Ship stabilization device

Abstract

The invention provides a ship stabilization device, and belongs to the technical field of ship stabilization. The device comprises a left water ballast space, a right water ballast space, a first sensor, a communicating water pipe, an intelligent valve, a deformable wing plate and an intelligent control system. The intelligent control system is electrically connected with the first sensor, the intelligent valve and the deformable wing plate. The intelligent valve is connected with the left water ballast tank and the right water ballast tank and matched with the deformable wing plate, the opening and closing state of the intelligent valve and deformation of the deformable wing plate can be automatically adjusted according to the rolling angle monitored in real time, dynamic adaptation of the rolling angle is achieved, different wave conditions can be more effectively coped, the influence of rolling on the navigation stability is remarkably reduced, and the stability of the navigation is improved. And the stability and safety of the ship are improved.

Description

Technical Field

[0001] This application relates to the technical field of ship roll reduction, and particularly to a ship roll reduction device. Background Art

[0002] A ship is constantly affected by wind, waves and swells in the sea, resulting in large-amplitude rolling and pitching motions, which affect the comfort of crew and passengers. If these motions are not properly controlled, the safety of ship navigation and operation will be endangered. Ship roll reduction devices reduce the rolling amplitude of the ship in different ways and increase the seakeeping ability of the ship. Existing roll reduction technologies such as fin stabilizers, passive water tanks and gyroscopic stabilizers generally have problems such as response lag, high energy consumption, low-speed failure and space occupation, and it is difficult to meet the requirements of full speed and multiple working conditions. Summary of the Invention

[0003] The main purpose of the embodiments of this application is to propose a ship roll reduction device, which aims to use intelligent valves to connect the left and right ballast tanks and cooperate with deformable wing plates to automatically adjust the opening and closing state of the intelligent valves and the deformation of the deformable wing plates according to the real-time monitored roll angle, realize dynamic adaptation to the roll angle, be able to more effectively cope with different wave conditions, significantly reduce the impact of rolling on the navigation stability, and improve the stability and safety of the ship.

[0004] To achieve the above object, a first aspect of the embodiments of this application proposes a ship roll reduction device, including a left ballast tank, a right ballast tank, a first sensor, a connecting water pipe, an intelligent valve, a deformable wing plate and an intelligent control system;

[0005] The left ballast tank and the right ballast tank are connected through the connecting water pipe, and the intelligent valve is arranged on the connecting water pipe to control the flow of fluid between the left ballast tank and the right ballast tank;

[0006] The deformable wing plate is arranged outside the left ballast tank or outside the right ballast tank;

[0007] The first sensor is used to monitor the roll angle of the ship;

[0008] The intelligent control system is electrically connected to the first sensor, the intelligent valve and the deformable wing plate. The intelligent control system is used to control the opening and closing state of the intelligent valve and control the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor, so that the roll angle of the ship is less than a preset angle.

[0009] In an embodiment of this application, the intelligent control system controls the opening and closing state of the intelligent valve and controls the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor, so that the roll angle of the ship is less than a preset angle, including:

[0010] When the roll angle of the ship monitored by the first sensor is greater than the preset angle, control the intelligent valve to open so that the fluid in the left ballast tank and the right ballast tank flows adaptively according to the roll angle;

[0011] Control the deformable wing plate to deform to generate a reverse lift force, so as to form a coupling damping with the fluid motion in the left ballast tank and the right ballast tank after connection, until the roll angle of the ship is less than the preset angle.

[0012] In an embodiment of the present application, the deformable wing plate includes a first deformable wing plate and a second deformable wing plate. The first deformable wing plate is arranged outside the left ballast tank, and the second deformable wing plate is arranged outside the right ballast tank.

[0013] In an embodiment of the present application, the deformable wing plate is made of carbon fiber reinforced polymer composite material.

[0014] In an embodiment of the present application, the adjustable range of the curvature of the deformable wing plate is ±15 degrees.

[0015] In an embodiment of the present application, the device further includes an energy recovery device, and the energy recovery device is used to convert fluid kinetic energy into electric energy and store it.

[0016] In an embodiment of the present application, the energy recovery device includes a turbo generator and a supercapacitor energy storage system, and the turbo generator is electrically connected to the supercapacitor energy storage system;

[0017] The turbo generator is arranged in the connecting water pipe, and the turbo generator is used to convert fluid kinetic energy into electric energy;

[0018] The supercapacitor energy storage system is used to store the electric energy converted by the turbo generator.

[0019] In an embodiment of the present application, the device further includes a lidar, which is installed on the ship and used to collect wave data. The lidar is connected to the intelligent control system. Correspondingly, the intelligent control system includes a digital twin model and a pre-trained wave prediction model. The digital twin model is used to calculate the roll damping parameter through real-time dynamic simulation of virtual-real interaction. The pre-trained wave prediction model is used to process the wave data collected by the lidar and the roll damping parameter to predict the wave spectrum at a future set time; The intelligent control system is also used for:

[0020] Control the opening degree of the intelligent valve and the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor and the prediction result of the wave prediction model, so that the roll angle of the ship is maintained less than a preset angle.

[0021] In an embodiment of the present application, the intelligent valve includes a piezoelectric ceramic driver and a valve core. The piezoelectric ceramic driver is electrically connected to the intelligent control system, and the piezoelectric ceramic driver is used to control the movement of the valve core based on the control instruction of the intelligent control system to control the opening state of the intelligent valve.

[0022] In an embodiment of the present application, there are multiple first sensors. The multiple first sensors are arrayed on the ship, and the multiple first sensors are all connected to the intelligent control system. Correspondingly, the intelligent control system is further used to calculate the roll angle of the ship according to the data collected by the multiple first sensors.

[0023] In the technical solution provided by the embodiment of the present application, the ship anti-rolling device includes a left ballast tank, a right ballast tank, a first sensor, a connecting water pipe, an intelligent valve, a deformable wing plate and an intelligent control system. Among them, the intelligent control system is electrically connected to the first sensor, the intelligent valve and the deformable wing plate. The left ballast tank and the right ballast tank are connected through the connecting water pipe, and the intelligent valve is arranged on the connecting water pipe, so as to control the back-and-forth flow of the fluid between the left ballast tank and the right ballast tank by controlling the opening and closing of the intelligent valve. The deformable wing plate is arranged outside the left ballast tank or outside the right ballast tank. The first sensor is used to monitor the roll angle of the ship, and the intelligent control system is used to control the opening and closing state of the intelligent valve and control the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor, so that the roll angle of the ship is less than the preset angle. That is, the present application uses an intelligent valve to connect the left and right ballast tanks, and cooperates with the deformable wing plate to automatically adjust the opening and closing state of the intelligent valve and the deformation of the deformable wing plate according to the real-time monitored roll angle, realize dynamic adaptation of the roll angle, can more effectively cope with different wave conditions, significantly reduce the impact of rolling on the navigation stability, and improve the stability and safety of the ship.

[0024] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. Description of the Drawings

[0025] Figure 1 It is a side view of the first structure of the ship anti-rolling device provided by an embodiment of the present application.

[0026] Figure 2 It is a top view of the first structure of the ship anti-rolling device provided by an embodiment of the present application.

[0027] Figure 3 It is a side view of the second structure of the ship roll reduction device provided by an embodiment of the present application.

[0028] Figure 4 It is a top view of the second structure of the ship roll reduction device provided by an embodiment of the present application.

[0029] Figure 5 It is a side view of the third structure of the ship roll reduction device provided by an embodiment of the present application.

[0030] Figure 6 It is a top view of the third structure of the ship roll reduction device provided by an embodiment of the present application.

[0031] Figure 7 It is a side view of the fourth structure of the ship roll reduction device provided by an embodiment of the present application.

[0032] Figure 8 It is a top view of the fourth structure of the ship roll reduction device provided by an embodiment of the present application.

[0033] Reference numerals:

[0034] 110, left ballast tank; 120, right ballast tank; 130, first sensor; 140, connecting water pipe; 150, intelligent valve; 160, deformable wing plate; 161, first deformable wing plate; 162, second deformable wing plate; 170, intelligent control system; 180, energy recovery device; 181, turbo generator; 182, super capacitor energy storage system; 190, lidar. Detailed implementation manners

[0035] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0036] It should be noted that although the functional modules are divided in the device schematic diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order from the module division in the device or the order in the flowchart. The terms "first", "second", etc. in the description and claims of the present application and the above drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application, and are not intended to limit the present application.

[0038] With the development of larger and faster ships, medium and large ships face severe stability challenges (roll angle > 15°) due to cargo fluctuations and center of gravity changes. High-speed passenger ships, cruise ships, etc. have increasingly stringent requirements for comfort (roll angle ≤ 3° and low noise). Existing anti-rolling technologies such as anti-rolling fins, passive water tanks, and gyro anti-rolling devices generally have problems such as response lag (>500ms), high energy consumption (accounting for 5-8% of the total ship energy consumption), low-speed failure, and space occupation, and it is difficult to meet the requirements of full speed and multiple working conditions. Related technologies improve adaptability through multi-resistant anti-heeling pumps and ballast tanks, but there are problems such as relying on high-energy-consuming pumps (energy consumption ratio of 10-12%), ballast water transfer delay > 30 seconds, occupying more than 15% of the tank volume, and a sharp drop in efficiency at zero speed.

[0039] Based on this, the embodiment of the present application proposes a ship anti-rolling device, aiming to connect the left and right ballast tanks with intelligent valves and cooperate with deformable wing plates, which can automatically adjust the opening and closing state of the intelligent valves and the deformation of the deformable wing plates according to the real-time monitored roll angle, realize dynamic adaptation of the roll angle, can more effectively cope with different wave conditions, significantly reduce the impact of roll on the navigation stability, and improve the stability and safety of the ship.

[0040] Embodiment 1

[0041] Refer to Figure 1 and Figure 2 , Figure 1 is a side view of the first structure of the ship anti-rolling device provided by an embodiment of the present application. Figure 2It is a top view of the first structure of a ship anti-rolling device provided by an embodiment of the present application. The ship anti-rolling device includes a left ballast tank 110, a right ballast tank 120, a first sensor 130, a connecting water pipe 140, an intelligent valve 150, a deformable wing plate 160, and an intelligent control system 170. Among them, the left ballast tank 110 and the right ballast tank 120 are connected through the connecting water pipe 130, and the intelligent valve 150 is arranged on the connecting water pipe 130 to control the flow of fluid between the left ballast tank 110 and the right ballast tank 120. Specifically, by controlling the opening of the intelligent valve 150, the back-and-forth flow of fluid between the left ballast tank 110 and the right ballast tank 120 can be realized. For example, after the intelligent valve 150 is opened, the fluid in the left ballast tank 110 can flow into the right ballast tank 120, or the fluid in the right ballast tank 120 can flow into the left ballast tank 110. Thus, the automatic adjustment of the rolling angle can be achieved by controlling the opening and closing state of the intelligent valve 150. The deformable wing plate 160 is arranged outside the left ballast tank 110 or outside the right ballast tank 120. Among them, the shape of the deformable wing plate 160 can be changed, and by changing the degree of deformation of the deformable wing plate 160, reverse lift forces of different magnitudes can be generated accordingly. This reverse lift force forms a coupling damping with the fluid movement in the water tank. That is, by controlling the deformation of the deformable wing plate 160, the adaptive adjustment of the rolling angle can be further assisted, improving the stability and safety of the ship.

[0042] The first sensor 130 is connected to the intelligent control system 170. The first sensor 130 is used to monitor the rolling angle of the ship and upload it to the intelligent control system 170. The intelligent control system 170 is also connected to the intelligent valve 130 and the deformable wing plate 160. Thus, the intelligent control system 170 can control the opening and closing state of the intelligent valve 130 and the deformation of the deformable wing plate 160 according to the rolling angle of the ship monitored by the first sensor 130, so that the rolling angle of the ship is less than a preset angle. Specifically, when the rolling angle of the ship monitored by the first sensor 130 is greater than the preset angle, the intelligent control system 170 controls the intelligent valve to open, so that the fluid in the left ballast tank 110 and the right ballast tank 120 flows adaptively according to the rolling angle. At the same time, the intelligent control system 170 controls the deformable wing plate 160 to deform to generate a reverse lift force, so as to form a coupling damping with the fluid movement in the connected left ballast tank 110 and right ballast tank 120, making the rolling angle of the ship less than the preset angle.

[0043] Exemplarily, the preset angle is set to 5°, that is, the rolling angle of the ship needs to be controlled within a range less than 5°. When the intelligent control system 170 monitors that the rolling angle of the ship collected by the first sensor 130 exceeds 5°, the intelligent control system 170 can control the intelligent valve 150 to open to control the fluid in the left ballast tank 110 and the right ballast tank 120 to flow adaptively according to the rolling angle. At the same time, the intelligent control system 170 controls the deformable fin 160 to deform to generate a reverse lift force to form a coupling damping with the fluid motion in the left ballast tank 110 and the right ballast tank 120 until the intelligent control system 170 monitors that the rolling angle of the ship is less than 5°, and the intelligent control system 170 can control the intelligent valve 150 to close and control the deformable fin 160 to return to its original shape. That is, the intelligent control system 170 can control the rolling angle of the ship within a range less than 5° by controlling the intelligent valve 150 and the deformable fin 160.

[0044] In some embodiments, the first sensor 130 can be an acceleration sensor. The acceleration sensor calculates the rolling angle by measuring the acceleration of the ship in the horizontal direction and combining algorithms. Common types include MEMS acceleration sensors and electro-hydraulic acceleration sensors. The first sensor 130 can also be a gyroscope. The gyroscope can measure the rolling angular velocity and angle by using the gyroscopic effect and has the characteristics of high precision and high sensitivity. It is often used in combination with other sensors (such as a nine-axis accelerometer gyroscope). The first sensor 130 can also be an inclination sensor, which directly detects the ship's attitude and tilt angle and is mostly implemented by MEMS technology, such as a capacitive or piezoresistive sensor. The first sensor 130 can also be a combined attitude sensor such as a nine-axis accelerometer gyroscope (integrating an accelerometer, a gyroscope, and a magnetometer), which can improve the measurement accuracy of the rolling angle by integrating multi-dimensional data. The first sensor 130 can also be a nine-axis IMU sensor, which precisely measures the rolling angle of the ship by fusing the data of the gyroscope, accelerometer, and magnetometer and combining algorithm processing.

[0045] Referring to Figure 1 and Figure 2 , there are multiple first sensors 130, and the multiple first sensors 130 are arranged in an array on the ship. For example, the multiple first sensors 130 can be equidistantly arranged below the connecting water pipe 140 along the length direction of the connecting water pipe. The multiple first sensors 130 are all connected to the intelligent control system 170. Correspondingly, the intelligent control system 170 is also used to calculate the rolling angle of the ship according to the data collected by the multiple first sensors 130.

[0046] Taking the first sensor 130 as a nine-axis IMU sensor as an example, the nine-axis IMU sensor array is distributed below the connected water pipe 140. For example, the array distribution points can be set to 64. The specific implementation process of the nine-axis IMU sensor for monitoring the roll angle of the ship is as follows:

[0047] The gyroscope is used to measure the angular velocity. For example, a three-axis gyroscope can be used to measure the angular velocity around the X-axis (roll axis) in real time. The change in the roll angle can be obtained by integrating the angular velocity. The accelerometer is used to measure the gravity component. For example, a three-axis accelerometer can calculate the roll angle through the component of the gravitational acceleration on the X-axis under static or quasi-static conditions. The magnetometer measures the direction of the earth's magnetic field to assist in correcting the dynamic error of the accelerometer, especially providing a heading reference when the ship is moving to avoid the cumulative deviation in the calculation of the roll angle. Then, the extended Kalman filter (EKF) or complementary filter algorithm is adopted to dynamically weight the high-frequency response characteristics of the gyroscope and the low-frequency stability of the accelerometer / magnetometer to suppress the drift error. Thus, the roll angle of the ship can be monitored.

[0048] In some embodiments, the intelligent valve 150 includes a piezoelectric ceramic actuator and a valve core. The piezoelectric ceramic actuator is electrically connected to the intelligent control system 170. The piezoelectric ceramic actuator is used to control the movement of the valve core based on the control instruction of the intelligent control system 170 to control the opening state of the intelligent valve 150. In the embodiments of the present application, the piezoelectric ceramic actuator is electrically connected to the intelligent control system 170 and can receive the control instruction (such as an electrical signal) sent by the intelligent control system 170. When an external electric field (electrical signal) acts on the piezoelectric ceramic material, mechanical deformation occurs inside the material, and the opening and closing action of the valve is driven through the deformation displacement. For example, the piezoelectric ceramic sheet bends or expands under the electric field and directly pushes the valve core to move, changing the state of the fluid passage. That is, in the embodiments of the present application, the intelligent valve 150 adopts a piezoelectric ceramic valve. Without traditional mechanical transmission devices such as gears or levers, the power is transmitted through the direct deformation of the piezoelectric ceramic material, which can simplify the valve structure. The deformation response time of the piezoelectric ceramic material can reach the microsecond level, enabling the intelligent valve 150 to achieve rapid opening and closing. The piezoelectric ceramic valve consumes energy when the electric field changes and does not require continuous power supply for static holding, with low energy consumption. Moreover, the deformation of the piezoelectric ceramic sheet has a linear relationship with the input voltage, and the opening degree of the intelligent valve 150 can be accurately controlled by adjusting the electric field strength, with a very small error range.

[0049] In some embodiments, the deformable flap 160 may be made of carbon fiber reinforced polymer composite (CFRP). The density of CFRP is only 1 / 4 of that of steel, but its specific strength is close to that of steel, and its specific modulus can be more than 4 times that of steel. By replacing traditional metal materials, the weight of the deformable flap 160 can be reduced by 20%-30%, reducing the driving energy consumption and improving the response speed. CFRP has a high elastic modulus and can maintain structural integrity during repeated deformation. Its fatigue resistance is better than that of aluminum alloy and can withstand millions of deformation cycles without failure. That is, by using carbon fiber reinforced polymer composite (CFRP) for the deformable flap 160, the control response speed can be improved, and real-time deformation adjustment with higher precision can be achieved. The corrosion resistance of CFRP can also make it suitable for marine environments and have a longer service life than metal flaps.

[0050] In some embodiments, the adjustable range of the curvature of the deformable flap 160 is ±15 degrees. The curvature adjustment of ±15° can quickly change the pressure distribution of the fluid on the surface of the deformable flap 160 within the roll period, generating a lift force opposite to the rolling direction of the ship (for example, when the ship tilts to the right, the left deformable flap increases its curvature to generate a rightward lift force), directly offsetting the rolling moment, and the reduction amplitude of the roll angle can reach 50%-70%. The curvature adjustment range of ±15° can cope with fluid impacts from low sea conditions (wave height below 1 m) to extreme sea conditions (wave height above 6 m), and balance the anti-rolling efficiency and structural strength through graded curvature adjustment. For example: fine-tune the curvature (±5°) in small waves to reduce energy consumption, and fully adjust the curvature (±15°) in large waves to provide the maximum anti-overturning moment.

[0051] Embodiment 2

[0052] Refer to Figure 3 and Figure 4 , Figure 3 is a side view of the second structure of the ship anti-rolling device provided in an embodiment of the present application. Figure 4It is a top view of the second structure of the ship anti-rolling device provided by an embodiment of the present application. The ship anti-rolling device includes a left ballast tank 110, a right ballast tank 120, a first sensor 130, a connecting water pipe 140, an intelligent valve 150, a first deformable wing plate 161, a second deformable wing plate 162, and an intelligent control system 170. Among them, the left ballast tank 110 and the right ballast tank 120 are connected through the connecting water pipe 130, and the intelligent valve 150 is arranged on the connecting water pipe 130 to control the flow of fluid between the left ballast tank 110 and the right ballast tank 120. Specifically, by controlling the opening of the intelligent valve 150, the back-and-forth flow of fluid between the left ballast tank 110 and the right ballast tank 120 can be realized. For example, after the intelligent valve 150 is opened, the fluid in the left ballast tank 110 can flow into the right ballast tank 120, or the fluid in the right ballast tank 120 can flow into the left ballast tank 110. Thus, the automatic adjustment of the rolling angle can be achieved by controlling the opening and closing state of the intelligent valve 150. The first deformable wing plate 161 is arranged on the outside of the left ballast tank 110, and the second deformable wing plate 162 is arranged on the outside of the right ballast tank 120. Among them, the shapes of the first deformable wing plate 161 and the second deformable wing plate 162 are variable. By changing the deformation degree of the first deformable wing plate 161 and / or the second deformable wing plate 162, different sizes of reverse lift forces can be generated accordingly. This reverse lift force forms a coupling damping with the fluid movement in the water tank. That is, by controlling the deformation of the first deformable wing plate 161 and the second deformable wing plate 162, the adaptive adjustment of the rolling angle can be further assisted, improving the stability and safety of the ship.

[0053] In the embodiment of the present application, by arranging the first deformable wing plate 161 on the outside of the left ballast tank 110 and the second deformable wing plate 162 on the outside of the right ballast tank 120, the first deformable wing plate 161 and the second deformable wing plate 162 can independently adjust the curvature (for example, when tilting to the left, the curvature of the second deformable wing plate 162 on the right side increases by +15°, and the first deformable wing plate 161 on the left side remains or is slightly adjusted), generating an asymmetric lift force to directly offset the hull rolling moment. The rolling angle suppression efficiency can be increased by 20%-40%, which is especially suitable for sudden rolling (such as side wind or wave impact). At the same time, if one side of the deformable wing plate fails (such as drive failure or structural damage), the other side can still provide emergency anti-rolling ability through extreme curvature adjustment (±15°) to ensure the minimum stability requirements of the ship. By alternately bearing the main moment by the left and right deformable wing plates (such as in the case of single-sided waves during long voyages), the fatigue stress of the material can be dispersed, and the service life can be increased by 30%-50% compared with the setting of a single-sided deformable wing plate.

[0054] Embodiment III

[0055] Refer to Figure 5 and Figure 6 , Figure 5It is a side view of the third structure of the ship roll reduction device provided by an embodiment of the present application. Figure 6 It is a top view of the third structure of the ship roll reduction device provided by an embodiment of the present application. The ship roll reduction device includes a left ballast tank 110, a right ballast tank 120, a first sensor 130, a connecting water pipe 140, an intelligent valve 150, a first deformable wing plate 161, a second deformable wing plate 162, an intelligent control system 170, and an energy recovery device 180. Among them, the left ballast tank 110 and the right ballast tank 120 are connected through the connecting water pipe 130, and the intelligent valve 150 is arranged on the connecting water pipe 130 to control the flow of fluid between the left ballast tank 110 and the right ballast tank 120. Specifically, by controlling the opening of the intelligent valve 150, the back-and-forth flow of fluid between the left ballast tank 110 and the right ballast tank 120 can be realized. For example, after the intelligent valve 150 is opened, the fluid in the left ballast tank 110 can flow into the right ballast tank 120, or the fluid in the right ballast tank 120 can flow into the left ballast tank 110. Thus, the automatic adjustment of the rolling angle can be achieved by controlling the opening and closing state of the intelligent valve 150. The first deformable wing plate 161 is arranged outside the left ballast tank 110, and the second deformable wing plate 162 is arranged outside the right ballast tank 120. Among them, the shapes of the first deformable wing plate 161 and the second deformable wing plate 162 are variable. By changing the deformation degree of the first deformable wing plate 161 and / or the second deformable wing plate 162, different magnitudes of reverse lift forces can be generated accordingly. This reverse lift force forms a coupled damping with the fluid motion in the water tank. That is, by controlling the deformation of the first deformable wing plate 161 and the second deformable wing plate 162, the adaptive adjustment of the rolling angle can be further assisted, improving the stability and safety of the ship.

[0056] The energy recovery device 180 is used to convert the fluid kinetic energy into electric energy and store it. Specifically, the energy recovery device 180 can capture the fluid kinetic energy when the fluid flows between the left ballast tank 110 and the right ballast tank, convert it into electric energy, and then store it.

[0057] In some embodiments, referring to Figure 5 and Figure 6, the energy recovery device 180 includes a turbo generator 181 and a supercapacitor energy storage system 182. The turbo generator 181 is electrically connected to the supercapacitor energy storage system 182. Among them, the turbo generator 181 is arranged in the connecting water pipe 140 and is used to convert fluid kinetic energy into electrical energy. The supercapacitor energy storage system 182 is used to store the electrical energy converted by the turbo generator 181. Specifically, the turbo generator 181 can be integrated into the flow channel between the left ballast tank 110 and the right ballast tank 120 (i.e., inside the connecting water pipe 140). The water flow in the flow channel (such as the water flow flowing from the left ballast tank 110 to the right ballast tank 120) impacts the turbine blades, driving the turbine to rotate. The turbine shaft is connected to the generator rotor through a coupling or a gearbox, transmitting the rotational mechanical energy to the generator. The generator rotor cuts the magnetic field of the stator winding, generating alternating current (electrical energy) through electromagnetic induction. The electrical energy can be stored in the supercapacitor energy storage system 182 for use by ship equipment. For example, the supercapacitor energy storage system 182 is electrically connected to the intelligent control system 170 to supply power to the intelligent control system 170, realizing the self-sufficiency of the electrical energy supply of the entire anti-rolling device.

[0058] It should be noted that both the turbo generator 181 and the supercapacitor energy storage system 182 in the embodiments of the present application are connected to the intelligent control system 170. When the intelligent control system 170 controls the intelligent valve 150 to open, it simultaneously controls the turbo generator 181 to start working; when the intelligent control system 170 controls the intelligent valve to close, it simultaneously controls the turbo generator 181 to stop working. The electrical energy stored in the supercapacitor energy storage system 182 can be used to supply power to the intelligent control system 170 so that the intelligent control system 170 can work normally.

[0059] In the embodiments of the present application, by setting the energy recovery device 180, the originally wasted kinetic energy and fluid energy can be converted into available electric power, significantly improving the energy utilization efficiency and reducing the environmental impact. Among them, the cycle life of the supercapacitor energy storage system 182 exceeds 100,000 times, ensuring the long-term stable operation of the system.

[0060] Embodiment Four

[0061] Refer to Figure 7 and Figure 8 , Figure 7 is a side view of the fourth structure of the ship anti-rolling device provided by an embodiment of the present application. Figure 8It is a top view of the fourth structure of the ship anti-rolling device provided by an embodiment of the present application. The ship anti-rolling device includes a left ballast tank 110, a right ballast tank 120, a first sensor 130, a connecting water pipe 140, an intelligent valve 150, a first deformable wing plate 161, a second deformable wing plate 162, an intelligent control system 170, an energy recovery device 180, and a lidar 190. Among them, the left ballast tank 110 and the right ballast tank 120 are connected through the connecting water pipe 130, and the intelligent valve 150 is arranged on the connecting water pipe 130 to control the flow of fluid between the left ballast tank 110 and the right ballast tank 120. Specifically, by controlling the opening of the intelligent valve 150, the back-and-forth flow of fluid between the left ballast tank 110 and the right ballast tank 120 can be realized. For example, after the intelligent valve 150 is opened, the fluid in the left ballast tank 110 can flow into the right ballast tank 120, or the fluid in the right ballast tank 120 can flow into the left ballast tank 110. Thus, the automatic adjustment of the roll angle can be achieved by controlling the opening and closing state of the intelligent valve 150. The first deformable wing plate 161 is arranged outside the left ballast tank 110, and the second deformable wing plate 162 is arranged outside the right ballast tank 120. Among them, the shapes of the first deformable wing plate 161 and the second deformable wing plate 162 are variable. By changing the deformation degree of the first deformable wing plate 161 and / or the second deformable wing plate 162, different magnitudes of reverse lift forces can be generated accordingly. This reverse lift force forms a coupling damping with the fluid motion in the water tank. That is, by controlling the deformation of the first deformable wing plate 161 and the second deformable wing plate 162, the adaptive adjustment of the roll angle can be further assisted, improving the stability and safety of the ship.

[0062] The energy recovery device 180 is used to convert fluid kinetic energy into electric energy and store it. Specifically, the energy recovery device 180 can capture the fluid kinetic energy and convert it into electric energy for storage when the fluid flows between the left ballast tank 110 and the right ballast tank. The energy recovery device 180 includes a turbo generator 181 and a supercapacitor energy storage system 182, and the turbo generator 181 is electrically connected to the supercapacitor energy storage system 182. Among them, the turbo generator 181 is arranged in the connecting water pipe 140 and is used to convert fluid kinetic energy into electric energy. The supercapacitor energy storage system 182 is used to store the electric energy converted by the turbo generator 181.

[0063] The lidar 190 is installed on the ship and is used to collect wave data. The lidar 190 is connected to the intelligent control system 170. Correspondingly, the intelligent control system 170 includes a digital twin model and a pre-trained wave prediction model. Among them, the digital twin model is used to calculate the roll damping parameters through real-time dynamic simulation of virtual-real interaction. The pre-trained wave prediction model is used to process the wave data collected by the lidar 190 and the roll damping parameters to predict the wave spectrum at a future set time.

[0064] Correspondingly, the intelligent control system 170 is configured to control the opening degree of the intelligent valve 150 and the deformation of the first deformable vane 161 and / or the second deformable vane 162 according to the roll angle of the ship monitored by the first sensor 130 and the prediction result of the wave prediction model, so that the roll angle of the ship is maintained less than a preset angle.

[0065] In the embodiment of the present application, the detection distance of the lidar 190 can reach 500 meters, and the resolution is 0.1 meter, which can accurately sense the change of waves, that is, accurate wave data can be collected. The pre-trained wave prediction model can predict the wave spectrum at a future set time by processing the wave data and roll damping parameters collected by the lidar 190, such as the wave spectrum in the next 5 seconds can be predicted. In this way, the intelligent control system 170 can control the opening degree of the intelligent valve 150 and the deformation of the first deformable vane 161 and / or the second deformable vane 162 based on the prediction result and the current roll angle of the ship, so that the roll angle of the ship can be continuously maintained within a range less than the preset angle, predictive roll reduction can be achieved, the influence of roll on the navigation stability can be significantly reduced, and thus the stability and safety of the overall system can be improved. And it can quickly make adjustments in a complex wave environment, improve the adaptability of the ship to external environmental changes, and ensure stability under severe fluctuations.

[0066] Among them, the wave prediction model can adopt a long short-term memory network model. A large amount of wave data collected by the lidar 190 in history and the corresponding roll damping parameters are constructed into a training data set, and the wave prediction model is trained and verified to obtain a trained wave prediction model.

[0067] In the embodiment of the present application, the wave spectrum at a future set time is predicted by the wave prediction model, so that the intelligent control system 170 can control the opening degree of the intelligent valve 150 and the deformation of the first deformable vane 161 and / or the second deformable vane 162 in advance based on the prediction result and the current roll angle. When the roll angle has not exceeded the preset angle but will exceed the preset angle within the future set time, roll reduction control can be performed in advance, so that the roll angle of the ship can be continuously maintained below the preset angle. Compared with the solution that the roll reduction control is performed only when the monitored roll angle exceeds the preset angle, this solution can prevent problems before they occur and significantly improve the stability of the ship.

[0068] The preferred embodiments of the embodiments of the present application have been described above with reference to the accompanying drawings. This does not limit the scope of the rights of the embodiments of the present application. Any modification, equivalent replacement, and improvement made by those skilled in the art without departing from the scope and essence of the embodiments of the present application shall be within the scope of the rights of the embodiments of the present application.

Claims

1. A ship roll reduction device, characterized in that, It includes a left ballast tank, a right ballast tank, a first sensor, a connecting water pipe, an intelligent valve, a deformable wing plate and an intelligent control system; The left ballast tank and the right ballast tank are connected through the connecting water pipe, and the intelligent valve is arranged on the connecting water pipe to control the flow of fluid between the left ballast tank and the right ballast tank; The deformable wing plate is arranged outside the left ballast tank or outside the right ballast tank; The first sensor is used to monitor the roll angle of the ship; The intelligent control system is electrically connected to the first sensor, the intelligent valve and the deformable wing plate. The intelligent control system is used to control the opening and closing state of the intelligent valve and the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor, so that the roll angle of the ship is less than a preset angle.

2. The device according to claim 1, characterized in that, The intelligent control system controls the opening and closing state of the intelligent valve and the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor, so that the roll angle of the ship is less than a preset angle, including: When the roll angle of the ship monitored by the first sensor is greater than the preset angle, control the intelligent valve to open, so that the fluid in the left ballast tank and the right ballast tank flows adaptively according to the roll angle; Control the deformable wing plate to deform to generate a reverse lift force, so as to form a coupling damping with the fluid movement in the connected left ballast tank and right ballast tank until the roll angle of the ship is less than the preset angle.

3. The device according to claim 1 or 2, characterized in that, The deformable wing plate includes a first deformable wing plate and a second deformable wing plate. The first deformable wing plate is arranged outside the left ballast tank, and the second deformable wing plate is arranged outside the right ballast tank.

4. The device according to claim 1, wherein, The deformable wing plate is made of carbon fiber reinforced polymer composite material.

5. The device according to claim 1, characterized in that, The adjustable range of the curvature of the deformable wing plate is ±15 degrees.

6. The device according to claim 1, wherein The device further includes an energy recovery device, and the energy recovery device is used to convert fluid kinetic energy into electric energy and store it.

7. The device according to claim 6, characterized in that, The energy recovery device includes a turbo generator and a supercapacitor energy storage system, and the turbo generator is electrically connected to the supercapacitor energy storage system; The turbo generator is arranged on the connecting water pipe, and the turbo generator is used to convert fluid kinetic energy into electric energy; The supercapacitor energy storage system is used to store the electric energy converted by the turbo generator.

8. The device according to claim 1, characterized in that, The device further includes a lidar, which is installed on the ship to collect wave data. The lidar is connected to the intelligent control system. Correspondingly, the intelligent control system includes a digital twin model and a pre-trained wave prediction model. The digital twin model is used to calculate the roll damping parameter through real-time dynamic simulation of virtual-real interaction. The pre-trained wave prediction model is used to process the wave data collected by the lidar and the roll damping parameter to predict the wave spectrum at a future set time; The intelligent control system is further used for: Control the opening degree of the intelligent valve and the deformation of the deformable wing plate according to the roll angle of the ship monitored by the first sensor and the prediction result of the wave prediction model, so that the roll angle of the ship is maintained less than the preset angle.

9. The device according to claim 1, wherein The intelligent valve includes a piezoelectric ceramic driver and a valve core. The piezoelectric ceramic driver is electrically connected to the intelligent control system. The piezoelectric ceramic driver is used to control the movement of the valve core based on the control instruction of the intelligent control system to control the opening state of the intelligent valve.

10. The device according to claim 1, characterized in that, There are multiple first sensors. The multiple first sensors are distributed on the ship in an array. The multiple first sensors are all connected to the intelligent control system. Correspondingly, the intelligent control system is also used to calculate the roll angle of the ship according to the data collected by the multiple first sensors.

Images