An adjustable anchor lip for anchor testing

Abstract

This invention relates to the field of ship anchor testing technology, specifically to an adjustable lower anchor lip anchor testing device, comprising an expansion locking assembly and at least two tension sensing buffer assemblies. The expansion locking assembly and each of the tension sensing buffer assemblies are mounted on a ship simulation model. The expansion locking assembly includes a mounting frame, a fixedly disposed locking ring, and a first flexible friction element rotatably disposed within the locking ring. The first flexible friction element is connected to a turntable and has a first state of being detached from the inner wall of the locking ring and a second state of being abutting against the inner wall of the locking ring. The first flexible friction element is connected to the tension sensing buffer assemblies, and the tension sensing buffer assemblies can drive the first flexible friction element to generate radial expansion. This invention solves the problem that existing anchor testing devices cannot simulate the nonlinear deceleration of the ship hull caused by the synchronous increase of anchor chain tension.

Description

Technical Field

[0001] This invention relates to the field of ship anchor testing technology, and specifically to an anchor pulling test device with an adjustable lower anchor lip. Background Technology

[0002] In the field of shipbuilding and ocean engineering, the study of the dynamic behavior of mooring and anchoring systems relies heavily on the simulation of real sea conditions. Especially after the anchor is fixed to the seabed, the hull exhibits a complex multi-degree-of-freedom motion response under the environmental loads such as wind and waves: when the wind direction is consistent with the wave propagation direction, as the wave energy increases, the horizontal wave drift force on the hull increases synchronously, driving the ship to generate an incremental drift speed in the downwind direction. At the same time, the wave energy intensifies the vertical undulation and pitching motion of the hull, forming a complex dynamic coupling process between the increase of wave energy, the acceleration of horizontal drift of the hull, the increase of vertical undulation, the intensification of pitching, and the increase of circumferential sway. Under the aforementioned multi-degree-of-freedom motion coupling, the anchor chain alternately exists in a state of tension and relaxation between the hull and the anchor point. When the hull moves away from the anchor point, the anchor chain gradually tensions up, and the tension continuously increases. When the hull swings back or moves towards the anchor point, the anchor chain enters a relaxed state, and the tension is rapidly released. This alternating change between tension and relaxation will generate significant impact loads, leading to structural damage or anchor failure. Therefore, the anchor pulling test must be able to simulate the dynamic response of the anchor chain from relaxation to tension and then to impact loading.

[0003] As the anchor chain gradually tightens from slack, the tension continuously increases. At this point, the anchor chain tension exerts a gradually increasing braking effect on the hull, causing the hull's drift speed to decrease non-linearly. That is, the greater the tension, the stronger the locking force and the more significant the hull deceleration. In this periodic process, a natural negative correlation couples between the anchor chain tension and the hull speed. The physical law that the tension and locking force increase synchronously until complete locking is the essential characteristic of the dynamic behavior of the mooring system and the core mechanism that must be reproduced in anchor pulling tests. Existing anchor pulling test devices generally treat the anchor chain tension as a static or quasi-static process in their structural design, typically applying the anchor chain tension using counterweight loading or constant force traction with hydraulic cylinders. While this simplified structure can achieve basic anchor pulling action testing, it cannot reproduce the periodic alternation of slack, tension, and impact characteristics of the anchor chain tension during the multi-degree-of-freedom motion of the hull in real mooring. Furthermore, it cannot simulate the synchronous increase in tension during the process of the anchor chain from slack to tight, leading to the non-linear deceleration of the hull, making it difficult to meet the experimental requirements for the design and verification of mooring systems.

[0004] Therefore, in view of this, the inventors proposed an adjustable lower anchor lip for anchor testing to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide an adjustable lower anchor lip for anchor testing, in order to solve the problem that existing anchor testing devices cannot simulate the nonlinear deceleration of the ship caused by the synchronous increase of anchor chain tension.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An adjustable anchor lip test device includes an expansion locking assembly and at least two tension sensing buffer assemblies, wherein the expansion locking assembly and each of the tension sensing buffer assemblies are mounted on the ship simulator; The expansion locking assembly includes a mounting bracket, a fixed locking ring, and a first flexible friction member rotatably disposed within the locking ring. The first flexible friction member is connected to a turntable, and the first flexible friction member has a first state of being detached from the inner wall of the locking ring and a second state of being in contact with the inner wall of the locking ring. The first flexible friction element is connected to the tension sensing buffer assembly, and the tension sensing buffer assembly can drive the first flexible friction element to generate radial expansion. After the anchor chain passes around each of the tension sensing buffer components in sequence, it is fixedly wound around the turntable. When the anchor chain gradually tightens from a slack state, the anchor chain tension acts on the tension sensing buffer components, causing the first flexible friction element to expand radially. At the same time, through the rotation of the turntable, the first flexible friction element is driven to change from a first state to a second state.

[0007] The beneficial effects of this invention are: This invention overcomes the limitations of traditional anchor testing devices that treat anchor chain tension as static or quasi-static by using a purely mechanical positive feedback linkage design between the expansion locking component and the tension sensing buffer component. When the anchor chain is tensioned, the tension sensing buffer component synchronously converts the anchor chain tension into the radial expansion pressure of the flexible friction element. At the same time, the anchor chain directly drives the turntable to rotate the flexible friction element, causing the contact pressure between the flexible friction element and the inner wall of the locking ring to increase nonlinearly with the increase of the anchor chain tension. This forms a mechanical positive feedback closed loop where the greater the tension, the more complete the expansion, and the stronger the locking force. For the first time, this invention reproduces the dynamic characteristics of the anchor chain tension synchronously increasing, causing the ship to decelerate nonlinearly until it is completely locked during the actual anchoring process at the physical simulation level. This solves the technical problem that existing devices cannot simulate the dynamic coupling relationship between tension and locking force.

[0008] This invention further utilizes a two-stage locking coupling structure comprised of a ratchet and tooth linkage mechanism and a pneumatic expansion locking mechanism to achieve a complete simulation of the dynamic response of the anchor chain tensioning throughout its entire cycle. As the anchor chain tension gradually increases, the frictional force generated by the radial expansion of the flexible friction element provides a progressive locking force positively correlated with the tension, replicating the nonlinear deceleration process of the hull. When the tension reaches a critical value, the ratchet and tooth mechanism automatically triggers and drives the limit plate to mechanically interfere with and lock the turntable, simulating the impact loading or overload protection conditions after the anchor chain is fully tensioned, thus improving the completeness and experimental authenticity of the dynamic behavior simulation of the mooring system.

[0009] Other advantages, objectives, and features of this application will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination or study, or may be learned from practice of this application. The objectives and other advantages of this application may be realized and obtained through the detailed embodiments described below. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the expansion locking assembly and tension sensing buffer assembly of the present invention installed on a ship simulation component. Figure 2 This is a schematic diagram of the overall structure of the expansion locking assembly of the present invention; Figure 3 for Figure 2 A partial structural diagram; Figure 4 for Figure 3 A schematic diagram of the structure after the turntable is hidden; Figure 5 for Figure 1 A magnified structural diagram of part A; Figure 6 This is a partial structural schematic diagram of the expansion locking assembly of the present invention; Figure 7 This is a schematic diagram of the expansion locking component of the present invention in its first state; Figure 8 This is a schematic diagram of the expansion locking component of the present invention in its second state; Figure 9 This is a schematic diagram of the connection structure between the first flexible friction element and the second flexible friction element of the present invention; Figure 10 This is a schematic diagram showing the connection between the first flexible friction element and the tension sensing buffer assembly of the present invention; Figure 11 This is a schematic diagram of the overall structure of the anchor testing structure of the present invention in one direction; Figure 12 This is a schematic diagram of the overall structure of the anchor testing structure of the present invention from another direction; Figure 13 This is a cross-sectional schematic diagram of the anchor test structure of the present invention after the airflow plate has been installed; Figure 14 For the present invention Figure 13 A partially enlarged structural diagram; Figure 15 This is a schematic diagram of the connection structure between part of the mounting unit and the rotating base of the present invention; Figure 16 This is a partial structural schematic diagram of the mobile flutter assembly of the present invention; Figure 17 This is a schematic diagram of the wave simulation component of the present invention; Figure 18 This is a schematic diagram of the structure of the rotating base of the present invention; Figure 19 For the present invention Figure 17 Partial structural diagram; Figure 20 For the present invention Figure 19 A partial structural diagram.

[0011] Among them, the ship simulation component 1a, anchor chain 11a, anchor 12a, slewing base 2a, slewing base 21a, rotating shaft 22a, support plate 23a, first gear 24a, rack 25a, actuator 26a, actuator cylinder 261a, actuator cavity 262a, actuator ring 263a, actuator rod 264a, first air pipe 265a, moving flutter assembly 3a, mounting unit 31a, mounting bar 311a, rotating shaft 312a, and connecting shaft 3121 a. Connecting piece 3122a, cam 3124a, contact bar 3123a, rotating wheel 313a, driven bevel gear 314a, driving bevel gear 315a, tension belt 316a, contact plate 317a, piston cylinder 32a, piston chamber 321a, piston ring 322a, push rod 323a, cam 3124a, branch pipe 326a, first gas collecting pipe 327a, second gas collecting pipe 328a, wave simulation component 4a, wave support plate 4 1a, Truss 42a, Drive Shaft 43a, Wave Support 44a, Disc 441a, Irregular Rod 442a, Top Rod 443a, Airflow Plate 5a, Airflow Chamber 51a, Airflow Hole 52a, Second Air Pipe 53a, Expansion Locking Assembly 1b, Tension Sensing Buffer Assembly 2b, Mounting Bracket 3b, Locking Ring 4b, First Flexible Friction Member 5b, First Support Plate 51b, First Rotating Rod 52b, First Flexible Wheel 53b, Turntable 6b, Pipe 66b The components include: a second flexible friction element 7b, a second support plate 71b, a second rotating rod 72b, a second flexible wheel 73b, a hinge rod 74b, a spring rod 75b, a ratchet 81b, a ratchet tooth 82b, a limiting plate 83b, a pull rod 84b, a limiting clip 85b, a support seat 91b, a first support block 92b, a second support block 93b, a first guide wheel 94b, a cylinder 95b, a cylinder cavity 96b, a sliding rod 97b, a second guide wheel 98b, and a first spring 99b. Detailed Implementation

[0012] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0013] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0014] This embodiment proposes an adjustable lower anchor lip anchor testing device for installation on a ship simulation component 1a, such as... Figures 1 to 20 As shown, it includes an expansion locking assembly 1b and at least two tension sensing buffer assemblies 2b, with the expansion locking assembly 1b and each tension sensing buffer assembly 2b mounted on the ship simulation component 1a; in this embodiment, it is preferred that there are two tension sensing buffer assemblies 2b, which are respectively fixedly mounted on the ship simulation component 1a.

[0015] The expansion locking assembly 1b includes a mounting bracket 3b, a fixedly disposed locking ring 4b, and a first flexible friction member 5b rotatably disposed within the locking ring 4b. The mounting bracket 3b is fixedly disposed within the locking ring 4b. The first flexible friction member 5b is connected to a turntable 6b and has a first state of being detached from the inner wall of the locking ring 4b and a second state of being in contact with the inner wall of the locking ring 4b. The first flexible friction member 5b is connected to a tension sensing buffer assembly 2b, which can drive the first flexible friction member 5b to expand radially. Anchor chain 11a is fixedly wound around turntable 6b after passing through each tension sensing buffer component 2b in sequence. In this embodiment, anchor chain 11a is preferably wound around turntable 6b once, and the end of anchor chain 11a is fixedly connected to turntable 6b. When anchor chain 11a is gradually tightened from a slack state, the tension of anchor chain 11a acts on tension sensing buffer component 2b, causing the first flexible friction component 5b to expand radially. At the same time, when anchor chain 11a is gradually tightened from a slack state, it causes turntable 6b to rotate at a certain angle, causing the first flexible friction component 5b to switch from the first state to the second state.

[0016] In this embodiment, when the anchor chain 11a is in a slack state, the first flexible friction element 5b is in a first state of being detached from the inner wall of the locking ring 4b. At this time, there is no contact between the first flexible friction element 5b and the locking ring 4b. The anchor chain 11a passes through each tension sensing buffer assembly 2b in sequence and is then fixedly wound around the turntable 6b. When the anchor chain 11a is gradually tensioned to simulate the hull moving away from the anchor point under wave drive, the tension of the anchor chain 11a acts on two aspects simultaneously: On the one hand, the tension of the anchor chain 11a acts directly on each tension sensing buffer assembly 2b. The tension sensing buffer assembly 2b forms high pressure under the pull of the anchor chain 11a, and gas is transported to the interior of the first flexible friction element 5b through the pipe 66b, causing the first flexible friction element 5b to expand radially under the action of air pressure. The degree of expansion is positively correlated with the tension of the anchor chain 11a. The greater the tension of the anchor chain 11a, the more fully the first flexible friction element 5b expands. On the other hand, the tension of the anchor chain 11a is directly transmitted to the anchor chain 1 fixedly wound around the turntable 6b through the anchor chain 11a. At end 1a, the drive turntable 6b rotates at a certain angle, and the turntable 6b drives the first flexible friction element 5b connected to it to rotate synchronously within the locking ring 4b. As the radial expansion of the first flexible friction element 5b increases synchronously with the tension of the anchor chain 11a, the turntable 6b drives the first flexible friction element 5b to gradually rotate to the position of contact with the inner wall of the locking ring 4b. The first flexible friction element 5b changes from the first state of being detached from the inner wall of the locking ring 4b to the second state of being in contact with the inner wall of the locking ring 4b. During this process, the contact pressure between the first flexible friction element 5b and the inner wall of the locking ring 4b gradually increases, and the radial expansion also increases synchronously, thereby generating a locking force positively correlated with the tension of the anchor chain 11a. This achieves a pure mechanical positive feedback linkage where the greater the tension of the anchor chain 11a, the higher the pressure, the more fully the first flexible friction element 5b expands, the greater the contact pressure, and the stronger the locking force. This simulates the dynamic characteristics of the anchor chain 11a tension increasing synchronously during actual anchoring, causing the hull to decelerate nonlinearly until it is completely locked.

[0017] In a preferred embodiment, a mounting bracket 3b is provided in the middle of the locking ring 4b, and the mounting bracket 3b is fixedly connected to the locking ring 4b; the first flexible friction member 5b includes a first support plate 51b, a first rotating rod 52b and a first flexible wheel 53b, the first rotating rod 52b is fixedly installed in the middle position of the first support plate 51b and is rotatably installed on the mounting bracket 3b, the first flexible wheel 53b is fixedly installed at the end of the first support plate 51b, and the turntable 6b is coaxially fixedly connected to the first rotating rod 52b.

[0018] Furthermore, the expansion locking assembly 1b also includes a second flexible friction element 7b; the second flexible friction element 7b includes a second support plate 71b, a second rotating rod 72b, and a second flexible wheel 73b. The second rotating rod 72b is fixedly installed at the middle position of the second support plate 71b and is rotatably installed on the mounting bracket 3b. The second flexible wheel 73b is fixedly installed at the end of the second support plate 71b. A hinge rod 74b is provided between the first support plate 51b and the second support plate 71b. The two ends of the hinge rod 74b are movably connected to the first support plate 51b and the second support plate 71b, respectively. A spring rod 75b is connected to the side of the second support plate 71b away from the second flexible wheel 73b. The spring rod 75b has a tendency to drive the first flexible friction element 5b and the second flexible friction element 7b to switch from a second state to a first state. The first flexible wheel 53b and the second flexible wheel 73b are rubber with an expandable outer diameter.

[0019] In the initial relaxed state, the spring rod 75b applies tension through the second support plate 71b, which synchronously drives the first support plate 51b via the hinge rod 74b, keeping both the first flexible wheel 53b and the second flexible wheel 73b in the first state of being detached from the inner wall of the locking ring 4b. At this time, there is no contact pressure between the two flexible wheels and the locking ring 4b, and the locking force is zero. When the anchor chain 11a gradually tightens, the tension of the anchor chain 11a first acts on the tension sensing buffer component 2b to generate pressure. Compressed gas / hydraulic oil enters the interior of the first flexible wheel 53b and the second flexible wheel 73b through the pipe 66b, causing the hollow flexible rubber flexible wheels to expand radially under the action of air / oil pressure. This expansion process... This directly increases the theoretical contact diameter between the outer wall of the flexible wheel and the inner wall of the locking ring 4b, providing a larger positive pressure basis for subsequent contact. Simultaneously, the tension of the anchor chain 11a directly drives the turntable 6b to rotate. The turntable 6b drives the first rotating rod 52b and the first support plate 51b, which are coaxially fixed, to rotate. The first support plate 51b, through the hinge rod 74b, synchronously drives the second support plate 71b and the second rotating rod 72b to rotate in opposite directions, causing the first flexible wheel 53b and the second flexible wheel 73b to rotate synchronously and symmetrically within the locking ring 4b and gradually approach the inner wall of the locking ring 4b. In this process, a dual-coupling locking force enhancement mechanism is formed: on the one hand, as… As the tension of the anchor chain 11a increases, the internal air pressure of the flexible wheel rises synchronously, and the radial expansion of the flexible wheel continuously increases. This causes the normal pressure between the flexible wheel and the inner wall of the locking ring 4b to increase non-linearly, directly increasing the normal load on the friction contact surface. On the other hand, as the turntable 6b continues to rotate, during the transition from the first state to the second state of the first flexible wheel 53b and the second flexible wheel 73b, the preload pressure generated by the radial expansion of the flexible wheel and the tangential driving force applied by the rotation of the turntable 6b are superimposed, increasing the contact pressure between the flexible wheel and the locking ring 4b. The two form a synergistic effect at the contact interface: increased friction due to expansion and increased force due to rotation. The expansion causes the flexible wheel to expand at a greater radial angle. The force presses against the inner wall of the locking ring 4b, and the rotation causes the flexible wheel to fit against the inner wall of the locking ring 4b with a better contact geometry. The two occur synchronously in time and reinforce each other physically, together causing the locking force to increase nonlinearly with the increase of the tension of the anchor chain 11a. This fully reproduces the dynamic characteristics of the real anchoring process: the greater the tension, the stronger the locking force, and the more significant the deceleration of the hull. When the tension of the anchor chain 11a is released, the spring rod 75b automatically drives the second support plate 71b to reset, and synchronously drives the first support plate 51b to reset through the hinge rod 74b. At the same time, the air pressure inside the flexible wheel decreases, the flexible wheel elastically contracts, and synchronously returns to the first state of being detached from the inner wall of the locking ring 4b, waiting for the next tensioning cycle.

[0020] It should be noted that when compressed gas / hydraulic oil enters the first flexible friction component 5b, the flexible friction component undergoes radial expansion due to the air pressure. According to Coulomb's law of friction, the frictional force between two contact surfaces is proportional to the normal force. The radial expansion of the flexible friction component significantly increases the normal contact pressure between its outer wall and the inner wall of the locking ring 4b. Simultaneously, during the expansion process, the outer wall of the flexible friction component adheres more tightly to the inner wall surface of the locking ring 4b due to the air pressure, thus increasing the actual contact area. For rubber-like elastic materials, the increased contact area further enhances the adhesion and hysteresis resistance at the friction interface. The combined effect of these two factors causes the frictional force to exhibit a non-increasing correlation with the degree of expansion. Linear growth; more importantly, this expansion process is not an isolated physical phenomenon, but forms a direct mechanical positive feedback with the tension of the anchor chain 11a. The greater the tension of the anchor chain 11a, the higher the pressure of the compressed gas generated by the tension sensing buffer component 2b, the more fully the flexible friction component expands, and the normal contact pressure and the actual contact area increase synchronously. This results in a positive correlation between the friction force (i.e., the locking force b) and the tension of the anchor chain 11a, constructing a purely mechanical closed loop from tension sensing to locking execution. This allows the locking force to increase synchronously with the tension of the anchor chain 11a until complete locking, thus solving the technical problem that existing devices cannot simulate the synchronous increase of the anchor chain 11a tension to drive the nonlinear deceleration of the hull.

[0021] In a preferred embodiment, a ratchet 81b is provided on the mounting frame 3b, and the ratchet 81b is coaxially arranged with the locking ring 4b. The ratchet 81b can rotate at a preset angle. A ratchet tooth 82b is coaxially fixedly connected to the end of the second rotating rod 72b, and the ratchet tooth 82b is adapted to the ratchet 81b. A limit plate 83b is rotatably connected to the mounting frame 3b. A pull rod 84b is eccentrically hinged to the ratchet 81b. The pull rod 84b is connected to the limit plate 83b. A limit strip 85b is provided on the limit plate 83b, and the limit strip 85b can limit the turntable 6b.

[0022] As the tension of the anchor chain 11a continues to increase, the first flexible friction element 5b and the second flexible friction element 7b, under the combined action of pneumatic expansion and the drive of the turntable 6b, have entered the second state. That is, both flexible wheels have fully expanded and abutted against the inner wall of the locking ring 4b, generating a locking force positively correlated with the tension of the anchor chain 11a. If the tension of the anchor chain 11a continues to increase to a critical value, the turntable 6b continues to rotate under the drive of the tension of the anchor chain 11a. The turntable 6b, through the first rotating rod 52b and the first support plate 51b, ... The hinge rod 74b drives the second rotating rod 72b to rotate synchronously. The ratchet 82b, coaxially fixed to the end of the second rotating rod 72b, rotates together with the second rotating rod 72b. When the ratchet 82b rotates to contact the ratchet 81b coaxially mounted on the mounting bracket 3b, the ratchet 82b begins to mesh with the ratchet 81b and drives the ratchet 81b to rotate around its axis. As the turntable 6b and the second rotating rod 72b continue to rotate, the ratchet 81b is driven by the ratchet 82b to rotate through a preset angle (i.e., from...). Figure 7 Turn to Figure 8 During rotation, the ratchet 81b pulls the limiting plate 83b via its eccentrically hinged lever 84b, causing the limiting plate 83b to deflect around its hinge point with the mounting bracket 3b. The limiting plate 83b then moves the limiting strip 85b on it, gradually approaching the turntable 6b and eventually mechanically interfering with it, thus limiting and fixing the turntable 6b and preventing it from rotating further. At this point, even if the tension of the anchor chain 11a increases further, the turntable 6b cannot continue to rotate, and the anchor chain 11a is completely locked, simulating a real-world scenario. During anchoring, when the anchor chain 11a is tensioned to its limit, a complete locking condition is triggered due to impact load or overload protection requirements. When the tension of the anchor chain 11a is released, the spring rod 75b drives the first flexible friction element 5b and the second flexible friction element 7b to reset. The ratchet 82b rotates in the opposite direction with the second rotating rod 72b and disengages from the ratchet 81b. The limiting plate 83b deflects in the opposite direction under the action of gravity or the reset spring, causing the limiting clip 85b to disengage from the turntable 6b, releasing the limiting fixation of the turntable 6b, and restoring the device to its initial state. The ratchet 81b and ratchet 82b linkage mechanism, together with the aforementioned pneumatic expansion locking mechanism, form a two-stage locking coupling: when the tension of the anchor chain 11a is low to moderate, the frictional force generated by the pneumatic expansion of the flexible wheel provides a progressive locking force positively correlated with the tension, simulating the nonlinear deceleration process of the hull; when the tension reaches the critical value, the ratchet 81b and ratchet 82b mechanism is triggered, providing the final mechanical limit locking, simulating the impact loading or overload protection state after the anchor chain 11a is fully tensioned. The two-stage locking is sequential in time and complementary in function, jointly realizing the dynamic response simulation of the entire process from the slack to the full tension of the anchor chain 11a, further improving the integrity and realism of the anchor pulling test. In a preferred embodiment, the tension-sensing buffer assembly 2b simulates the physical characteristics of an adjustable lower anchor lip angle through the staggered arrangement of its guide wheels and the elastic telescopic structure. The tension-sensing buffer assembly 2b includes a support base 91b, a first support block 92b and a second support block 93b fixedly mounted on the support base 91b. A first guide wheel 94b is rotatably mounted on the first support block 92b, and a cylinder 95b is fixedly mounted on the second support block 93b. A cylinder cavity 96b is formed inside the cylinder cavity 96b, and a sliding ring is slidably connected to the cylinder cavity 96b. A sliding rod 97b is fixedly mounted at the bottom of the sliding ring, and a second guide wheel 98b is mounted through the second support block 93b at the bottom of the sliding rod 97b. A first spring 99b is sleeved on the sliding rod 97b, and the first spring 99b has a tendency to drive the second guide wheel 98b downward. The height of the first guide wheel 94b is higher than the height of the second guide wheel 98b. The cylinder cavity 96b is filled with high-pressure gas or hydraulic oil. The cylindrical cavity 96b is connected to a pipe 66b, which communicates with the first flexible friction element 5b and / or the second flexible friction element 7b. In this embodiment, there are two tension-sensing buffer components 2b, which are respectively connected to the corresponding first flexible friction element 5b and second flexible friction element 7b.

[0023] When the anchor chain 11a is in a relaxed state, the first spring 99b is in an extended state, pushing the sliding rod 97b downwards, so that the second guide wheel 98b at the bottom of the sliding rod 97b is in the lowest position. At this time, the height of the second guide wheel 98b is lower than that of the first guide wheel 94b, forming a staggered guide layout. The sliding ring inside the cylinder 95b is located in the lower part of the cylinder cavity 96b. The air pressure inside the cylinder cavity 96b is balanced with the external atmospheric pressure, and no compressed gas is generated. When the anchor chain 11a is gradually tensioned, the anchor chain 11a passes around the second guide wheel 98b and the first guide wheel 94b in sequence and then wraps around the turntable 6b. Since the height of the second guide wheel 98b is lower than that of the first guide wheel 94b, the tension of the anchor chain 11a first acts on the second guide wheel 98b, applying an upward pulling force to the second guide wheel 98b. This pulling force overcomes the elastic force of the first spring 99b, pulling the sliding rod 97b and the sliding ring to slide upwards and seal within the cylinder cavity 96b. The upward movement of the sliding ring compresses the cylinder cavity 96b. The gas / hydraulic oil in the upper part of the cylinder 96b increases the pressure inside the cylinder cavity 96b. The displacement of the sliding ring and the increase in pressure inside the cylinder cavity 96b are positively correlated with the tension of the anchor chain 11a. That is, the greater the tension of the anchor chain 11a, the greater the displacement of the sliding ring, the greater the volume of the cylinder cavity 96b compressed, and the higher the pressure of the compressed gas. The two cylinder cavities 96b are connected to the first flexible friction element 5b and the second flexible friction element 7b through corresponding pipes 66b, respectively. The compressed gas, which changes synchronously with the tension of the anchor chain 11a, is delivered to the interior of the flexible wheel, driving the flexible wheel to expand radially. This causes the contact pressure between the flexible wheel and the locking ring 4b to increase synchronously with the tension of the anchor chain 11a. When the tension of the anchor chain 11a is released, the elastic force of the first spring 99b pushes the sliding rod 97b and the second guide wheel 98b to reset downwards. The sliding ring moves downwards, and a negative pressure is formed inside the cylinder cavity 96b. Gas is drawn in through the pipe 66b or the air inlet to restore the initial state, waiting for the next tensioning cycle.

[0024] It also includes an anchor test structure, which comprises a ship simulator 1a, an anchor chain 11a, and a fixed anchor 12a. The ship simulator 1a is connected to the anchor 12a via the anchor chain 11a. It also includes a slewing base 2a, a moving flutter assembly 3a, and a wave simulation assembly 4a. The wave simulation assembly 4a and the moving flutter assembly 3a are respectively mounted on the slewing base 2a and are both connected to the moving flutter assembly 3a. The slewing base 2a is used to drive the wave simulation assembly 4a and the moving flutter assembly 3a to circumferentially oscillate synchronously. The ship simulator 1a is supported on the moving flutter assembly 3a. The moving flutter assembly 3a is used to drive the ship simulator 1a to move horizontally while simultaneously causing the ship simulator 1a to generate periodic left and right flutter. The wave simulation assembly 4a is located below the ship simulator 1a and is used to apply a periodic vertical lifting force to the ship simulator 1a to cause the ship simulator 1a to generate vertical undulating motion. The wave simulation component 4a, the moving flutter component 3a and the rotating base 2a form a motion coupling. The wave energy output by the wave simulation component 4a is positively correlated with the speed at which the moving flutter component 3a drives the ship simulation component 1a to move, the frequency of the lateral flutter, and the amplitude of the torsional sway of the rotating base 2a.

[0025] In this embodiment, after the device is started, the drive shaft 43a of the wave simulation component 4a rotates under the drive of the motor. The eccentric disks 441a on the drive shaft 43a, which are sinusoidally distributed, drive the top rod 443a to perform periodic lifting and lowering motion through the irregular rod 442a, forming a wave shape that propagates in the horizontal direction. The magnitude of the wave energy is directly determined by the rotational speed of the drive shaft 43a. While vertically lifting the ship simulation component 1a, the wave simulation component 4a transmits power to the moving flutter component 3a through the tension belt 316a. The rotating shaft 312a in the moving flutter component 3a is connected through... The bevel gear drives the rotating wheel 313a to rotate. When the wave simulation component 4a is in a trough state, the contact plate 317a at the bottom of the ship simulation component 1a contacts the rotating wheel 313a. The rotating wheel 313a drives the ship simulation component 1a to move horizontally. At the same time, the cams 3124a arranged with a phase difference on the rotating shaft 312a alternately lift the contact strip 3123a at the bottom of the ship simulation component 1a, causing the ship simulation component 1a to generate periodic lateral flutter synchronized with the wave frequency during horizontal movement. More importantly, the cam 3124a in the moving flutter component 3a... During the lifting process of the contact bar 3123a, the piston ring 322a inside the piston cylinder 32a is driven to reciprocate through the push rod 323a, which collects compressed air through the one-way valve to the first air collection pipe 327a. The air pressure in the first air collection pipe 327a is positively correlated with the motion frequency of the cam 3124a, i.e., the rotational speed of the drive shaft 43a. This high-pressure gas is delivered to the actuator cylinder 261a of the rotating base 2a through the first air pipe 265a, which pushes the actuator rod 264a and the rack 25a to move. The rack 25a drives the rotating base 2a to generate [something] through meshing with the first gear 24a. The circumferential torsion of the rotating base 2a is positively correlated with the air pressure (i.e., wave energy) of the first air collection pipe 327a. This forms a complete mechanical positive feedback loop: increased wave energy → increased rotational speed of the drive shaft 43a → faster lifting frequency of the wave simulation component 4a, faster horizontal driving speed and increased lateral flutter frequency of the moving flutter component 3a, increased pressure in the first air collection pipe 327a → increased torsion amplitude of the rotating base 2a. This causes the horizontal movement speed, lateral flutter amplitude and frequency, vertical undulation amplitude, and circumferential torsion amplitude of the ship simulation component 1a to increase synchronously with the wave energy. Compared with the existing technology that simply superimposes the horizontal conveying mechanism and the vertical excitation mechanism as independent subsystems, this device, through the organic integration of single power source drive, multi-stage mechanical transmission, and pneumatic feedback, achieves for the first time a pure mechanical positive correlation between wave energy and the multi-degree-of-freedom motion of the ship. It can automatically reproduce the complex dynamic coupling process of larger waves, faster ship speed, and more violent swaying in real sea conditions without the intervention of any electronic control system or sensor, significantly improving the simulation accuracy and reliability of the mooring system test.

[0026] In a preferred embodiment, the wave simulation component 4a includes a wave support plate 41a and a truss 42a fixedly mounted on the wave support plate 41a. The wave support plate 41a is fixedly mounted above the rotating base 2a. A drive shaft 43a is rotatably mounted on the truss 42a. A motor (not shown) is mounted at one end of the drive shaft 43a. Several wave support members 44a are mounted on the drive shaft 43a, and each wave support member 44a is sinusoidally distributed along the axial direction of the drive shaft 43a.

[0027] The wave support 44a includes a disc 441a, a shaped rod 442a, and a top rod 443a. The disc 441a is eccentrically mounted on the drive shaft 43a. The shaped rod 442a passes through the truss 42a and is slidably connected to the truss 42a. The top of the shaped rod 442a is connected to the top rod 443a. The bottom of the shaped rod 442a forms a frame structure. The disc 441a is located inside the frame structure and is connected to the frame structure.

[0028] In this embodiment, when the motor drives the drive shaft 43a to rotate, multiple wave-shaped support members 44a are arranged sinusoidally along the axial direction on the drive shaft 43a. Each wave-shaped support member 44a consists of a disc 441a eccentrically mounted on the drive shaft 43a, a shaped rod 442a that penetrates the truss 42a and can slide up and down, and a top rod 443a connected to the top of the shaped rod 442a. The bottom of the shaped rod 442a forms a frame structure, and the eccentric disc 441a is located within the frame structure and maintains contact with the frame structure. When the drive shaft 43a rotates, the eccentric disc 441a makes a circular motion. Due to the eccentric mounting of the disc 441a, it pushes back and forth within the frame structure, forcing the shaped rod 442a to slide up and down along the truss 42a, thereby driving the top rod 443a to make a periodic lifting and lowering motion. The key is that each wave-shaped support member 44a is located on the drive shaft 43a. The axial positions of the eccentric disk 441a are different, and the installation phase of the eccentric disk 441a changes sinusoidally along the axial direction. Therefore, when the drive shaft 43a rotates continuously, the axially distributed push rods 443a do not rise and fall synchronously, but instead present an alternating pattern of wave crests and troughs. At a certain moment, when the left push rod 443a is at the wave crest, the middle push rod 443a is at the wave trough, and the right push rod 443a is at the wave crest again. As the drive shaft 43a rotates, the wave crests and troughs are continuously transmitted along the axial direction, forming a complete sinusoidal wave surge. This surge wave propagates from one end of the drive shaft 43a to the other end, simulating the propagation process of real ocean waves. The top push rod 443a directly acts on the ship simulation component 1a above it, so that the bottom of the ship simulation component 1a is subjected to a vertical support force continuously transmitted along the horizontal direction, thereby producing an undulating response consistent with real ocean waves.

[0029] The wave simulation component 4a, through a single drive shaft 43a and an eccentric disk 441a arranged in a sinusoidal phase, can generate periodic lifting and lowering motions of multiple support points simultaneously with only one power source. The phase difference between each support point is defined by the installation angle of the eccentric disk 441a, eliminating the need for complex electronic control synchronization algorithms. The structure is highly integrated and the motion is highly synchronized. More importantly, this structure achieves a purely mechanical positive correlation between the rotational speed of the wave energy drive shaft 43a, the waveform propagation speed, and the undulation frequency. That is, the higher the rotational speed, the faster the wave crest transmission speed and the faster the undulation frequency of the ship simulation component 1a. This completely reproduces the physical relationship between wave energy, wave frequency, and propagation speed in real sea conditions, providing a high-fidelity wave environment simulation for mooring system testing.

[0030] In a preferred embodiment, the moving flutter assembly 3a includes two oppositely arranged mounting units 31a, forming a receiving space between the two mounting units 31a, and the ship simulation component 1a straddling the two mounting units 31a; the wave simulation assembly 4a is located in the receiving space between the two mounting units 31a and is disposed below the ship simulation component 1a; the wave simulation assembly 4a has a crest state and a trough state. When it is in the crest state, the wave simulation assembly 4a lifts the ship simulation component 1a away from the contact with the mounting units 31a. When it is in the trough state, the ship simulation component 1a falls back onto the mounting units 31a, and the mounting units 31a drive the ship simulation component 1a to generate horizontal movement and periodic flutter.

[0031] When the wave simulation component 4a is in a trough state, the bottom of the ship simulation component 1a contacts the mounting unit 31a. The mounting unit 31a drives the ship simulation component 1a to move horizontally. At the same time, the cam 3124a mechanism inside the mounting unit 31a generates periodic lifting, so that the ship simulation component 1a is superimposed with a lateral flutter effect during horizontal movement. When the wave simulation component 4a is in a crest state, the push rod 443a of the wave simulation component 4a lifts the ship simulation component 1a upward, so that its bottom is completely separated from the contact with the mounting unit 31a. At this time, horizontal movement and lateral flutter are temporarily interrupted, and the ship simulation component 1a only moves vertically with the wave simulation component 4a. As the drive shaft 43a rotates continuously, the wave simulation component 4a switches periodically between crests and troughs, and the ship simulation component 1a also alternates between the two movement modes of horizontal movement, lateral flutter, and vertical undulation. By embedding the wave simulation component 4a between the two mounting units 31a, and utilizing the periodic rise and fall of the wave simulation component 4a, a natural temporal alternation of horizontal and vertical drive is achieved, with horizontal drive dominating during wave troughs and vertical drive dominating during wave crests.

[0032] It should be noted that, for ease of review and understanding, in a real marine environment, the motion of a ship under the influence of waves does not occur simultaneously in all degrees of freedom, but rather exhibits a significant phase correlation. That is, when a wave crest passes over the hull, the ship is lifted to the crest position by the wave. At this time, the contact pressure between the bottom of the hull and the water surface decreases, the propeller propulsion efficiency decreases or even temporarily loses propulsion, and the horizontal drift speed of the hull slows down accordingly. In ship dynamics, this phenomenon is called "wave crest stall." Conversely, when a wave trough passes, the hull falls back to the trough, and the hull regains effective propulsion, and the horizontal speed increases accordingly. This device is based on this physical law. The wave crest state of the wave simulation component 4a is designed to be the horizontal drive of the ship simulation component 1a detached from the mounting unit 31a, and the wave trough state is designed to be the re-contact state with the ship regaining horizontal drive and lateral flutter, thus reproducing the asymmetric propulsion characteristics of wave crest deceleration and wave trough acceleration in real sea conditions. More importantly, this alternating drive mode realizes the natural logic gate between wave phase and drive mode through a purely mechanical structure.

[0033] When the wave simulation component 4a rises, the vessel simulation component 1a naturally disengages, interrupting the horizontal drive without the need for additional sensors or controllers. When the wave simulation component 4a falls back, the vessel simulation component 1a naturally regains contact and resumes horizontal drive. This structural design not only simplifies the control system but also avoids motion interference and force coupling disorder that may occur when horizontal and vertical drives operate simultaneously. If the two operate synchronously, when the wave lifting force and the horizontal driving force act simultaneously, the motion trajectory of the vessel simulation component 1a will exhibit an uncontrollable composite vector, making it impossible to clearly distinguish the independent contributions of horizontal and vertical motions. This makes it difficult to decouple and analyze experimental data. Therefore, the alternating drive mode of this device is not only a faithful reproduction of the physical laws of real sea conditions but also an optimized design that achieves motion decoupling and coordination through mechanical structure, possessing clear physical basis and significant structural rationality.

[0034] In a preferred embodiment, the mounting unit 31a includes a mounting bar 311a, a rotating shaft 312a, and a rotating wheel 313a. The rotating wheel 313a is rotatably mounted on the mounting bar 311a. One end of the rotating wheel 313a is connected to a driven bevel gear 314a. A plurality of driving bevel gears 315a are provided on the rotating shaft 312a, and the driving bevel gears 315a mesh with the driven bevel gears 314a. A tension belt 316a is provided between one of the rotating shafts 312a and the drive shaft 43a. A synchronizing rod (not shown) is provided between two oppositely arranged rotating wheels 313a located on the end face. A contact plate 317a is fixedly provided at the bottom of the ship simulation component 1a, and the bottom of the contact plate 317a can contact the top of the rotating wheel 313a.

[0035] Furthermore, the rotating shaft 312a includes several coaxially arranged connecting shafts 3121a, with two connecting pieces 3122a between adjacent connecting shafts 3121a, and a connecting rod eccentrically arranged between the two connecting pieces 3122a. A cam 3124a is sleeved on the connecting rod. The cams 3124a on the two mounting units 31a are arranged with a circumferential difference in position. A contact strip 3123a is fixedly arranged at the bottom of the contact plate 317a. The contact strip 3123a is positioned corresponding to the cam 3124a. The cam 3124a can rotate with the rotating shaft 312a and periodically abut against the contact strip 3123a to drive the ship simulation component 1a to generate periodic flutter.

[0036] In this embodiment, when the motor drives the drive shaft 43a of the wave simulation component 4a to rotate, the drive shaft 43a transmits power to the rotating shaft 312a of one of the mounting units 31a through the tension belt 316a. The purpose of the synchronizing rod is to ensure that the rotational speeds of the two rotating shafts 312a are consistent by synchronously transmitting power to the rotating shaft 312a of the other mounting unit 31a through one rotating shaft 312a. Multiple active bevel gears 315a provided on the rotating shaft 312a mesh with the driven bevel gears 314a at the ends of the corresponding rotating wheels 313a, driving the rotating wheels 313a to rotate continuously on the mounting strip 311a. When the wave simulation component 4a is in a trough state, the contact plate 317a at the bottom of the ship simulation component 1a contacts the top surface of the rotating wheel 313a. The rotating wheel 313a drives the contact plate 317a and the ship simulation component 1a to move horizontally through friction, realizing the simulation of ship drifting. At the same time, the special structure of the rotating shaft 312a consists of several coaxially arranged connecting shafts 3121a. The adjacent connecting shafts 3121a are connected by two connecting pieces 3122a, with connecting rods eccentrically arranged. A cam 3124a is fitted onto the connecting rod, causing the cam 3124a to periodically radially bounce as it rotates with the rotating shaft 312a. Crucially, the corresponding cams 3124a on the two mounting units 31a on the left and right sides are arranged with a circumferential difference in phase. Therefore, when the left cam 3124a rotates to the contact strip 3123a at the bottom of the high-position lifting contact plate 317a, the left contact plate 3124a... 17a is lifted and disengaged from the rotating wheel 313a, while the right cam 3124a is in a low position. The right contact plate 317a remains in contact with the rotating wheel 313a and continues to drive the ship simulator 1a to move horizontally. As the rotating shaft 312a rotates continuously, the left and right cams 3124a alternately lift, causing the ship simulator 1a to continuously generate alternating left and right lateral flutter during its transverse movement. The flutter frequency is positively correlated with the rotational speed of the rotating shaft 312a, i.e., the wave energy. Compared with the existing technology that controls the horizontal drive mechanism and the lateral excitation mechanism as independent subsystems, this structure designs the rotating shaft 312a as a multi-segment eccentric cam 3124a shaft and uses a synchronizing rod to achieve mechanical synchronization of the two rotating shafts 312a. This allows the horizontal movement and lateral flutter to be coupled and driven by the same power source and the same transmission chain, achieving the coordination of the two movements without the need for an additional motor or controller. This minimalist structure integrates horizontal movement and lateral flutter, significantly improving the integration and motion coordination of the device.

[0037] It should be noted that in real sea conditions, the lateral flutter of a ship under the action of waves does not exist independently of horizontal drive, but is a complex motion closely coupled with the ship's drift speed and wave energy. When the ship drifts with the waves, the wave pressure on the left and right sides of the ship is not synchronously and uniformly distributed, but shows a periodic pattern of alternating enhancement and weakening with the change of wave phase. As a result, the ship produces a lateral sway at the same frequency as the drift speed. This motion characteristic of drift and sway being of the same origin, frequency, and synchronization is the inherent dynamic characteristic of ship motion under wave excitation. Based on this physical law, this device achieves the mechanical homology of horizontal drive and lateral flutter by designing the rotating shaft 312a as a multi-segment eccentric cam 3124a shaft structure. While driving the rotating wheel 313a to rotate, the rotating shaft 312a naturally derives the radial runout of the cam 3124a from its own segmented eccentric structure. This allows the horizontal movement and lateral flutter to be directly generated by the same power source and the same rotating shaft 312a, achieving speed synchronization and phase locking of the two movements without the need for additional transmission mechanisms or control logic. The phase difference between the left and right cams 3124a is used to simulate the physical process of alternating forces on the left and right sides of the hull. When the left cam 3124a is lifted to raise the left side of the hull, the right side of the hull is still in contact with the rotating wheel 313a and receives forward driving force. This alternating mode of one side being lifted and the other side being driven causes the simulated ship 1a to naturally produce alternating lateral swings during horizontal drift, and the frequency and amplitude of the swings change synchronously with the rotation speed of the rotating shaft 312a, i.e., the wave energy. In one possible implementation, the bottom of the ship simulator 1a may not have a contact plate 317a, and the bottom of the ship simulator 1a may be directly mounted on the rotating wheel 313a.

[0038] Compared with the existing technology that uses independent motors to drive horizontal motion and lateral swing separately, this structure uses a single rotating shaft 312a to simultaneously carry the dual functions of driving the rotating wheel 313a and lifting the cam 3124a. It also utilizes the phase difference to achieve the alternating and complementary motion of the left and right sides. This not only greatly simplifies the transmission chain and control logic, but more importantly, it ensures the inherent positive correlation between horizontal drift speed and lateral flutter frequency from the mechanical structure level. It avoids motion mismatch or phase disorder that may be caused by independent control. It is a faithful reproduction and mechanical realization of the physical nature of the synchronous growth of wave energy and the multi-degree-of-freedom motion of the ship in real sea conditions.

[0039] In a preferred embodiment, a plurality of piston cylinders 32a are fixedly installed on the mounting strip 311a. A piston cavity 321a is formed inside the piston cylinder 32a. A piston ring 322a is slidably connected in a sealed manner inside the piston cavity 321a. A push rod 323a is hinged to the piston ring 322a and connected to a cam 3124a. An air inlet and an air outlet are provided on one side of the piston cylinder 32a. A branch pipe 326a is connected to the air outlet. A first one-way valve is provided at the air inlet and a second one-way valve is provided at the air outlet. A first gas collecting pipe 327a and a second gas collecting pipe 328a are respectively provided on both sides of the two mounting strips 311a. Part of the branch pipe 326a is connected to the first gas collecting pipe 327a, and the remaining part of the branch pipe 326a is connected to the second gas collecting pipe 328a.

[0040] In a preferred embodiment, the rotating base 2a includes a rotating base 21a, a rotating shaft 22a, and a support plate 23a. A first gear 24a is coaxially fixed on the rotating shaft. An actuator 26a is fixedly mounted on the rotating base 21a. The actuator 26a includes an actuator cylinder 261a, an actuator cavity 262a is formed inside the actuator cylinder 261a, an actuator ring 263a is slidably connected inside the actuator cavity 262a, an actuator rod 264a is connected to the actuator ring 263a, and a rack 25a is connected to the actuator rod 264a. The rack 25a meshes with the first gear 24a. A first air pipe 265a is connected to the actuator cylinder 261a and communicates with the actuator cavity 262a. The first air pipe 265a communicates with the first air collection pipe 327a.

[0041] In this embodiment, when the rotating shaft 312a of the movable flutter assembly 3a rotates, the cam 3124a rotates with the rotating shaft 312a and periodically pushes the contact bar 3123a. During the movement, the cam 3124a drives the piston ring 322a to reciprocate and slide within the piston chamber 321a of the piston cylinder 32a via the hinged push rod 323a. The piston cylinder 32a is provided with an air inlet and an air outlet. A first one-way valve is installed at the air inlet, and a second one-way valve is installed at the air outlet. When the piston ring 322a is pulled outward by the push rod 323a, a negative pressure is formed in the piston chamber 321a, the first one-way valve opens, and outside air is drawn into the piston chamber 321a through the air inlet. When the piston ring 322a is pushed inward by the push rod 323a, the air pressure in the piston chamber 321a increases, and the second one-way valve opens. Compressed air flows into the first gas collecting pipe 327a through the outlet and branch pipe 326a. Since the motion frequency of the cam 3124a is positively correlated with the rotation speed of the rotating shaft 312a (i.e., wave energy), the air pressure in the first gas collecting pipe 327a increases synchronously with the wave energy. The first gas collecting pipe 327a is connected to the actuation chamber 262a of the actuation cylinder 261a on the rotary base 2a through the first air pipe 265a. After the high-pressure gas enters the actuation chamber 262a, it pushes the actuation ring 263a and the actuation rod 264a to extend. The actuation rod 264a drives the rack 25a to move. The rack 25a drives the rotating shaft 22a and the support plate 23a to rotate through meshing with the first gear 24a, thereby causing the entire rotary base 2a to circumferentially to oscillate. The oscillation amplitude is positively correlated with the air pressure in the first gas collecting pipe 327a (i.e., wave energy).

[0042] In a preferred embodiment, the device further includes an airflow plate 5a mounted on a contact plate 317a. An airflow cavity 51a is provided in the airflow plate 5a. An airflow hole 52a communicating with the airflow cavity 51a is provided on the side of the airflow plate 5a facing the ship simulation component 1a. A second air pipe 53a communicating with the airflow cavity 51a is provided on the airflow plate 5a. The second air pipe 53a is connected to the second air collection pipe 328a. In this embodiment, when the cam 3124a of the moving flutter assembly 3a rotates with the rotating shaft 312a, it drives the piston ring 322a in the piston cylinder 32a to reciprocate through the push rod 323a. The generated compressed air is collected in the second air collection pipe 328a through the air outlet and branch pipe 326a. Since the motion frequency of the cam 3124a is positively correlated with the rotation speed of the rotating shaft 312a, i.e., the wave energy, the air pressure in the second air collection pipe 328a increases synchronously with the wave energy. The second air collection pipe 328a is connected to the airflow chamber 51a of the airflow plate 5a installed on the contact plate 317a through the second air pipe 53a. After the high-pressure gas enters the airflow chamber 51a, it flows from the airflow... Multiple airflow holes 52a are opened on the side of plate 5a facing the ship simulation component 1a and spray out evenly; airflow plate 5a is fixedly installed on contact plate 317a, and contact plate 317a is installed on rotating base 2a along with moving flutter component 3a. When rotating base 2a is driven by compressed air to circumferentially twist, airflow plate 5a and the direction of the airflow it sprays out are deflected synchronously, so that the angle of the airflow sprayed towards the bottom of ship simulation component 1a changes in real time with the swing position of the ship around the anchor point; when rotating base 2a twists to one side, the airflow sprayed out by airflow plate 5a impacts the bottom of ship simulation component 1a from the side, simulating the lateral wind force when the ship swings around the anchor point under downwind conditions. Compared to existing technologies that rely solely on mechanical contact for motion simulation, this structure introduces compressed air into the airflow plate 5a and dynamically adjusts the jet direction using the torsional motion of the rotating base 2a. The stronger the waves, the higher the air pressure in the second air collection pipe 328a, resulting in faster wind speeds from the airflow plate 5a and a greater simulated wind force. Simultaneously, stronger waves cause a greater torsional amplitude in the rotating base 2a, leading to larger jets from the airflow plate 5a and more drastic changes in simulated wind direction. This purely mechanical wind simulation system eliminates the need for independent fans or electronically controlled servo mechanisms. Through the rational distribution of airflow in the pneumatic system and the ingenious layout of the mechanical structure, it reproduces the complex wind-wave coupling effect of synchronous growth in wave energy and wind speed, and the dynamic correlation between hull sway and wind direction in real sea conditions. This provides a more realistic environmental load simulation for mooring system testing, significantly improving the realism of the experiment and the integration of the device.

[0043] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A pull-up test device with adjustable down anchor lip, for installation on a ship mock-up (1a) to which an anchor chain (11a) is connected, characterized in that, include: An expansion locking assembly (1b) and at least two tension sensing buffer assemblies (2b) are mounted on the ship simulator. The expansion locking assembly (1b) includes a mounting bracket (3b), a fixedly disposed locking ring (4b), and a first flexible friction member (5b) rotatably disposed within the locking ring (4b). The first flexible friction member (5b) is connected to a turntable (6b), and the first flexible friction member (5b) has a first state of being detached from the inner wall of the locking ring (4b) and a second state of being in contact with the inner wall of the locking ring (4b). The first flexible friction element (5b) is connected to the tension sensing buffer assembly (2b), and the tension sensing buffer assembly (2b) can drive the first flexible friction element (5b) to generate radial expansion; After the anchor chain (11a) passes around each of the tension sensing buffer components (2b) in sequence, it is fixedly wound around the turntable (6b). When the anchor chain (11a) gradually tightens from the slack state, the tension of the anchor chain (11a) acts on the tension sensing buffer component (2b) to drive the first flexible friction element (5b) to expand radially. At the same time, the first flexible friction element (5b) is driven to change from the first state to the second state by the rotation of the turntable (6b).

2. The pullout test apparatus of claim 1, wherein: A mounting bracket (3b) is provided in the middle of the locking ring (4b), and the mounting bracket (3b) is fixedly connected to the locking ring (4b). The first flexible friction element (5b) includes a first support plate (51b), a first rotating rod (52b), and a first flexible wheel (53b). The first rotating rod (52b) is fixedly installed at the middle position of the first support plate (51b) and is rotatably installed on the mounting bracket (3b). The first flexible wheel (53b) is fixedly installed at the end of the first support plate (51b). The turntable (6b) is coaxially fixedly connected to the first rotating rod (52b).

3. The pullout test apparatus of claim 2, wherein: The expansion locking assembly (1b) also includes a second flexible friction element (7b). The second flexible friction element (7b) includes a second support plate (71b), a second rotating rod (72b), and a second flexible wheel (73b). The second rotating rod (72b) is fixedly installed at the middle position of the second support plate (71b) and is rotatably installed on the mounting bracket (3b). The second flexible wheel (73b) is fixedly installed at the end of the second support plate (71b). A hinge rod (74b) is provided between the first support plate (51b) and the second support plate (71b), and the two ends of the hinge rod (74b) are movably connected to the first support plate (51b) and the second support plate (71b) respectively. The second support plate (71b) is connected to a spring rod (75b) on the side opposite to the second flexible wheel (73b). The spring rod (75b) has a tendency to drive the first flexible friction member (5b) and the second flexible friction member (7b) to switch from the second state to the first state.

4. The pullout test apparatus of claim 3, wherein: The mounting bracket (3b) is provided with a ratchet (81b), which is coaxially arranged with the locking ring (4b) and can rotate at a preset angle; The end of the second rotating rod (72b) is coaxially fixedly connected with a ratchet (82b), which is adapted to the ratchet (81b); A limiting plate (83b) is rotatably connected to the mounting bracket (3b), and a pull rod (84b) is eccentrically hinged to the ratchet (81b). The pull rod (84b) is connected to the limiting plate (83b), and a limiting strip (85b) is provided on the limiting plate (83b). The limiting strip (85b) can limit the turntable (6b).

5. The pullout test apparatus of claim 4, wherein: The tension-sensing buffer assembly (2b) includes a support base (91b), a first support block (92b) and a second support block (93b) fixedly mounted on the support base (91b). A first guide wheel (94b) is rotatably mounted on the first support block (92b), and a cylinder (95b) is fixedly mounted on the second support block (93b). A cavity (96b) is formed inside the cylinder (95b), and a pipe (66b) is connected to the cavity (96b). The pipe (66b) communicates with the first flexible wheel (53b). A sliding ring is slidably connected to the inner cavity (96b), and a sliding rod (97b) is fixedly provided at the bottom of the sliding ring. A second guide wheel (98b) is provided at the bottom of the sliding rod (97b) through the second support block (93b). A first spring (99b) is sleeved on the sliding rod (97b). The first spring (99b) has the tendency to drive the second guide wheel (98b) to move downward. The height of the first guide wheel (94b) is higher than the height of the second guide wheel (98b).

6. The pullout test apparatus of claim 5, wherein: It also includes an anchor testing structure, which comprises a ship simulator (1a), an anchor chain (11a), and an anchor (12a). The ship simulator (1a) is connected to the anchor (12a) via the anchor chain (11a), and the anchor (12a) is fixedly installed. It also includes: A rotating base (2a), a moving flutter assembly (3a), and a wave simulation assembly (4a) are provided. The wave simulation assembly (4a) and the moving flutter assembly (3a) are respectively installed on the rotating base (2a). The rotating base (2a) and the wave simulation assembly (4a) are both connected to the moving flutter assembly (3a). The rotating base (2a) is used to drive the wave simulation component (4a) and the moving flutter component (3a) to rotate circumferentially in sync; the ship simulation component (1a) is supported on the moving flutter component (3a), and the moving flutter component (3a) is used to drive the ship simulation component (1a) to move in the horizontal direction while causing the ship simulation component (1a) to generate periodic flutter; the wave simulation component (4a) is located below the ship simulation component (1a) and is used to apply a periodic vertical lifting force to the ship simulation component (1a) so that the ship simulation component (1a) generates vertical undulating motion. The wave simulation component (4a), the moving flutter component (3a), and the rotating base (2a) form a motion coupling. The wave energy output by the wave simulation component (4a) is positively correlated with the speed at which the moving flutter component (3a) drives the ship simulation component (1a) to move, the frequency of lateral flutter, and the amplitude of the torsional oscillation of the rotating base (2a).

7. The pullout test apparatus of claim 6, wherein: The wave simulation component (4a) includes a wave support plate (41a) and a truss (42a) fixedly installed on the wave support plate (41a). A drive shaft (43a) is rotatably mounted on the truss (42a). A motor is mounted at one end of the drive shaft (43a). A plurality of wave support members (44a) are mounted on the drive shaft (43a). Each wave support member (44a) is sinusoidally distributed along the axial direction of the drive shaft (43a). The wave support (44a) includes a disc (441a), a shaped rod (442a), and a top rod (443a). The disc (441a) is eccentrically mounted on the drive shaft (43a). The shaped rod (442a) passes through the truss (42a) and is slidably connected to the truss (42a). The top of the shaped rod (442a) is connected to the top rod (443a). The bottom of the shaped rod (442a) forms a frame structure. The disc (441a) is located inside the frame structure and is connected to the frame structure.

8. The pullout test apparatus of claim 7, wherein: The moving flutter assembly (3a) includes two oppositely arranged mounting units (31a), forming a receiving space between the two mounting units (31a), and the ship simulation component (1a) straddling the two mounting units (31a); the wave simulation assembly (4a) is located in the receiving space between the two mounting units (31a) and is disposed below the ship simulation component (1a); the wave simulation assembly (4a) has a crest state and a trough state. When in the crest state, the wave simulation assembly (4a) lifts the ship simulation component (1a) away from contact with the mounting unit (31a), and when in the trough state, the ship simulation component (1a) falls back onto the mounting unit (31a), and the mounting unit (31a) drives the ship simulation component (1a) to generate horizontal movement and periodic flutter; The mounting unit (31a) includes a mounting bar (311a), a rotating shaft (312a), and a rotating wheel (313a). The rotating wheel (313a) is rotatably mounted on the mounting bar (311a). One end of the rotating wheel (313a) is connected to a driven bevel gear (314a). A plurality of driving bevel gears (315a) are provided on the rotating shaft (312a), and the driving bevel gears (315a) mesh with the driven bevel gears (314a). A tension belt (316a) is provided between one of the rotating shafts (312a) and the drive shaft (43a). A synchronizing rod is provided between two oppositely arranged rotating wheels (313a). The bottom of the ship simulator (1a) is fixedly provided with a contact plate (317a), and the bottom of the contact plate (317a) can contact the top of the rotating wheel (313a). The rotating shaft (312a) includes several coaxially arranged connecting shafts (3121a). Two connecting pieces (3122a) are arranged between adjacent connecting shafts (3121a). A connecting rod is eccentrically arranged between the two connecting pieces (3122a). A cam (3124a) is sleeved on the connecting rod. The cams (3124a) on the two mounting units (31a) are arranged 180 degrees apart in the circumferential direction. A contact strip (3123a) is fixedly arranged at the bottom of the contact plate (317a). The contact strip (3123a) is positioned corresponding to the cam (3124a). The cam (3124a) can rotate with the rotating shaft (312a) and periodically abut against the contact strip (3123a) to drive the ship simulator (1a) to generate periodic flutter.

9. The adjustable anchor lip pull-anchor test device according to claim 8, characterized in that: A plurality of piston cylinders (32a) are fixedly installed on the mounting strip (311a). A piston cavity (321a) is formed inside the piston cylinder (32a). A piston ring (322a) is slidably connected inside the piston cavity (321a). A push rod (323a) is hinged to the piston ring (322a). The push rod (323a) is connected to the cam (3124a). The piston cylinder (32a) is provided with an air inlet (324a) and an air outlet on one side. The air outlet is connected to a branch pipe (326a). A first check valve is provided at the air inlet (324a) and a second check valve is provided at the air outlet. The two mounting strips (311a) are respectively provided with a first gas collecting pipe (327a) and a second gas collecting pipe (328a) on both sides. A portion of the branch pipe (326a) is connected to the first gas collecting pipe (327a), and the remaining portion of the branch pipe (326a) is connected to the second gas collecting pipe (328a).

10. The adjustable anchor lip pull-anchor test device according to claim 9, characterized in that: The rotating base (2a) includes a rotating base (21a), a rotating shaft (22a), and a support plate (23a). A first gear (24a) is coaxially fixed on the rotating shaft (22a). An actuator (26a) is fixed on the rotating base (21a). The actuator (26a) includes an actuator cylinder (261a). An actuator cavity (262a) is formed inside the actuator cylinder (261a). An actuator ring (263a) is slidably connected inside the actuator cavity (262a). An actuator rod (264a) is connected to the actuator ring (263a). A rack (25a) is connected to the actuator rod (264a). The rack (25a) meshes with the first gear (24a). The actuator (261a) is connected to a first air pipe (265a) that communicates with the actuator cavity (262a), and the first air pipe (265a) is connected to the first air collecting pipe (327a).

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