Ship self-adaptive stabilizing system based on active counterweight adjustment

Abstract

The invention discloses a ship self-adaptive stabilizing system based on active counterweight adjustment, which comprises a counterweight adjusting unit, the counterweight adjusting unit comprises a plurality of counterweight slide block groups, at least one transverse guide rail and at least one longitudinal guide rail, the transverse guide rail is slidably connected with the at least one counterweight slide block group, and the longitudinal guide rail is slidably connected with the counterweight slide block group; the longitudinal guide rail is connected with at least one counterweight sliding block group in a sliding manner, the counterweight sliding block group comprises a plurality of heavy metal sliding blocks, and each sliding block is provided with an electromagnetic driving device and an electromagnetic self-locking device; the number of the wind wave detection modules is multiple, and the wind wave detection modules are arranged around the ship body; and the central control unit is used for receiving a signal of the wind wave detection module. According to the system, a reverse gravitational torque barrier is formed through active counterweight adjustment, the rolling angle is effectively reduced, the technical problems that a traditional ballast system lags in response and cannot adapt to changeable sea conditions are solved, and the stability and safety of a ship under the severe sea conditions are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of marine engineering, and in particular to a ship adaptive stabilization system based on active ballast adjustment. Background Technology

[0002] In the fields of ocean shipping and marine engineering, ships have long faced the challenges of a complex and ever-changing marine environment. According to statistics from the International Maritime Organization's (IMO) Global Integrated Shipping Information System (GISIS) database, nearly 3,000 ship accidents of various types occurred between 2015 and 2024, of which over 1,200 were cargo damage accidents caused by hull instability. Currently, ship stabilization systems traditionally rely primarily on passive stabilization devices, such as anti-roll fins and bilge keels. These devices reduce the ship's roll and pitch by altering its hydrodynamic characteristics in the water. However, these passive stabilization devices often only perform optimally under specific operating conditions and have poor adaptability to the complex and ever-changing marine environment. Furthermore, with the increasing size and speed of ships, the requirements for stability are becoming increasingly stringent, and traditional passive stabilization devices are no longer sufficient to meet the needs of modern vessels.

[0003] In recent years, breakthroughs in active stabilization technology have provided a new path for ship wave control, and ship stabilization systems are transitioning from passive response to predictive active adjustment. Traditional technologies rely on fixed ballast tanks and mechanical devices, which suffer from drawbacks such as slow response speed (adjustment time exceeding 45 seconds), high energy consumption (accounting for 15%-20% of the ship's total power consumption), and lack of multi-dimensional control (only suppressing roll). For example, although the hydraulic counterweight scheme proposed in patent CN119321431A shortens the adjustment time, its complex mechanical structure and limited load capacity make it unable to cope with wave heights exceeding 10 meters. In addition, traditional stabilization systems often lack the ability to monitor and predict environmental factors in real time, and cannot make adjustments in advance according to changes in sea state, making it difficult to guarantee the stability of ships in severe sea conditions; while wave prediction algorithms can predict impacts 5-8 seconds in advance, they do not form a closed-loop control with the actuators, resulting in a roll suppression phase lag of up to 120°. The current traditional system response frequency (0.2-0.5Hz) is mismatched with wave impact, much like the inefficiency of manual line inspection. Emerging solutions, such as magnetorheological devices (patent number CN117703991A), improve response speed to 0.5 seconds, but increase energy consumption by 37% and have a load capacity of less than 50 tons. The industry urgently needs a multi-dimensional, rapid-response, low-energy-consumption innovative solution—integrating linear motor drive, wave radar prediction, and active gravity torque adjustment to quickly achieve internal counterweight response, effectively reduce roll angle, and simultaneously reduce energy consumption. This technological evolution will reshape the ship's wave-fighting mode, achieving a leap from "passive wave resistance" to "active wave breaking."

[0004] A literature search of existing technologies revealed that Chinese patents CN110282089A ("A Side-Foldable Inflatable Deployable Drag Reduction and Anti-Heeling Device") and CN106081003A ("An Automatic Adjustment System for Ship Balance Rotors") both describe active ship stability adjustment systems. While these studies have achieved some beneficial effects, they still have the following shortcomings: current mechanical transmission systems have significant deficiencies in response speed, with action delays exceeding 3 seconds, failing to effectively match the impact frequency of waves (ranging from 0.2 to 0.5 times per second), severely limiting their performance in practical applications; most anti-roll devices on the market are limited to counteracting the ship's roll motion, failing to effectively suppress both pitch and heave simultaneously, resulting in incomplete anti-roll effects. Furthermore, these active anti-roll systems are energy-intensive, accounting for more than 15% of the ship's total power consumption, still 15% below the International Maritime Organization's 2030 Energy Efficiency Standard (EEXI), exacerbating fuel consumption and increasing operating costs. More importantly, the existing system lacks wave prediction capabilities and can only adopt a passive response strategy, resulting in a phase lag of up to 120 degrees in the anti-roll action, which significantly weakens the anti-roll effect. Summary of the Invention

[0005] In view of this, it is necessary to provide a ship adaptive stabilization system based on active ballast adjustment that can intelligently predict and quickly adjust the ballast to achieve active control of ship attitude.

[0006] To solve the above-mentioned technical problems, the technical solution of the present invention is: a ship adaptive stabilization system based on active ballast adjustment, comprising: The counterweight adjustment unit includes multiple counterweight slider groups, at least one transverse guide rail, and at least one longitudinal guide rail. The transverse and longitudinal guide rails are both fixedly connected to the ship's bottom compartment. At least one counterweight slider group is slidably connected to the transverse guide rail, and at least one counterweight slider group is slidably connected to the longitudinal guide rail. The counterweight slider group includes heavy metal sliders, and the sliders are equipped with an electromagnetic drive device and an electromagnetic self-locking device. A wind and wave detection module, wherein there are multiple wind and wave detection modules arranged around the hull; The central control unit receives signals from the wind and wave detection module, analyzes and predicts the direction of wind and wave impact, and drives the slider in the corresponding direction to move through the electromagnetic drive device, so that the side of the hull that is impacted generates active downward pressure.

[0007] Furthermore, the longitudinal guide rail is parallel to the ship's keel, and the transverse guide rail is orthogonal to the longitudinal guide rail.

[0008] Furthermore, both the transverse guide rail and the longitudinal guide rail have a double-layer structure, with the upper layer being a spring-hydraulic composite buffer layer and the lower layer having a polyurethane-carbon fiber composite shock-absorbing coating sprayed on its surface.

[0009] Furthermore, the slider is a high-density tungsten alloy slider.

[0010] Furthermore, a self-locking electromagnetic clamp is provided at the bottom of the slider.

[0011] Furthermore, the electromagnetic drive device includes a linear motor assembly and a position feedback encoder.

[0012] Furthermore, the wave detection module includes a gyroscope, a wave radar, and a three-dimensional accelerometer.

[0013] Furthermore, the central control unit has a built-in FPGA parallel processor and a deep learning coprocessor, and integrates a wave spectrum analysis algorithm for predicting wave impact patterns.

[0014] Furthermore, the total mass of all said counterweight slider groups accounts for 8%-15% of the displacement of the ship in which they are located, and the stroke of a single slider reaches 85% of the total length of the guide rail in which it is located.

[0015] Furthermore, it also includes an emergency pressure stabilization module, which automatically resets the slider to the center position of the guide rail and initiates hydraulic locking when the ship's adaptive stability system fails.

[0016] Furthermore, it also includes an energy recovery system equipped with a supercapacitor, which is used to recover the inertial electricity generated during the slider reset process.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. This device, through the synergistic effect of a linear motor direct drive system and a wave prediction algorithm, enables the counterweight slider to complete pre-adjustment before the impact of wind and waves (the response time of traditional hydraulic ballast systems is relatively long, requiring 15-30 seconds), significantly improving navigation stability.

[0018] 2. By combining the two-way adjustment mechanism of the transverse and longitudinal guide rails, the ship's roll, pitch, and heave movements are suppressed simultaneously (traditional systems can only control a single axis), effectively reducing the standard deviation of the roll angle and meeting the operational requirements of the ship's motion standards under severe sea conditions.

[0019] 3. By integrating dual mechanical-electrical protection mechanisms (including electromagnetic clamp self-locking and hydraulic emergency reset), the system failure rate is lowered, and it can still maintain continuous operation under extreme sea conditions.

[0020] 4. The reverse gravity moment barrier formed by dynamic ballast adjustment maintains the ship's stable attitude during daily navigation while rapidly establishing anti-capsulation moment in the event of sudden large waves. Through an innovatively designed energy recovery system, utilizing the inertial power generated during the slider reset process, combined with supercapacitor energy storage technology, the daily energy consumption is reduced compared to traditional water pump ballast systems, significantly improving the ship's range.

[0021] To make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the cross-shaped guide rail in an embodiment of the present invention.

[0024] Figure 3 This is a circuit structure framework diagram of an embodiment of the present invention.

[0025] In the diagram: 1-ship, 2-counterweight adjustment unit, 21-lateral guide rail, 22-longitudinal guide rail, 23-slider, 24-polyurethane-carbon fiber composite damping coating, 3-wind and wave detection module, 4-central control unit. Detailed Implementation

[0026] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0027] like Figure 1-3 As shown, a ship adaptive stabilization system based on active ballast adjustment includes: a ballast adjustment unit 2, a wind and wave detection module 3, a central control unit 4, an emergency voltage stabilization module, and an energy recovery system.

[0028] The counterweight adjustment unit 2 includes a transverse guide rail 21 and a longitudinal guide rail 22. Two counterweight slider groups are configured on the transverse guide rail 21, located at the left and right ends of the transverse guide rail, respectively. Two counterweight slider groups are configured on the longitudinal guide rail 22, located at the front and rear ends of the longitudinal guide rail, respectively. Each counterweight slider group includes a high-density heavy metal slider 23; in this embodiment, a high-density tungsten alloy slider is used. Each slider has an electromagnetic drive device and an electromagnetic self-locking device.

[0029] The electromagnetic drive unit includes a linear motor assembly and a position feedback encoder.

[0030] The number of wave detection modules 3 is four or more, arranged around the hull of the vessel 1; the wave detection modules include gyroscopes, wave radars, and three-dimensional accelerometers. In this embodiment, a three-axis fiber optic gyroscope, a millimeter-wave wave radar, and a MEMS three-dimensional accelerometer are used.

[0031] The central control unit 4 receives the signal data detected by the wind and wave detection module, analyzes and predicts the direction of wind and wave impact, and pushes the slider in the corresponding direction to move through the electromagnetic drive device, so that the side of the hull that is impacted generates active downward pressure.

[0032] The central control unit has a built-in FPGA parallel processor and a deep learning coprocessor. The central control unit also integrates a wave spectrum analysis algorithm for predicting wave impact patterns.

[0033] The emergency voltage stabilization module automatically resets the slider to the center position of the guide rail and initiates hydraulic locking when the ship's adaptive stability system fails.

[0034] The energy recovery system is equipped with a supercapacitor and is used to recover the inertial electricity generated during the slider reset process.

[0035] In this embodiment, the longitudinal guide rail 22 is parallel to the keel of the ship, and the transverse guide rail 21 is orthogonal to the longitudinal guide rail 22. Both the transverse guide rail 21 and the longitudinal guide rail 22 are fixedly connected to the bottom compartment of the ship 1.

[0036] In this embodiment, both the transverse guide rail 21 and the longitudinal guide rail 22 are double-layer guide rail structures. The upper layer is a spring-hydraulic composite buffer layer, and the lower layer is coated with a polyurethane-carbon fiber composite shock-absorbing coating 24. A self-locking electromagnetic clamp is provided at the bottom of the slider 23.

[0037] In this embodiment, the total mass of slider 23 is optimized through hydrodynamic simulation and accounts for 8%-15% of the ship's displacement. Different numbers of sliders are configured according to different tonnages of the ship to generate the maximum restoring torque for the ship; the stroke of a single slider reaches 85% of the total length of the guide rail it is on. The electromagnetic drive device includes a three-phase linear motor and a position feedback encoder, and the full stroke (85% of the guide rail length) of the slider is realized through a vector control algorithm.

[0038] In this embodiment, the central control unit 4 runs an improved wave spectrum analysis algorithm, extracts the ship's roll / pitch frequency by decomposing gyroscope data through wavelet transform, constructs a three-dimensional wave field model by combining radar echoes, and applies an LSTM neural network to predict the wave impact direction and generate the optimal solution for the slider displacement (the multi-objective optimization model includes energy consumption / stability / mechanical wear parameters).

[0039] In this embodiment, the emergency voltage stabilization module serves as one of the dual safety mechanisms of the system. When the system fails (such as power outage or communication failure), the emergency voltage stabilization module automatically switches the linear motor to generator mode, uses the slider's inertia to generate electricity and drive the reset, and at the same time, the hydraulic locking mechanism quickly completes the center positioning of the slider, and then activates the backup supercapacitor to maintain the power supply to the critical sensors.

[0040] This system operates as described above: A set of cross-shaped double-layered guide rails (transverse and longitudinal rails) is arranged in the ship's bottom compartment. Each guide rail has a slider at both ends, and each slider is equipped with a linear motor and an electromagnetic self-locking device. The central control unit controls the sliders to autonomously complete the ship's stability control without manual intervention. When the ship encounters waves at sea, the central control unit acquires data through wind and wave detection modules deployed around the hull, runs an improved wave spectrum analysis algorithm, extracts the ship's roll / pitch frequencies by decomposing gyroscope data through wavelet transform, constructs a three-dimensional wave field model by combining radar echoes, applies an LSTM neural network to predict the impact direction, and then drives the linear motor drive unit to control the position of the small sliders.

[0041] When a ship encounters a system failure during navigation (such as a power outage or communication failure), the emergency voltage stabilization module will automatically switch the linear motor to generator mode, using the inertial power generation of the slider to drive a reset. Simultaneously, a hydraulic locking mechanism completes the slider's center positioning, and then activates a backup supercapacitor to maintain power to critical sensors. This innovative energy recovery system, utilizing the inertial power generated during the slider's reset process combined with supercapacitor energy storage technology, results in lower daily energy consumption compared to traditional water pump ballast systems, significantly improving the ship's range.

[0042] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A ship adaptive stabilization system based on active ballast adjustment, characterized in that, include: The counterweight adjustment unit includes multiple counterweight slider groups, at least one transverse guide rail, and at least one longitudinal guide rail. The transverse and longitudinal guide rails are both fixedly connected to the ship's bottom compartment. At least one counterweight slider group is slidably connected to the transverse guide rail, and at least one counterweight slider group is slidably connected to the longitudinal guide rail. The counterweight slider group includes a heavy metal slider, and the slider is equipped with an electromagnetic drive device and an electromagnetic self-locking device. A wind and wave detection module, wherein there are multiple wind and wave detection modules arranged around the hull; The central control unit receives signals from the wind and wave detection module, analyzes and predicts the direction of wind and wave impact, and drives the slider in the corresponding direction to move through the electromagnetic drive device, so that the side of the hull that is impacted generates active downward pressure.

2. The ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: The longitudinal guide rail is parallel to the ship's keel, and the transverse guide rail is orthogonal to the longitudinal guide rail.

3. The ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: Both the transverse guide rail and the longitudinal guide rail have a double-layer structure. The upper layer is a spring-hydraulic composite buffer layer, and the lower layer is coated with a polyurethane-carbon fiber composite shock-absorbing coating.

4. The ship adaptive stabilization system based on active ballast adjustment according to claim 3, characterized in that: The slider is a high-density tungsten alloy slider.

5. A ship adaptive stabilization system based on active ballast adjustment according to claim 4, characterized in that: The bottom of the slider is equipped with a self-locking electromagnetic clamp.

6. The ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: The electromagnetic drive device includes a linear motor assembly and a position feedback encoder.

7. A ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: The wave detection module includes a gyroscope, wave radar, and a three-dimensional acceleration sensor.

8. A ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: The central control unit has a built-in FPGA parallel processor and a deep learning coprocessor, and integrates a wave spectrum analysis algorithm for predicting wave impact patterns.

9. A ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: The total mass of all said counterweight slider assemblies accounts for 8%-15% of the displacement of the ship in which they are located, and the stroke of a single slider reaches 85% of the total length of the guide rail in which it is located.

10. A ship adaptive stabilization system based on active ballast adjustment according to claim 1, characterized in that: It also includes an emergency pressure stabilization module, which automatically resets the slider to the center position of the guide rail and initiates hydraulic locking when the ship's adaptive stability system fails.

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