Icebreaker and floating state control method thereof

Abstract

The invention relates to the technical field of ships, in particular to an icebreaker and a floating state control method thereof. The icebreaker comprises a hull and two floating state adjusting systems, each floating state adjusting system comprises a sliding rail, a balancing weight and a driving part, the balancing weights are arranged on the sliding rails in a sliding mode, and the driving parts are in transmission connection with the balancing weights so as to drive the balancing weights to slide along the sliding rails. The sliding rail of one floating state adjusting system is arranged on the ship body in the length direction of the ship body so that the position of the corresponding balancing weight can be adjusted in the length direction of the ship body. The sliding rail of the other floating state adjusting system is arranged on the ship body in the width direction of the ship body so that the position of the corresponding balancing weight can be adjusted in the width direction of the ship body. According to the icebreaker floating state control method, the longitudinal floating state of the icebreaker body is adjusted through the longitudinal floating state adjusting mode, and the transverse floating state of the icebreaker body is adjusted through the transverse floating state adjusting mode so as to adapt to different ice area environments, so that the navigation energy consumption of the icebreaker is reduced, and the icebreaking efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of ship technology, and in particular to an icebreaker and its buoyancy control method. Background Technology

[0002] With the rapid development and utilization of ice-covered shipping routes, especially the Arctic shipping routes, specialized icebreakers are now often required to clear the way for navigation in the Arctic. Icebreakers employ high-powered propulsion systems, utilizing their own hull shape and propulsive inertia to achieve continuous or ramming icebreaking. Icebreaking involves physically compressing the ice layer to break it up and disperse the ice fragments in front.

[0003] Icebreakers are easily affected by the ice environment when navigating in ice-covered areas. For example, changes in ice thickness and the "squeezing" of the sides of the hull by wind and currents increase the drag, leading to increased energy consumption and decreased icebreaking efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide an icebreaker and its floating control method to reduce the navigation energy consumption of the icebreaker and improve icebreaking efficiency.

[0005] To achieve this objective, the technical solution adopted by the present invention is as follows:

[0006] An icebreaker includes a hull and two buoyancy control systems. Each buoyancy control system includes a slide rail, a counterweight, and a drive component. The counterweight is slidably disposed on the slide rail, and the drive component is throttle-connected to the counterweight to drive the counterweight to slide along the slide rail.

[0007] One of the buoyancy adjustment systems has a slide rail disposed along the length of the hull, so that the position of the corresponding counterweight is adjustable along the length of the hull; the other buoyancy adjustment system has a slide rail disposed along the width of the hull, so that the position of the corresponding counterweight is adjustable along the width of the hull.

[0008] As an optional solution, the slide rail includes a vertical part and a horizontal part connected in a T-shape, the horizontal part is located at the top of the vertical part, and the counterweight block is provided with a corresponding T-shaped groove adapted to the slide rail.

[0009] As an optional solution, the counterweight includes a top plate, two side plates and two bottom plates. The side plates extend downward from opposite sides of the top plate, and the bottom plates are located at the ends of the side plates away from the top plate to form the T-shaped groove. The horizontal part is located between the top plate and the bottom plates, and the vertical part is located between the two bottom plates.

[0010] As an optional solution, a first magnet is provided at the top of the horizontal part, and a second magnet is provided on the inner top wall of the top plate. The first magnet and the second magnet are arranged facing each other, and the opposite ends of the first magnet and the second magnet have the same polarity, so that the two counterweights are magnetically levitated on the corresponding slide rails respectively.

[0011] As an optional solution, the top of the horizontal part is provided with a first mounting groove, the first magnet is limited and installed in the first mounting groove, and the inner top wall of the top plate is provided with a second mounting groove, the second magnet is limited and installed in the second mounting groove.

[0012] As an optional solution, the driving component includes a linear motor, which includes an electromagnetic stator and a permanent magnet mover. The electromagnetic stator includes multiple stator units, and the horizontal portion is equipped with multiple stator units at intervals along the length direction of the slide rail. The permanent magnet mover is mounted on the base plate and is positioned opposite to and at intervals from the electromagnetic stator. The permanent magnet mover is configured to drive the counterweight block to reciprocate along the corresponding slide rail under the drive of the electromagnetic stator.

[0013] As an alternative, both of the slide rails are circular arc tracks, one of which is parallel to the longitudinal section line of the hull, and the other is parallel to the transverse section line of the hull.

[0014] As an optional solution, both of the slide rails are straight tracks, with one of the straight tracks arranged along the length of the hull and the other straight track arranged along the width of the hull.

[0015] An icebreaker buoyancy control method is used to adjust the buoyancy of the aforementioned icebreaker, the icebreaker buoyancy control method including a longitudinal buoyancy adjustment mode and a lateral buoyancy adjustment mode;

[0016] In the longitudinal floating adjustment mode, when the bow angle of the hull increases, the driving member drives the counterweight block on the slide rail arranged along the length direction of the hull to move toward the bow of the hull; when the bow angle of the hull decreases, the driving member drives the counterweight block on the slide rail arranged along the length direction of the hull to move toward the stern of the hull.

[0017] In the lateral buoyancy adjustment mode, when the hull tilts to the left, the drive unit drives the counterweight block on the slide rail arranged along the width direction of the hull to move toward the left side of the hull; when the hull tilts to the right, the drive unit drives the counterweight block on the slide rail arranged along the width direction of the hull to move toward the right side of the hull.

[0018] As an optional solution, the icebreaker floating control method also includes an escape mode;

[0019] In the escape mode, the drive unit drives the counterweight block on the slide rail, which is arranged along the width direction of the hull, to reciprocate along the slide rail.

[0020] The beneficial effects of this invention are as follows:

[0021] The icebreaker proposed in this invention includes a hull and two buoyancy adjustment systems. One buoyancy adjustment system has a slide rail positioned along the length of the hull, allowing the corresponding counterweight to be adjusted along the length of the hull, thereby changing the center of gravity of the hull along its length to adjust the longitudinal buoyancy. The other buoyancy adjustment system has a slide rail positioned along the width of the hull, allowing the corresponding counterweight to be adjusted along the width of the hull, thereby changing the center of gravity of the hull along its width to adjust the lateral buoyancy. By using these two buoyancy adjustment systems to regulate the longitudinal and lateral buoyancy of the hull respectively, the icebreaker can adapt to different ice-covered environments, thereby reducing the icebreaker's energy consumption and improving icebreaking efficiency.

[0022] The icebreaker buoyancy control method proposed in this invention adjusts the longitudinal buoyancy of the hull through a longitudinal buoyancy adjustment mode and the lateral buoyancy of the hull through a lateral buoyancy adjustment mode to adapt to different ice environments, thereby reducing the icebreaker's navigation energy consumption and improving icebreaking efficiency. Attached Figure Description

[0023] Figure 1 This is a sectional view of the hull provided in an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the structure of the laterally arranged floating state adjustment system provided in an embodiment of the present invention;

[0025] Figure 3 This is a longitudinal cross-sectional view of the slide rail and counterweight provided in an embodiment of the present invention.

[0026] The component names and labels in the diagram are as follows:

[0027] 10. Hull; 20. Propulsion unit;

[0028] 1. Slide rail; 11. Vertical part; 12. Horizontal part; 121. First mounting slot; 2. Counterweight block; 21. Top plate; 211. Second mounting slot; 22. Side plate; 23. Bottom plate; 24. T-slot; 3. First magnet; 4. Second magnet; 5. Electromagnetic stator; 6. Permanent magnet mover. Detailed Implementation

[0029] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0030] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0032] In the description of this embodiment, the terms "upper," "lower," "right," and "left," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0033] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0034] Example 1

[0035] Icebreakers are easily affected by the ice environment when navigating in ice-covered areas. For example, changes in ice thickness and the "squeezing" of the sides of the hull by wind and currents increase the drag, leading to increased energy consumption and decreased icebreaking efficiency.

[0036] To solve the above problems, such as Figure 1and Figure 2 As shown in the figure, this embodiment proposes an icebreaker, which includes a hull 10 and two buoyancy adjustment systems. Each buoyancy adjustment system includes a slide rail 1, a counterweight 2, and a driving component. The counterweight 2 is slidably disposed on the slide rail 1, and the driving component is convexly connected to the counterweight 2 to drive the counterweight 2 to slide along the slide rail 1. The slide rail 1 of one buoyancy adjustment system is disposed on the hull 10 along the length direction (forward and backward direction in the figure), so that the position of the corresponding counterweight 2 along the length direction of the hull 10 is adjustable. The slide rail 1 of the other buoyancy adjustment system is disposed on the hull 10 along the width direction (left and right direction in the figure), so that the position of the corresponding counterweight 2 along the width direction of the hull 10 is adjustable.

[0037] In this embodiment, one buoyancy adjustment system has a slide rail 1 positioned along the length of the hull 10, allowing the corresponding counterweight 2 to be adjusted along the length of the hull 10, thereby changing the center of gravity of the hull 10 along its length to adjust its longitudinal buoyancy. The other buoyancy adjustment system has a slide rail 1 positioned along the width of the hull 10, allowing the corresponding counterweight 2 to be adjusted along the width of the hull 10, thereby changing the center of gravity of the hull 10 along its width to adjust its lateral buoyancy. The icebreaker uses these two buoyancy adjustment systems to adjust the longitudinal and lateral buoyancy of the hull 10 respectively, adapting to different ice environments, thereby reducing the icebreaker's energy consumption and improving its icebreaking efficiency.

[0038] like Figure 1 and Figure 2 As shown, both slide rails 1 are circular arc tracks. One circular arc track is parallel to the longitudinal section line of the hull 10, and the other circular arc track is parallel to the transverse section line of the hull 10. The two slide rails 1 are arranged along the longitudinal and transverse directions of the hull 10, respectively. The longitudinally arranged circular arc track is approximately parallel to the longitudinal section line of the hull 10, and its two ends extend to the bow and stern of the hull 10, respectively, to increase the positional adjustment range of the counterweight 2 in the length direction of the hull 10. The transversely arranged circular arc track is approximately parallel to the transverse section line of the hull 10, and its two ends extend to the port and starboard sides of the hull 10, respectively, to increase the positional adjustment range of the counterweight 2 in the width direction of the hull 10. On the other hand, by setting the two slide rails 1 as circular arc tracks, the counterweight 2 can convert its potential energy into kinetic energy when it moves along the corresponding slide rail 1 toward the middle position of the hull 10, thereby increasing the sliding speed of the counterweight 2, which is beneficial to reducing energy consumption and realizing the rapid response change of the center of gravity of the hull 10, thus improving the floating state adjustment efficiency of the hull 10.

[0039] In other alternative embodiments, both slide rails 1 can also be straight tracks, with one straight track arranged along the length of the hull 10 and the other straight track arranged along the width of the hull 10. The two slide rails 1 are arranged longitudinally and laterally on the deck of the hull 10 respectively and do not intersect, which makes the structure of the two slide rails 1 simple, easy to process and produce, and reduces costs.

[0040] It should be noted that the two floating control systems are basically the same in structure, with the main difference being only in the arrangement direction and length of the slide rail 1. Figure 2 As shown, this floating state control system is a lateral floating state control system. The following detailed explanation will take the lateral floating state control system as an example.

[0041] like Figure 3 As shown, the slide rail 1 includes a vertical part 11 and a horizontal part 12 connected in a T-shape. The horizontal part 12 is located at the top of the vertical part 11. A T-shaped groove 24 adapted to the slide rail 1 is correspondingly provided in the counterweight block 2. The T-shaped groove 24 in the counterweight block 2 and its adaptation to the T-shaped slide rail 1 guides and limits the slide rail 1, improving the stability of the counterweight block 2 when sliding along the slide rail 1. In this embodiment, the counterweight block 2 includes a top plate 21, two side plates 22, and two bottom plates 23. Side plates 22 extend downward from opposite sides of the top plate 21, and the bottom plate 23 is located at the end of the side plate 22 away from the top plate 21, forming the T-shaped groove 24. The horizontal part 12 is located between the top plate 21 and the bottom plate 23, and the vertical part 11 is located between the two bottom plates 23.

[0042] like Figure 3 As shown, a first magnet 3 is provided at the top of the horizontal section 12, and a second magnet 4 is provided on the inner top wall of the top plate 21. The first magnet 3 and the second magnet 4 are arranged opposite each other, and the opposite ends of the first magnet 3 and the second magnet 4 have the same polarity, so that the two counterweights 2 are magnetically levitated on the corresponding slide rails 1 respectively. Specifically, the first magnet 3 and the second magnet 4 can both be permanent magnets. The first magnet 3 of the slide rail 1 and the second magnet 4 of the corresponding counterweight 2 have the same polarity, so that the slide rail 1 and the counterweight 2 repel each other, thereby realizing the magnetic levitation of the counterweight 2 on the slide rail 1. This prevents contact friction when the counterweight 2 slides along the slide rail 1, which helps to reduce the energy consumption of the driving component and increase the sliding speed of the counterweight 2, realizing the rapid response change of the center of gravity of the hull 10, thereby improving the floating state adjustment efficiency of the hull 10. It should be noted that since magnetic levitation is an existing technology, the selection and arrangement structure of the first magnet 3 and the second magnet 4 can be flexibly adjusted according to the actual working conditions, and no specific limitation is made here.

[0043] Specifically, a first mounting groove 121 is provided at the top of the horizontal part 12, and the first magnet 3 is limited and installed in the first mounting groove 121. A second mounting groove 211 is provided on the inner top wall of the top plate 21, and the second magnet 4 is limited and installed in the second mounting groove 211. Through the above arrangement, the two magnets are respectively embedded and installed in the corresponding mounting grooves, realizing the limited installation of the first magnet 3 and the second magnet 4, and improving the stability of the installation of the first magnet 3 and the second magnet 4. Furthermore, when the two magnets are respectively installed in the corresponding mounting grooves, the exposed surface of the first magnet 3 in the first mounting groove 121 is coplanar with the top of the horizontal part 12, and the exposed surface of the second magnet 4 in the second mounting groove 211 is coplanar with the inner top wall of the top plate 21, avoiding affecting the magnetic levitation distance between the slide rail 1 and the counterweight 2.

[0044] like Figure 3 As shown, the driving component includes a linear motor, which comprises an electromagnetic stator 5 and a permanent magnet mover 6. The electromagnetic stator 5 includes multiple stator units, and multiple stator units are spaced apart along the length of the slide rail 1 on the horizontal part 12. The permanent magnet mover 6 is mounted on the base plate 23, facing the electromagnetic stator 5 and spaced apart. The permanent magnet mover 6 is configured to drive the counterweight 2 to reciprocate along the corresponding slide rail 1 under the drive of the electromagnetic stator 5. By driving the counterweight 2 to slide along the corresponding slide rail 1 with the linear motor, the intermediate transmission mechanism between the driving component and the counterweight 2 is eliminated, avoiding mechanical friction, backlash, and elastic deformation. This improves the system rigidity and response speed, resulting in higher transmission efficiency from the driving component to the counterweight 2 and reduced energy consumption of the driving component.

[0045] It should be noted that the stator unit described above is an electromagnetic coil array, and the permanent magnet mover 6 is a permanent magnet mounted on the counterweight 2. The linear motor generates a traveling wave magnetic field in the coils of the stator unit using three-phase alternating current. This magnetic field interacts with the permanent magnet of the permanent magnet mover 6 to generate a Lorentz force, thereby driving the counterweight 2 to slide on the corresponding slide rail 1. The drive unit also includes a position sensor (such as an encoder or Hall effect sensor) and a controller. The controller adjusts the current phase based on the position feedback output from the position sensor, controls the speed of the counterweight 2 by changing the magnetic field's movement speed, and adjusts the driving force by adjusting the magnetic field strength. Since the linear motor, position sensor, and controller in the drive unit are all existing technologies, the structure and working principle of each component in the drive unit will not be described in detail.

[0046] Example 2

[0047] This embodiment proposes a buoyancy control method for icebreakers, which is used to adjust the buoyancy of the icebreaker in Embodiment 1. The icebreaker buoyancy control method includes a longitudinal buoyancy adjustment mode and a lateral buoyancy adjustment mode.

[0048] In the longitudinal floating adjustment mode, when the bow inclination angle of the hull 10 increases, the drive unit drives the counterweight 2 on the slide rail 1 arranged along the length direction of the hull 10 to move toward the bow of the hull 10; when the bow inclination angle of the hull 10 decreases, the drive unit drives the counterweight 2 on the slide rail 1 arranged along the length direction of the hull 10 to move toward the stern of the hull 10.

[0049] In the lateral floating adjustment mode, when the hull 10 tilts to the left, the drive unit drives the counterweight 2 on the slide rail 1 set along the width direction of the hull 10 to move towards the left side of the hull 10; when the hull 10 tilts to the right, the drive unit drives the counterweight 2 on the slide rail 1 set along the width direction of the hull 10 to move towards the right side of the hull 10.

[0050] When the icebreaker is navigating in ice-covered areas, the longitudinal buoyancy of the hull 10 is adjusted through a longitudinal buoyancy adjustment mode and the lateral buoyancy of the hull 10 is adjusted through a lateral buoyancy adjustment mode according to the actual navigation conditions of the hull 10, so as to adapt to different ice-covered environments, thereby reducing the navigation energy consumption of the icebreaker and improving icebreaking efficiency.

[0051] When the icebreaker approaches layered ice or an ice ridge, the ice load on the hull 10 increases relatively, the power of the propeller 20 increases, and the speed of the hull 10 decreases. At this time, the longitudinal buoyancy adjustment system is adjusted to change the longitudinal buoyancy of the hull 10. Specifically, the counterweight 2 on the slide rail 1 arranged along the length of the hull 10 moves towards the bow of the hull 10, increasing the draft at the bow and relatively decreasing the bow angle, which is beneficial for the bow to "climb" onto the ice surface and improves icebreaking efficiency. When the icebreaker passes through thicker layered ice, the ice load on the hull 10 gradually decreases. At this time, the longitudinal buoyancy adjustment system is adjusted again to change the longitudinal buoyancy of the hull 10. Specifically, the counterweight 2 on the slide rail 1 arranged along the length of the hull 10 moves towards the stern of the hull 10, increasing the draft at the stern, increasing the propulsion efficiency of the propeller 20, and reducing the icebreaker's navigation energy consumption. The increase or decrease of the ice load mentioned above is relative to the ice load experienced by the icebreaker when navigating in ice of a set thickness. The range of the increase or decrease of the ice load can be determined based on the actual navigation conditions of the icebreaker, and no specific limit is made here.

[0052] When an icebreaker navigates in an ice-covered area, the ice on both sides of the channel is "compressed" by wind and current, increasing the drag on both sides of the hull 10. In this situation, the lateral buoyancy adjustment system can be used to change the lateral buoyancy of the hull 10. Specifically, when the hull 10 tilts to the left, the counterweight 2 on the slide rail 1, which is positioned along the width of the hull 10, moves towards the left side of the hull 10, causing the hull 10 to tilt to the left and reducing the angle between the port side of the hull 10 and the ice surface, thus reducing the vertical force between the ice and the hull 10. Similarly, when the hull 10 tilts to the right, the counterweight 2 on the slide rail 1, which is positioned along the width of the hull 10, moves towards the right side of the hull 10, reducing the angle between the starboard side of the hull 10 and the ice surface, thus reducing the vertical force between the ice and the hull 10.

[0053] Furthermore, the icebreaker buoyancy control method of this embodiment also includes an escape mode. In the escape mode, the drive unit drives the counterweight 2 on the slide rail 1, which is arranged along the width direction of the hull 10, to reciprocate along the slide rail 1. In the laterally arranged buoyancy adjustment system, the counterweight 2 reciprocates left and right along the laterally arranged slide rail 1, causing the hull 10 to roll regularly, preventing the hull 10 from being stuck by the ice layer, and achieving reliable escape of the hull 10.

[0054] The above embodiments merely illustrate the basic principles and characteristics of the present invention. The present invention is not limited to the above embodiments. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. An icebreaker, characterized in that, The vessel includes a hull and two buoyancy adjustment systems. Each of the buoyancy adjustment systems includes a slide rail (1), a counterweight (2), and a driving component. The counterweight (2) is slidably disposed on the slide rail (1), and the driving component is connected to the counterweight (2) in a transmission manner to drive the counterweight (2) to slide along the slide rail (1). One of the slide rails (1) of the buoyancy adjustment system is arranged on the hull along the length direction of the hull so that the position of the corresponding counterweight (2) is adjustable along the length direction of the hull; the other slide rail (1) of the buoyancy adjustment system is arranged on the hull along the width direction of the hull so that the position of the corresponding counterweight (2) is adjustable along the width direction of the hull.

2. The icebreaker according to claim 1, characterized in that, The slide rail (1) includes a vertical part (11) and a horizontal part (12) connected in a T-shape. The horizontal part (12) is located at the top of the vertical part (11). The counterweight (2) is provided with a T-shaped groove (24) that is compatible with the slide rail (1).

3. The icebreaker according to claim 2, characterized in that, The counterweight (2) includes a top plate (21), two side plates (22) and two bottom plates (23). The side plates (22) are provided downward on both sides of the top plate (21). The bottom plate (23) is provided inward at the end of the side plate (22) away from the top plate (21) to form the T-shaped groove (24). The horizontal part (12) is located between the top plate (21) and the bottom plate (23), and the vertical part (11) is located between the two bottom plates (23).

4. The icebreaker according to claim 3, characterized in that, A first magnet (3) is provided at the top of the horizontal part (12), and a second magnet (4) is provided on the inner top wall of the top plate (21). The first magnet (3) and the second magnet (4) are arranged opposite each other, and the polarities of the opposite ends of the first magnet (3) and the second magnet (4) are the same, so that the two counterweights (2) are magnetically levitated on the corresponding slide rails (1).

5. The icebreaker according to claim 4, characterized in that, The top of the horizontal part (12) is provided with a first mounting groove (121), and the first magnet (3) is limited and installed in the first mounting groove (121). The inner top wall of the top plate (21) is provided with a second mounting groove (211), and the second magnet (4) is limited and installed in the second mounting groove (211).

6. The icebreaker according to claim 4, characterized in that, The driving component includes a linear motor, which includes an electromagnetic stator (5) and a permanent magnet mover (6). The electromagnetic stator (5) includes multiple stator units. The horizontal part (12) is equipped with multiple stator units at intervals along the length direction of the slide rail (1). The permanent magnet mover (6) is mounted on the base plate (23). The permanent magnet mover (6) is opposite to the electromagnetic stator (5) and is spaced apart. The permanent magnet mover (6) is configured to drive the counterweight (2) to reciprocate along the corresponding slide rail (1) under the drive of the electromagnetic stator (5).

7. The icebreaker according to any one of claims 1 to 6, characterized in that, Both of the slide rails (1) are circular arc tracks, one of which is parallel to the longitudinal section of the hull, and the other is parallel to the transverse section of the hull.

8. The icebreaker according to any one of claims 1 to 6, characterized in that, Both of the slide rails (1) are straight tracks, one of which is arranged along the length of the hull and the other is arranged along the width of the hull.

9. A method for controlling the buoyancy of an icebreaker, characterized in that, The icebreaker buoyancy control method is used to adjust the buoyancy of any one of claims 1 to 8, and the icebreaker buoyancy control method includes a longitudinal buoyancy adjustment mode and a lateral buoyancy adjustment mode. In the longitudinal floating adjustment mode, when the bow angle of the hull increases, the driving member drives the counterweight (2) on the slide rail (1) arranged along the length direction of the hull to move toward the bow of the hull; when the bow angle of the hull decreases, the driving member drives the counterweight (2) on the slide rail (1) arranged along the length direction of the hull to move toward the stern of the hull. In the lateral floating adjustment mode, when the hull tilts to the left, the driving member drives the counterweight (2) on the slide rail (1) arranged along the width direction of the hull to move toward the left side of the hull; when the hull tilts to the right, the driving member drives the counterweight (2) on the slide rail (1) arranged along the width direction of the hull to move toward the right side of the hull.

10. The icebreaker buoyancy control method according to claim 9, characterized in that, The icebreaker buoyancy control method also includes an escape mode; In the escape mode, the driving component drives the counterweight (2) on the slide rail (1) arranged along the width direction of the hull to move back and forth along the slide rail (1).

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