CN114906290B - Ferry with energy-saving hull molded line structure and collision risk assessment system thereof - Google Patents
Ferry with energy-saving hull molded line structure and collision risk assessment system thereof Download PDFInfo
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- CN114906290B CN114906290B CN202210691768.2A CN202210691768A CN114906290B CN 114906290 B CN114906290 B CN 114906290B CN 202210691768 A CN202210691768 A CN 202210691768A CN 114906290 B CN114906290 B CN 114906290B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/54—Ferries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B49/00—Arrangements of nautical instruments or navigational aids
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B5/00—Hulls characterised by their construction of non-metallic material
- B63B5/24—Hulls characterised by their construction of non-metallic material made predominantly of plastics
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04N—PICTORIAL COMMUNICATION, e.g. TELEVISION
- H04N23/00—Cameras or camera modules comprising electronic image sensors; Control thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B5/00—Hulls characterised by their construction of non-metallic material
- B63B5/24—Hulls characterised by their construction of non-metallic material made predominantly of plastics
- B63B2005/242—Hulls characterised by their construction of non-metallic material made predominantly of plastics made of a composite of plastics and other structural materials, e.g. wood or metal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
- B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
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- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Traffic Control Systems (AREA)
- Laminated Bodies (AREA)
Abstract
The invention discloses a ferry with an energy-saving hull molded line structure and a collision risk assessment system thereof, comprising: the ship body is a carbon fiber composite material structure consisting of a left sheet body, a middle concave body and a right sheet body, and the head and tail molded lines of the left sheet body and the right sheet body are symmetrical relative to the ship; the solid wood is arranged at the bottom of the bow and the stern of the ship body; the full-rotation rudder propeller is provided with two devices, and is arranged in the ship body through an upper trap, wherein one device is positioned at the head position of the left sheet body, and the other device is positioned at the head position of the right sheet body; the propulsion motor drives the full-rotation rudder propeller, and enables the full-rotation rudder propeller to provide thrust in a vector direction for the ship body; the ferry with the energy-saving hull line structure and the collision risk assessment system thereof are light, high in flexibility and capable of preventing collision in a small river area.
Description
Technical Field
The invention relates to a ferry with an energy-saving hull molded line structure and a collision risk assessment system thereof.
Background
The water way of Yue, kong and Australian Dawan is developed, the passenger demand is large, the existing passenger ship is basically a diesel engine ship, the carbon emission is high, and the pollution is serious. With the large environment of energy conservation and emission reduction, the traditional fuel oil vehicles are gradually replaced by new energy vehicles, and nowadays, the new energy is extended to the field of ships, and local governments continue to bring out relevant policies of clean energy ships.
The carbon fiber reinforced composite material is a novel structural material which is 30 percent lighter than aluminum and 7 to 9 times stronger than steel, and the chemical inertness also gives the corrosion resistance advantage, so that the carbon fiber reinforced composite material has certain application in the field of ships. How to effectively combine a carbon fiber ship and a pure electric ship is one of the great research and development directions of the ship industry.
However, neither lithium iron phosphate nor ternary lithium batteries have energy densities far less than fossil fuels.
The ship profile design has great influence on the performance of the ship, relates to the aspects of buoyancy, rapidity, economy, stability, operability, wave resistance, deck arrangement and the like of the ship, has high requirement speed, has flexible operability when entering a inland river area and a pearl river area, and has anti-collision performance, and the existing ship anti-collision system is mainly used for preventing the ship in large river areas such as sea surfaces or river surfaces from collision and is not suitable for preventing the ship in small river areas such as the inland river area and the pearl river area from collision.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a ferry with an energy-saving hull type line structure and a collision risk assessment system thereof, wherein the ferry is light in weight, high in flexibility and capable of preventing collision in a small river area.
The technical scheme adopted for solving the technical problems is as follows:
ferry with energy-saving hull molded line structure, including:
the ship body is a carbon fiber composite material structure consisting of a left sheet body, a middle concave body and a right sheet body, and the head and tail molded lines of the left sheet body and the right sheet body are symmetrical relative to the ship;
the solid wood is arranged at the bottom of the bow and the stern of the ship body;
the full-rotation rudder propeller is provided with two devices, and is arranged in the ship body through an upper trap, wherein one device is positioned at the head position of the left sheet body, and the other device is positioned at the head position of the right sheet body;
and the propulsion motor drives the full-rotation rudder propeller, and the full-rotation rudder propeller provides thrust in a vector direction for the ship body.
Preferably, the width of the middle concave body is larger than that of the left sheet body or the right sheet body, and a plurality of battery packs for supplying power to the propulsion motor are loaded at corresponding positions above the middle concave body.
Preferably, the diameter of the full-rotation rudder propeller is 0.5-1m, and the two full-rotation rudder propellers are arranged behind the bow-stern anti-collision bulkhead of the left sheet body and the right sheet body by adopting diagonal lines.
Another technical problem to be solved by the present invention is to provide a collision risk assessment system for a ferry with an energy-saving hull profile structure, comprising:
the image acquisition module acquires water surface images around the ship through the 360-degree panoramic camera group, performs distortion correction and inclination correction on the images, and is spliced into full-vision images;
the ferry identification module is used for identifying the obstacle ferry image in the full-vision image, marking the characteristic points of the identified obstacle ferry, and judging the advancing state and the bow orientation of the obstacle ferry;
the route prediction module predicts the travelling route of the obstacle ferry according to the travelling state and the bow direction of the ferry;
the collision evaluation module is used for performing collision detection based on a preset route of the ferry and a route of a predicted route of the obstacle ferry, and predicting a collision event and a collision type;
and the avoidance module generates a collision avoidance strategy based on the collision event and the collision type, and when the preset route of the ferry and the predicted route of the obstacle ferry are crossed, the full-rotation rudder propeller is controlled to provide thrust in the vector direction for the left sheet body or the right sheet body of the ferry, so that the preset route of the ferry deviates from the predicted route of the obstacle ferry.
Preferably, the 360 ° panoramic camera group is composed of four groups of cameras disposed on the left side of the left sheet, the right side of the left sheet, the left side of the right sheet and the right side of the right sheet.
Preferably, the method for identifying the obstacle ferry image in the full-vision image and labeling the characteristic points of the identified obstacle ferry comprises the following steps:
and (3) identifying the ship by using a tensorsurface training model, extracting the region images of the bow and the stern by using rectangular coordinates of the identified ship, matching the region positions of the bow and the stern in the multi-frame full-vision image, and marking the middle points of the matched bow and stern regions.
Preferably, the method for judging the traveling state of the obstacle ferry comprises the following steps:
and comparing the coordinate changes of the two characteristic points of the ferry under the full-visual image motion of a plurality of frames, judging that the ferry is in a steering state when the two characteristic points are in a fast approaching state or a fast separating state, and judging that the ferry is in a straight-going state when the two characteristic points are in a no-approaching state, a slow approaching state or a slow separating state.
Preferably, the method for judging the bow direction of the obstacle ferry comprises the following steps:
and comparing the coordinate changes of the two characteristic points of the ferry under the full-vision image motion of a plurality of frames, and taking the characteristic point closest to the coordinate change direction of the ferry as the bow.
Preferably, the method for predicting the travel route of the obstacle ferry comprises the following steps:
when the ferry is judged to be in a steering state, according to the approaching track or the separating track of the two characteristic points, drawing a steering route by extending the bow of the ferry towards the direction;
when the ferry is judged to be in a straight state, the straight route is drawn by extending the bow of the ferry.
Preferably, the method for estimating the collision event and the collision type comprises the following steps:
judging that collision event risks possibly exist when the preset route of the ferry and the predicted route of the obstacle ferry are crossed, and judging that no collision event risks exist when the preset route of the ferry and the predicted route of the obstacle ferry are not crossed;
when judging that the risk of a collision event possibly exists, further judging the included angle between the preset route of the ferry and the preset route of the obstacle ferry, judging that the collision type is a side collision with small risk when the included angle is within 30 degrees, judging that the collision type is an intersection collision with medium risk when the included angle is between 30 degrees and 90 degrees, and judging that the collision risk is a relative collision with high risk when the included angle is greater than 90 degrees.
The beneficial effects of the invention are as follows:
the scheme aims at a light hull structure of a carbon fiber composite material structure formed by a left sheet body, a middle concave body and a right sheet body, and provides a combined scheme combined with a full-rotation rudder propeller and a propulsion motor, when the combined scheme is used, the propulsion motor drives the full-rotation rudder propeller to rotate 360 degrees around the center of the rudder propeller, so that thrust in any vector direction of a ship is provided, the quick small-amplitude side rotation of a ferry in the running process is realized, the collision condition of a complex waterway environment in a small river area is avoided, the safe sailing of the ship is ensured, and simultaneously, a panoramic camera group formed by four groups of cameras arranged on the left side of the left sheet body, the right side of the left sheet body, the left side of the right sheet body and the right side of the right sheet body is provided for quickly identifying the ship nearby and simply judging a navigation line through a mechanical vision means, so that the collision condition is avoided.
Drawings
FIG. 1 is a schematic side structural view of a ferry with an energy efficient hull form line structure of the present invention;
fig. 2 is a schematic diagram of the bottom structure of a ferry with an energy-saving hull form line structure according to the present invention.
Detailed Description
The principles and features of the present invention are described below with examples given for the purpose of illustration only and are not intended to limit the scope of the invention.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.
Examples
Referring to fig. 1-2, a ferry with energy-saving hull line structure, comprising:
the ship body is of a carbon fiber composite material structure consisting of a left sheet body 1, a middle concave body 2 and a right sheet body 3, and the head and tail molded lines of the left sheet body 1 and the right sheet body 3 are symmetrical relative to the middle of the ship;
the solid wood 4 is arranged at the bottom of the bow and the stern of the ship body;
the full-rotation rudder propeller 5 is provided with two devices, is arranged in the ship body by an upper trap, one device is positioned at the head position of the left sheet body 1, and the other device is positioned at the head position of the right sheet body 3;
the propulsion motor 6 drives the full-rotation rudder propeller 5, and causes the full-rotation rudder propeller 5 to provide thrust in a vector direction for the hull.
The width of the middle concave body 2 is larger than that of the left sheet body 1 or the right sheet body 3, and a plurality of battery packs for supplying power to the propulsion motor 6 are loaded at corresponding positions above the middle concave body 2.
The diameter of the full-rotation rudder propeller 5 is 0.5-1m, and the two full-rotation rudder propellers 5 are arranged behind the bow-stern anti-collision bulkheads of the left sheet body 1 and the right sheet body 3 by adopting diagonal lines.
Two full-turn steering paddles 5 are mounted at diagonal positions of the two hulls, which provide excellent propulsion efficiency and good maneuverability in all directions. The full-rotation rudder propeller 5 can rotate 360 degrees around the center thereof to provide thrust in any vector direction of the ship.
The diagonal arrangement of the full-rotation rudder propeller 5 brings about more convenient and flexible control of the steering of the ship, and the full-rotation rudder propeller 5 of the bow can make the ship more balanced in the course of sailing.
The collision risk assessment system of the ferry with the energy-saving hull molded line structure comprises:
the image acquisition module acquires water surface images around the ship through the 360-degree panoramic camera group, performs distortion correction and inclination correction on the images, and is spliced into full-vision images;
the ferry identification module is used for identifying the obstacle ferry image in the full-vision image, marking the characteristic points of the identified obstacle ferry, and judging the advancing state and the bow orientation of the obstacle ferry;
the route prediction module predicts the travelling route of the obstacle ferry according to the travelling state and the bow direction of the ferry;
the collision evaluation module is used for performing collision detection based on a preset route of the ferry and a route of a predicted route of the obstacle ferry, and predicting a collision event and a collision type;
the avoidance module generates a collision avoidance strategy based on a collision event and a collision type, and when a preset route of the ferry and a predicted route of the obstacle ferry are crossed, the full-rotation rudder propeller 5 is controlled to provide thrust in a vector direction for the left sheet body 1 or the right sheet body 3 of the ferry, so that the preset route of the ferry deviates from the predicted route of the obstacle ferry.
The 360-degree panoramic camera group consists of four groups of cameras arranged on the left side of the left sheet body 1, the right side of the left sheet body 1, the left side of the right sheet body 3 and the right side of the right sheet body 3, and the arrangement positions can be properly adjusted, but are preferably arranged on the left sheet body 1 and the right sheet body 3.
The method for identifying the obstacle ferry image in the full-vision image and labeling the characteristic points of the identified obstacle ferry comprises the following steps:
and (3) identifying the ship by using a tensorsurface training model, extracting the region images of the bow and the stern by using rectangular coordinates of the identified ship, matching the region positions of the bow and the stern in the multi-frame full-vision image, and marking the middle points of the matched bow and stern regions.
The method for judging the traveling state of the obstacle ferry comprises the following steps:
and comparing the coordinate changes of the two characteristic points of the ferry under the full-visual image motion of a plurality of frames, judging that the ferry is in a steering state when the two characteristic points are in a fast approaching state or a fast separating state, and judging that the ferry is in a straight-going state when the two characteristic points are in a no-approaching state, a slow approaching state or a slow separating state.
When the approaching or separating speed of the two feature points is greater than or equal to the advancing speed, the ferry is judged to be in a steering state, and when the approaching or separating speed of the two feature points is less than the advancing speed, the ferry is judged to be in a straight-going state.
Compared with the ships in the large river area, the ships in the small river area are adjacent more, the image acquisition of the ships is clearer and easier, so that the identification of the ships by adopting the tensorf low training model has higher accuracy, and the identified image of the interesting area is directly selected as the bow area and the stern area, so that the advancing state of the ships can be conveniently and accurately judged.
The method for judging the ship head orientation of the obstacle ferry comprises the following steps:
and comparing the coordinate changes of the two characteristic points of the ferry under the full-vision image motion of a plurality of frames, and taking the characteristic point closest to the coordinate change direction of the ferry as the bow.
The method for predicting the travelling route of the obstacle ferry comprises the following steps:
when the ferry is judged to be in a steering state, according to the approaching track or the separating track of the two characteristic points, drawing a steering route by extending the bow of the ferry towards the direction;
when the ferry is judged to be in a straight state, the straight route is drawn by extending the bow of the ferry.
The method for estimating the collision event and the collision type comprises the following steps:
judging that collision event risks possibly exist when the preset route of the ferry and the predicted route of the obstacle ferry are crossed, and judging that no collision event risks exist when the preset route of the ferry and the predicted route of the obstacle ferry are not crossed;
when judging that the risk of a collision event possibly exists, further judging the included angle between the preset route of the ferry and the preset route of the obstacle ferry, judging that the collision type is a side collision with small risk when the included angle is within 30 degrees, judging that the collision type is an intersection collision with medium risk when the included angle is between 30 degrees and 90 degrees, and judging that the collision risk is a relative collision with high risk when the included angle is greater than 90 degrees.
Because the ships in the small river area are generally adjacent and relatively close, the large river area cannot be cited to carry out collision judgment means according to the AIS dynamic data, and most of the ships have no fixed channel, so that the anti-collision effect is better, the stability is stronger, and the situation that the stability of the ships is influenced due to severe direction change is avoided.
The above-mentioned embodiments of the present invention are not intended to limit the scope of the present invention, and the embodiments of the present invention are not limited thereto, and all kinds of modifications, substitutions or alterations made to the above-mentioned structures of the present invention according to the above-mentioned general knowledge and conventional means of the art without departing from the basic technical ideas of the present invention shall fall within the scope of the present invention.
Claims (8)
1. Ferry with energy-saving hull molded line structure, its characterized in that includes: the ship body is a carbon fiber composite material structure consisting of a left sheet body, a middle concave body and a right sheet body, and the head and tail molded lines of the left sheet body and the right sheet body are symmetrical relative to the ship; the solid wood is arranged at the bottom of the bow and the stern of the ship body; the full-rotation rudder propeller is provided with two devices, and is arranged in the ship body through an upper trap, wherein one device is positioned at the head position of the left sheet body, and the other device is positioned at the head position of the right sheet body; the propulsion motor drives the full-rotation rudder propeller, the full-rotation rudder propeller provides thrust in a vector direction for the ship body, the width of the middle concave body is larger than that of the left sheet body or the right sheet body, a plurality of battery packs for supplying power to the propulsion motor are loaded at corresponding positions above the middle concave body, and the two full-rotation rudder propellers are arranged behind the bow-stern anti-collision bulkhead of the left sheet body and the right sheet body by adopting diagonal lines;
the collision risk assessment system of the ferry with the energy-saving hull line structure comprises the following components: the image acquisition module acquires water surface images around the ship through the 360-degree panoramic camera group, performs distortion correction and inclination correction on the images, and is spliced into full-vision images; the ferry identification module is used for identifying the obstacle ferry image in the full-vision image, marking the characteristic points of the identified obstacle ferry, and judging the advancing state and the bow orientation of the obstacle ferry; the route prediction module predicts the travelling route of the obstacle ferry according to the travelling state and the bow direction of the ferry; the collision evaluation module is used for performing collision detection based on a preset route of the ferry and a route of a predicted route of the obstacle ferry, and predicting a collision event and a collision type; and the avoidance module generates a collision avoidance strategy based on the collision event and the collision type, and when the preset route of the ferry and the predicted route of the obstacle ferry are crossed, the full-rotation rudder propeller is controlled to provide thrust in the vector direction for the left sheet body or the right sheet body of the ferry, so that the preset route of the ferry deviates from the predicted route of the obstacle ferry.
2. The ferry with energy saving hull form line structure according to claim 1, characterized in that the diameter of the full turning rudder propeller is 0.5-1m.
3. The ferry with energy efficient hull form line structure according to claim 1, wherein: the 360-degree panoramic camera group consists of four groups of cameras arranged on the left side of the left sheet body, the right side of the left sheet body, the left side of the right sheet body and the right side of the right sheet body.
4. The ferry with energy-saving hull type linear structure according to claim 1, wherein the method for identifying the obstacle ferry image in the full-vision image and labeling the characteristic points of the identified obstacle ferry is as follows: and (3) identifying the ship by using a tensorsurface training model, extracting the region images of the bow and the stern by using rectangular coordinates of the identified ship, matching the region positions of the bow and the stern in the multi-frame full-vision image, and marking the middle points of the matched bow and stern regions.
5. The ferry with energy-saving hull form line structure according to claim 4, wherein the method for judging the traveling state of the obstacle ferry is as follows: and comparing the coordinate changes of the two characteristic points of the ferry under the full-visual image motion of a plurality of frames, judging that the ferry is in a steering state when the two characteristic points are in a fast approaching state or a fast separating state, and judging that the ferry is in a straight-going state when the two characteristic points are in a no-approaching state, a slow approaching state or a slow separating state.
6. The ferry with energy-saving hull form line structure according to claim 5, wherein the method for judging the bow orientation of the obstacle ferry is as follows: and comparing the coordinate changes of the two characteristic points of the ferry under the full-vision image motion of a plurality of frames, and taking the characteristic point closest to the coordinate change direction of the ferry as the bow.
7. The ferry with energy-saving hull form line structure according to claim 1, wherein the method for predicting the travel route of the obstacle ferry comprises the following steps: when the ferry is judged to be in a steering state, according to the approaching track or the separating track of the two characteristic points, drawing a steering route by extending the bow of the ferry towards the direction; when the ferry is judged to be in a straight state, the straight route is drawn by extending the bow of the ferry.
8. The ferry with energy efficient hull form line structure according to claim 1, wherein the method of estimating collision event and collision type is: judging that collision event risks possibly exist when the preset route of the ferry and the predicted route of the obstacle ferry are crossed, and judging that no collision event risks exist when the preset route of the ferry and the predicted route of the obstacle ferry are not crossed; when judging that the risk of a collision event possibly exists, further judging the included angle between the preset route of the ferry and the preset route of the obstacle ferry, judging that the collision type is a side collision with small risk when the included angle is within 30 degrees, judging that the collision type is an intersection collision with medium risk when the included angle is between 30 degrees and 90 degrees, and judging that the collision risk is a relative collision with high risk when the included angle is greater than 90 degrees.
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| CN202210691768.2A CN114906290B (en) | 2022-06-18 | 2022-06-18 | Ferry with energy-saving hull molded line structure and collision risk assessment system thereof |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08310489A (en) * | 1995-05-18 | 1996-11-26 | Yukio Ota | Propulsion unit of bidirectional sailing ship |
| CN206171713U (en) * | 2016-10-27 | 2017-05-17 | 湖北天龙高速船业有限公司 | Quick binary freighter |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2228882Y (en) * | 1995-08-15 | 1996-06-12 | 江苏省镇江船厂 | Automobile ferryboat |
| CN109070973B (en) * | 2016-04-19 | 2019-11-19 | V·M·门迪古伦·阿耶迪 | Large-scale displacement hull ship |
| CN208683064U (en) * | 2018-06-26 | 2019-04-02 | 广东新船重工有限公司 | One kind is gone sightseeing ship |
| CN108945278B (en) * | 2018-06-26 | 2024-04-02 | 广东新船重工有限公司 | Catamaran |
| CN110580043B (en) * | 2019-08-12 | 2020-09-08 | 中国科学院声学研究所 | Water surface target avoidance method based on image target identification |
| CN113734349A (en) * | 2021-09-18 | 2021-12-03 | 英辉南方造船（广州番禺）有限公司 | Catamaran with hull and deep V-fold angle semi-small waterplane area |
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2022
- 2022-06-18 CN CN202210691768.2A patent/CN114906290B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08310489A (en) * | 1995-05-18 | 1996-11-26 | Yukio Ota | Propulsion unit of bidirectional sailing ship |
| CN206171713U (en) * | 2016-10-27 | 2017-05-17 | 湖北天龙高速船业有限公司 | Quick binary freighter |
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