection force to solve the problems raised in the above background technology.

[0005] To achieve the above object, the present invention provides the following technical solution: a stable marine transformer with adaptive deflection force, comprising a mounting frame and a transformer body rotatably connected to the mounting frame, wherein the transformer body rotates slightly on the mounting frame at the center of the connection position;

[0006] A first fixed shaft seat is arranged on the top of the mounting frame, and a second fixed shaft seat is arranged on the top of the transformer body, and the positions of the first fixed shaft seat and the second fixed shaft seat correspond to each other;

[0007] A transmission belt is provided between the first drive shafts rotatably connected to the second fixed shaft seats on both sides and the second drive shaft rotatably connected to the first fixed shaft seat in the middle for transmission connection, and the first drive shaft applies a pulling force in a corresponding direction to the transmission belt;

[0008] A transmission gear is fixedly sleeved at the central position of the second drive shaft. A transmission toothed belt is arranged at the position corresponding to the upper surface of the transmission gear on the inner wall of the transmission belt, and the transmission gear meshes with the transmission toothed belt. The transmission toothed belt applies a pulling force in the corresponding direction to the transmission gear and the second drive shaft.

[0009] A pullable rope is connected between the second drive shaft and the first fixed shaft seat, and a first spring is sleeved on the part of the pullable rope located outside the first fixed shaft seat. The first spring applies a pulling force opposite to the rotation direction of the second drive shaft to the second drive shaft.

[0010] Preferably, a third drive shaft is rotatably connected to the first fixed shaft seat. The circumferential outer wall of the third drive shaft supports at the position corresponding to the third drive shaft at the bottom of the outer wall of the transmission belt. The third drive shaft applies an upward supporting force to the bottom of the outer wall of the transmission belt.

[0011] Preferably, a fixing plate is arranged outside the part of the second drive shaft located inside the first fixed shaft seat for fixing the end of the pullable rope, and a pullable end cover is fixedly installed at the other end of the pullable rope.

[0012] Preferably, the diameter of the pullable end cover is larger than the diameter of the first spring, and the pullable end cover applies a pulling force to the end of the first spring.

[0013] Preferably, the two second fixed shaft seats are symmetrically arranged left and right with the first fixed shaft seat as the center, and the first drive shaft on the second fixed shaft seat and the transmission belt have a rolling friction.

[0014] Preferably, a fixed shaft sleeve is arranged at the central position of the installation total frame. Movable telescopic shafts are arranged at the positions corresponding to the fixed shaft sleeve on both sides of the transformer body. The movable telescopic shafts are movably inserted into the fixed shaft sleeve, and the movable telescopic shafts are rotatably connected to the fixed shaft sleeve.

[0015] Preferably, fixed collar rings are fixedly installed on both sides of the fixed shaft sleeve. A fixed inner ring is fixedly installed outside the movable telescopic shaft. A rotatable outer ring is rotatably connected outside the fixed inner ring. A second spring is arranged between the fixed collar ring and the rotatable outer ring.

[0016] Preferably, grooves corresponding to both ends of the second spring are formed on both the rotatable outer ring and the fixed collar ring. The grooves are used for the rotation of the second spring inside the fixed collar ring and the rotatable outer ring.

[0017] Preferably, side support plates are provided on both sides of the overall installation frame. A rectangular bottom plate is fixedly installed on the side support plates. A guide groove is formed at the top of the rectangular bottom plate. A movable support cart is slidably connected in the guide groove. The movable support cart supports at the positions on both sides of the bottom of the overall installation frame. A positioning fixing plate is provided at the top of the rectangular bottom plate. A magnetic block is fixedly installed on the movable support cart. A groove corresponding to the magnetic block is formed on the positioning fixing plate. A magnetic block is also fixedly installed on the positioning fixing plate;

[0018] The two magnetic blocks are connected by magnetic force, and the two magnetic blocks are arranged in an up-and-down staggered manner.

[0019] Preferably, the number of the guide grooves is two, and movable support carts are arranged in both of the two guide grooves. A connecting rod is arranged between the movable support carts.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0021] 1. During the ship's voyage, when the hull shakes due to ocean currents, the transformer body will rotate by a corresponding amplitude on the overall installation frame due to the shake. The first spring deforms and generates a reverse elastic force for the subsequent reset of the transmission belt. Due to the existence of this elastic force, the amplitude generated by the rotation of the transformer body is reduced. At the same time, due to the increase in the rotation difficulty of the transformer body, when the hull tilts, the transformer body can still maintain a certain horizontal state, improving the stability of the transformer during the ship's voyage, reducing the rotation amplitude and increasing the rotation difficulty, enabling the transformer body to maintain a certain horizontal state when the hull tilts, avoiding damage to components such as coils and iron cores inside it due to excessive shaking and collision, extending the service life of the transformer. The stable horizontal state of the transformer helps to maintain its normal working performance, reducing electrical parameter changes caused by rotation, thereby ensuring the stable power supply of the ship's power system, avoiding problems such as voltage fluctuations and power outages due to transformer instability, and ensuring the normal operation of various equipment on the ship.

[0022] 2. The device has two operating states, which can be adjusted as needed. When the ship is in the ocean with relatively small ocean currents, the transformer body is in a stable fixed state. When the ship is in the ocean with relatively large ocean currents, the transformer body can rotate adaptively due to the swaying of the hull. When the ship sails in the sea area with relatively small ocean currents, the transformer body will be in a stable fixed state, so as to ensure that the device can operate efficiently and stably in a relatively stable environment, reducing unnecessary vibrations and losses. Once the ship sails into the ocean area with relatively large ocean currents, the transformer body can rotate adaptively according to the swaying of the hull. In this way, even in the case of large swings of the hull under complex sea conditions, the transformer body can adjust itself flexibly to maintain a relatively appropriate working angle as much as possible, maintain stable power conversion and transmission functions, reduce the adverse effects of hull swaying on the working performance of the transformer, and ensure the stability and reliability of the ship's power supply.

[0023] 3. When the ship stops, the cooling oil in the transformer body on the ship will move due to inertia. By deforming the second spring to generate a reverse elastic force, the movement of the transformer body caused by penetration when the ship stops is reduced. The second spring plays a key role. It generates a reverse elastic force through its own deformation, effectively buffering and reducing the penetrating displacement of the transformer body caused by the movement of the cooling oil when the ship stops. This design mechanism greatly ensures the stability of the transformer body when the ship stops, prevents damage to the internal structure due to excessive displacement, further ensures the normal operation of the transformer, and extends its service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the main structure of the present invention.

[0025] Figure 2 It is a schematic side view structure diagram of the present invention.

[0026] Figure 3 It is a schematic front view structure diagram of the present invention.

[0027] Figure 4 It is a schematic bottom view structure diagram of the present invention.

[0028] Figure 5 It is a schematic diagram of the structure at the corresponding position of the rectangular bottom plate of the present invention.

[0029] Figure 6 It is a schematic diagram of the structure at the corresponding position of the fixed collar of the present invention.

[0030] Figure 7 It is a schematic diagram of the structure at the corresponding position of the rotatable outer ring of the present invention.

[0031] Figure 8 It is a schematic diagram of the structure at the corresponding position of the fixed inner ring of the present invention.

[0032] Figure 9 This is a schematic diagram of the structure at the corresponding position of the drive belt of the present invention.

[0033] Figure 10 This is a schematic diagram of the structure at the corresponding position of the first spring of the present invention.

[0034] Figure 11 This is a schematic diagram of the structure at the corresponding position of the third drive shaft of the present invention.

[0035] Figure 12 This is a schematic diagram of the structure at the corresponding position of the pullable end cover of the present invention.

[0036] In the figure: 1. Installation general frame; 2. Transformer main body; 3. First fixed shaft seat; 4. Second fixed shaft seat; 5. First drive shaft; 6. Second drive shaft; 7. Drive belt; 8. Transmission gear; 9. Transmission toothed belt; 10. Pullable rope; 11. First spring; 12. Third drive shaft; 13. Fixed plate; 14. Pullable end cover; 15. Fixed shaft sleeve; 16. Movable telescopic shaft; 17. Fixed collar; 18. Fixed inner ring; 19. Rotatable outer ring; 20. Second spring; 21. Side support plate; 22. Rectangular bottom plate; 23. Positioning fixed plate; 24. Guide groove; 25. Movable support vehicle; 26. Connecting rod; 27. Magnet. Detailed implementation manners

[0037] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0038] Please refer to Figures 1 to 12 , the present invention provides a technical solution: a stable marine transformer with self-adaptive deflection force, including an installation general frame 1 and a transformer main body 2 rotatably connected to the installation general frame 1, and the transformer main body 2 rotates slightly around the connection position center on the installation general frame 1;

[0039] A first fixed shaft seat 3 is arranged at the top of the installation general frame 1, and a second fixed shaft seat 4 is arranged at the top of the transformer main body 2, and the positions of the first fixed shaft seat 3 and the second fixed shaft seat 4 correspond to each other;

[0040] A drive belt 7 is provided for transmission connection between the first drive shaft 5 rotatably connected to the second fixed shaft seats 4 on both sides and the second drive shaft 6 rotatably connected to the first fixed shaft seat 3 in the middle, and the first drive shaft 5 applies a pulling force in the corresponding direction to the drive belt 7;

[0041] The first drive shaft 5 is rotatably connected to the second fixed shaft seats 4 on both sides, while the second drive shaft 6 is rotatably connected to the first fixed shaft seat 3 in the middle. It is worth mentioning that between the first drive shaft 5 and the second drive shaft 6, an efficient transmission connection is achieved through the transmission belt 7. This connection method has a unique operating mechanism. When the first drive shaft 5 applies a pulling force in the corresponding direction to the transmission belt 7. The generation of this pulling force is not without purpose, but has important functional significance. When the ship encounters wind and waves during navigation and the hull tilts, the first drive shaft 5 can be affected by gravity and adjust the magnitude and direction of the pulling force on the transmission belt 7. Through the transmission effect of the transmission belt 7, it drives the second drive shaft 6 to rotate synchronously, and then subtly adjusts the rotation amplitude and angle of the transformer main body 2 around the connection position on the installation frame 1. In this way, the transformer main body 2 can better adapt to the tilt change of the hull, always strive to maintain the stability of the internal structure, ensure the normal distribution of the oil in the transformer and the stable operation of various electrical components, effectively improve the working reliability and stability of the transformer under complex navigation conditions, and provide a solid guarantee for the continuous and stable power supply of the ship's power system.

[0042] A transmission gear 8 is fixedly sleeved at the central position of the second drive shaft 6. At the position corresponding to the upper surface of the transmission gear 8 on the inner wall of the transmission belt 7, a transmission tooth belt 9 is provided, and the transmission gear 8 and the transmission tooth belt 9 are meshed with each other. The transmission tooth belt 9 applies a pulling force in the corresponding direction to the transmission gear 8 and the second drive shaft 6;

[0043] On the inner wall of the transmission belt 7, at a specific position corresponding to the upper surface of the transmission gear 8, a transmission tooth belt 9 is provided. The transmission tooth belt 9 is precisely meshed with the transmission gear 8. This meshing structure provides a reliable power transmission guarantee for the entire transmission process. When the first drive shaft 5 operates and applies a pulling force in the corresponding direction to the transmission belt 7, the transmission belt 7 moves accordingly. At this time, the transmission tooth belt 9 also moves, applying a pulling force in the corresponding direction to the transmission gear 8 that is closely meshed with it. Since the transmission gear 8 is fixedly connected to the second drive shaft 6, this pulling force is successfully transmitted to the second drive shaft 6, thereby driving the second drive shaft 6 to rotate.

[0044] A pullable rope 10 is provided between the second drive shaft 6 and the first fixed shaft seat 3 for connection. And a first spring 11 is sleeved on the part of the pullable rope 10 outside the first fixed shaft seat 3. The first spring 11 applies a pulling force in the direction opposite to the rotation direction of the second drive shaft 6 to the second drive shaft 6.

[0045] When the hull tilts to the right, the second drive shaft 6 rotates counterclockwise under the action of the transmission system to adjust the posture of the transformer body 2, and the first spring 11 will be stretched, and the tension generated by it will prevent the second drive shaft 6 from rotating excessively. This limiting and regulating mechanism enables the transformer body 2 to maintain a proper rotation range in the process of adapting to the tilt of the hull, which not only effectively copes with the swaying of the hull, but also avoids the internal structural problems that may be caused by excessive rotation, thereby further enhancing the stability and reliability of the transformer in complex navigation environments, and providing a more solid guarantee for the safe and stable operation of the ship's power system.

[0046] The third drive shaft 12 is rotatably connected to the first fixed shaft seat 3 , and the circumferential outer wall of the third drive shaft 12 is supported at a position corresponding to the third drive shaft 12 at the bottom of the outer wall of the transmission belt 7 , and the third drive shaft 12 applies an upward supporting force to the bottom of the outer wall of the transmission belt 7 .

[0047] When the ship is violently bumping in rough sea conditions, the first drive shaft 5 frequently adjusts the tension on the transmission belt 7 to adapt to the change in the posture of the transformer body 2. Without the support of the third drive shaft 12, the transmission belt 7 may become loose or over-stretched due to uneven force, affecting the stability and accuracy of power transmission. The existence of the third drive shaft 12 is like providing a solid "backing" for the transmission belt 7, always maintaining its upward support, ensuring that the transmission belt 7 can continuously and stably transmit power from the first drive shaft 5 to the second drive shaft 6 under complex operating conditions, thereby ensuring that the transformer body 2 can adjust its posture in a timely and accurate manner, maintaining the stable operation of the ship's power system, and improving the reliability of the entire ship's electrical equipment in harsh navigation environments.

[0048] A fixing plate 13 is arranged outside the portion of the second driving shaft 6 located in the first fixed shaft seat 3 for fixing the end of the pullable rope 10 , and a pullable end cover 14 is fixedly installed on the other end of the pullable rope 10 .

[0049] When the entire system needs to be debugged or maintained, the staff can more conveniently adjust the tightness of the pullable rope 10 by operating the pullable end cap 14, thereby fine-tuning the tension effect of the first spring 11. For example, after a long-term voyage of the ship, the elasticity of the first spring 11 may change due to various factors. At this time, the length of the pullable rope 10 can be adjusted by pulling the pullable end cap 14, thereby changing the stretching degree of the first spring 11 and restoring it to a suitable tension state.

[0050] On the other hand, the pullable end cap 14 also plays a certain protective role. It can prevent the end of the pullable rope 10 from being worn or damaged during use, extending the service life of the pullable rope 10. At the same time, the presence of the pullable end cap 14 also makes the whole structure more compact and beautiful, improving the reliability and stability of the system, ensuring that in the complex navigation environment of the ship, the connection between the second drive shaft 6 and the first fixed shaft seat 3 and the adjustment system composed of the pullable rope 10 and the first spring 11 can always work properly, guaranteeing the stable operation of the transformer main body 2.

[0051] The diameter of the pullable end cap 14 is larger than that of the first spring 11, and the pullable end cap 14 applies a pulling force to the end of the first spring 11. Due to its larger diameter than that of the first spring 11, when the pullable rope 10 is pulled, the pullable end cap 14 can effectively apply a pulling force to the end of the first spring 11.

[0052] The two second fixed shaft seats 4 are symmetrically arranged left and right with the first fixed shaft seat 3 as the center, and the rolling friction exists between the first drive shaft 5 on the second fixed shaft seat 4 and the transmission belt 7.

[0053] A fixed shaft sleeve 15 is provided at the central position of the installation main frame 1, and movable telescopic shafts 16 are provided at the positions corresponding to the fixed shaft sleeve 15 on both sides of the transformer main body 2. The movable telescopic shafts 16 are movably inserted into the fixed shaft sleeve 15 and are rotatably connected to the fixed shaft sleeve 15.

[0054] Fixed collar rings 17 are fixedly installed on both sides of the fixed shaft sleeve 15, a fixed inner ring 18 is fixedly installed outside the movable telescopic shaft 16, a rotatable outer ring 19 is rotatably connected outside the fixed inner ring 18, and a second spring 20 is provided between the fixed collar ring 17 and the rotatable outer ring 19.

[0055] When the hull tilts to the left, the transformer main body 2 will rotate to the right. At this time, the second spring 20 on the right side is stretched, and the second spring 20 on the left side is compressed. The stretched second spring 20 will generate a leftward pulling force, and the compressed second spring 20 will generate a rightward pushing force. The combined action of these two forces can effectively reduce the rotation amplitude of the transformer main body 2 and keep it in a relatively stable state as much as possible.

[0056] The presence of the second spring 20 can not only buffer the impact force generated when the transformer main body 2 rotates, protecting the internal structure and components of the transformer, but also, after the hull stops shaking, use its own elastic restoring force to help the transformer main body 2 return to the initial position, further improving the stability and reliability of the transformer during the ship's voyage and providing a strong guarantee for the stable operation of the ship's power system.

[0057] Both the rotatable outer ring 19 and the fixed collar 17 are provided with grooves corresponding to both ends of the second spring 20, and these grooves are used for the rotation of the second spring 20 within the fixed collar 17 and the rotatable outer ring 19.

[0058] On both sides of the installation main frame 1, there are side support plates 21. A rectangular bottom plate 22 is fixedly installed on the side support plates 21. A guide groove 24 is formed at the top of the rectangular bottom plate 22. An active support cart 25 is slidably connected within the guide groove 24. The active support cart 25 supports at positions on both sides of the bottom of the installation main frame 1. At the top of the rectangular bottom plate 22, there is a positioning fixed plate 23. A magnet 27 is fixedly installed on the active support cart 25. A groove corresponding to the magnet 27 is formed on the positioning fixed plate 23, and a magnet 27 is also fixedly installed on the positioning fixed plate 23;

[0059] The active support cart 25 is slidably connected within the guide groove 24. The role of the active support cart 25 cannot be underestimated. It stably supports at positions on both sides of the bottom of the installation main frame 1, providing flexible and reliable support for the installation main frame 1. When the ship sways due to factors such as wind and waves during navigation, the installation main frame 1 will accordingly undergo certain displacement and vibration. However, the active support cart 25 can flexibly slide within the guide groove 24, effectively buffering and absorbing these vibrations, reducing the vibration amplitude of the installation main frame 1, and thereby protecting the stable operation of the transformer body 2.

[0060] The two magnets 27 are connected by magnetic force, and the two magnets 27 are arranged in a vertically offset manner.

[0061] The number of the guide grooves 24 is two, and active support carts 25 are arranged within both of the two guide grooves 24. A connecting rod 26 is arranged between the active support carts 25.

[0062] Working principle:

[0063] The first step: The device has two operating states and is adjusted according to needs. When the ship is in the ocean with a smaller ocean current, the active support cart 25 supports at the corresponding position at the bottom of the transformer body 2 to support the transformer body 2, and the transformer body 2 is in a stable fixed state. When the ship is in the ocean with a larger ocean current, the structure composed of the active support cart 25 and the connecting rod 26 slides on the rectangular bottom plate 22. The pulley at the bottom of the active support cart 25 slides within the guide groove 24. The active support cart 25 moves away from the bottom of the transformer body 2 and no longer supports the bottom of the transformer body 2. At the same time, after the active support cart 25 moves a certain distance, the magnet 27 on the active support cart 25 contacts the magnet 27 on the positioning fixed plate 23, realizing the fixation after the movement of the active support cart 25 to ensure that the transformer body 2 can rotate adaptively due to the swaying of the hull, reducing the swaying amplitude of the oil cooling liquid within the transformer.

[0064] Step 2: During the ship's movement, the transformer main body 2 remains relatively stationary with respect to the ship. When the ship stops, the cooling oil inside the transformer main body 2 on the ship will move due to inertia. When the cooling oil moves due to inertia, it will exert a thrust in the corresponding direction on the transformer main body 2, thereby driving the transformer main body 2 to move. When the transformer main body 2 moves, it drives the movable telescopic shaft 16 to move horizontally within the fixed shaft sleeve 15. By the movement of the movable telescopic shaft 16 within the fixed shaft sleeve 15, the fixed inner ring 18 and the rotatable outer ring 19 are pulled to move. By the movement of the fixed inner ring 18 and the rotatable outer ring 19, the second spring 20 is pressed. Through the deformation of the second spring 20, a reverse elastic force is generated to reduce the movement of the transformer main body 2 due to penetration when the ship stops, prevent the liquid level of the oil in the transformer main body 2 from tilting relative to the transformer, and ensure the normal operation of the transformer.

[0065] Step 3: During the ship's movement, when the hull shakes due to ocean currents, the transformer main body 2 will rotate by a corresponding amplitude on the installation frame 1 due to the shake. When the transformer main body 2 rotates, it will drive the upper second fixed shaft seat 4 to rotate in the corresponding direction. When the second fixed shaft seat 4 moves, it will exert a pulling force on the transmission belt 7. After one side of the second fixed shaft seat 4 exerts a pulling force on the transmission belt 7, the transmission belt 7 will move, thereby driving the transmission toothed belt 9 on the transmission belt 7 to move. When the transmission toothed belt 9 moves, it will drive the transmission gear 8 engaged with it to rotate. When the transmission gear 8 rotates, it drives the second drive shaft 6 to rotate accordingly. By the rotation of the second drive shaft 6, a pulling force in the corresponding direction is exerted on the pullable rope 10 and the fixed plate 13. This pulling force is then transmitted to the first spring 11 and the pullable end cover 14, pulling the first spring 11 to deform and generate a reverse elastic force for the subsequent reset of the transmission belt 7. And due to the existence of this elastic force, the amplitude generated by the rotation of the transformer main body 2 is reduced. At the same time, due to the increase in the rotation difficulty of the transformer main body 2, when the hull tilts, the transformer main body 2 can still maintain a certain horizontal state, improving the stability of the transformer during the ship's movement.

[0066] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A stable marine transformer with adaptive deflection force, characterized in that: It includes an installation main frame and a transformer body rotatably connected to the installation main frame. The transformer body rotates slightly with the connection position as the center on the installation main frame; A first fixed shaft seat is arranged at the top of the installation main frame, and a second fixed shaft seat is arranged at the top of the transformer body. The positions of the first fixed shaft seat and the second fixed shaft seat correspond to each other; A transmission belt is arranged between the first drive shaft rotatably connected to the second fixed shaft seats on both sides and the second drive shaft rotatably connected to the middle first fixed shaft seat for transmission connection. The first drive shaft applies a pulling force in the corresponding direction to the transmission belt; A transmission gear is fixedly sleeved at the central position of the second drive shaft. A transmission toothed belt is arranged at the position of the inner wall of the transmission belt corresponding to the upper surface of the transmission gear, and the transmission gear and the transmission toothed belt are meshed with each other. The transmission toothed belt applies a pulling force in the corresponding direction to the transmission gear and the second drive shaft; A pullable rope is arranged between the second drive shaft and the first fixed shaft seat for connection. A first spring is sleeved on the part of the pullable rope outside the first fixed shaft seat. The first spring applies a pulling force opposite to the rotation direction of the second drive shaft to the second drive shaft.

2. The stable marine transformer with an adaptive deflection force according to claim 1, characterized in that: A third drive shaft is rotatably connected to the first fixed shaft seat. The outer circumferential wall of the third drive shaft supports at the position of the bottom outer wall of the transmission belt corresponding to the third drive shaft. The third drive shaft applies an upward supporting force to the bottom outer wall of the transmission belt.

3. The stable marine transformer with an adaptive deflection force according to claim 2, characterized in that: A fixing plate is arranged outside the part of the second drive shaft located inside the first fixed shaft seat for fixing the end of the pullable rope, and a pullable end cover is fixedly installed at the other end of the pullable rope.

4. The stable marine transformer with an adaptive deflection force according to claim 3, characterized in that: The diameter of the pullable end cover is larger than the diameter of the first spring. The pullable end cover applies a pulling force to the end of the first spring.

5. The stable marine transformer with an adaptive deflection force according to claim 4, characterized in that: The two second fixed shaft seats are symmetrically arranged left and right with the first fixed shaft seat as the center, and the first drive shaft on the second fixed shaft seat and the transmission belt are in rolling friction.

6. The stable marine transformer with an adaptive deflection force according to claim 5, characterized in that: A fixed shaft sleeve is arranged at the central position of the installation main frame. Movable telescopic shafts are arranged at the positions of both sides of the transformer body corresponding to the fixed shaft sleeve. The movable telescopic shafts are movably inserted into the fixed shaft sleeve and are rotatably connected to the fixed shaft sleeve.

7. The stable marine transformer with an adaptive deflection force according to claim 6, characterized in that: Fixed collar rings are fixedly installed on both sides of the fixed shaft sleeve. A fixed inner ring is fixedly installed outside the movable telescopic shaft. A rotatable outer ring is rotatably connected outside the fixed inner ring. A second spring is arranged between the fixed collar ring and the rotatable outer ring.

8. The stable marine transformer with adaptive deflection force according to claim 7, wherein: Grooves corresponding to both ends of the second spring are opened on both the rotatable outer ring and the fixed collar ring. The grooves are used for the rotation of the second spring inside the fixed collar ring and the rotatable outer ring.

9. The stable marine transformer with an adaptive deflection force according to claim 8, characterized in that: Side support plates are arranged on both sides of the installation main frame. A rectangular bottom plate is fixedly installed on the side support plates. A guiding groove is opened at the top of the rectangular bottom plate. A movable support cart is slidably connected in the guiding groove. The movable support cart supports at the positions of both sides of the bottom of the installation main frame. A positioning fixing plate is arranged at the top of the rectangular bottom plate. A magnet is fixedly installed on the movable support cart. A groove corresponding to the magnet is opened on the positioning fixing plate. A magnet is also fixedly installed on the positioning fixing plate; The two magnets are connected by magnetic force, and the two magnets are arranged in an upper and lower offset manner.

10. The stable marine transformer with an adaptive deflection force according to claim 9, characterized in that: There are two guiding grooves, and movable support vehicles are arranged in both of the two guiding grooves, and a connecting rod is arranged between the movable support vehicles.

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