148 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.

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 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 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 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 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.

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.

The utility model relates to the technical field of ship electrical equipment, in particular to a cable protection device installed at the bow position of an ultra-large oil ship. Comprising a cable box located at a bow, a first butt-joint pipe is arranged on the side face, away from the bow, of the cable box, a second butt-joint pipe is arranged at the bottom of the cable box, butt-joint flanges connected with the cable pipe are arranged at the ends of the first butt-joint pipe and the second butt-joint pipe, an inclined opening is formed in the top, close to the bow side, of the cable box, and a box cover is arranged on the inclined opening of the cable box. A cable transition mechanism is arranged in the cable box and located between the first butt joint pipe and the second butt joint pipe. By arranging the cable box structure with the inclined opening, the problem of seawater retention caused by the top plane design of a traditional box body is effectively solved, and the sea wave impact resistance of the bow position cable protection device is remarkably improved.

The present invention relates to a marine craft (1), particularly a ground-effect craft, comprising at least one hull (2), provided with two lateral walls (20) forming a hull and joined below at the level of a keel line (21), a center of gravity, and at least one pair of forward lifting and submerged surfaces (3) of similar shapes extending symmetrically in projection from said at least one hull (2), with a leading edge (30) situated frontally with respect to said center of gravity; said at least one hull (2) having inclined sections converging from said horizontal plane (A-A') towards the keel line (21) and towards the stem (24), and each of the forward surfaces (3) has its leading edge (30) along a portion of said inclined section, said portion having an inclination of at least 40°. Figure for the abstract: Fig. 2

The utility model discloses an electric remote control ship body which comprises a ship body, a driving mechanism and a dragging mechanism. The front end of the ship body is of a sharp bilge structure, and the sharp bilge structure provides instantaneous righting torque and enhances dynamic stability when the ship body turns or inclines due to crosswind, and generates a sliding effect and reduces resistance at a high speed; the cross section of the bottom of the ship body is in a sharp V shape and extends from the bow to the stern, the V-shaped bottom can effectively split waves during high-speed sailing, and ship body slapping is reduced; a round groove inclining backwards is formed in the motor support, the motor is fixed in the groove in the motor support, the motor inclines downwards to provide power for the ship body, arrangement of a transmission mechanism is reduced, the transmission efficiency is improved, and the probability that the driving mechanism breaks down is reduced; the dragging rope can be automatically released through the dragging mechanism, manual rope untying is not needed, and the device is suitable for long-distance control or use scenes with large water surface fluctuation.

A system includes a marine propulsion device, an input, and a controller. The input outputs an operating signal indicating a first mode selected in accordance with an operation thereof, and the controller receives the operating signal. When it is intended to move the watercraft to a target spot from a first spot in the first mode, the controller is configured or programmed to select in which mode, including a bow mode that orients a bow of the watercraft toward the target spot, and a stern mode that orients a stern of the watercraft toward the target spot, the marine propulsion device is controlled depending on a position of the target spot with respect to the first spot so as to control the marine propulsion device such that the watercraft is moved from the first spot to the target spot in the bow mode or the stern mode.

The invention discloses a bidirectional self-unloading integrated system for a ship, aims to improve the unloading efficiency of a self-unloading ship and the reliability of the system, and adopts a double-set independent automatic unloading system design as the core. Each set of system comprises a longitudinal belt conveyor, a transverse belt conveying mechanism comprising a C-loop circulating lifting mechanism and a BOOM unloading arm. The two longitudinal belts are arranged at the bottom of the cargo hold, the portside belt conveys the cargo to the tail C-loop mechanism towards the stern, the starboard belt conveys the cargo to the head C-loop mechanism towards the prow, and the maximum unloading capacity of a single system per hour is 6000 tons. The C-loop mechanism is in a C-shaped path, goods are clamped through an interlayer between the inner conveying belt and the outer conveying belt to complete lifting, and stable operation is guaranteed through a hydraulic drive tensioning device. The longitudinal belt can be regulated and controlled in two directions, half-load operation is performed during reverse transportation, and a set of system can be shut down and overhauled during same-direction transportation. According to the design, double sets of systems are standby for each other, the fault-tolerant capability is improved, and meanwhile, the cost is reduced by integrating the transverse belt and the C-loop mechanism.

The utility model provides a mast lamp equivalent arrangement structure which comprises a ship body, a front mast lamp and a rear mast lamp are arranged on the ship body, on the horizontal plane, the distance between the front mast lamp and the front end of the ship body is not larger than one fourth of the length of the ship body, and the distance between the rear mast lamp and the front end of the ship body is not larger than one fourth of the length of the ship body. The distance between the rear mast lamp and the front mast lamp is not larger than one half of the length of the ship body, and lamp strip sets are arranged on ship boards on the two sides of the ship body and extend between the bow and the stern of the ship body. In the mast lamp equivalent arrangement structure, the front mast lamp is arranged according to the standard requirement, and under the condition that the distance between the front mast lamp and the rear mast lamp cannot meet the standard requirement due to the fact that the stern is not provided with the rear mast, the lamp strip set extending between the bow and the stern is additionally arranged; the lamp belt group is matched with the front mast lamp and the rear mast lamp to carry out outline marking on the ship body so as to achieve the equivalent outline marking effect of the mast lamps, other coming ships can clearly judge the condition and the dynamic state of the ship body according to the conditions of the front mast lamp, the rear mast lamp and the lamp belt group, and the corresponding requirements of collision prevention regulations are met.

The utility model provides a pile driving barge pile frame supporting structure which comprises a supporting device which is arranged at the tail of a pile driving barge and used for placing a pile frame body, the supporting device comprises a supporting support and a pile frame connecting frame which is located on the supporting support and connected with the pile frame body, two parallel supports are arranged at the bottom of the pile frame connecting frame, and the two parallel supports are arranged on the supporting support. The whole bottom surfaces of the two supports are arc surfaces. The two parallel supports are arranged in the supporting device located at the stern, so that the whole pile frame is supported by the two supporting points formed by the two parallel supports at the stern and the two lower hinged supports at the bow, and the bottom surfaces of the two supports are arranged to be large arc surfaces. When the pile frame inclines front and back, two supporting points formed by the two parallel supports are always kept in arc surface contact, and damage caused when the pile frame deforms in the towing process and extrudes and makes contact with a nylon plate horizontally arranged on a supporting bracket of the supporting device of the stern is prevented.