82 results about "Prow" patented technology

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.

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.

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

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.

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).

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 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 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.

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.

This provides a technique for calculating updated values ​​that include the effects of disturbances. [Solution] One embodiment is a ship's automatic steering system that outputs a command rudder angle using hull parameters based on a reference bearing and a bow bearing, and comprises an identification calculation unit that calculates an identification value by adjusting the hull parameters such that an evaluation quantity, which is the sum of squared errors between the model output data and the output data, which is an actual measured value relating to the hull, is minimized during an identification value calculation period that includes at least the start time of the hull's change of course, and an update calculation unit that calculates coefficients of an update function, which is a regression equation relating to the hull's speed, based on an identification data sequence in which the calculated identification value and the evaluation quantity corresponding to the identification value are accumulated in time series, and calculates updated values ​​of the hull parameters using the update function to which the calculated coefficients are given.

Conventional displacement vessels dynamically displace water in the bow area while underway, creating a bow wave. Due to their design and engineering, this water backs up, forming a hydrodynamic obstacle, and is moved somewhere along the way as a result of the displacement, but not in an energy-efficient manner. Using the bypass method according to the invention, the backing-up water is introduced into devices designed for flow and guided through before a disruptive backwater can develop in the bow area.

According to the ship energy-saving flow guiding device and the ship, a flow guiding pipe is inserted into a prow area in a penetrating mode, an inlet of the flow guiding pipe is formed in a front outer plate of the prow area, and an outlet of the flow guiding pipe is formed in a front outer plate of a cargo hold area or a rear outer plate of the prow area. Part of incoming flow in front of the prow can be effectively shunted and guided when the ship sails, resistance generated when water flow impacts the prow is reduced, and power needed by ship propulsion is saved. Meanwhile, the flow guide pipe adopts the layout that the inlet is lower than the outlet, and when water flow enters from the low-position inlet and is discharged from the high-position outlet, upward hydrodynamic force can be applied to the pipe wall through movement of the water flow in the pipe, so that the displacement load of the ship is reduced, and the frictional resistance in the ship navigation process is further reduced. In addition, the flow guide pipes serve as reinforcing components and can play a role in collision buffering, the probability that the boundaries of the cargo hold are damaged when the broadsides are damaged is reduced, and the cargo hold breaking stability is improved.

This application relates to the field of ship structures, and in particular to a ship side thrust cover system, including a cover plate rotatably connected to the hull and capable of closing the side thrust tunnel opening. The cover plate's rotation point is located near the bow, and the rotation axis of the cover plate is perpendicular to the length direction of the hull. The cover plate flips towards the hull side. A shaft end block is coaxially fixedly connected to the rotation point of the cover plate. Two rotation limit blocks are provided in the rotation plane of the shaft end block, and the two rotation limit blocks can abut against the opposite sides of the shaft end block one by one. The hull is provided with a synchronous rotation mechanism that allows the cover plates at both ends of the side thrust tunnel to rotate synchronously in opposite directions. This makes it easier to control the overall hull without having to deliberately control the cover plate during side thrust and normal navigation.

The invention relates to the field of water surface garbage salvage, and discloses a passive welt primary-secondary type unmanned ship for river cleaning, which comprises a primary ship, a secondary ship assembly and a flexible arm for realizing connection between the primary ship and the secondary ship assembly, the secondary ship assembly comprises a secondary ship main body, and a storage chamber is arranged at the stem of the secondary ship main body; the side, facing the bow, of the storage chamber is open and provided with a salvage unit, an upper output pipe is arranged on the upper surface of the storage chamber, a suction pipeline is arranged on one side of the upper output pipe, and the tail end of the suction pipeline is connected with a garbage inlet of a negative pressure suction element arranged on the mother ship. The ends, facing the stern of the sub-ship body, of the convex wings are provided with air injection cavities, the air injection cavities communicate with exhaust ports of the negative pressure suction elements, the opposite sides of the convex wings of the two sub-ship assemblies are arranged to be in a plane shape parallel to the length direction of the sub-ship body, and the opposite sides of the convex wings of the two sub-ship assemblies are arranged to be in a cambered surface shape. And the cambered surface of the convex wing is bent towards one side of the plane of the convex wing.

The application discloses a marine platform transportation device and relates to the technical field of offshore engineering. The transportation device comprises a transportation ship body and a supporting assembly. The outer wall and the inner part of the transportation ship body are both provided with ballast tanks. The winding winch is provided with two clamping ropes. The tail part of the transportation ship body is provided with a tail clamping piece. The middle part of the tail clamping piece is rotatably installed on the side wall of the transportation ship body. The upper end of the tail clamping piece extends to the upper side of the tail part of the transportation ship body. The lower end of the tail clamping piece is provided with a floating piece. The two clamping ropes are connected to the tail clamping piece. The supporting assembly comprises a bracket and at least one sliding rail. The bottom of the bracket is fixed on the transportation ship body. The end of the bracket close to the bow of the transportation ship body is provided with a front guard plate. The device has the advantages of simple structure, automatic separation of the marine platform structure from the transportation ship body when the transportation ship body is submerged, convenient unloading, clamping of the marine platform structure during transportation, guarantee of transportation stability and high practicability.

A ship is provided with: a hull having a pair of sides; the upper deck is arranged on the ship body; a tank provided in the hull, the upper portion of the tank extending through the center of the upper deck in the width direction of the hull and protruding above the upper deck; a tank cover that is provided on the inner side in the ship width direction with a space therebetween with respect to the pair of broadsides, covers the plurality of tanks from above, and has a top flat surface that extends in the fore-aft direction; and a bow deck formed so as to be continuous from the top flat surface toward the bow side, and extending across the width direction of the ship between the pair of broadsides.

The present application belongs to the technical field of ship draft detection, and provides a ship draft depth real-time detection system, which comprises: establishing a three-dimensional dynamic coordinate system, updating a water surface datum in combination with real-time water level data; calculating adjacent frame water level change and compensating point cloud Z-axis; separating pure ship body point cloud in combination with the water surface datum, ship body reflectivity and a region growing algorithm; fitting a deck plane of the pure ship body point cloud, extracting a ship side feature through edge detection, and correcting a side shell feature surface; converting the water surface datum into pixel coordinates and superimposing an auxiliary line; positioning a draft line, converting bow / midship / stern draft line coordinates to the three-dimensional dynamic coordinate system, and calculating initial draft depth; extracting average coordinates of the Z-axis of the deck, calculating the bow / midship / stern freeboard height in combination with the water surface datum coordinates; and calculating the theoretical draft depth in combination with the ship type depth deduction, comparing the initial draft depth, and outputting the final draft depth, so as to improve the ship draft depth detection precision in a complex water level change environment.

The present invention provides a thrust booster that can actively convert wind pressure from the front of a vessel into propulsion while ensuring sufficient forward visibility for the vessel. [Solution] A superstructure 3 is provided on the forward portion of the upper deck 2 of the ship S. At the bow of the ship, a wind guide slope 7 that slopes downward toward the front is formed, and a lift generating plate 10 that generates upward and forward lift is installed on the upper surface of the upper deck 2 at the bow. The lift generating plate 10 has an airfoil cross-section and is positioned on the inclined deck 6 so that wind from the front of the ship flows above the superstructure 3. The lift generating plate 10 can convert the wind from the front into thrust for the ship S. Since the lift generating plate 10 is installed on the upper surface of the upper deck 2, its height can be kept low, and a wide field of view forward and downward from the bridge can be secured.

A hybrid catamaran which includes a rigid mono hull with a plumb bow portion and a pair of catamaran sponsons positioned on opposing sides of the hull, beginning at a selected point along the hull from the bow, extending to the stern of the boat.

The invention relates to a multifunctional integral workboat and a fan equipment mounting method.The multifunctional integral workboat comprises a boat body, the boat body is provided with a deck layer, a prow and a stern, the deck layer is located on one side of the top of the boat body, and the prow and the stern are located on the two sides of the boat body in the length direction correspondingly; a supporting truss is arranged on the deck layer, at least two full-rotation cranes are arranged on one side of the top of a supporting frame, and the full-rotation cranes can cover the bow and the stern when rotating; a first embedded area is arranged on the side, facing the bow, of the ship body, the first embedded area is configured to be a piling operation area, the first embedded area is provided with a suspension type precision control positioning frame facility, a second embedded area is arranged on the side, facing the stern, of the ship body, and the second embedded area is configured to be a fan equipment installation operation area. The multifunctional integral workboat can be used for efficiently and conveniently transporting and installing offshore wind turbine equipment in deep sea areas, and is high in applicability to construction window periods under severe sea conditions.

A modular keel (102) is arranged along a centerline (110) of a boat hull (100) for displacing a bow wave towards the stern (106) and creating distinct pressure zone situations to draw the keel back into water and reduce pitching. The keel includes a base (112) extending along the centerline (110) of the hull (100), the base (112) tapering aft to fore toward a vertex (120) on the centerline (110), the vertex (120) being formed by converging edges (116) of the base (112). The keel includes opposing curved segments (114) laterally extending from the vertex (120) toward a stern substructure (132), the opposing curved segments (114) being outboard from the base (112), wherein each curved segment is defined between an edge (116) of the base (112) and an arcuate contour, wherein the arcuate contour extends from the vertex (120) to a planar facet at the stern substructure (132).

The present invention provides a ship having a bow wheelhouse, the wheelhouse being at the bow of the ship to allow field of vision that encompasses the living quarters provided in the hull and views in all directions, and front surface thereof being sloped rearward to reduce bow-side air resistance.