A hull stabilizing device with reduced sway

Abstract

The application discloses a hull stabilizing device with a reduced swing function, and relates to the technical field of stabilizing devices.The stabilizing device comprises a hull, a balancing mechanism, a trapping mechanism and an auxiliary beveling mechanism.The balancing mechanism is fixedly connected with the hull, the trapping mechanism is communicated with the balancing mechanism, the trapping mechanism is fixedly connected with the hull, the auxiliary beveling mechanism is fixedly connected with the balancing mechanism and the hull, the balancing mechanism is fixed on the hull and is used for providing real-time compensation for rolling and surging, the trapping mechanism is kept in communication with the balancing mechanism to achieve the trapping and discharging of water and silt, and the auxiliary beveling mechanism is fixedly connected with the balancing mechanism and the hull and is used for assisting the hull to form a beveling posture when encountering waves, so that the swing range is reduced, the stability is enhanced, the maneuverability is improved, the safety risk caused by rolling and surging can be effectively reduced, and the wave resistance and the sailing comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of stabilization device technology, specifically a ship stabilization device with a function of reducing swaying. Background Technology

[0002] Ship stability control has evolved from traditional passive methods to active control, and is now integrated with sensors / controllers to form a closed loop of "perception-decision-execution". Facing harsh sea conditions and green shipping, the industry trend is to achieve wider-bandwidth roll reduction / stability with higher response frequencies, smaller structural modifications, and lower energy consumption, while also working in conjunction with onboard integrated energy management and maneuvering assistance systems.

[0003] Most existing systems use passive anti-roll tanks in conjunction with fixed ballast. Large anti-roll gyroscopes counteract roll by using flywheel angular momentum and precession torque. Mud / sediment is usually the target for prevention and removal, and is equipped with filters, flushing and discharge pipelines for discharge.

[0004] However, in the existing technology, passive anti-sway is difficult to take into account different sea state frequency bands, and active fin / rudder stabilization depends on speed and flow field conditions; variable ballast systems lack coordination with interception / solidification of deposits, making it difficult to suppress free surface and center of gravity drift from the source; at the same time, existing interception of deposits is mostly filtered and discharged, lacking means to utilize them. Therefore, those skilled in the art have provided a hull stabilization device with sway reduction function to solve the problems mentioned in the background. Summary of the Invention

[0005] The purpose of this invention is to provide a hull stabilization device with a function of reducing sway, so as to solve the problems mentioned in the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A hull stabilization device with a sway reduction function includes a hull, a balancing mechanism, a trapping mechanism, and an auxiliary oblique cutting mechanism. The balancing mechanism is fastened to the hull, the trapping mechanism is connected to the balancing mechanism, the trapping mechanism is fastened to the hull, and the auxiliary oblique cutting mechanism is fastened to the balancing mechanism and the hull.

[0008] By adopting the above technical solution, with the hull as the main load-bearing structure, the balancing mechanism is fixed to the hull to provide real-time compensation for roll and pitch. The interception mechanism is connected to the balancing mechanism to achieve the interception and discharge of water and sediment. The auxiliary oblique cutting mechanism is fastened to the balancing mechanism and the hull to assist the hull in forming an oblique posture when encountering waves, thus forming a complete roll reduction and wave stabilization system. The balancing mechanism achieves structural stability through its fast connection to the hull. The interception mechanism is connected to the balancing mechanism to allow fluid exchange between the roll compensation tank and the interception tank, thereby achieving the interception and control of water and sediment. The auxiliary oblique cutting mechanism forms a controlled channel by being fastened to the hull and connected to the balancing mechanism. During operation, the water flow is guided by opening or closing the oblique cutting valve and oblique cutting pipe. Under the influence of waves, the hull first adjusts its attitude through a balancing mechanism. A trapping mechanism intercepts, compacts, and discharges incoming water and sediment, ensuring the stability of the hull's center of gravity. An auxiliary oblique-cutting mechanism opens an oblique-cutting valve when needed, allowing water to flow through a near-circular oblique-cutting pipe, creating a guiding torque centered on the hull's center of gravity. The balancing mechanism reduces roll and pitch amplitude through water transfer; the trapping mechanism reduces the free surface effect by trapping and compacting incoming water and sediment, while simultaneously adjusting the hull's center of gravity; and the auxiliary oblique-cutting mechanism provides additional deflection torque when the hull encounters waves by controlling the direction of the water flow, causing the bow to align with the wave. The ultimate effect is reduced hull roll amplitude, enhanced stability, and improved maneuverability in complex sea conditions. This effectively reduces safety risks caused by roll and pitch, significantly improving wave resistance and sailing comfort.

[0009] Furthermore, the balancing mechanism includes a roll compensation component, a sway compensation component, a roll damping gyroscope, and a wave stabilization component. The roll compensation component is located on both sides of the hull, the sway compensation component is located at both ends of the hull, the wave stabilization component and the roll compensation component are fastened together, the roll damping gyroscope is fastened together to the hull, and both the roll compensation component and the sway compensation component are fastened together to the hull.

[0010] By adopting the above technical solution, the roll compensation components are arranged on both sides of the hull, the pitch compensation components are located at both ends of the hull, the wave stabilization components are firmly connected to the roll compensation components, and the roll damping gyroscopes are installed inside the hull and firmly connected to the hull. Both the roll and pitch compensation components are fastened to the hull to form an overall stable and balanced structure. The roll compensation components, through their arrangement on both sides of the hull, achieve water transfer and compensation in the left and right directions; the pitch compensation components, through their arrangement at the front and rear ends, achieve longitudinal pitch control; the roll damping gyroscopes are installed near the center of mass inside the hull to sense and provide real-time feedback on the hull's rolling state; and the firm connection between the wave stabilization components and the roll compensation components ensures that the impact of external waves can be transmitted and reduced in a timely manner. When the hull is subjected to waves, the roll compensation component first counteracts the roll amplitude by adjusting the water volume on both sides. The pitch compensation component reduces the hull's pitch and roll by adjusting the pitch compensation tanks at both ends. The roll-damping gyroscope monitors the hull attitude in real time and provides electrical signals to control the roll and pitch compensation components, ensuring coordinated operation. The wave stabilization component works in conjunction with the roll compensation component to reduce wave impact and vibration. The roll compensation component uses water transfer to create a counter-torque against lateral tilt, while the pitch compensation component creates a longitudinal suppressive torque through fluid balance between the pitch and roll compensation tanks. The roll-damping gyroscope achieves precise attitude correction through gyroscopic effect and signal feedback, and the wave stabilization component disperses and weakens wave energy through floating and micropores. The final result is a significant reduction in both roll and pitch in complex sea conditions, maintaining a stable sailing attitude, improving passenger comfort, enhancing safety, and increasing maneuverability.

[0011] Furthermore, the roll stabilization gyroscope is located at the ship's center of mass, and both the roll compensation component and the sway compensation component are electrically connected to the roll stabilization gyroscope.

[0012] By adopting the above technical solution, a roll-damping gyroscope is installed at the ship's center of mass and coordinated with the roll and sway compensation components via electrical connection. Located at the ship's center of mass, the roll-damping gyroscope ensures accurate monitoring of the ship's attitude changes and connects to the control systems of the roll and sway compensation components via electrical signals, adjusting the operating status of each compensation component in real time. The roll-damping gyroscope continuously senses the ship's roll and sway movements, converting the detected changes into electrical signals and transmitting them to the roll and sway compensation components. Based on the received signals, the roll and sway compensation components achieve a balance between roll and sway through water compensation and adjustment, reducing the ship's tilt amplitude. Through the rotational sensing of the roll-damping gyroscope, the ship's sway data is fed back in real time. Using electrical connections, the roll and sway compensation devices are controlled to dynamically adjust the water volume or fluid distribution within the roll and sway compensation tanks, thereby precisely correcting the ship's motion. The ultimate effect is that the ship's roll and pitch are effectively reduced, the ship's stability in rough seas is significantly improved, the overall sailing attitude is more stable, the maneuverability is optimized, the discomfort of the crew and passengers is significantly reduced, and the safety of navigation is improved.

[0013] Furthermore, the roll compensation assembly includes a roll inlet pump, a first electromagnetic block, a first magnetic block, a first elastic element, a switching plate, a roll compensation water tank, and a roll compensation bidirectional pump. The roll inlet pump, first electromagnetic block, first magnetic block, first elastic element, switching plate, and roll compensation water tank are arranged in even arrays. One half of the roll inlet pump, first electromagnetic block, first magnetic block, first elastic element, switching plate, and roll compensation water tank is located on one side of the hull, and the other half is located on the other side of the hull. The first electromagnetic block and the roll compensation water tank are securely connected, and the first electromagnetic block and the first elastic element are tightly connected... The system is as follows: a first magnetic block and a first elastic element are fastened together; a first electromagnetic block and a first magnetic block are driven by repulsion of their magnetic poles; a first magnetic block and a switching plate are fastened together; the switching plate is provided with an interception surface and a filter port; both the interception surface and the filter port are arranged in a grid pattern; a roll compensation bidirectional water pump and a roll compensation water tank are connected; the roll compensation bidirectional water pump and the hull are fastened together; a roll inlet pump and a roll compensation water tank are connected; the roll compensation water tank and the interception mechanism are connected; the roll compensation bidirectional water pump is used to balance the water volume in both roll compensation water tanks; the first electromagnetic block, the first magnetic block, the first elastic element, and the switching plate are placed at an angle; the switching plate and the roll compensation water tank are slidably connected.

[0014] By adopting the above technical solution, the roll compensation pumps are respectively arranged on both sides of the hull and connected to the roll compensation tanks, used to inject or discharge seawater into the roll compensation tanks; the first electromagnetic block is fixedly connected to the roll compensation tank and the first elastic element, and the first magnetic block is fixedly connected to the first elastic element. The switching plate is tilted and moved by the repulsive action of the magnetic poles of the first electromagnetic block and the first magnetic block; the switching plate is slidably connected to the roll compensation tank and is provided with a grid-like interception surface and a filter port, so as to realize water flow dispersion and filtration during water flow, ensuring smooth water flow in or out; the roll compensation bidirectional pump is connected to the roll compensation tanks on both sides and fixedly connected to the hull, used to balance the water volume of the roll compensation tanks on both sides in real time and maintain left and right balance. When the ship rolls, the roll pump injects seawater into the corresponding roll compensation tank. Under the control of an electrical signal, the first electromagnetic block repels the first magnetic block, causing the first elastic element to deform and push the switching plate to move. During this sliding process, the intercepting surface and filter outlet change the water flow channel, adjusting the water distribution. Simultaneously, the roll compensation bidirectional pump adjusts the water volume between the two roll compensation tanks according to the ship's roll amplitude, creating opposing balancing torques on both sides. Through the repulsive force transmission between the first electromagnetic block and the first magnetic block, combined with the buffering effect of the first elastic element, the switching plate adjusts the water flow distribution in a timely manner during roll, utilizing the water's inertia and flow rate differences to generate a reaction torque. The balancing effect of the roll compensation bidirectional pump achieves more precise roll suppression. The final result is a significant reduction in the ship's roll amplitude in waves, enhanced ship stability and comfort. Furthermore, the design of the switching plate's grid-like intercepting surface and filter outlet ensures smooth water circulation and provides a certain degree of filtration, thereby improving the system's reliability and practicality.

[0015] Furthermore, the surge compensation assembly includes a surge compensation tank, a surge inlet pump, and a surge compensation bidirectional pump. There are two sets of surge compensation tanks and surge inlet pumps. One set of surge compensation tanks and surge inlet pumps is located at one end of the hull, and the other set of surge compensation tanks and surge inlet pumps is located at the other end of the hull. The surge compensation tanks and surge inlet pumps are connected. The surge compensation bidirectional pump is used to balance the water volume in the two surge compensation tanks.

[0016] By adopting the above technical solution, surge compensation tanks are respectively installed at the fore and aft ends of the hull. Each surge compensation tank is connected to a surge inlet pump, used to quickly inject or discharge water under wave action to change the weight distribution at that end. A two-way surge compensation pump is connected to the surge compensation tanks at both ends, used to transfer water between the two tanks to ensure the balance of longitudinal forces on the hull. When the hull pitches under the action of longitudinal waves, the surge inlet pump is activated according to a control signal, injecting seawater into the surge compensation tank at the upturned end or discharging water from the surge compensation tank at the downturned end, thereby changing the water distribution at both ends. Simultaneously, the two-way surge compensation pump transfers water between the two surge compensation tanks according to the surge amplitude, forming a counter-adjusting torque. The difference in water volume between the fore and aft surge compensation tanks creates a balancing torque to counteract the hull's pitch. Rapid single-end adjustment is achieved through the surge inlet pump, while the two-way surge compensation pump achieves dynamic balance at both ends. The combined effect of these two pumps ensures the stability of the longitudinal attitude. The hull pitches significantly less under longitudinal wave impact, resulting in smoother navigation, improved equipment reliability and passenger comfort, thereby enhancing the ship's overall safety and maneuverability in complex sea conditions.

[0017] Furthermore, the wave stabilizing assembly includes a wave stabilizing box, a float, and a sliding rod. The wave stabilizing box is provided with wave stabilizing micro-holes located below the wave stabilizing box. The wave stabilizing box and the roll compensation water tank are fastened together. The wave stabilizing micro-holes are connected to the roll compensation water tank. The sliding rod and the wave stabilizing box are fastened together. The float and the sliding rod are slidably connected. The float and the wave stabilizing box are slidably connected.

[0018] By adopting the above technical solution, the wave stabilizing box is equipped with wave-stabilizing micro-holes located below the wave stabilizing box. These micro-holes disperse water flow, thereby reducing the impact of waves on the hull. The wave stabilizing box is securely connected to the roll compensation tank, and the wave-stabilizing micro-holes are connected to the roll compensation tank, ensuring coordinated operation of the wave stabilizing system and the roll compensation system. The sliding rod is securely connected to the wave stabilizing box, and the float is slidably connected to the sliding rod and the wave stabilizing box, forming a floating structure that can adaptively move up and down during water surface fluctuations. As the waves change, the wave-stabilizing micro-holes disperse wave energy, reducing the impact on the hull. The sliding connection between the float and the sliding rod allows the float to move up and down according to wave changes, thereby adjusting the water flow distribution within the wave stabilizing box through buoyancy and mitigating the hull's pitching and rolling. The tiny apertures of the wave-stabilizing micro-orifices act on the water flow, effectively dissipating wave energy within the wave-stabilizing box. The floating of the floats and the coordination of the sliding rods create adaptive adjustments to the hydrodynamic energy, ensuring that wave energy is evenly distributed within the wave-stabilizing box and reducing the hull's sway. This reduces the impact of waves on the hull, improves hull stability, enhances the ship's dynamic response in waves, increases the smoothness of navigation and passenger comfort, and strengthens the hull's adaptability to complex sea conditions.

[0019] Furthermore, the interception mechanism includes an interception box, a clamping hydraulic cylinder, a clamping plate, an interception net, a vibrator, a rotating motor, a rotating bevel gear, a transmission bevel gear, a driven bevel gear, a discharge plate, a discharge valve, a stop-and-close plate, and a stop-and-close hydraulic cylinder. The interception box is fastened to the hull, connected to the roll compensation water tank, and connected to the discharge valve. A flow pipe is provided on the interception box, connected to the roll compensation water tank. The clamping hydraulic cylinder is fastened to the interception box and driven by the clamping plate. The clamping plate is U-shaped. The pipe slides and abuts, the initial position of the clamping plate is above the flow pipe, the rotating motor and the interception box are fastened together, the rotating motor and the rotating bevel gear are driven together, the interception net and the rotating bevel gear are fastened together, the rotating bevel gear and the driving bevel gear are driven together, the driving bevel gear and the driven bevel gear are driven together, the driven bevel gear and the discharge plate are driven together, the vibrator and the interception box are fastened together, the vibrator and the interception net abut together, the abutting and sealing hydraulic cylinder and the interception box are fastened together, the abutting and sealing hydraulic cylinder and the abutting and sealing plate are driven together, and the abutting and sealing plate abuts together with the interception net.

[0020] By adopting the above technical solution, the interception box is firmly connected to the hull and communicates with the roll compensation water tank and discharge valve. An internal flow pipe is provided to exchange water flow with the roll compensation water tank. A clamping hydraulic cylinder is fixed to the interception box and driven by a U-shaped clamping plate. The clamping plate can initially be positioned above the flow pipe and slide against the flow pipe under hydraulic drive to clamp and fix the sediment. The interception net is firmly connected to a rotating bevel gear and rotates under the drive of a rotating motor. Simultaneously, a vibrator is installed on the interception box and abuts against the interception net, enabling the separation and filtration of sediment through vibration combined with rotation. The transmission system consists of a rotating bevel gear, a driving bevel gear, and a driven bevel gear meshing sequentially. The driven bevel gear is driven by the discharge plate, ensuring that the filtered sediment or impurities can be smoothly discharged through the discharge plate under the control of the discharge valve. A sealing hydraulic cylinder is installed on the interception box and driven by a sealing plate. The sealing plate abuts against the interception net, forming a seal when necessary to prevent sediment leakage. After seawater and sediment enter the interception tank, they are first screened by an interception net. A vibrator, working in conjunction with rotation, improves separation efficiency. A hydraulic cylinder pushes a clamping plate to compact and fix the sediment. Then, gear transmission adjusts the position of the discharge plate, opening the discharge valve to achieve directional discharge of sediment. A sealing plate can be used for sealing during discharge or maintenance. Through the combination of hydraulics, gear transmission, and motor vibration, sediment separation, compaction, and discharge are achieved, while maintaining fluid communication with the roll compensation tank to aid in overall balance adjustment. This effectively intercepts and treats sediment entering the hull, preventing free sediment deposition that could lead to instability. Controlled discharge maintains the cleanliness and stability of the hull's interior, significantly improving the hull's stability and safety in complex sea conditions.

[0021] Furthermore, the interception mechanism also includes an abutting filter plate, an abutting hydraulic cylinder, a stabilizing hydraulic cylinder, and a stabilizing plate. The stabilizing hydraulic cylinder is fastened to the sway compensation water tank, the stabilizing hydraulic cylinder is driven to the stabilizing plate, the abutting hydraulic cylinder is fastened to the sway compensation water tank, the abutting hydraulic cylinder is driven to the abutting filter plate, the abutting filter plate has an isosceles trapezoidal cross section, the abutting filter plate abuts to the sway compensation water tank, and the sway compensation water tank is connected to the discharge valve.

[0022] By adopting the above technical solution, the stabilizing hydraulic cylinder is firmly connected to the turbulence compensation water tank and connected to the stabilizing plate through a transmission structure. Under hydraulic drive, the stabilizing plate compacts and fixes the fluid or sediment inside the turbulence compensation water tank. Similarly, the abutting hydraulic cylinder is firmly connected to the turbulence compensation water tank and driven by the abutting filter plate, allowing the abutting filter plate to abut against one side of the turbulence compensation water tank under hydraulic action, forming a stable filter surface. The abutting filter plate is designed with an isosceles trapezoidal cross-section, whose geometric characteristics facilitate uniform dispersion of water flow and effective interception of solid particles, ensuring that sediments do not freely enter or accumulate with the water flow. When the water flow in the turbulence compensation water tank carries silt or impurities, the abutting hydraulic cylinder drives the abutting filter plate to adhere to the internal channels of the turbulence compensation water tank for filtration. Simultaneously, the stabilizing hydraulic cylinder pushes the stabilizing plate to compact the silt accumulation area, reducing the sloshing effect of the free liquid surface. The filtered and purified water can then be smoothly discharged through the discharge valve connected to the turbulence compensation water tank. By combining the physical interception and flow guidance functions of the filter plates with the compaction effect of the stabilizing plates, the sediment inside the swell compensation tank is fixed and the water flow is maintained stably, preventing fluctuations in the ship's center of gravity caused by sediment floating and free flow. The ultimate effect is to effectively enhance the stability of the swell compensation tank during pitch compensation, ensuring clear separation between water and sediment, reducing the risk of instability caused by sediment movement, and thus significantly improving the safety and stability of the ship under swell conditions.

[0023] Furthermore, the auxiliary oblique cutting mechanism includes an oblique cutting valve and an oblique cutting pipe. The oblique cutting valve is fastened to the hull, the oblique cutting valve and the oblique cutting pipe are connected, the oblique cutting valve and the roll compensation water tank are connected, and the oblique cutting pipe is in the shape of a semi-circular arc with the center of mass of the hull as the center.

[0024] By adopting the above technical solution, the oblique-cut valve is firmly connected to the hull, ensuring stable sealing even under hull stress. It connects to the oblique-cut pipe and is also connected to the roll compensation tank, allowing the water flow channel to be opened or closed according to the working needs of the compensation system. The oblique-cut pipe is designed in a near-arc shape, with its center corresponding to the hull's center of mass, causing the water flow to form a flow direction distributed along the center of mass, thus generating a balanced deflection torque during flow. When the hull is impacted by transverse waves, the oblique-cut valve opens according to the control signal, allowing water from the roll compensation tank to enter the oblique-cut pipe. The water flows along the near-arc-shaped oblique-cut pipe, forming a flow inertial torque along a path centered on the hull's center of mass, thereby generating an auxiliary deflection force that gradually adjusts the bow of the hull to reduce the impact of transverse waves. When not needed, the oblique-cut valve closes, maintaining system stability. By controlling the opening and closing of the oblique valve, water enters and exits the oblique pipe. Utilizing the geometric characteristics of the arc-shaped oblique pipe, the water flow forms a controlled flow loop around the center of mass, thereby deflecting or correcting the ship's attitude, assisting in steering and dispersing lateral impacts. The ultimate effect is that when the ship encounters cross or diagonal waves, the water flow guidance makes it easier for the bow to face the incoming wave, reducing the risk of capsizing under the influence of cross waves, improving the ship's stability and safety, and providing auxiliary support for the crew's steering operations in adverse sea conditions.

[0025] Compared with the prior art, the beneficial effects of the present invention are:

[0026] First, through the combination of the roll compensation assembly, including the roll inlet pump, the roll compensation bidirectional pump, the first electromagnetic block, the first magnetic block, the first elastic element, and the switching plate, the magnetic pole repulsion between the first electromagnetic block and the first magnetic block drives the switching plate to tilt. This, combined with the grid-like interception surface and the filter outlet adjusting the water flow channel, allows for rapid differential adjustment of the water volume in the two roll compensation tanks during roll. The bidirectional pump then balances the fluid flow between the roll compensation tanks, creating a counter-torque to suppress roll. This structure not only relies on liquid transfer to generate dynamic torque but also achieves buffering adjustment through the coupling of magnetism and the elastic element, ensuring the sensitivity and stability of roll control. Second, through the arrangement of the sway compensation assembly, including the sway compensation tank, the sway inlet pump, and the sway compensation bidirectional pump, the symmetrically positioned sway compensation tanks and pumps at both ends enable rapid water inflow and outflow during longitudinal pitch. The bidirectional pump adjusts the flow rate between the two sway compensation tanks, creating a longitudinal counterweight balance. This structure achieves real-time correction of the sway attitude through the linkage of a bidirectional sway compensation pump and a sway compensation tank, avoiding the lag caused by single-end adjustment. Simultaneously, it utilizes the difference in water volume at both ends to generate a longitudinal suppressive torque, significantly reducing the pitch amplitude. Its mechanical principle lies in using the bidirectional sway compensation pump to drive the liquid flow between the front and rear sway compensation tanks, dynamically changing the center of gravity distribution to achieve counter-current regulation of the sway. Furthermore, the interception mechanism, through the combination of the interception box, clamping hydraulic cylinder, clamping plate, interception net, vibrator, and gear transmission system, achieves the interception, compaction, and directional discharge of sediment entering the water body. The interception net rotates and separates under the drive of a rotating motor and a bevel gear assembly; the vibrator abuts against the interception net to improve filtration efficiency; the clamping hydraulic cylinder pushes a U-shaped clamping plate to compact and fix the sediment, avoiding the free surface effect; the driven bevel gear is linked with the discharge plate, completing the orderly discharge of sediment when the discharge valve opens. This structure utilizes multiple mechanisms, including hydraulics, vibration, and gear transmission, to ensure the reliability of sediment retention and the stability of water circulation, effectively reducing the risk of center of gravity fluctuations caused by sediment floating. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0028] Figure 2 This is a schematic diagram of the balancing mechanism structure of the present invention;

[0029] Figure 3 This is a schematic diagram of the roll compensation component structure of the present invention;

[0030] Figure 4 This is a schematic diagram of the switching plate structure of the present invention;

[0031] Figure 5 This is a schematic diagram of the wave stabilization component structure of the present invention;

[0032] Figure 6 This is a schematic diagram of the interception mechanism structure of the present invention;

[0033] Figure 7 This is a schematic diagram of the rotating motor structure of the present invention;

[0034] Figure 8 This is a schematic diagram of the abutting filter plate structure of the present invention;

[0035] Figure 9 This is a schematic diagram of the oblique-cut tube structure of the present invention.

[0036] In the diagram: 1. Hull; 2. Balancing mechanism; 21. Roll compensation assembly; 211. Roll inlet pump; 212. First electromagnetic block; 213. First magnetic block; 214. First elastic element; 215. Switching plate; 2151. Interception surface; 2152. Filter outlet; 216. Roll compensation water tank; 217. Roll compensation bidirectional water pump; 22. Pitch compensation assembly; 221. Pitch compensation water tank; 222. Pitch inlet pump; 223. Pitch compensation bidirectional water pump; 23. Roll reduction gyroscope; 24. Wave stabilization assembly; 241. Wave stabilization box; 2411. Wave stabilization micropore; 242. Float plate; 243, sliding rod; 3, interception mechanism; 31, interception box; 3101, flow pipe; 32, clamping hydraulic cylinder; 33, clamping plate; 34, interception net; 35, vibrator; 37, rotating motor; 38, rotating bevel gear; 39, transmission bevel gear; 310, driven bevel gear; 311, discharge plate; 312, discharge valve; 313, abutting sealing plate; 314, abutting sealing hydraulic cylinder; 315, abutting filter plate; 316, abutting hydraulic cylinder; 317, stabilizing hydraulic cylinder; 318, stabilizing plate; 4, auxiliary oblique cutting mechanism; 41, oblique cutting valve; 42, oblique cutting pipe. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Please see Figure 1 - Figure 9 As shown, the present invention provides the following technical solution:

[0039] A hull stabilization device with a sway reduction function includes a hull 1, a balancing mechanism 2, a trapping mechanism 3, and an auxiliary oblique cutting mechanism 4. The balancing mechanism 2 is fastened to the hull 1, the trapping mechanism 3 is connected to the balancing mechanism 2, the trapping mechanism 3 is fastened to the hull 1, and the auxiliary oblique cutting mechanism 4 is fastened to the balancing mechanism 2 and the hull 1.

[0040] By adopting the above technical solution, with the hull 1 as the main load-bearing structure, the balancing mechanism 2 is fixed to the hull 1 to provide real-time compensation for roll and pitch. The interception mechanism 3 is connected to the balancing mechanism 2 to achieve the interception and discharge of water and sediment. The auxiliary oblique cutting mechanism 4 is fastened to the balancing mechanism 2 and the hull 1 to assist the hull 1 in forming an oblique cutting posture when encountering waves, thus forming a complete roll reduction and wave stabilization system. The balancing mechanism 2 achieves structural stability by being fastened to the hull 1. The interception mechanism 3 is connected to the balancing mechanism 2, allowing fluid exchange between the roll compensation water tank 216 and the interception tank 31, thereby achieving the interception and control of water and sediment. The auxiliary oblique cutting mechanism 4 forms a controlled channel by being fastened to the hull 1 and connected to the balancing mechanism 2. During operation, the water flow is guided by opening or closing the oblique cutting valve 41 and the oblique cutting pipe 42. Under the influence of waves, hull 1 first adjusts its attitude through balancing mechanism 2. The interception mechanism 3 intercepts, compacts, and discharges incoming water and sediment, ensuring the stability of hull 1's center of gravity. The auxiliary oblique cutting mechanism 4 opens oblique cutting valve 41 when needed, allowing water to flow through a near-circular oblique cutting pipe 42, creating a guiding torque centered on the center of gravity of hull 1. Balancing mechanism 2 reduces roll and pitch amplitudes through water transfer; interception mechanism 3 reduces the free surface effect by intercepting and compacting incoming water and sediment, while simultaneously adjusting the center of gravity of hull 1; and auxiliary oblique cutting mechanism 4 provides additional deflection torque when hull 1 encounters waves by controlling the direction of water flow, causing the bow to align with the wave. The ultimate effect is reduced sway amplitude, enhanced stability, and improved maneuverability in complex sea conditions, effectively reducing safety risks caused by roll and pitch, and significantly improving wave resistance and sailing comfort.

[0041] Furthermore, the balancing mechanism 2 includes a roll compensation component 21, a sway compensation component 22, a roll stabilizing gyroscope 23, and a wave stabilizing component 24. The roll compensation component 21 is located on both sides of the hull 1, the sway compensation component 22 is located at both ends of the hull 1, the wave stabilizing component 24 is fastened to the roll compensation component 21, the roll stabilizing gyroscope 23 is fastened to the hull 1, and both the roll compensation component 21 and the sway compensation component 22 are fastened to the hull 1.

[0042] By adopting the above technical solution, the roll compensation component 21 is arranged on both sides of the hull 1, the sway compensation component 22 is set at both ends of the hull 1, the wave stabilization component 24 is fastened to the roll compensation component 21, and the roll damping gyroscope 23 is installed inside the hull 1 and fastened to the hull 1. At the same time, both the roll compensation component 21 and the sway compensation component 22 are fastened to the hull 1 to form an overall stable and balanced structure. The roll compensation component 21 achieves water transfer and compensation in the left and right directions by being arranged on both sides of the hull 1, the sway compensation component 22 achieves longitudinal pitch control by being arranged at the front and rear ends, the roll damping gyroscope 23 is installed near the center of mass inside the hull 1 to sense and provide feedback on the swaying state of the hull 1 in real time, and the fastened connection between the wave stabilization component 24 and the roll compensation component 21 allows the impact of external waves to be transmitted and reduced in a timely manner. When hull 1 is subjected to waves, the roll compensation component 21 first counteracts the roll amplitude by adjusting the water volume on both sides. The pitch compensation component 22 reduces the pitch of hull 1 by adjusting the pitch compensation water tanks 221 at both ends. The anti-roll gyroscope 23 detects the attitude of hull 1 in real time and provides electrical signals to the roll compensation component 21 and the pitch compensation component 22 to control the coordinated operation of each compensation component. The wave stabilization component 24 works in conjunction with the roll compensation component 21 to reduce wave impact and vibration. The roll compensation component 21 uses water transfer to generate a counter-torque against lateral tilt, the pitch compensation component 22 generates a longitudinal suppressive torque through fluid balance between the fore and aft pitch compensation water tanks 221, the anti-roll gyroscope 23 achieves precise attitude correction through gyroscopic effect and signal feedback, and the wave stabilization component 24 disperses and weakens wave energy through floating and micropore action. The final effect is that the roll and pitch of hull 1 are significantly reduced in complex sea conditions, the sailing attitude remains stable, the ride comfort is improved, the safety is enhanced, and the handling response is more sensitive.

[0043] Furthermore, the roll stabilization gyroscope 23 is located at the center of mass of the hull 1, and both the roll compensation component 21 and the sway compensation component 22 are electrically connected to the roll stabilization gyroscope 23.

[0044] By adopting the above technical solution, the roll stabilization gyroscope 23 is installed at the center of mass of the hull 1 and is electrically connected to the roll compensation component 21 and the sway compensation component 22 for coordinated control. Located at the center of mass of the hull 1, the roll stabilization gyroscope 23 ensures accurate monitoring of the attitude changes of the hull 1 and connects to the control systems of the roll compensation component 21 and the sway compensation component 22 via electrical signals to adjust the working state of each compensation component in real time. The roll stabilization gyroscope 23 continuously senses the roll and sway motion of the hull 1 and converts the detected changes into electrical signals, which are transmitted to the roll compensation component 21 and the sway compensation component 22. Based on the received signals, the roll compensation component 21 and the sway compensation component 22 achieve a balance between roll and sway through compensation and adjustment of the water body, reducing the tilt amplitude of the hull 1. By sensing the rotation of the roll-damping gyroscope 23, the sway data of the hull 1 is fed back in real time. Through electrical connection, the roll and pitch compensation devices are controlled to dynamically adjust the water volume or fluid distribution within the roll compensation tank 216 and the pitch compensation tank 221, thereby precisely correcting the motion of the hull 1. The ultimate effect is that the roll and pitch of the hull 1 are effectively reduced, the stability of the ship in rough seas is significantly improved, the overall sailing attitude is more stable, maneuverability is optimized, discomfort for crew and passengers is significantly reduced, and navigation safety is improved.

[0045] Furthermore, the roll compensation assembly 21 includes a roll inlet pump 211, a first electromagnetic block 212, a first magnetic block 213, a first elastic element 214, a switching plate 215, a roll compensation water tank 216, and a roll compensation bidirectional water pump 217. The roll inlet pump 211, the first electromagnetic block 212, the first magnetic block 213, the first elastic element 214, the switching plate 215, and the roll compensation water tank 216 are provided with an even array, with one half of the roll inlet pump 211, the first electromagnetic block 212, the first magnetic block 213, the first elastic element 214, the switching plate 215, and the roll compensation water tank 216 having an even array. Electromagnetic block 212, first magnetic block 213, first elastic element 214, switching plate 215, and roll compensation water tank 216 are located on one side of hull 1, while the other half of the roll inlet pump 211, first electromagnetic block 212, first magnetic block 213, first elastic element 214, switching plate 215, and roll compensation water tank 216 are located on the other side of hull 1. The first electromagnetic block 212 and the roll compensation water tank 216 are fastened together. The first electromagnetic block 212 and the first elastic element 214 are also connected together. 14. Fastening connection: The first magnetic block 213 and the first elastic element 214 are fastened together; the first electromagnetic block 212 and the first magnetic block 213 are driven by magnetic pole repulsion; the first magnetic block 213 and the switching plate 215 are fastened together; the switching plate 215 is provided with an interception surface 2151 and a filter port 2152; both the interception surface 2151 and the filter port 2152 are arranged in a grid pattern; a roll-compensating bidirectional water pump 217 and a roll-compensating water tank 216 are also present. The roll compensation bidirectional water pump 217 is connected to the hull 1 and is fastened to the hull 1. The roll inlet pump 211 is connected to the roll compensation water tank 216. The roll compensation water tank 216 is connected to the interception mechanism 3. The roll compensation bidirectional water pump 217 is used to balance the water volume of the roll compensation water tanks 216 on both sides. The first electromagnetic block 212, the first magnetic block 213, the first elastic element 214 and the switching plate 215 are placed at an angle. The switching plate 215 is slidably connected to the roll compensation water tank 216.

[0046] By adopting the above technical solution, the roll compensation water pump 211 is arranged on both sides of the hull 1 and connected to the roll compensation water tank 216, for injecting or discharging seawater into the roll compensation water tank 216; the first electromagnetic block 212 is fastened to the roll compensation water tank 216 and the first elastic element 214, and the first magnetic block 213 is fastened to the first elastic element 214. The switching plate 215 is tilted and moved by the repulsive action of the magnetic poles of the first electromagnetic block 212 and the first magnetic block 213; the switching plate 215 is slidably connected to the roll compensation water tank 216 and is provided with a grid-shaped interception surface 2151 and a filter port 2152, which realizes water flow dispersion and filtration during water flow to ensure smooth water flow in or out; the roll compensation bidirectional water pump 217 is connected to the roll compensation water tanks 216 on both sides and fastened to the hull 1, for balancing the water volume of the roll compensation water tanks 216 on both sides in real time to maintain left and right balance. When the hull 1 rolls, the roll pump 211 injects seawater into the corresponding roll compensation tank 216. Under the action of the control signal, the first electromagnetic block 212 generates a repulsive force with the first magnetic block 213, causing the first elastic element 214 to deform and push the switching plate 215 to move. The intercepting surface 2151 and the filter port 2152 change the water flow channel during the sliding process, adjusting the water distribution. At the same time, the roll compensation bidirectional pump 217 adjusts the water volume between the two roll compensation tanks 216 according to the roll amplitude of the hull 1, so that the left and right sides form opposite balancing torques. Through the repulsive force transmission between the first electromagnetic block 212 and the first magnetic block 213 combined with the buffering effect of the first elastic element 214, the switching plate 215 adjusts the water flow distribution in time during the roll, and uses the water inertia and flow difference to form a reaction torque. The balancing effect of the roll compensation bidirectional pump 217 achieves more precise roll suppression. The final effect is that the hull 1 rolls significantly less in the waves, and the stability and comfort of the ship are enhanced. At the same time, due to the design of the grid-like interception surface 2151 of the switching plate 215 and the filter port 2152, the water circulation is smooth and has a certain filtering effect, thereby improving the reliability and practicality of the system.

[0047] Furthermore, the sway compensation component 22 includes a sway compensation water tank 221, a sway inlet pump 222, and a sway compensation bidirectional pump 223. The sway compensation water tank 221 and the sway inlet pump 222 are provided in two sets. One set of the sway compensation water tank 221 and the sway inlet pump 222 is located at one end of the hull 1, and the other set of the sway compensation water tank 221 and the sway inlet pump 222 is located at the other end of the hull 1. The sway compensation water tank 221 and the sway inlet pump 222 are connected. The sway compensation bidirectional pump 223 is used to balance the water volume of the two sway compensation water tanks 221.

[0048] By adopting the above technical solution, the sway compensation tanks 221 are respectively installed at the fore and aft ends of the hull 1. Each end of the sway compensation tank 221 is connected to the sway inlet pump 222, which is used to quickly inject or discharge water under the action of waves to change the weight distribution at that end. The sway compensation bidirectional pump 223 is connected to the sway compensation tanks 221 at both ends, which is used to transfer water between the two ends of the sway compensation tanks 221 to ensure the balance of longitudinal forces on the hull 1. When the hull 1 is subjected to longitudinal waves and undergoes pitching motion, the sway inlet pump 222 is activated according to the control signal to inject seawater into the sway compensation tank 221 at the upturned end, or to discharge water from the sway compensation tank 221 at the downturned end, thereby changing the water distribution at both ends. At the same time, the sway compensation bidirectional pump 223 transfers water between the two ends of the sway compensation tanks 221 according to the sway amplitude, forming a reverse regulating torque. The difference in water volume between the fore and aft end of the sway compensation tank 221 generates a balancing torque to counteract the pitch of the hull 1. Rapid single-end adjustment is achieved via the sway inlet pump 222, while the sway compensation bidirectional pump 223 achieves dynamic balance at both ends. The combined effect of these two pumps ensures longitudinal stability. Under the impact of longitudinal waves, the pitch of the hull 1 is significantly reduced, resulting in smoother navigation, improved equipment reliability and passenger comfort, and ultimately, enhanced overall safety and maneuverability of the vessel in complex sea conditions.

[0049] Furthermore, the wave stabilizing assembly 24 includes a wave stabilizing box 241, a float 242, and a sliding rod 243. The wave stabilizing box 241 is provided with wave stabilizing micro-holes 2411, which are located below the wave stabilizing box 241. The wave stabilizing box 241 is fastened to the roll compensation water tank 216, and the wave stabilizing micro-holes 2411 are connected to the roll compensation water tank 216. The sliding rod 243 is fastened to the wave stabilizing box 241, and the float 242 is slidably connected to the sliding rod 243 and the wave stabilizing box 241.

[0050] By adopting the above technical solution, the wave stabilizing box 241 is provided with wave stabilizing micro-holes 2411, which are located below the wave stabilizing box 241. These micro-holes disperse the water flow, thereby reducing the impact of waves on the hull 1. The wave stabilizing box 241 is fixedly connected to the roll compensation water tank 216, and the wave stabilizing micro-holes 2411 and the roll compensation water tank 216 are connected to ensure the coordinated operation of the wave stabilizing system and the roll compensation system. The sliding rod 243 is fixedly connected to the wave stabilizing box 241, and the float 242 is slidably connected to the sliding rod 243 and the wave stabilizing box 241, forming a floating structure that can adaptively move up and down during water surface fluctuations. As the waves change, the wave-stabilizing box 241 uses wave-stabilizing micro-holes 2411 to disperse wave energy, reducing the impact on the hull 1. The sliding connection between the float 242 and the sliding rod 243 allows the float 242 to move up and down according to wave changes, thereby adjusting the water flow distribution within the wave-stabilizing box 241 through buoyancy, thus mitigating the pitching and rolling of the hull 1. The tiny apertures of the wave-stabilizing micro-holes 2411 act on the water flow, effectively dissipating wave energy within the wave-stabilizing box 241. The floating of the float 242 and the cooperation of the sliding rod 243 create an adaptive adjustment of hydrodynamic energy, ensuring that wave energy is evenly distributed within the wave-stabilizing box 241, reducing the sway amplitude of the hull 1. This reduces the impact of waves on the hull 1, improves the stability of the hull 1, enhances the ship's dynamic response in waves, increases the smoothness of navigation and passenger comfort, and strengthens the hull 1's adaptability to complex sea conditions.

[0051] Furthermore, the interception mechanism 3 includes an interception box 31, a clamping hydraulic cylinder 32, a clamping plate 33, an interception net 34, a vibrator 35, a rotating motor 37, a rotating bevel gear 38, a transmission bevel gear 39, a driven bevel gear 310, a discharge plate 311, a discharge valve 312, an abutment sealing plate 313, and an abutment sealing hydraulic cylinder 314. The interception box 31 is fastened to the hull 1, and is connected to the roll compensation water tank 216 and the discharge valve 312. The interception box 31 is equipped with a flow pipe 3101, which is connected to the roll compensation water tank 216. The clamping hydraulic cylinder 32 is fastened to the interception box 31, and is drivenly connected to the clamping plate 33. The clamping plate 33 is U-shaped. The clamping plate 33 slides against the flow pipe 3101, and the initial position of the clamping plate 33 is above the flow pipe 3101. The rotating motor 37 and the intercepting box 31 are fastened together. The rotating motor 37 and the rotating bevel gear 38 are driven together. The intercepting net 34 and the rotating bevel gear 38 are fastened together. The rotating bevel gear 38 and the driving bevel gear 39 are driven together. The driving bevel gear 39 and the driven bevel gear 310 are driven together. The driven bevel gear 310 and the discharge plate 311 are driven together. The vibrator 35 and the intercepting box 31 are fastened together. The vibrator 35 and the intercepting net 34 abut together. The abutting and sealing hydraulic cylinder 314 and the intercepting box 31 are fastened together. The abutting and sealing hydraulic cylinder 314 and the abutting and sealing plate 313 are driven together. The abutting and sealing plate 313 and the intercepting net 34 abut together.

[0052] By adopting the above technical solution, the interception box 31 is securely connected to the hull 1 and communicates with the roll compensation water tank 216 and the discharge valve 312. An internal flow pipe 3101 is provided to exchange water flow with the roll compensation water tank 216. A clamping hydraulic cylinder 32 is fixed to the interception box 31 and is connected to a U-shaped clamping plate 33. The clamping plate 33 can be initially positioned above the flow pipe 3101 and slide against the flow pipe 3101 under hydraulic drive to clamp and fix the sediment. The interception net 34 is securely connected to the rotating bevel gear 38 and rotates under the drive of the rotating motor 37. Simultaneously, a vibrator 35 is installed... Mounted on the interception box 31 and abutting against the interception net 34, it can separate and filter mud and sand through vibration and rotation; the transmission system consists of a rotating bevel gear 38, a driving bevel gear 39, and a driven bevel gear 310 meshing and driving in sequence. The driven bevel gear 310 is driven and connected to the discharge plate 311, ensuring that the filtered mud and sand or impurities can be smoothly discharged through the discharge plate 311 under the control of the discharge valve 312; the abutting and sealing hydraulic cylinder 314 is mounted on the interception box 31 and driven and connected to the abutting and sealing plate 313. The abutting and sealing plate 313 can abut against the interception net 34 and form a seal when necessary to prevent mud and sand from leaking out. After seawater and sediment enter the interception box 31, they are first screened by the interception net 34. The vibrator 35 rotates to improve the separation efficiency. The clamping hydraulic cylinder 32 pushes the clamping plate 33 to compact and fix the sediment. Then, the discharge plate 311 is adjusted in position through gear transmission, and the discharge valve 312 is opened to realize the directional discharge of sediment. The sealing plate 313 can be used to seal during discharge or maintenance. Through the combination of hydraulics, gear transmission and motor vibration, the separation, compaction and discharge of sediment are realized, while maintaining fluid communication with the roll compensation tank 216 to assist in the overall balance adjustment. It effectively intercepts and treats the sediment entering the hull 1, avoiding the instability of the center of gravity caused by the free deposition of sediment. At the same time, the controlled discharge maintains the cleanliness and stability adjustment capability of the hull 1, thereby significantly improving the stability and safety of the hull 1 in complex sea conditions.

[0053] Furthermore, the interception mechanism 3 also includes an abutting filter plate 315, an abutting hydraulic cylinder 316, a stabilizing hydraulic cylinder 317, and a stabilizing plate 318. The stabilizing hydraulic cylinder 317 is fastened to the sway compensation water tank 221, and the stabilizing hydraulic cylinder 317 is driven to the stabilizing plate 318. The abutting hydraulic cylinder 316 is fastened to the sway compensation water tank 221, and the abutting hydraulic cylinder 316 is driven to the abutting filter plate 315. The abutting filter plate 315 has an isosceles trapezoidal cross section. The abutting filter plate 315 abuts against the sway compensation water tank 221, and the sway compensation water tank 221 is connected to the discharge valve 312.

[0054] By adopting the above technical solution, the pressure-stabilizing hydraulic cylinder 317 is firmly connected to the turbulence compensation water tank 221 and connected to the pressure-stabilizing plate 318 through a transmission structure. Under hydraulic drive, the pressure-stabilizing plate 318 can compact and fix the fluid or sediment inside the turbulence compensation water tank 221. Similarly, the abutting hydraulic cylinder 316 is also firmly connected to the turbulence compensation water tank 221 and is drivenly connected to the abutting filter plate 315, so that the abutting filter plate 315 can abut against one side of the turbulence compensation water tank 221 under hydraulic action to form a stable filter surface. The abutting filter plate 315 is designed with an isosceles trapezoidal cross section. Its geometric characteristics are conducive to the uniform dispersion of water flow and the effective interception of solid particles, ensuring that sediments do not freely enter or accumulate with the water flow. When the water flow in the sway compensation tank 221 carries silt or impurities, the abutment hydraulic cylinder 316 drives the abutment filter plate 315 to adhere to the internal channel of the sway compensation tank 221 for filtration. At the same time, the stabilizing hydraulic cylinder 317 pushes the stabilizing plate 318 to act on the silt accumulation area for compaction, reducing the sloshing effect of the free surface. The filtered and purified water can then be smoothly discharged through the discharge valve 312 connected to the sway compensation tank 221. Through the physical interception and flow guiding function of the abutment filter plate 315 combined with the compaction effect of the stabilizing plate 318, the silt inside the sway compensation tank 221 is fixed and the water flow is maintained stably, avoiding fluctuations in the center of gravity of the hull 1 caused by silt floating and free flow. The final effect is to effectively enhance the stability of the sway compensation tank 221 during the pitch compensation process, ensure clear separation of water and sediment, reduce the risk of instability caused by sediment movement, and thus significantly improve the safety and stability of the hull 1 under sway conditions.

[0055] Furthermore, the auxiliary oblique cutting mechanism 4 includes an oblique cutting valve 41 and an oblique cutting pipe 42. The oblique cutting valve 41 is fastened to the hull 1, the oblique cutting valve 41 is connected to the oblique cutting pipe 42, and the oblique cutting valve 41 is connected to the roll compensation water tank 216. The oblique cutting pipe 42 is in the shape of a semi-circular arc, with the center of mass of the hull 1 as the center of the circle.

[0056] By adopting the above technical solution, the oblique valve 41 is firmly connected to the hull 1, ensuring that it can maintain a stable seal even when the hull 1 is under stress, and is connected to the oblique pipe 42. At the same time, the oblique valve 41 is connected to the roll compensation water tank 216, which can open or close the water flow channel according to the working needs of the compensation system. The oblique pipe 42 is designed as a semi-circular arc, with its arc center corresponding to the center of mass of the hull 1, so that the water flow in the pipe forms a flow direction distributed along the center of mass, thereby generating a balanced deflection torque during the flow. When the hull 1 is impacted by transverse waves, the oblique valve 41 opens according to the control signal, allowing the water in the roll compensation water tank 216 to enter the oblique pipe 42. The water flow runs along the semi-circular oblique pipe 42 and forms a flow inertial torque on the path with the center of mass of the hull 1 as the center, thereby generating an auxiliary deflection force, so that the bow of the hull 1 gradually adjusts its direction to reduce the impact of transverse waves; when not needed, the oblique valve 41 closes to maintain system stability. The opening and closing of the oblique valve 41 controls the entry and exit of water into the oblique pipe 42. Utilizing the geometric characteristics of the arc-shaped oblique pipe 42, the water flow forms a controlled flow loop around the center of mass, thereby deflecting or correcting the attitude of the hull 1, assisting in steering and dispersing lateral impacts. The ultimate effect is that when the hull 1 encounters transverse or oblique waves, the water flow guidance makes it easier for the bow to face the incoming wave, reducing the risk of capsizing under the action of transverse waves, improving the stability and safety of the hull 1, and providing auxiliary support for the operator's steering operations in adverse sea conditions.

[0057] Working principle of the invention:

[0058] First, through the combination of the roll compensation assembly 21, including the roll inlet pump 211, the roll compensation bidirectional pump 217, the first electromagnetic block 212, the first magnetic block 213, the first elastic element 214, and the switching plate 215, the magnetic poles of the first electromagnetic block 212 and the first magnetic block 213 repel each other, causing the switching plate 215 to tilt. This, combined with the grid-like interception surface 2151 and the filter port 2152, adjusts the water flow channel, quickly achieving differential adjustment of the water volume in the two roll compensation tanks 216 when roll occurs. The roll compensation bidirectional pump 217 then balances the fluid between the roll compensation tanks 216, creating a counter-torque to suppress roll. This structure not only relies on liquid transfer to generate dynamic torque but also achieves buffering adjustment through the coupling of magnetism and the elastic element, ensuring the sensitivity and stability of roll control. Secondly, through the arrangement of the sway compensation water tank 221, the sway inlet pump 222, and the sway compensation bidirectional pump 223 in the sway compensation assembly 22, the symmetrically arranged sway compensation water tank 221 and sway inlet pump 222 at both ends achieve rapid water inflow and drainage during longitudinal pitching. The sway compensation bidirectional pump 223 adjusts the flow rate between the two sway compensation water tanks 221, forming a longitudinal counterweight balance. This structure achieves real-time correction of the sway attitude through the linkage between the sway compensation bidirectional pump 223 and the sway compensation water tank 221, avoiding the lag caused by single-end adjustment. At the same time, it utilizes the difference in water volume at both ends to generate a longitudinal suppressive torque, significantly reducing the pitching amplitude. Its mechanical principle lies in driving the liquid to flow between the front and rear sway compensation water tanks 221 through the sway compensation bidirectional pump 223, dynamically changing the center of gravity distribution, and achieving counter-current regulation of swaying. Furthermore, through the combination of the interception box 31, the clamping hydraulic cylinder 32, the clamping plate 33, the interception net 34, the vibrator 35, and the gear transmission system in the interception mechanism 3, the interception, compaction, and directional discharge of sediment entering the water body are achieved. The interception net 34 rotates and separates under the drive of the rotating motor 37 and the bevel gear assembly, and the vibrator 35 abuts against the interception net 34 to improve the screening efficiency; the clamping hydraulic cylinder 32 pushes the U-shaped clamping plate 33 to compact and fix the sediment, avoiding the free liquid surface effect; the driven bevel gear 310 is linked with the discharge plate 311, and the orderly discharge of sediment is completed when the discharge valve 312 is opened. This structure utilizes the multiple effects of hydraulics, vibration, and gear transmission to ensure the reliability of sediment interception and the stability of water circulation, effectively reducing the risk of center of gravity fluctuation caused by sediment floating.

[0059] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A hull stabilization device with a function to reduce swaying, characterized in that: It includes a hull (1), a balancing mechanism (2), a trapping mechanism (3), and an auxiliary oblique cutting mechanism (4). The balancing mechanism (2) is fastened to the hull (1), the trapping mechanism (3) is connected to the balancing mechanism (2), the trapping mechanism (3) is fastened to the hull (1), and the auxiliary oblique cutting mechanism (4) is fastened to the balancing mechanism (2) and the hull (1). The balancing mechanism (2) includes a roll compensation component (21), a sway compensation component (22), a roll stabilizing gyroscope (23), and a wave stabilizing component (24). The roll compensation component (21) is located on both sides of the hull (1), the sway compensation component (22) is located at both ends of the hull (1), the wave stabilizing component (24) and the roll compensation component (21) are fastened together, the roll stabilizing gyroscope (23) is fastened together to the hull (1), and both the roll compensation component (21) and the sway compensation component (22) are fastened together to the hull (1). The roll compensation assembly (21) includes a roll inlet pump (211), a first electromagnetic block (212), a first magnetic block (213), a first elastic element (214), a switching plate (215), a roll compensation water tank (216), and a roll compensation bidirectional pump (217). The roll inlet pump (211), the first electromagnetic block (212), the first magnetic block (213), the first elastic element (214), the switching plate (215), and the roll compensation water tank (216) are provided with an even array. Half of the roll inlet pump (211), the first electromagnetic block (212), the first elastic element (214), the switching plate (215), and the roll compensation water tank (216) are provided with an even array. The first magnetic block (213), the first elastic element (214), the switching plate (215), and the roll compensation water tank (216) are located on one side of the hull (1), while the other half of the roll inlet pump (211), the first electromagnetic block (212), the first magnetic block (213), the first elastic element (214), the switching plate (215), and the roll compensation water tank (216) are located on the other side of the hull (1). The first electromagnetic block (212) and the roll compensation water tank (216) are fastened together, and the first electromagnetic block (212) and the first elastic element (214) are fastened together. The first magnetic block (213) and the first elastic element (214) are fastened together. The first electromagnetic block (212) and the first magnetic block (213) are driven by magnetic pole repulsion. The first magnetic block (213) and the switching plate (215) are fastened together. The switching plate (215) is provided with an interception surface (2151) and a filter port (2152). The interception surface (2151) and the filter port (2152) are arranged in a grid pattern. The lateral rocking compensation bidirectional water pump (217) and the lateral rocking compensation water tank (216) are connected. The roll compensation bidirectional water pump (217) is fastened to the hull (1), the roll inlet pump (211) is connected to the roll compensation water tank (216), the roll compensation water tank (216) is connected to the interception mechanism (3), the roll compensation bidirectional water pump (217) is used to balance the water volume of the roll compensation water tanks (216) on both sides, the first electromagnetic block (212), the first magnetic block (213), the first elastic element (214) and the switching plate (215) are all placed at an angle, and the switching plate (215) is slidably connected to the roll compensation water tank (216).

2. A hull stabilization device with anti-sway function according to claim 1, characterized in that: The roll-damping gyroscope (23) is located at the center of mass of the hull (1), and the roll compensation component (21) and the sway compensation component (22) are both electrically connected to the roll-damping gyroscope (23).

3. A hull stabilization device with anti-sway function according to claim 2, characterized in that: The sway compensation component (22) includes a sway compensation water tank (221), a sway inlet pump (222), and a sway compensation bidirectional pump (223). The sway compensation water tank (221) and the sway inlet pump (222) are provided in two sets. One set of the sway compensation water tank (221) and the sway inlet pump (222) is located at one end of the hull (1), and the other set of the sway compensation water tank (221) and the sway inlet pump (222) is located at the other end of the hull (1). The sway compensation water tank (221) and the sway inlet pump (222) are connected. The sway compensation bidirectional pump (223) is used to balance the water volume of the two sway compensation water tanks (221).

4. A hull stabilization device with anti-sway function according to claim 3, characterized in that: The wave stabilizing assembly (24) includes a wave stabilizing box (241), a float (242), and a sliding rod (243). The wave stabilizing box (241) is provided with wave stabilizing micro-holes (2411), which are located below the wave stabilizing box (241). The wave stabilizing box (241) and the roll compensation water tank (216) are fastened together. The wave stabilizing micro-holes (2411) and the roll compensation water tank (216) are connected. The sliding rod (243) and the wave stabilizing box (241) are fastened together. The float (242) and the sliding rod (243) are slidably connected. The float (242) and the wave stabilizing box (241) are slidably connected.

5. A hull stabilization device with anti-sway function according to claim 4, characterized in that: The interception mechanism (3) includes an interception box (31), a clamping hydraulic cylinder (32), a clamping plate (33), an interception net (34), a vibrator (35), a rotating motor (37), a rotating bevel gear (38), a transmission bevel gear (39), a driven bevel gear (310), a discharge plate (311), a discharge valve (312), an abutment sealing plate (313), and an abutment sealing hydraulic cylinder (314). The interception box (31) is fastened to the hull (1). The retention box (31) is connected to the roll compensation water tank (216), the retention box (31) is connected to the discharge valve (312), the retention box (31) is provided with a flow pipe (3101), the flow pipe (3101) is connected to the roll compensation water tank (216), the clamping hydraulic cylinder (32) is fastened to the retention box (31), the clamping hydraulic cylinder (32) is driven to the clamping plate (33), the clamping plate (33) is U-shaped, and the clamping plate (312) is connected to the discharge valve (312). 3) The pressure plate (33) slides against the flow tube (3101), and its initial position is above the flow tube (3101). The rotating motor (37) and the interception box (31) are fastened together. The rotating motor (37) and the rotating bevel gear (38) are driven together. The interception net (34) and the rotating bevel gear (38) are fastened together. The rotating bevel gear (38) and the transmission bevel gear (39) are driven together. The transmission bevel gear (39) and the driven bevel gear The rod (310) is driven and connected, the driven bevel rod (310) and the discharge plate (311) are driven and connected, the vibrator (35) and the interception box (31) are fastened and connected, the vibrator (35) and the interception net (34) abut, the abutting and sealing hydraulic cylinder (314) and the interception box (31) are fastened and connected, the abutting and sealing hydraulic cylinder (314) and the abutting and sealing plate (313) are driven and connected, and the abutting and sealing plate (313) abuts and the interception net (34).

6. A hull stabilization device with anti-sway function according to claim 5, characterized in that: The interception mechanism (3) further includes an abutting filter plate (315), an abutting hydraulic cylinder (316), a pressure stabilizing hydraulic cylinder (317), and a pressure stabilizing plate (318). The pressure stabilizing hydraulic cylinder (317) is fastened to the sway compensation water tank (221). The pressure stabilizing hydraulic cylinder (317) is driven to the pressure stabilizing plate (318). The abutting hydraulic cylinder (316) is fastened to the sway compensation water tank (221). The abutting hydraulic cylinder (316) is driven to the abutting filter plate (315). The abutting filter plate (315) has an isosceles trapezoidal cross section. The abutting filter plate (315) abuts to the sway compensation water tank (221). The sway compensation water tank (221) is connected to the discharge valve (312).

7. A hull stabilization device with anti-sway function according to claim 6, characterized in that: The auxiliary oblique cutting mechanism (4) includes an oblique cutting valve (41) and an oblique cutting pipe (42). The oblique cutting valve (41) is fastened to the hull (1). The oblique cutting valve (41) is connected to the oblique cutting pipe (42). The oblique cutting valve (41) is connected to the roll compensation water tank (216). The oblique cutting pipe (42) is in the shape of a semi-circular arc. The oblique cutting pipe (42) is centered on the center of mass of the hull (1).

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