206 results about "Prow" patented technology

The invention belongs to the technical field of ships, and discloses an arrangement position type polar region ship with a stern-direction ice breaking and discharging structure. The arrangement position type polar region ship comprises a ship body, an ice discharging piece and a rudder, and the width size of the ship body is B; the ice discharging piece is fixed to the bottom face of the stern, the outer surfaces of the ice discharging piece are all curved surfaces, the curvature radius R1 of the ice discharging piece in the ship length direction ranges from 0.20 B to 0.80 B, the curvature radius R2 of the ice discharging piece in the ship width direction ranges from 2 to 8, the contact area of the large-curvature outer surface and crushed ice is small, the crushed ice and the curved surfaces are difficult to form a stable attachment relation, and the ice discharging piece is not prone to falling off. Therefore, under the action of hydrodynamic force, crushed ice at different positions of the curved surface can quickly slide to different positions, accumulation of the crushed ice on the inner side of the upper portion of the rudder is avoided, and the sailing safety of a ship is improved. The rudder extends in the height direction of the ship, and the upper end of the rudder is installed on the bottom face of the ice discharging piece in a swinging mode and located at the end, close to the bow, of the ice discharging piece in the length direction of the ship, so that the ice discharging piece plays a role in protecting the rudder.

A modular keel is arranged along a centerline of a boat hull for displacing a bow wave towards the stern and creating distinct pressure zone situations to draw the keel back into water and reduce pitching. The keel features a base extending along a centerline of the boat hull and two symmetric curved segments. The base tapers toward a vertex on the centerline at a fore transitional area that generates a concentrated high pressure zone to help lift the hull and reduce pitching. The keel includes an aft transitional area for expelling water away from the keel in a laminar flow pattern during forward movement of the boat hull. The keel further includes an intermediate transitional area that creates a low pressure zone to dampen the motion of the hull through waves.

The invention discloses an automatic wharf for water conservancy informatization and water conservancy projects, mainly relates to the technical field of wharf docking, and comprises a wharf main body, and a limiting assembly and a ship locking assembly are mounted on the wharf main body; the limiting assembly connecting rods drive the annular air bags to freely swing around the hinge shafts, the multiple annular air bags get away from or get close to each other and make sliding contact with the prows of the ships, and docking limiting is provided for the ships with the prows in different shapes. The ship locking assembly is provided with an air spring and a rotating swing arm, the air spring stretches out and draws back to drive the rotating swing arm to clamp the ship side of the ship, a rotating roller is installed at the executing end of the rotating swing arm, a servo motor and a speed reducer in the rotating roller rotate and lock to drive the ship to enter, exit and berth, and therefore the ships of different shapes and different sizes can be stably and accurately berthed.

A method of transporting a first vessel having wind turbine components to an offshore installation vessel. The method includes (i) securing the first vessel to a second vessel using a first tow line attached to a front end (or bow) of the first vessel, and (ii) securing the first vessel to a third vessel using a second tow line attached to a back end (or stern) of the first vessel. The method further includes transporting the first vessel to the offshore installation vessel using the second vessel and the third vessel secured to the first vessel via the first and second tow lines, respectively. The method also includes securing the first vessel to the offshore installation vessel. The first vessel can include one or more fender walls. The first vessel can be secured to the offshore installation vessel using one or more mooring lines.

The invention discloses an oil spill treatment ship based on a multifunctional integrated cabin and application of the oil spill treatment ship, and belongs to the technical field of water surface environment protection. The ship comprises a deck, a cabin body below the deck and a navigation bridge installed on the surface of the deck. The top face and the interior of the navigation bridge are fixedly connected with a camera and a water surface oil spill emergency treatment system correspondingly. A mechanical arm base and a mechanical arm movably connected to the mechanical arm base are fixedly connected to the surface of a deck in front of the navigation bridge, a transverse oil suction roller is fixedly connected to the front end of the mechanical arm, and outward-opening arm unfolding plates are fixedly connected to the positions, on the two sides of the oil suction roller, of the prow; the cabin body is divided into a port treatment area and a starboard treatment area by a longitudinal isolation wall extending along the direction of the cabin body keel; an oil spill recovery cabin and a garbage compression cabin are sequentially arranged in the larboard treatment area from a ship bow to a ship stern; a sand excavation monitoring cabin is arranged in the starboard treatment area; and the stern parts of the port treatment area and the starboard treatment area are isolated to form a shared power cabin, so that a cabin body structure with compact space and integrated functions is formed.

The invention belongs to the technical field of ship draft detection, and provides a ship draft real-time detection system which comprises the following steps: establishing a three-dimensional dynamic coordinate system, and updating a water surface reference surface in combination with real-time water level data; calculating water level variation of adjacent frames and compensating a point cloud Z axis; a pure ship body point cloud is separated in combination with a water surface datum plane, ship body reflectivity and a region growing algorithm; fitting a deck plane of the pure ship body point cloud, performing edge detection to extract ship board features, and correcting a side board feature surface; converting the pixel coordinates of the water surface reference surface and superposing the auxiliary lines; positioning a waterline, converting a bow / middle / tail waterline coordinate to a three-dimensional dynamic coordinate system, and calculating an initial draft; the deck Z-axis average coordinate is extracted, and the bow / middle / tail freeboard height is calculated in combination with the water surface datum plane coordinate; the theoretical draft is deduced in combination with the ship type depth, the theoretical draft is compared with the initial draft, the final draft is output, and the ship draft detection precision in the complex water level change environment is improved.

The invention relates to a hydrofoil transport system comprising at least one hydrofoil craft extending in a longitudinal direction (X) and comprising two hulls connected by a central platform, propulsion means and a control house (4), wherein the hydrofoil craft further comprises, at its bow, a first underwater pylon (9) located along the longitudinal direction (X) and, at its stern, an underwater frame (12), wherein the first underwater pylon (9) comprises, at one end intended to be submerged, a first hydrofoil (8), and wherein the underwater frame (12) comprises, at one end intended to be submerged, a second hydrofoil (10), wherein the first hydrofoil and the second hydrofoil are intended to adopt at least two positions, a first position close to the hulls and a second position away from the hulls, and wherein the first pylon is mounted so as to be rotatable through the central platform about a vertical axis such that at least a first position can be assumed, in which the first hydrofoil is orthogonal to the longitudinal direction (X) and a second position can be assumed, in which the first hydrofoil has an orientation different from the orthogonal orientation, and in which the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction.

Caddy assemblies formed from a top housing, outer shell, and inner shell that mate together into an assembled form such that a prow is formed, and in the assembled form a storage basin of the assembly is overhung by the prow is accessible from front and sides of the assembly.

A collapsible kayak may include a single-piece hull including a plurality of crease lines along which the hull is foldable. A removable floorboard lines a midship portion of the hull between a bow portion and a stern portion, the floorboard including a seat assembly and configured to be releasably retained by a pair of outboard walls permanently fixed at port and starboard sides of the cockpit. The stern portion of the hull is permanently folded in a V-shaped (AKA swallowtail) configuration to form a closed transom of the kayak. The bow, stern, and midship portions are configured as a tri-fold, such that the bow portion and the stern portion of the kayak are foldable toward each other to overlap the midship portion of the hull when collapsed.

A marine vessel according to one aspect of the present disclosure comprises: a hull that includes a bow part and a stern part which is positioned rearward of the bow part; a plurality of power consumption devices that are positioned in the bow part and that consume power; a main power source that is positioned in the stern part and that operates in a normal time; an emergency power source that is positioned in the stern part and that operates in an emergency; a main cable that delivers electricity which has been outputted from the main power source to the bow part; an emergency cable that delivers electricity which has been outputted from the emergency power source to the bow part; a main splitter that is positioned in the bow part and that splits the electricity which has been delivered by the main cable; an emergency splitter that is positioned in the bow part and that splits the electricity which has been delivered by the emergency cable; a main splitter cable that delivers the electricity which has been split by the main splitter to at least one of the plurality of the power consumption devices; an emergency splitter cable that delivers the electricity which has been split by the emergency splitter to at least one of the plurality of the power consumption devices; a main splitting chamber that is positioned in the bow part and that has the main splitter installed therein; an emergency splitting chamber that is positioned in the bow part and that has the emergency splitter installed therein; and a separation chamber that is positioned between the main splitting chamber and the emergency splitting chamber and that separates the main splitting chamber and the emergency splitting chamber.

The utility model relates to a hull frame and an all-terrain ship hull. The hull frame comprises a hull bottom frame, two side frames and a separation frame, the hull bottom frame is a rectangular frame body extending horizontally and transversely, one side of the hull bottom frame is obliquely bent upwards to form a bow part, the other side of the hull bottom frame is a stern part, and the two side frames are vertically installed at the two side positions of the hull bottom frame correspondingly; the ends, located on the bow part, of the side frames extend upwards in an inclined mode with the same inclination angle with the ship bottom frame, the two separation frames are arranged in the extending direction of the ship bottom frame in a spaced mode, and the separation frames divide an open space defined by the ship bottom frame and the side frames into a bow cargo hold reserved area, a middle cockpit reserved area and a stern cabin reserved area in sequence. The stern part of the ship bottom frame continues to horizontally and transversely extend out of a stern platform reserved area, and a rudder blade mounting base is fixed to the stern platform reserved area. The all-terrain ship body adopts the ship body frame. According to the hull frame and the all-terrain ship hull, the machining difficulty can be reduced, and the sailing adaptability of the hull can be improved.

FIELD: underwater equipment.SUBSTANCE: invention is intended for precise automatic docking and fixation of autonomous unmanned underwater vehicles (AUVs) using bottom mooring devices (BMDs). For automatic docking and fixation of an autonomous unmanned underwater vehicle on bottom mooring devices, an underwater vehicle is used with the ability to detect bottom mooring devices using a hydroacoustic navigation system installed on it. Using the onboard control system, the underwater vehicle stabilizes its position in the working area of the manipulator with a given orientation to its grip; simultaneously with the last command, a signal is sent using the hydroacoustic navigation system of the underwater vehicle about its arrival in the area of the bottom mooring device. After receiving this hydroacoustic signal from the hydroacoustic navigation system, a machine vision system installed near the manipulator's grip is turned on, and with its help, the spatial location of the clamp of the gripping device located in the bow part of the underwater vehicle’s hull is detected, and then, with the help of the technical vision system and the manipulator control system, its open grip is smoothly moved towards the clamp until the contact sensor, located inside the gripper jaws, is triggered; upon the signal from the contact sensor, the gripper jaws are closed, fixing the underwater vehicle in the water space. Using the manipulator control system, the corresponding control signals are sent to the manipulator drives, smoothly moving the underwater vehicle to the bottom mooring device platform; during this movement, the underwater vehicle’s thrusters maintain its horizontal position; said movement of the underwater vehicle by the manipulator is completed after the activation of the locking devices located, respectively, on the underwater vehicle and the bottom mooring device. After said fixation, using contactless devices located inside the fixing devices, the underwater vehicle's batteries are recharged via a cable-rope, information is exchanged between this underwater vehicle and the accompanying vessel, or the underwater vehicle is quickly lifted onto this vessel using a winch.EFFECT: precise and rapid docking of the AUV with the charging device or with the device for its rapid ascent to the surface, as well as rigid fixation of the AUV at a given point in the water space when the onboard equipment of this apparatus performs arbitrary working operations.1 cl, 1 dwg

The utility model discloses an ultra-high-speed boat line type which comprises a boat body and a deck, the deck is installed on the boat body, a cockpit is formed on the deck, the boat body comprises a boat head, a boat body and a boat tail, and the bottom face of the boat tail is in a step shape and sequentially comprises a stern transom plate protruding downwards, a first step and a second step. The stern transom plate is provided with a first step and a second step, the bottom face of the first step is higher than the bottom face of the hull, the hull comprises a side wall and a bottom plate, the bottom plate is distributed in a V shape, a broken line structure is formed between the bottom plate and the side wall, and the broken line structure inclines downwards from inside to outside. The condition that the prow is inclined in the driving process of the ship body can occur, the step-shaped stern can embed steps of the stern into the liquid level, and the downwards-protruding stern transom plate makes contact with the liquid level, so that the damping of sideslip and drifting is improved, and the ship body is easier to control.

The present disclosure relates to the technical field of autonomous underwater vehicles, in particular to an unmanned cable-free operation type autonomous underwater vehicle. The unmanned cable-free operation type autonomous underwater vehicle includes a bow, a middle and a stern, each of the bow, the middle and the stern is of a hollow structure, the middle is provided with a manipulator lifting device and a cabin door opening and closing mechanism, the bow is provided with a first horizontal channel propeller and a first vertical channel propeller, and the stern is provided with two second vertical channel propellers and four main propellers. High-speed cruising of the unmanned cable-free operation type autonomous underwater vehicle can be achieved, and stable and precise hovering needed by the operation of the unmanned cable-free operation type autonomous underwater vehicle can also be achieved.

The invention relates to the technical field of ships, and discloses a ship collision structure, a ship collision module and a ship, the ship collision structure comprises an installation frame, an installation space is defined in the installation frame, the installation frame is provided with a first side and a second side which are opposite in the thickness direction of the installation frame, and the first side is suitable for being fixedly connected with the outer wall of a side plate of a prow; the sealing plate fixedly covers the second side to seal the mounting space; and the filling block is filled in the mounting space, the filling block is connected and matched with the sealing plate, and the filling block is used for absorbing collision energy conducted from the mounting frame and / or the sealing plate. Therefore, the ship collision structures are installed on the outer walls of the side plates of the stem, the construction difficulty during stem strengthening can be reduced, the installation frames can strengthen the structural strength of the side plates, the filling blocks can absorb collision energy generated when the stem is collided, and therefore the stem structure can be strengthened, damage and deformation of the stem after collision can be prevented as much as possible, and the safety of the stem is improved. And the maintenance cost of the ship can be reduced.

A bridle system (30) arranged on a multi-hull marine vessel (200), the vessel comprising an anchor deployment and retrieval system (100) comprising a windlass (101), an anchor chain (102) connected to an anchor and operatively engaged with the windlass for deploying / retrieving the anchor and the anchor chain, the bridle system (30) comprising a bridle (10) comprising a port-side leg (11) and a starboard-side leg (12) connected to a chain hook (13) adapted for releasably engaging with the anchor chain (102) at any position along the anchor chain (102), where the bridle system (30) further comprises a port-side bow winch (21) for independently adjusting the length of the port-side leg (11) and a starboard-side bow winch (22) for independently adjusting the length of the starboard-side leg (12). A multi-hull marine vessel (200) comprising the bridle system (30) and a respective method of using a bridle (10) are herein also disclosed.

A ship comprising: a hull with a central protrusion forward and left-right symmetry; a wind cover installed on the upper deck of the hull on the bow side, wherein the wind cover includes a rotating screen having a curved surface; and a shaft that rotatably fixes the rotating screen to the upper deck, wherein the rotating screen is positioned in a first state when the wind direction is less than a first reference angle and rotates around the shaft to be positioned in a second state when the wind direction is greater than the first reference angle, can respond to not only headwinds but also side winds, thereby obtaining a wind resistance reduction effect regardless of the wind direction.

The utility model relates to the field of shipbuilding and concerns the design of small vessels, and more specifically, the design of a boat. The boat comprises a hull made of thermoplastic material, comprising a bow section equipped with a bow buoyancy element; a stern section; a starboard side and a port side, each of which is equipped with a side buoyancy element connected to the bow buoyancy element; a bottom; wherein the buoyancy elements are made in the form of pipes. The boat is distinguished in that, at the junctions of the bow and side buoyancy elements, reinforcement sections are provided, characterized by an increased pipe wall thickness. The utility model makes it possible to increase the rigidity of the boat structure and, as a result, reduce the weight of the boat while maintaining sufficient rigidity. 7 clauses, 7 figs.

In so-called classic displacement ships, the hull speed limits the maximum achievable speed. The hull speed of displacement ships is defined as the physical limit of the maximum speed achievable in water. The most significant obstacle is the bow wave generated during travel [Fig. 02 (① )]. Devices and methods according to the invention eliminate or at least reduce the disadvantages caused by this obstruction, so that, in compliance with hydrophysical laws, it becomes possible to exceed the speed defined as the hull speed for displacement vessels, thus enabling an improvement in energy efficiency.

The utility model provides a stern propulsion structure of a ship, which comprises propeller mechanisms and a grounding lifting mechanism, a hinge column is arranged at the tail of the ship, and the two propeller mechanisms are symmetrically hinged on the hinge column; the grounding lifting mechanism comprises a grounding structural plate and connecting rods hinged to the two sides of the grounding structural plate, the two connecting rods are hinged to the two propeller mechanisms respectively, an extension rod is arranged at the position, close to the bow of the ship, of the grounding structural plate, and one end of the extension rod is hinged to the bottom of the ship. The ship has the advantages that the propeller mechanism is matched with the grounding lifting mechanism, and the technical problem that an existing propeller mechanism arranged at the bottom of the ship is prone to grounding damage is solved.

This invention discloses a neural network-based method for ship resistance prediction and hull optimization, relating to the field of ship design and performance optimization technology. The method includes: selecting 10 key geometric deformation control points (bow and stern) based on the surface features of the parent ship, setting allowable deformation ranges along the Y-axis for each point, and establishing a parameterized geometric model oriented towards resistance-sensitive areas. This invention embeds a multi-head attention mechanism into a fully connected neural network to achieve dynamic feature weighting and selective focusing of hull geometric parameters. This enhances the model's ability to identify key deformation features in high-dimensional, small-sample design scenarios. The attention mechanism enables the model to autonomously suppress irrelevant parameter interference, enhance the feature expression of resistance-sensitive areas such as the bow and stern, improve the generalization ability and stability of the prediction model under data-scarce conditions, and overcome the shortcomings of traditional regression models that are prone to overfitting or underfitting in limited samples.

The invention relates to a marine liquid tank which comprises a liquid tank body with a dome arranged at the top. The bottom support assembly is arranged at the bottom of the liquid tank body and connected with a ship body; the top support assembly comprises a top anti-pitching support, a top anti-rolling support and a top anti-floating support which are arranged at the top of the liquid tank body and connected with a ship body, the top anti-pitching support limits movement of the liquid tank body relative to the ship body in the first direction, and the top anti-rolling support limits movement of the liquid tank body relative to the ship body in the second direction; the first direction is the same as the direction from the bow to the stern of the hull, and the second direction is perpendicular to the first direction; at least one top anti-rolling support is arranged on at least one side of the dome in the first direction, and at least one top anti-pitching support is arranged on at least one side of the dome in the second direction. According to the technical scheme provided by the invention, the problem that the structural safety of the marine liquid tank is affected due to the fact that the dome area of the marine liquid tank is prone to deformation in the prior art can be solved.

A device for removing debris from rivers, the device comprising a hydraulic mechanism (1), a mounting bracket (2), a removal net support frame (3) and a debris removal net (4), wherein one side of the mounting bracket (2) faces the bow of the boat and is firmly connected to the hull of the boat (100), while the other side of the mounting bracket is connected to the removal net support frame (3) by a pair of left and right pivot bearings (21); the side of the removal net support frame (3) opposite the mounting bracket (2) is connected to the debris removal net (4);The hydraulic mechanism (1) comprises a hydraulic drive base (11) and a hydraulic rod (12), the end of the hydraulic rod (12) being rotatably connected in the vertical direction to a transverse connecting rod (31) at the upper edge of the debris removal net support frame (3), the hydraulic drive base (11) being located at the bow of the boat, the hydraulic drive base (11) driving the hydraulic rod (12) to telescoping, so that the debris removal net (4) rotates up and down and the removal of debris on and below the water surface is achieved; wherein the debris removal net (4) is a net-like, planar structure in the left-right direction with an overall inverted Y-shape, wherein its two outwardly directed branches are directed downwards and its root segments are firmly connected to the four crossbars of the removal net support frame (3); wherein the bottom of the debris removal net (4) has a front and rear, doubly curved structure which serves to allow the debris removal net (4) to lift the debris at the front end of the net under the action of the hydraulic rod (12) in order to recover it, or to pull and tow the debris at the rear end of the net.

The present invention relates to a 3D shape configuration device and method for detecting a collision of a ship, which allows for decomposition into a convex hull of an appropriate size according to a collision detection scenario of the ship using a division method applying a hierarchical structure. The device comprises: a ship 3D mesh model construction unit for constructing a ship 3D mesh model; a ship upper and lower separation unit for dividing the hull into upper and lower parts centered on the deck section; a ship lower sub-separation unit for dividing the lower part of the hull into a bow section, a mid-hull section, and a stern section; a convex outer shape division unit for dividing block shells for each separated part of the hull by adjusting the size of the convex hull while maintaining a circular shape; and a ship assembly configuration unit for combining block shells for each part of the hull divided by the convex outer shape division unit.

The invention relates to a monohull semi-submersible drone (1) comprising: a submerged hull (20), below a waterline plane (P2); a bow float mast (30), projecting from the submerged hull (20) and ending with an upper end (32) that is arranged above the waterline plane (P2) and that is arranged on the bow side (21) with respect to a front plane of the bow (P21) at one third of a bow-to-stern distance (d21); a stern float mast (40), projecting from the submerged hull (20), arranged between the bow float mast (30) and the stern (22) and comprising an upper end (42) arranged above the waterline plane (P2); and a marine propulsor (60T), arranged below the waterline plane (P2).

The invention discloses a push-back type multi-section ship, and belongs to the technical field of ships. The push-back type multi-section ship comprises a bow ship located at the front end, a multi-section ship located in the middle and a stern ship located at the stern. The head ship, the plurality of section ships and the tail ship are sequentially connected through an interlocking mechanism, and the head ship, the section ships and the tail ship are all provided with sub observation control rooms and storable auxiliary propellers; the tail ship is provided with a total power system and a main outlook control room of the ship, and the tail ship pushes the multi-section ship and the head ship to sail forwards. Each single-section ship is provided with four auxiliary propellers, so that the single-section ship can automatically enter and exit a port, berth, leave a wharf, be separated from and combined with the ship and the like under the condition that the single-section ship is separated from the ship, and the flexibility and the economical efficiency are better. The single-section ship bodies are connected through the main push rod oil cylinders and the steering push rod oil cylinders, the mutual angles of the single-section ship bodies are controlled, the course is changed by adjusting the mutual angles of the single-section ship bodies, the space range used for steering of the ship is smaller, and steering is faster and more convenient.

The utility model relates to a marine anti-impact composite sandwich plate belongs to the field of ship and ocean engineering protection technology, including upper steel sheet, lower steel sheet and the interlayer structure for absorbing kinetic energy between upper steel sheet, lower steel sheet, the surface state, size specification of upper steel sheet with lower steel sheet are completely identical, present symmetrical arrangement, upper steel sheet is contacted with water flow, is the outside contact surface, lower steel sheet is contacted with the ship keel, is the inside mounting surface, the interlayer structure includes, four foam aluminum interlayer, through upper steel sheet, lower steel sheet and four foam aluminum interlayer cooperation, form composite sandwich protection system, utilize upper steel sheet to bear external impact load, lower steel sheet provides stable support, foam aluminum interlayer absorbs impact energy, effectively solve the problem that single steel plate anti-impact ability is weak, is easy to concave crack, significantly improve overall structural strength and anti-deformation ability, guarantee the structural integrity of ship side, ship bow etc. when colliding.

The utility model provides a gas film oil containment device used after oil leakage of a ship. The device comprises an oil leakage ship main hull, an air film device and a laying device. The main ship body is a conventional oil tanker, and oil leaks at the bottom of the ship. The gas film device is arranged on the bow deck, the gas film is unfolded through the gas film ramp, and the rear end of the gas film is folded in the ship width direction and stacked on the bow deck in an S shape. The laying device comprises a laying device, a traction rope and a balance rod floating body, and the laying device can move outside the ship body by manually controlling the traction rope. A balance rod is installed at the tail end of the laying device, is a floating body and is connected with the laying device through a sliding rail and a sliding rod. In the vicinity of the oil leakage position, the gas film can be unfolded and immersed in water through the arrangement device, a part of closed area is formed, and leaked oil is prevented from diffusing. The device has the characteristic of controllability and can effectively deal with oil leakage accidents of ships.

A liquefied gas transport vessel according to one embodiment of the present disclosure includes: an engine room positioned at a stern section, which is behind a cargo compartment that stores liquefied gas; a stern facility positioned at the stern section, outside the engine room; a bow facility positioned at a bow section, which is in front of the cargo compartment; an under deck passage extending in a front-rear direction, below an upper deck of the cargo compartment; an independent zone that is independent from the engine room, and includes a cargo compartment side opening that opens to the under deck passage and a stern section side opening that opens to a stern upper area on the upper deck of the stern section; and an electric cable connecting the bow facility and the stern facility, passing through the under deck passage, the independent zone, and the stern upper area.

The utility model discloses a ship applied to marine anchor system tension verification, which comprises a main ship body, and the main ship body is provided with a head winch system capable of providing tension from a stern to a prow for the main ship body and a propelling system capable of providing thrust from the stern to the prow for the main ship body; the head winch system comprises a head winch, and the head winch is fixedly arranged at the head of the main ship body; the main ship body is further provided with a chain stopping system used for being connected with a to-be-verified anchor system. The chain stopping system comprises chain stopping equipment with a tension display function; and the chain stopping equipment is fixedly arranged at the tail of the main hull. The device is more convenient to use, lower in investment cost and better in economical efficiency.