250 results about "Prow" patented technology

The invention provides an underway ship draft detection method, system, medium and equipment. The method comprises the following steps: acquiring laser point cloud data and image data of an underway ship; extracting an instant feature surface of the underway ship, comparing the instant feature surface with typical feature surfaces of various typical ship types, and selecting similar typical ship types; marking the side board part of the underway ship according to the side board part on the typical characteristic surface, and separating a point cloud set of the side board part; calculating the head freeboard height, the middle freeboard height and the tail freeboard height of the side broadside of the underway ship to obtain the freeboard height of the underway ship, and calculating the confidence coefficient; on the basis of the image data, identifying a waterline of the on-board ship so as to calculate bow, midship and stern drafts and confidence coefficients, and obtaining an initial draft; acquiring static structure data of the underway ship; according to the method, the laser point cloud data and the image data are used, so that the final draft of the underway ship can be accurately calculated.

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.

The invention discloses a hydrofoil device and a ship, and relates to the technical field of hydrofoil ships. The supporting frame comprises a supporting frame, and the supporting frame is fixedly arranged at the bottom of the ship body; the transmission assembly is arranged in the supporting frame, the end, away from the ship body, of the transmission assembly is exposed out of the supporting frame and connected with a hydrofoil assembly and a rotating mechanism, and the rotating mechanism is in transmission connection with the transmission assembly so as to be used for driving the transmission assembly to rotate; therefore, the hydrofoil assembly rotates in the first direction along with the transmission assembly. According to the hydrofoil device and the ship provided by the invention, the height of the stem or the ship body can be adjusted when the ship is berthed at a port wharf, so that the height difference between the stem or the ship body and the shore or the port wharf is reduced or avoided.

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.

The invention provides a hydrofoil ship which comprises a ship body and a front wing assembly, the front wing assembly comprises a front mast and a front wing body fixedly arranged at one end of the front mast, the other end of the front mast is rotationally connected with the ship body, and the rotational connection position of the front mast and the ship body is located between a prow of the hydrofoil ship and the gravity center of the hydrofoil ship; the front wing body has an unfolding position and a folding position, when the front wing body is located at the unfolding position, the front wing assembly is swept back and provides main lift force for supporting the ship body to leave the water surface, and when the front wing body is folded, the front wing body rotates forwards until the front wing body is exposed out of the water surface, stable lift force can be provided, and meanwhile the hydrofoil ship is more convenient to control; and the folded hydrofoils are exposed out of the water surface to prevent marine organisms from growing, and the folded hydrofoils do not occupy the internal space of the ship body.

The deep and far sea leisure fishery platform comprises a platform body, a superstructure is arranged on the platform body, anchor gears are arranged at the four corners of the platform body respectively, the anchor gears are connected with anchoring foundations through anchor chains, and the anchoring foundations are arranged on the seabed; a gangway ladder and a cantilever telescopic crane are arranged on the platform body, harbor basins are arranged at the head and the tail of the platform body respectively, and a leisure fishing boat functional cabin is arranged on the platform body. A slideway winch for providing power is arranged on the leisure fishing boat functional cabin, an in-cabin ramp is arranged on the leisure fishing boat functional cabin, a bracket with rollers is arranged on the in-cabin ramp, a prow mooring bollard is arranged on the bracket with the rollers, and the prow mooring bollard is connected with the slideway winch through a traction mooring rope; a tourist wharf is additionally arranged in the harbor basin outside the leisure fishing boat function cabin, a middle longitudinal sliding way is arranged in the middle of the leisure fishing boat function cabin, a tray type four-way shuttle vehicle is further arranged in the leisure fishing boat function cabin, and work is stable and reliable.

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 provides a ship draught load line identification method based on machine vision, which comprises the following steps of: (1) acquiring a ship shot image, (2) preprocessing the obtained images of a prow, a midship and a stern water gauge areas, expanding the midship water gauge areas, and obtaining the position of a load line through preprocessing and Hough circle detection; (3) carrying out water gauge character recognition on the pre-processed water gauge area image; (4) inputting the ship image into a key point detection model to detect ship waterline key points; (5) based on the ship waterline key points, performing line fitting by adopting a least square method to obtain a ship waterline; (6) respectively comparing ship waterlines of the bow, the middle and the stern with ship load identification positions, if the ship waterlines are higher than the ship load identification, judging that the ship is overloaded, and if the ship waterlines are lower than the load line, judging that the ship is not overloaded; (7) if it is judged that the ship is overloaded, draught values of a prow water gauge, a midship water gauge and a stern water gauge of the overloaded ship are calculated respectively.

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 invention relates to the field of floating devices, in particular to a spliced yacht which structurally comprises a prow and a driving part, a hull formed by splicing more than two hull blocks is arranged between the prow and the driving part, the hull blocks, the driving part and the prow are spliced in a clamped mode through locking blocks, each hull block comprises a block body, and the block bodies are connected with the driving part in a clamped mode. First through guide holes are formed in the two sides of the block body respectively, the block body is buckled with the locking block through a limiting groove in the surface, the block body is connected with the first rod body and the second rod body in a nested mode through the first guide holes and the limiting frame, the limiting frame is further provided with detectors, and the detectors are arranged at the ends of the two sides of the first rod body. According to the device, limiting traction is conducted through the bent section bent between the first rod body and the second rod body, the bent section is clamped with the inner wall of the inner hole after installation, and the installation position of the second rod body and the installation position of the first rod body are staggered; and the bent sections can be crossed and overlapped after penetrating, and then multiple limiting is carried out through the inner sleeve.

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 invention provides a ship berthing and unberthing method and device for a wharf and relates to the technical field of wharfs, and the ship berthing and unberthing method for the wharf comprises the steps that when a ship berths in the first direction, whether the first distance between the bow of the ship and a second trestle meets the preset safety distance or not is judged, and if yes, the first trestle is stopped; controlling the ship to enter a berth water area between the first trestle and the second trestle through a reverse cable for connecting the ship with the first abutment and a ship adjusting device; when the ship leaves the berth, the bow is connected with the second abutment through a reverse cable, and the ship is controlled to retreat; and when the ship is driven out of the berth water area by a preset second distance, the stern of the ship is connected with the first abutment through an inverted cable, and the ship is controlled to rotate out of the berth water area through a ship adjusting device. The ship berthing and unberthing efficiency of a wharf can be effectively improved, and the safety risk of berthing and unberthing of a large ship in a harbor basin with a narrow space is reduced.

To provide an acid treatment boat (seaweed harvesting boat) of a laver net which can efficiently apply acid treatment particularly in support-type cultivation.SOLUTION: A small-sized laver cultivation acid treatment boat for support-type cultivation comprises: a laver net guide 20 which guides a laver net from a bow side onto a boat and returns to the sea from a stern; an acid treatment tank 35 which brings a laver net moving along the laver net guide 20 in contact with an acid treatment liquid 31; a circulation part 60 which consists of a route which feeds the acid treatment tank 35 and the acid treatment liquid 31 to a stern side of the acid treatment tank 35, a route which recovers the acid treatment liquid 31 after having contacted the laver net from a bow side of the acid treatment tank 35, and an acid treatment liquid storage tank 39 to which both routes are respectively connected; and a control part 50 which activates an acid undiluted solution feeding device 40, which detects a pH value of the acid treatment liquid 31 in the acid treatment storage tank 39 and feeds acid undiluted solution Z of the acid treatment liquid 31 into the acid treatment liquid storage tank 39 on the basis of the detection value, and controls the acid treatment liquid to a fixed pH value, where the boat is equipped with a side thruster 80 on a hull bottom of the bow, and the acid treatment tank 35 is inclined downward in a front direction by an inclination angle 1.2 degrees (or more) to 15 degrees (or less) such that the acid treatment liquid 31 flows ahead the bow.SELECTED DRAWING: Figure 3

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 safety system (10) for balancing a vessel (50) in emergency conditions, comprising one or more stern compartments (1) and one or more bow compartments (3), arranged within the hull (20) of the vessel (50), and a transfer system (30), arranged between said stern compartments (1) and said bow compartments (3). In the event of a hull breach at one or more stem compartments (1) or bow compartments (3), the transfer system (30) communicates said compartments with each other so as to achieve a controlled flooding of said compartments and thus balance the weight along the longitudinal direction of the vessel (50), thereby preventing the vessel (50) from capsizing or sinking. The safety system (10) is a passive system whose operation is ensured also in the absence of electric power supply as a result of a failure of the electrical systems of the vessel.