A type of floating anti-roll sleep capsule for ships

Abstract

This invention discloses a floating anti-roll sleep capsule for ships, belonging to the technical field of shipboard anti-roll devices. It includes a support frame with a floating base, and a sleep capsule rotatably mounted on the support frame. It also includes: a variable-pitch anti-roll assembly, comprising a linear actuator radially mounted at the end of the sleep capsule, and a counterweight driven by the linear actuator; and an active / passive switching assembly, comprising an internal gear ring mounted on the support frame, and a drive gear mounted on the counterweight and driven by the rotating actuator. This solution uses a variable-pitch anti-roll assembly, which can change the center of gravity position of the counterweight as needed, thereby changing the equivalent pendulum length and natural frequency of the sleep capsule, preventing resonance problems that may occur during passive anti-roll. Furthermore, by relying on the coordinated operation of the variable-pitch anti-roll assembly and the active / passive switching assembly, it can quickly switch to active anti-roll mode in scenarios where passive anti-roll is unsuitable.

Description

Technical Field

[0001] This invention relates to a floating anti-roll sleep cabin for ships, belonging to the technical field of ship berth anti-roll devices. Background Technology

[0002] When ships sail at sea, they are affected by waves, resulting in various movements, including rolling, pitching, and bobbing. These movements can affect the people and equipment on board, with rolling having the most significant impact on seasickness.

[0003] Currently, in order to reduce the impact of lateral swaying on seasickness, existing technologies mainly propose the following solutions:

[0004] I. Passive Roll Reduction Methods. For example, a hammock structure suspended within the cabin can reduce roll when the ship rocks. This passive roll reduction method is simple in structure and requires no power source. The hammock's suspension point is located above the hull, and its center of gravity is below the suspension point. When the ship rolls from side to side, gravity causes the hammock to tend towards its lowest potential energy position, automatically maintaining relative horizontality and reducing the perceived tilt. Simultaneously, the hammock and the human body have mass and inertia, so short-period, small-amplitude swaying will not immediately cause the hammock to move synchronously. However, due to varying sea conditions, different amplitudes and frequencies of swaying can occur. When the ship sways with small amplitudes and low frequencies, the hammock can achieve a relatively comfortable roll reduction effect; however, when the ship sways with large amplitudes and high frequencies, the hammock is prone to excessive swaying, or resonance with the ship at specific swaying frequencies, leading to increasingly larger swaying amplitudes and potential danger. In these situations, the hammock's roll reduction effect is poor, and safety hazards exist.

[0005] II. Active Roll Reduction Method. For example, a shipborne roll reduction bed with publication number CN208181361U includes a lower bed, an upper bed, and a roll reduction device. The upper bed can reciprocate on the lower bed in both directions. The roll reduction device includes a gravity sensor, a processor, a motor controller, a stepper motor, and a worm gear transmission device. The gravity sensor senses the gravity change information when the lower bed sways and transmits it to the processor. The processor controls the stepper motor to rotate reciprocally according to the gravity change information through the motor controller. The stepper motor drives the worm gear to rotate, which in turn drives the worm wheel to rotate. The worm wheel drives the upper bed to reciprocate in the opposite direction of the lower bed's swaying direction through the transmission shaft. This active-drive roll reduction method has the following disadvantages: First, once roll reduction begins, the motor needs to work continuously and consume energy; it stops working when there is no energy. Second, the drive method uses a worm gear to directly drive the rotating shaft. When the ship rolls, the upper body is mainly driven to rotate by the worm gear. The drive structure is located on the central shaft, while the mass points of personnel and equipment are located below the central shaft. Therefore, the force at the contact point between the gear and the worm gear is extremely high, requiring not only a motor with extremely high torque but also making the teeth prone to breakage. This shaft drive method suffers from short maintenance cycles and high costs.

[0006] To overcome the above problems, an active-passive integrated anti-shaking sleep chamber structure was designed. It can use a passive anti-shaking mode to reduce energy consumption during small swaying, and can also actively compensate for the anti-shaking amplitude during large swaying to achieve a better anti-shaking effect. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to provide a floating anti-roll sleep chamber for ships. This technical solution improves the applicability of passive anti-roll beds, enabling them to switch between active and passive anti-roll states to be suitable for more application scenarios.

[0008] The technical problem to be solved by this invention is achieved by the following technical solution:

[0009] A shipboard levitation anti-roll sleep capsule includes a support frame with a levitation base, and a sleep capsule rotatably mounted on the support frame, and further includes:

[0010] The variable pitch anti-sway assembly includes a linear actuator mounted radially at the end of the sleep chamber, and a counterweight driven by the linear actuator;

[0011] The active-passive switching assembly includes an internal gear ring mounted on the bracket and a drive gear mounted on the counterweight and driven by a rotary actuator.

[0012] This solution not only enables the adjustment of the equivalent pendulum length of the sleep chamber to prevent resonance at specific swing frequencies, but also allows for switching between active and passive rocking reduction modes. Furthermore, it utilizes an internal gear ring located on the outer periphery as the drive structure, which, compared to existing active rocking reduction shaft drive methods, helps reduce drive load and improve force distribution.

[0013] Based on the above solutions, to ensure the sleep pod always remains upright and stable, the overall center of gravity of the equipment and personnel is positioned below the support roller connection line. A low center of gravity provides better stability for the sleep pod. Furthermore, to further enhance user safety, a strap structure is designed. The specific solution is as follows:

[0014] Preferably, the sleep chamber includes a cylindrical chamber body, end caps, and a bed board. The end caps are fixed to both ends of the cylindrical chamber body, and the bed board is fixed between the two end caps and below the rotation axis of the cylindrical chamber body. A mattress and straps are fixed to the bed board.

[0015] Based on the above solutions, in order to further improve the sleep quality of personnel in the sleep pods and reduce the impact of environmental noise, further noise reduction designs were implemented for the sleep pods. The specific implementation method is as follows:

[0016] Preferably, the cylindrical silo body is provided with an openable sash on the side for easy access by personnel.

[0017] Preferably, sound-absorbing cotton is pasted on the inner wall of the cylindrical silo and the end cap.

[0018] By employing a linear actuator that precisely controls the position of the counterweight, the accurate execution of each function can be effectively guaranteed. Therefore, a linear actuator or a rotary actuator driven by a servo system is used as the actuator.

[0019] Preferably, the linear actuator is an electric lead screw linear slide.

[0020] Preferably, the rotation actuator is a servo geared motor.

[0021] Based on the above solutions, in order to achieve a flexible transition between the drive gear and the internal gear ring from the disengaged state to the engaged state, the following solution was designed:

[0022] Preferably, the counterweight has a semi-open groove in the middle to accommodate the radial translation of the rotary actuator. The groove has symmetrical sliding cavities on both sides. The rotary actuator has sliders on both sides that slide in cooperation with the sliding cavities. The sliders and the top of the sliding cavities are provided with pressure elastic elements.

[0023] Based on the above solutions, in order to enable the sleep chamber with a large mass counterweight to safely decelerate and stop, the following solution was designed:

[0024] Preferably, a raised brake surface located on one side of the internal tooth is provided directly below the inner side of the internal gear ring, and a brake pad opposite to the brake surface is installed at the bottom of the counterweight block through a set of elastic dampers.

[0025] Preferably, the brake surface has smooth transition arc surfaces at both ends.

[0026] Preferably, the brake pad is composed of a rigid arc-shaped mounting plate and a brake block fixed on the arc-shaped mounting plate.

[0027] The beneficial effects of this invention are as follows: This solution uses a variable pitch anti-rocking component, which can change the position of the counterweight's center of gravity as needed, thereby changing the equivalent pendulum length and natural frequency of the sleep chamber, preventing resonance problems that may occur during passive anti-rocking; and relying on the linkage between the variable pitch anti-rocking component and the active-passive switching component, it can quickly switch to active anti-rocking mode in scenarios where passive anti-rocking is not applicable; the drive teeth driven by the rotary actuator mesh with the annular internal gear ring, providing a hardware basis for realizing active anti-rocking action, and the drive teeth can drive the sleep chamber to always maintain an approximately horizontal state; the drive structure of this solution is set at the circumferential periphery of the sleep chamber, which can provide a more stable and reliable anti-rocking sleep chamber. Attached Figure Description

[0028] Figure 1 A three-dimensional structural schematic diagram of the present invention;

[0029] Figure 2 Explosion-proof structural diagram of the present invention;

[0030] Figure 3 Schematic diagram of the assembly structure of the variable pitch anti-sway component;

[0031] Figure 4 Schematic diagram of the assembly structure of the rotary actuator;

[0032] Figure 5 Schematic diagram of the positions of the counterweight and drive teeth in passive anti-sway mode;

[0033] Figure 6 Schematic diagram of the position of the counterweight and drive teeth in active anti-sway mode;

[0034] Figure 7 A schematic diagram showing the positions of the counterweight and brake pads in braking mode;

[0035] Figure 8 The control circuit principle block diagram of the present invention.

[0036] In the picture:

[0037] 1. Suspension base;

[0038] 2. Bracket; 201. End plate; 202. Base plate; 203. Shaft; 204. Bearing housing; 205. Assembly ring; 206. U-shaped groove;

[0039] 3. Sleeping pod; 301. Cylindrical pod body; 302. End cap; 303. Bed board; 304. Pod cover;

[0040] 4. Variable pitch anti-roll component; 401. Linear actuator; 402. Counterweight; 403. Electric lead screw linear slide; 4031. Servo motor; 4032. Lead screw; 4033. Slide; 4034. Guide structure; 404. Slide groove; 405. Sliding cavity; 406. Slider; 407. Top pressure elastic element;

[0041] 5. Active / passive switching assembly; 501. Internal gear ring; 502. Rotary actuator; 503. Drive gear; 504. Brake surface; 505. Elastic damper; 506. Brake pad; 5061. Arc-shaped mounting plate; 5062. Brake block;

[0042] 6. Controller; 601. Attitude sensor. Detailed Implementation

[0043] To facilitate a clear understanding of the technical means, creative features, objectives, and effects of this invention, the invention will be further described below in conjunction with specific illustrations.

[0044] In the marine environment, crew members are not only affected by the vibration and noise of the hull and main engine, but also by the vertigo caused by the ship's rolling motion due to wind and waves. Among these, the ship's rolling motion (from side to side) has the most significant impact on human comfort, easily causing dizziness, discomfort, and decreased sleep quality. To improve the working and resting environment for crew members, it is necessary to comprehensively adopt vibration isolation and roll reduction technologies to reduce vibration transmission and suppress the impact of ship rolling on the human body, thereby improving overall comfort and stability.

[0045] like Figure 1 , Figure 2 As shown, the floating anti-roll sleep chamber used in this vessel includes a support 2 with a suspension base 1, and a sleep chamber 3 rotatably mounted on the support 2, as well as a pitch anti-roll component 4 and an active / passive switching component 5.

[0046] The suspended structure mentioned in this article refers to a low-stiffness vibration isolation suspension support structure. The suspension base 1 is an existing low-stiffness vibration isolation structure, mainly used to reduce the impact of the ship's own vibration on the sleeping chamber 3. It has multiple evenly distributed commercially available spring dampers. The bottom of the support frame 2 is mounted above the suspension base 1 via multiple spring dampers, and the suspension base 1 itself is fixed to the ship's plane. The elastic deformation of the springs reduces the rigid transmission of hull vibration, and the dampers dissipate energy during vibration, thereby suppressing resonance amplification and amplitude growth, achieving dynamic decoupling between the sleeping chamber 3 and the ship's motion, thus achieving vibration reduction and isolation. The spring dampers can also be replaced with similar flexible support components with damping characteristics, such as air damping springs or hydraulic dampers. The support frame 2 has a pair of end plates 201 and a base plate 202 connected to the bottom of the pair of end plates 201. The sleeping chamber 3 is rotatably mounted between the pair of end plates 201 of the support frame 2 via a rotating shaft 203 and a bearing seat 204. The center of gravity of the sleeping chamber 3 is lower than the axis of rotation. Under the action of gravity, the sleeping chamber 3 has an automatic reset effect.

[0047] Based on the above solution, to ensure that the front of the sleep pod 3 remains as stable as possible, the overall center of gravity of the related equipment and personnel is positioned below the support roller connection line. A low center of gravity provides better stability for the sleep pod 3. Furthermore, to further enhance the safety of the user, a strap structure is designed. The specific solution is as follows:

[0048] like Figure 2 As shown, in some embodiments, the sleep chamber 3 includes a cylindrical chamber 301, end caps 302, and a bed board 303. End caps 302 are fixed to both ends of the cylindrical chamber 301. The bed board 303 is fixed between the two end caps 302 and is lower than the rotation axis of the cylindrical chamber 301. A mattress and straps are fixed to the bed board 303. The cylindrical chamber 301 can be made of lightweight metal or metal alloy, or plastic materials such as polycarbonate (PC). The lightweight cylindrical chamber 301 can lower the center of gravity of the sleep chamber 3, providing better stability. Lowering the center of gravity of the bed board 303 and the human body as much as possible provides a smoother passive rocking effect. A rotating shaft 203 is fixed to the outside of the end caps 302. The rotating shafts 203 at both ends are coaxially arranged to form the rotation axis of the sleep chamber 3. A bearing seat 204 is mounted on the bracket 2. The rotating shafts 203 are mounted in the bearing seat 204 through low-damping bearings, allowing the sleep chamber 3 to swing smoothly. Related auxiliary equipment is installed below the bed board 303. The linear actuator 401 and the counterweight 402 are installed on the end cover 302 of the sleep chamber 3. The linear actuator 401 moves the counterweight 402, which is located below the rotation axis, radially.

[0049] In some embodiments, variable pitch damping components 4 and active / passive switching components 5 can be installed on both end caps 302 of the sleep chamber 3 to withstand heavier loads and achieve better damping effects. The sleep chamber 3 is a non-sealed chamber, and there is a labyrinthine ventilation gap between the end of the sleep chamber 3 and the support 2 (the U-shaped groove 206 on the inner side of the end plate 201 of the support 2 is formed by the cooperation of the end of the cylindrical chamber 301), which has the effects of sound insulation and ventilation. The sleep chamber 3 can also be connected to an external fresh air exchange system to form a circulating air duct, which has better noise reduction and ventilation effects. The fresh air exchange system includes at least a circulating ventilation duct and a supply fan, and an air purification filter can be added to the circulating ventilation duct.

[0050] When sleep chamber 3 is used on a ship to reduce roll, its installation direction should follow the principle of "aligning both ends with the longitudinal direction of the ship". Generally, the long axis of sleep chamber 3 should be arranged along the bow and stern direction (longitudinal direction) of the ship, rather than transversely, in order to reduce the lateral swaying effect of roll (side to side) on the human body.

[0051] Based on the above solutions, in order to further improve the sleep quality of personnel in sleep chamber 3 and reduce the impact of environmental noise on personnel, further noise reduction design was implemented for sleep chamber 3. The specific implementation method is as follows:

[0052] In some embodiments, a closable hatch cover 304 is provided on the side of the cylindrical cabin 301 for easy access by personnel. The hatch cover 304 is equipped with a lock that engages with the cylindrical cabin 301. Sound-absorbing cotton is adhered to the inner walls of the cylindrical cabin 301 and the end cover 302. Personnel can enter the sleeping cabin 3 through the open hatch cover 304 and then close and lock the hatch cover 304. The cylindrical cabin 301 (including the hatch cover 304) and the end cover 302 are both covered with sound-absorbing cotton to filter ship noise, allowing crew members to sleep more comfortably.

[0053] like Figure 3As shown, the variable pitch roll reduction assembly 4 includes a linear actuator 401 radially mounted at the end of the sleeping chamber 3, and a counterweight 402 driven by the linear actuator 401. The linear actuator 401 uses an electric lead screw linear slide 403 driven by a servo motor 4031, which can precisely control the linear translation distance, thereby controlling the distance of the counterweight 402 from the rotation axis and changing the equivalent pendulum length. By changing the equivalent pendulum length, the natural frequency of the sleeping chamber 3 is adjusted, thereby achieving frequency misalignment or resonance avoidance with the ship's roll frequency, thus significantly reducing the amplified sway caused by resonance. In addition, the dynamic response can be adjusted by changing the suspension length under different sea conditions or ship motion states, which can expand the effective roll reduction application range. Compared with a fixed-length hammock, the variable pendulum length structure can cover more frequency conditions, improve the overall anti-interference capability, and dynamically offset the roll effect by changing the natural frequency without consuming a large amount of additional power and energy. Therefore, this passive roll reduction adjustment method can achieve the purpose of avoiding resonance and reducing energy consumption.

[0054] Wherein, the equivalent pendulum length refers to the equivalent gravitational restoring arm length of the overall mass distribution of the sleep chamber 3 relative to the axis of rotation when it rotates around the axis 203, and it satisfies the following relationship with the system's natural frequency:

[0055]

[0056] in:

[0057] f: Sleep chamber 3 lateral rocking frequency

[0058] g: acceleration due to gravity

[0059] L eq Equivalent pendulum length

[0060] The equivalent pendulum length is determined by the overall mass distribution of sleep chamber 3, and its calculation method is as follows:

[0061]

[0062] in:

[0063] m i Mass of the i-th component

[0064] r i The vertical distance from the center of mass of this component to the shaft 203

[0065] When the counterweight 402 moves radially, its ri changes, thereby changing the position of the system's center of mass and achieving equivalent pendulum length adjustment.

[0066] To prevent resonance between the sleep chamber 3 and the ship's rolling motion under different sea conditions, this invention adjusts the equivalent pendulum length of the sleep chamber 3 to change its natural frequency. The equivalent pendulum length is defined as the equivalent gravitational restoring arm length corresponding to the overall mass distribution of the sleep chamber 3 when it rotates around the axis 203, and it satisfies the following relationship with the system's natural frequency. .

[0067] The equivalent pendulum length The distance r between the counterweight 402 and the axis of rotation 203 is determined by the mass and center of gravity of each component of the sleep chamber 3. i Changes occur, thereby altering the position of the system's center of mass and enabling dynamic adjustment of the equivalent pendulum length.

[0068] The controller 6 acquires the ship's roll angular velocity signal through the attitude sensor 601, and uses a frequency analysis method to obtain the ship's roll dominant frequency f. s When the natural frequency of the sleep chamber 3 is detected to be close to the ship's rolling frequency, the linear actuator 401 is driven to move the counterweight 402 to a non-resonant position, thereby achieving dynamic adjustment of the natural frequency of the sleep chamber 3 to avoid resonance.

[0069] like Figure 3 As shown, in some embodiments, the linear actuator 401 employs an electric lead screw linear slide 403 driven by a servo motor 4031. The rotary actuator 502 employs a servo geared motor.

[0070] The electric lead screw linear slide 403 is an existing linear slide, comprising a servo motor 4031 (a servo geared motor can be used to increase the driving force), a lead screw 4032, a nut pair (obscured in the figure), a slide 4033, and a guide structure 4034. The servo motor 4031 is connected to the lead screw 4032 via a coupling, driving the lead screw 4032 to rotate. The lead screw 4032 cooperates with the nut pair on the slide 4033, causing the slide 4033 to move linearly along the axis of the lead screw 4032. The guide structure 4034 is used to guide and limit the slide 4033, generally using an I-beam or T-shaped guide rail to ensure the accuracy and stability of linear motion. A counterweight 402 is fixed on the slide 4033.

[0071] When the ship is in strong winds and waves or experiencing severe rolling, the excitation amplitude and frequency change of the sleep chamber 3 are large. Passive adjustment of the equivalent pendulum length is insufficient to continuously avoid the resonance zone, and the roll reduction effect will significantly decrease. When the ship's rolling frequency approaches or continuously crosses the natural frequency range of the hammock, the passive system is prone to periodic resonance amplification. Even adjusting the equivalent pendulum length cannot stabilize the frequency misalignment, requiring active control. Furthermore, in scenarios requiring high stability (such as reducing dizziness or maintaining a near-static posture), the passive system can only alleviate but not cancel the motion. Active roll reduction must be achieved through reverse compensation driven by the servo geared motor of the rotary actuator 502. Therefore, an active-passive switching component 5 was designed.

[0072] like Figures 4-7 As shown, the active / passive switching component 5 includes an internal gear ring 501 mounted on the bracket 2 (an assembly ring 205 is fixed on the end plate 201 of the bracket 2, and the internal gear ring 501 is fixed inside the assembly ring 205), and a drive gear 503 mounted on the counterweight 402 and driven by the rotary actuator 502. When the linear actuator 401 of the pitch reduction component 4 moves the counterweight 402 to the point where the drive gear 503 meshes with the internal gear ring 501, the conversion from passive to active pitch reduction is realized. At this time, the drive gear 503, driven by the rotary actuator 502, can actively adjust the rotation angle and rotation speed.

[0073] In addition to relying on its own rotating actuator 502, drive gear 503, and internal gear ring 501 to work together, the active-passive switching component 5 also needs to rely on the close cooperation of the pitch reduction component 4. The linear actuator 401 of the pitch reduction component 4 serves as the driving force for switching states, which saves the number of actuators used, simplifies the overall structure of pitch and state switching, and helps to reduce the space occupied by the sleep chamber 3.

[0074] Specifically, when switching from passive to active sway reduction, the linear actuator 401 pushes the counterweight 402 and the drive gear 503 towards the internal gear ring 501, causing the drive gear 503 to mesh with the internal gear ring 501 (to prevent tooth breakage during meshing, the drive gear 503 rotates slowly). Using the drive gear 503 and the internal gear ring 501 to mesh at the outer circumference provides a more uniform force distribution compared to existing shaft-end drives. The driving force is distributed circumferentially, significantly reducing stress concentration at single points and improving load-bearing capacity and structural lifespan, making it particularly suitable for large-diameter, heavy-load, or eccentric load conditions. The circumferential drive of the internal gear ring 501 can achieve a higher output torque density, making it easier to obtain high torque output within the same spatial dimensions compared to shaft drives. Furthermore, it has a certain degree of impact resistance and damping effect: when the sleep chamber 3 is subjected to high-speed, large-angle rotation, the drive gear 503 and the internal gear ring 501 still rotate, preventing jamming and excessive impact.

[0075] like Figure 4 As shown, based on the above scheme, in order to achieve a flexible transition between the drive gear 503 and the internal gear ring 501 from the disengaged state to the engaged state, the following scheme was designed:

[0076] In some embodiments, the counterweight 402 has a semi-open groove 404 in the middle to accommodate the radial translation of the rotary actuator 502. The groove 404 has symmetrical sliding cavities 405 on both sides. The rotary actuator 502 has sliders 406 on both sides that slide in cooperation with the sliding cavities 405. The top of the sliders 406 and the sliding cavities 405 are provided with pressing elastic members 407. The sliders 406 on both sides of the rotary actuator 502 are sleeved on the sliding shaft and are pressed by the spring to fit against the bottom of the sliding cavity 405.

[0077] When switching between anti-roll modes, during the transition from passive anti-roll state (drive tooth 503 disengages from internal gear ring 501) to active anti-roll state (drive tooth 503 meshes with internal gear ring 501), the linear actuator 401 slowly moves the drive tooth 503 of the counterweight block 402 closer to the internal gear ring 501, while the drive tooth 503 rotates slowly in the rotating actuator 502. When the drive tooth 503 contacts the internal gear ring 501, the tooth phase may not be aligned. A hard contact would damage the teeth. In this case, the top-pressure elastic element 407 is compressed, allowing the drive tooth 503 to flexibly contact the teeth of the internal gear ring 501. The linear actuator 401 slowly extends the counterweight 402 to the preset engagement position. The drive tooth 503 gradually adjusts its direction under the slow rotation of the actuator 502 until it meshes with the teeth of the internal gear ring 501. At this point, the compressed top-pressure elastic element 407 is released, pushing the drive tooth 503 into the tooth groove of the internal gear ring 501 for subsequent active anti-rolling drive. During the incomplete engagement stage between the drive tooth 503 and the internal gear ring 501, this state is defined as a "non-load-bearing introduction stage," allowing only low-torque phase adjustment by the actuator 502 without transmitting effective driving torque. Once the engagement depth reaches a preset threshold, the structure automatically switches to the load-bearing engagement state. To facilitate the introduction, the drive gear 503 and the internal gear ring 501 are equipped with a conical tooth surface structure, which enables the gear to automatically generate radial and tangential guiding forces in the initial contact stage, achieving passive centering without relying entirely on control phase adjustment.

[0078] The counterweight 402 moves radially as a carrier, rotating the actuator 502 with a floating stroke relative to the counterweight 402. When the drive tooth 503 contacts the internal gear ring 501, it is in flexible contact to prevent structural damage during state transition.

[0079] like Figures 4-7As shown, based on the above scheme, in order to enable the sleep chamber 3 with a large mass counterweight 402 to safely decelerate and stop, the following scheme was designed:

[0080] In some embodiments, a raised brake surface 504 located on one side of the internal gear ring 501 is provided directly below the inner side of the internal gear ring 501. A brake pad 506, positioned opposite the brake surface 504, is mounted on the bottom of the counterweight block 402 via a set of elastic dampers 505. The brake surface 504 has smooth transition arc surfaces at both ends. The brake pad 506 consists of a rigid arc-shaped mounting plate 5061 and a brake block 5062 fixed on the arc-shaped mounting plate 5061. The brake block 5062 is made of commercially available brake material and is replaceable. The brake surface 504 and the internal gear ring 501 are fixed as a rigid connection structure, so that the braking friction force directly forms a tangential damping torque around the rotation axis 203 through the internal gear ring 501, thereby ensuring that the friction force is effectively converted into an overall deceleration torque.

[0081] Sleeping pod 3 typically requires braking when not in operation or when restricting free swaying. To prevent the bed from swinging freely and causing collisions or affecting usability, the rotation mechanism needs to be locked. When the ship experiences significant rolling, abnormal operating conditions, or exceeds its roll reduction capacity, the brakes can also be activated to limit the sway angle, preventing excessive swaying that could lead to structural impact, passenger discomfort, or instability.

[0082] A brake pad 506 is installed at the bottom of the counterweight 402 using an elastic damper 505. In active anti-roll mode, when the linear actuator 401 drives the counterweight 402 to continue moving downwards, the drive tooth 503 abuts against the inner gear ring 501 and stops moving downwards. The drive tooth 503 and the rotary actuator 502 compress the top elastic element 407, allowing the counterweight 402 to continue moving downwards until the brake pad 506 contacts the brake surface 504. The elastic damper 505 ensures a flexible contact between the two, and the squeezing force of the contact surface generates sliding friction, which is used to rotate and brake the sleep chamber 3. When the linear actuator 401 drives the counterweight 402 to move to the bottom limit, the elastic damper 505 can still move, and the brake pad 506 and the brake surface 504 are always in elastic contact.

[0083] like Figure 8 The circuit diagram of this scheme is shown below. In order to link with the ship's roll attitude, attitude sensors 601 (such as electronic gyroscopes) are installed on both the support 2 and the sleep chamber 3 to collect the roll angle and angular velocity signals of the sleep chamber 3 and the ship's roll, and input the signals into the main control unit (using a microcontroller or controller 6) for attitude calculation and target angle generation.

[0084] Attitude sensor 601 is used to collect data on the sleeping chamber 3 and the ship's attitude (mainly the roll angle and angular velocity). Linear actuator 401 is used to adjust the distance between the counterweight 402 and the rotation axis (i.e., the equivalent pendulum length). Linear actuator 401 can also extend to mesh with the drive gear 503 and the internal gear ring 501, realizing the switching from passive roll reduction to active roll reduction mode. Rotation actuator 502 is used to compensate for the angle of sleeping chamber 3, to maintain stability as much as possible and reduce the feeling of swaying.

[0085] The circuit block diagram includes a controller 6 for automatic control, an attitude sensor 601 electrically connected to the controller 6 (fixed to the ship and the sleep chamber 3 respectively, wherein the attitude sensor 601 for ship attitude detection can be fixed to the bracket 2), a linear actuator 401, and a rotary actuator 502.

[0086] Control principle:

[0087] 1. Anti-resonance and anti-shake control ( Figure 5 According to the attitude sensor 601, when the controller 6 detects that the sleep chamber 3 and the ship's attitude resonate with each other (when the ship's rolling frequency is close to or equal to the natural frequency of the sleep chamber 3), it adjusts the position of the counterweight 402 through the linear actuator 401 to change the equivalent pendulum length, thereby changing the natural frequency of the sleep chamber 3. This prevents the sleep chamber 3 from gradually increasing its swing amplitude, thus maintaining the passive roll reduction effect.

[0088] 2. Switching between active and passive anti-roll modes ( Figure 6 When the ship's sway deviation relative to the horizontal plane is within the preset passive roll reduction mode angle range (e.g., the ship's roll angle is within ±3°), and resonance can be eliminated by adjusting the position of the counterweight 402, the ship remains in passive roll reduction mode. Once this passive roll reduction mode angle range is exceeded for a certain period of time (e.g., after 10 seconds), or the resonance cannot be eliminated by adjusting the position of the counterweight 402, the center of gravity of the sleeping chamber 3, the counterweight 402, and the personnel alone is insufficient to achieve the expected roll reduction effect, and a roll reduction mode switch is required.

[0089] The switching steps are as follows: The position of the counterweight 402 is adjusted using the linear actuator 401, the drive gear 503 is engaged with the internal gear ring 501, and the angle, angular velocity and other data transmitted back by the sleep chamber 3 and the ship attitude sensor 601 are used. Based on the existing attitude stabilization algorithm of PID feedback control, the final control output is converted into the angular displacement command of the servo reduction motor of the rotary actuator 502, which drives the drive gear 503 to rotate in the opposite direction, so that the drive gear 503 rotates relative to the internal gear ring 501, so that the attitude of the bed board 303 counteracts the ship's roll, and the attitude of the bed board 303 is close to a horizontal and stable state, reducing the impact of roll on personnel and improving the sleep quality of personnel.

[0090] The specific implementation of the attitude stabilization algorithm based on existing PID feedback control is as follows:

[0091] In active roll reduction mode, controller 6 constructs a closed-loop control system with the attitude feedback of sleep chamber 3 as the main component and the ship's roll motion as feedforward compensation.

[0092] The specific control process is as follows:

[0093] (1) The attitude angle θb and angular velocity ωb of the sleep chamber 3 are collected in real time by the attitude sensor 601, and the ship roll angular velocity ωs can be selectively collected as a disturbance input.

[0094] (2) The deviation of the posture of the sleep chamber 3 from the horizontal state is used as the control error, that is, the posture error eθ = θb;

[0095] (3) The controller 6 generates control quantity based on attitude error eθ and angular velocity ωb, and outputs the target angular displacement φ of the rotary actuator 502 through proportional or proportional-derivative control algorithm;

[0096] (4) The rotating actuator 502 drives the drive gear 503 to rotate relative to the internal gear ring 501, so that the sleep chamber 3 generates a compensation angle around the rotating shaft 203 that is opposite to the current deflection direction.

[0097] (5) Through continuous feedback adjustment, the posture of the sleep chamber 3 gradually approaches a horizontal state.

[0098] In the case of introducing feedforward control, the controller 6 pre-compensates the control output based on the ship's roll rate to reduce system response lag and improve roll reduction stability.

[0099] This process does not rely entirely on motor drive to complete the balancing action. Instead, it is based on the restoring force generated by gravity and compensates for the insufficient part of the gravity restoring force by rotation. Therefore, it has a more energy-efficient effect than the existing devices that rely entirely on driving force for active anti-swaying.

[0100] 3. Braking mode ( Figure 7 In active anti-roll mode, the drive gear 503 meshes with the internal gear ring 501, allowing for active braking. The linear actuator 401 slowly moves the counterweight 402 further downwards. Due to the obstruction of the internal gear ring 501, the distance between the drive gear 503 and the rotation axis no longer changes. The drive gear 503 and the rotation actuator 502 compress the top elastic element 407, allowing the counterweight 402 and the bottom brake pad 506 to move further outwards until they contact the raised brake surface 504 directly below the internal gear ring 501. When the sleep chamber 3 rotates to this position, frictional force for braking is generated.

[0101] This braking mechanism does not stop the vehicle in one go (rapid stopping would cause violent shaking of the people inside), but rather by having the brake pads 506 pass over the brake surface 504 multiple times during their swing, achieving a certain deceleration effect each time they pass over it, gradually reducing the relative swing amplitude, and finally stopping the vehicle slowly.

[0102] The braking force is determined by the pressure exerted by the linear actuator 401 on the counterweight 402 and the brake pads 506 against the brake surface 504. The greater the pressure, the greater the braking friction; conversely, the smaller the pressure, the smaller the braking friction. If the sleep chamber 3 shakes when stationary, it indicates that the static friction of the brake pads 506 is insufficient, and a new brake pad 506 with greater static friction needs to be replaced to ensure that the sleep chamber 3 does not shake after braking to a stop.

[0103] The brake surface 504 is positioned directly below the inner side of the internal gear ring 501, enabling braking when the bed board 303 of the sleeping chamber 3 is parallel to the ship's ground. When the sleep chamber 3 finally comes to a stop, the bed board 303 will also stop at a position approximately parallel to the ship's ground, facilitating personnel entry and exit.

[0104] The core innovation of this solution lies in the fact that the single linear actuator 401 simultaneously undertakes the functions of equivalent pendulum length adjustment and meshing switching, and the peripheral gear ring drive replaces the shaft drive to form a distributed force structure, thereby achieving integrated synergy between structure and function.

[0105] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments, and various changes and modifications can be made without departing from the spirit and scope of the invention, all of which fall within the scope of protection claimed by the present invention. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A floating anti-roll sleep capsule for ships, comprising a support (2) having a suspension base (1), and a sleep capsule (3) rotatably mounted on the support (2), characterized in that, Also includes: The variable pitch anti-sway assembly (4) includes a linear actuator (401) radially mounted at the end of the sleep chamber (3) and a counterweight (402) driven by the linear actuator (401); The active-passive switching assembly (5) includes an internal gear ring (501) mounted on the bracket (2) and a drive gear (503) mounted on the counterweight (402) and driven by the rotary actuator (502).

2. The shipboard suspension anti-roll sleep chamber according to claim 1, characterized in that, The sleep chamber (3) includes a cylindrical chamber (301), end caps (302), and a bed board (303). The end caps (302) are fixed at both ends of the cylindrical chamber (301). The bed board (303) is fixed between the two end caps (302) and is lower than the rotation axis of the cylindrical chamber (301). A mattress and straps are fixed on the bed board (303).

3. A shipboard suspension anti-roll sleep chamber according to claim 2, characterized in that, The cylindrical silo (301) is provided with an openable silo cover (304) on its side for easy access by personnel.

4. A shipboard suspension anti-roll sleep chamber according to claim 2, characterized in that, Sound insulation cotton is pasted on the inner walls of the cylindrical silo (301) and end cap (302).

5. A shipboard suspension anti-roll sleep chamber according to claim 1, characterized in that, The linear actuator (401) adopts an electric lead screw linear slide (403).

6. A shipboard suspension anti-roll sleep chamber according to claim 1, characterized in that, The rotation actuator (502) adopts a servo geared motor.

7. A shipboard suspension anti-roll sleep chamber according to claim 1, characterized in that, The counterweight (402) has a semi-open groove (404) in the middle to accommodate the radial translation of the rotary actuator (502). The groove (404) has symmetrical sliding cavities (405) on both sides. The rotary actuator (502) has sliders (406) on both sides that slide in cooperation with the sliding cavities (405). The sliders (406) and the top of the sliding cavities (405) are provided with pressing elastic elements (407).

8. A shipboard suspension anti-roll sleep chamber according to claim 7, characterized in that, The inner side of the internal gear ring (501) is provided with a raised brake surface (504) located on one side of the internal gear. The bottom of the counterweight (402) is equipped with a brake pad (506) that is opposite to the position of the brake surface (504) through a set of elastic dampers (505).

9. A shipboard suspension anti-roll sleep chamber according to claim 8, characterized in that, The brake surface (504) has smooth transition arc surfaces at both ends.

10. A shipboard suspension anti-roll sleep chamber according to claim 8, characterized in that, The brake pad (506) consists of a rigid arc-shaped mounting plate (5061) and a brake block (5062) fixed on the arc-shaped mounting plate (5061).

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