A type of vessel that combines offensive and defensive capabilities.

Abstract

This invention discloses a vessel capable of both offense and defense. The invention includes a hull, with a side hull surrounding the outer side of the hull. A metal cage structure is disposed on the inner side of the side hull. The bow of the hull has an attack collision section connected to the metal cage structure. The attack collision section includes a high-strength layer and a first elastic energy-absorbing layer. The first elastic energy-absorbing layer is located outside the side hull, and the high-strength layer is located outside the first elastic energy-absorbing layer. A first elastic buffer layer is disposed between the high-strength layer and the first elastic energy-absorbing layer, and a second elastic buffer layer is disposed between the first elastic energy-absorbing layer and the side hull. This invention applies to the technical field of vessel construction.

Description

Technical Field

[0001] This invention relates to a vessel, and more particularly to a vessel capable of both offense and defense. Background Technology

[0002] Conventional metal boats are relatively light and have thin hulls. In the event of a severe collision or malicious ramming by another vessel, the hull is easily damaged. Furthermore, they lack the ability to attack other vessels without sustaining damage themselves, and therefore lack self-defense capabilities. Consequently, in serious conflicts, ordinary metal boats are unusable in special circumstances and cannot protect themselves from destruction. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a ship that is both offensive and defensive.

[0004] The technical solution adopted in this invention is as follows: This invention includes a hull, the outer side of which is surrounded by a side body, and the inner side of which is provided with a metal cage structure. The bow of the hull has an attack collision part connected to the metal cage structure. The attack collision part includes a high-strength layer and a first elastic energy-absorbing layer. The first elastic energy-absorbing layer is located outside the side body, and the high-strength layer is located outside the first elastic energy-absorbing layer. A first elastic buffer layer is provided between the high-strength layer and the first elastic energy-absorbing layer, and a second elastic buffer layer is provided between the first elastic energy-absorbing layer and the side body.

[0005] Furthermore, the attack collision section also includes a second elastic energy-absorbing layer, which is located on the inner side of the ship's side hull.

[0006] Furthermore, the attack collision part also includes a connector. A first connecting strip and a second connecting strip are provided on the outer side of the ship's side body. One end of the connector is connected to the high-strength layer, and the other end passes through the first connecting strip and the second connecting strip in sequence and is welded to the second connecting strip. The first connecting strip is welded to the outer side of the ship's side body.

[0007] Furthermore, an impact block is provided on the outer side of the high-strength layer.

[0008] Furthermore, the impact block is arranged in a tower-shaped, trapezoidal, or conical shape.

[0009] Furthermore, a crash guard is provided on the outer side of the high-strength layer.

[0010] Furthermore, the metal cage structure includes two connected metal cages, which are located on the inner sides of the ship's side hull respectively. Each metal cage includes at least two longitudinal ribs and at least three ribs, with multiple ribs arranged on multiple longitudinal ribs. Both the longitudinal ribs and the ribs are made of aluminum channels.

[0011] Furthermore, the high-strength layer is a stainless steel plate, the first elastic energy-absorbing layer is an aramid fiber plate, the second elastic energy-absorbing layer is a polyurea layer, and both the first elastic buffer layer and the second elastic buffer layer are rubber layers.

[0012] Furthermore, both outer sides of the ship's side are provided with a mesh fender structure, which includes at least two longitudinal fenders and at least three vertical fenders, with the vertical fenders connected to the longitudinal fenders.

[0013] Furthermore, multiple anti-collision units are provided on the outer side of the ship's side hull. Each anti-collision unit includes a semi-circular tube with an opening on the outer side of the ship's side hull. Multiple energy-absorbing tubes are provided in the semi-circular tube, and elastic material is filled between the multiple energy-absorbing tubes. The longitudinal fender is provided on the outer surface of the semi-circular tube.

[0014] The beneficial effects of this invention are:

[0015] In contrast to the shortcomings of existing technologies, this invention features an impact collision section at the bow of the hull, connected to a metal cage structure. This allows the bow to absorb energy when impacting other vessels via the impact collision section, utilizing a first elastic energy-absorbing layer as the primary energy-absorbing layer, and further buffered by a first and second elastic buffer layer. This ensures a tight fit between the layers, maximizing energy absorption, transmission, and dissipation. Furthermore, the effective connection between the bow area and the overall metal cage structure allows impact energy to be transferred to the cage structure, preventing concentrated force on the bow and subsequent damage. The metal cage structure also enhances the stiffness and strength of the hull sides, improving collision resistance. Therefore, this invention offers the advantage of attacking other vessels without self-damage, while simultaneously avoiding damage from attacks by other vessels. This makes the vessel suitable for special purposes such as collisions and attacks, giving it a dual advantage of offense and defense. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the planar structure of the present invention. Figure 1 ;

[0018] Figure 2This is a schematic diagram of the planar structure of the internal structure of the present invention. Figure 1 ;

[0019] Figure 3 This is a schematic diagram of the planar structure of the internal structure of the present invention. Figure 2 ;

[0020] Figure 4 yes Figure 1 A magnified view of part A;

[0021] Figure 5 This is a schematic diagram of the planar structure of the connector and the impact collision part of the present invention;

[0022] Figure 6 This is a schematic diagram of the planar structure of the anti-collision unit of the present invention;

[0023] Figure 7 This is a schematic diagram of the planar structure of the metal cage structure, the anti-collision unit, and the mesh fender structure of the present invention.

[0024] The attached figures are labeled as follows:

[0025] 1. Hull; 2. Side hull; 3. Metal cage structure; 5. Impact impact section; 6. High-strength layer; 7. First elastic energy-absorbing layer; 8. First elastic buffer layer; 9. Second elastic buffer layer; 10. Second elastic energy-absorbing layer; 11. Connector; 12. First connecting strip; 13. Second connecting strip; 15. Impact block; 16. Longitudinal rib; 17. Rib; 18. Mesh fender structure; 19. Longitudinal fender material; 20. Vertical fender material; 21. Semicircular tube; 22. Energy-absorbing tube; 23. Elastic material.

[0026] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] It should be noted that all directional indications in the embodiments of the present invention, such as up, down, left, right, front, back, clockwise, counterclockwise, etc., are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0029] Furthermore, the use of terms such as "first" and "second" in this invention is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0030] Example 1:

[0031] like Figures 1 to 4 As shown, in this embodiment, the present invention includes a hull 1, a side body 2 surrounding the outer side of the hull 1, a metal cage structure 3 disposed on the inner side of the side body 2, and an attack collision part 5 connected to the metal cage structure 3 at the bow of the hull 1. The attack collision part 5 includes a high-strength layer 6 and a first elastic energy-absorbing layer 7. The first elastic energy-absorbing layer 7 is located outside the side body 2, and the high-strength layer 6 is located outside the first elastic energy-absorbing layer 7. A first elastic buffer layer 8 is disposed between the high-strength layer 6 and the first elastic energy-absorbing layer 7, and a second elastic buffer layer 9 is disposed between the first elastic energy-absorbing layer 7 and the side body 2. The high-strength layer 6 is a stainless steel plate, the first elastic energy-absorbing layer 7 is an aramid fiber plate, and both the first elastic buffer layer 8 and the second elastic buffer layer 9 are rubber layers.

[0032] It should be noted that when the boat moves forward at high speed and makes an impact, the reaction force and energy generated by the collision are absorbed and released through the first elastic energy-absorbing layer 7, the first elastic buffer layer 8 and the second elastic buffer layer 9 located inside the high-strength layer 6; moreover, the internal structure of the impact collision part 5 is connected to the metal cage structure 3 located inside the side body 2, which can ensure the strength of the bow of the boat and facilitate the transmission and release of impact energy.

[0033] When the bow of the boat collides with other boats, the impact collision part 5 has a high-strength layer 6 and a first elastic energy-absorbing layer 7, a first elastic buffer layer 8 and a second elastic buffer layer 9 with excellent ballistic performance. The metal cage structure 3 is connected to the impact collision part 5. Through the multi-layered structure with different performance, the boat has a certain attack capability. When attacking other boats, it can also ensure that it is not damaged, thus ensuring the safety and reliability of the boat.

[0034] In contrast to the shortcomings of existing technologies, this invention provides an impact collision section 5 at the bow of the hull 1, connected to a metal cage structure 3. This allows the bow of the hull 1 to absorb energy when impacting other vessels via the impact collision section 5. The first elastic energy-absorbing layer 7 serves as the primary energy-absorbing layer, while the first elastic buffer layer 8 and the second elastic buffer layer 9 provide cushioning. This also ensures a tight fit between the layers, thereby better absorbing, transmitting, and distributing energy. Furthermore, the effective connection between the bow area and the metal cage structure 3 of the entire vessel allows the impact energy to be transferred to the metal cage structure, preventing the bow from being damaged by concentrated force. Moreover, the metal cage structure 3 enhances the rigidity and strength of the side hull 2, improving its collision resistance. Therefore, this invention has the advantage of attacking other vessels without being damaged itself, while also avoiding damage from attacks by other vessels. This makes the vessel suitable for special purposes such as vessel collisions and attacks, giving it both offensive and defensive advantages.

[0035] like Figure 4 As shown, in this embodiment, the impact collision part 5 further includes a second elastic energy-absorbing layer 10, which is located on the inner side of the ship side hull 2. The second elastic energy-absorbing layer 10 is a polyurea layer. Specifically, to prevent self-injury caused by excessive impact force, a second elastic energy-absorbing layer 10 with flexible energy-absorbing characteristics is provided on the inner side of the ship side hull 2. This allows the impact energy generated by a strong collision to be absorbed and released through the second elastic energy-absorbing layer 10 located on the inner side of the ship side hull 2, further protecting the hull 1 and preventing damage to it.

[0036] like Figure 5 As shown, in this embodiment, the attack collision part 5 further includes a connector 11. A first connecting strip 12 and a second connecting strip 13 are provided on the outer side of the ship side hull 2. One end of the connector 11 is connected to the high-strength layer 6, and the other end passes through the first connecting strip 12 and the second connecting strip 13 sequentially and is welded to the second connecting strip 13. The first connecting strip 12 is welded to the outer side of the ship side hull 2. The first connecting strip 12 is an aluminum strip, and the second connecting strip 13 is a stainless steel strip. The connector 11 is a bolt, with a nut at one end connected to the high-strength layer 6, and the other end passing through the first connecting strip 12 and the second connecting strip 13 sequentially and being welded to the second connecting strip 13. Specifically, through the connecting action of the connector 11, the high-strength layer 6, the first elastic buffer layer 8, the first elastic energy-absorbing layer 7, and the second elastic buffer layer 9 can be stably and tightly connected.

[0037] like Figure 4As shown, in this embodiment, an impact block 15 is provided on the outer side of the high-strength layer 6; the impact block 15 is arranged in a tower shape, trapezoidal shape, or conical shape. The impact block 15 is made of stainless steel. Specifically, by providing the impact block 15 on the outer side of the high-strength layer 6, it serves as a powerful weapon for attacking other vessels.

[0038] like Figure 2 and Figure 7 As shown, in this embodiment, the metal cage structure 3 includes two connected metal cages, which are located on the inner sides of the ship side hull 2. Each metal cage includes at least two longitudinal ribs 16 and at least three ribs 17, with the ribs 17 arranged on the longitudinal ribs 16. Both the longitudinal ribs 16 and the ribs 17 are made of aluminum channels. Specifically, conventional metal boats only use T-shaped or I-shaped profiles as reinforcing ribs, while the metal cage structure 3 of this invention uses aluminum channel-type longitudinal ribs 16 and ribs 17, which can greatly increase the rigidity and strength of the ship side plate. Moreover, the metal cage structure 3 located on the inner side of the ship side hull 2 ​​is connected to the impact collision section 5 at the bow of the hull 1, forming an integral cage structure with superior anti-collision performance.

[0039] like Figure 3 and Figure 7 As shown, in this embodiment, a mesh fender structure 18 is provided on both outer sides of the ship's side hull 2. The mesh fender structure 18 includes at least two longitudinal fenders 19 and at least three vertical fenders 20, with the vertical fenders 20 connected to the longitudinal fenders 19. Specifically, the mesh fender structure 18 is located on the outer side of the ship's side hull 2, in the area of ​​the ship's side hull 2 ​​between the full load waterline and the deck surface. It is connected by at least two longitudinal fenders 19 and at least three vertical fenders 20, forming a mesh fender structure 18, which can better protect the ship's side hull 2 ​​and reduce the probability of damage to the hull 1 in a collision. In addition, the longitudinal fenders 19 and vertical fenders 20 of the mesh fender structure 18 are staggered with the longitudinal ribs 16 and ribs 17 located on the inner side of the ship's side hull 2, making the formed mesh fender structure 18 denser and the ship's side hull 2 ​​more impact-resistant.

[0040] like Figure 6 and Figure 7As shown, in this embodiment, multiple anti-collision units are provided on the outer side of the ship's side hull 2. Each anti-collision unit includes a semi-circular tube 21 with an opening on the outer side of the ship's side hull 2. Multiple energy-absorbing tubes 22 are disposed within the semi-circular tube 21, and elastic material 23 is filled between the multiple energy-absorbing tubes 22. The longitudinal fender 19 is disposed on the outer surface of the semi-circular tube 21. Specifically, the semi-circular tube 21 is a semi-circular aluminum tube, and the thickness of the semi-circular aluminum tube is greater than or equal to the thickness of the longitudinal rib 16 and the rib 17; the energy-absorbing tubes 22 are aramid fiber tubes, and the number is at least three; the elastic material 23 is foam material or rubber strip; and the longitudinal fender 19 is a semi-circular polyurea fender. Specifically, to further improve the collision resistance of the ship's side hull 2, a semi-circular tube 21 is welded to the outer side of the ship's side hull 2 ​​in the fender installation area, and multiple energy-absorbing tubes 22 are set in the semi-circular tube 21. Then, the gaps between the multiple energy-absorbing tubes 22 are filled with highly elastic material 23. Finally, the longitudinal fender material 19 is installed on the outer surface of the semi-circular tube 21, so that the longitudinal fender material 19 wraps the semi-circular tube 21 inside. This allows the mesh fender structure 18 set at the full load waterline to protect the ship's hull 1 from direct impact to a great extent, reducing the probability of the ship's hull 1 being damaged by impact.

[0041] Example 2:

[0042] The difference between Example 2 and Example 1 is that Example 2 also includes a collision fender to improve collision protection performance, as detailed below:

[0043] In this embodiment, a collision fender is provided on the outer side of the high-strength layer 6. Specifically, when the vessel is not used for offensive purposes, a collision fender can be provided on the outer side of the high-strength layer 6 for protective purposes, preventing malicious collisions by other vessels that could damage the bow of the hull 1, and improving the protective performance of the hull 1 during landing.

[0044] In this invention, when the high-strength layer 6 is impacted, the first elastic energy-absorbing layer 7 serves as the primary energy-absorbing layer. When the impact energy is too large, causing the first elastic energy-absorbing layer 7 to be damaged, the impact energy reaches the side hull 2 ​​and is absorbed by the second elastic energy-absorbing layer 10, thereby protecting the hull 1 from damage. Simultaneously, the first elastic buffer layer 8 and the second elastic buffer layer 9 have a buffering effect, ensuring a tight fit between the layers and better absorbing, transmitting, and distributing energy. Furthermore, the effective connection between the bow area and the overall metal cage structure 3 allows the impact energy to be transferred to the metal cage structure, preventing concentrated force on the bow and subsequent damage.

[0045] It is worth mentioning that during the manufacturing of the boat, a mold was made based on the shape of the bow of the hull 1. Based on the mold, an aramid fiber plate with a certain fiber density and resin content was made using epoxy resin and aramid fiber as the first elastic energy-absorbing layer 7. After the fiber plate was formed, rubber plates of a certain thickness were installed on its upper and lower surfaces as the first elastic buffer layer 8 and the second elastic buffer layer 9. Then, a stainless steel plate was placed on the rubber plate as a high-strength layer 6, ensuring that the stainless steel plate matched the shape of the aramid fiber plate. Further, mounting edges for the stainless steel plate were made, and high-strength impact blocks 15 in the form of towers, trapezoids, or cones were welded to the outer surface of the stainless steel plate. After manufacturing, a simulated installation was performed to ensure that the rubber plate, aramid fiber plate, and stainless steel plate were tightly fitted to the side hull 2. Stainless steel strips were made as the second connecting strips 13, and bolts as connecting parts 11 were welded onto the stainless steel strips. An aluminum strip pressure plate was made as the first connecting strip 12. Rubber sheets, aramid fiber sheets, and stainless steel sheets are installed. Stainless steel strips with bolts are welded around the perimeter of the stainless steel sheets. Aluminum strip pressure plates are used to hold the stainless steel strips in place, and these plates are securely welded to the outer side of the hull 2. Both sides of the aluminum strip pressure plates are welded. High-strength and high-rigidity impact blocks 15 are installed on the outermost stainless steel sheet. Furthermore, a certain thickness of high-performance polyurea is sprayed onto the interior of the hull plates and the reinforcing materials of the hull side as a second elastic energy-absorbing layer 10.

[0046] According to the drawings, aluminum channels are laid out and fabricated on the inner side of the ship's side hull 2. These channels are then welded to the inner side of the ship's side hull 2, ensuring a firm weld between the longitudinal and vertical aluminum channels. The two aluminum channels on the ship's side are effectively connected at the bow, forming a metal cage structure 3. Semi-circular aluminum tubes are welded to the outer side of the ship's side hull 2. The aluminum tubes are filled with aramid fiber tubes, and the gaps are filled with highly elastic materials such as rubber strips or foam. Semi-circular fenders are installed on the outer surface of the semi-circular aluminum tubes. These fenders can be made of highly elastic and high-performance polyurea fenders or other high-performance fenders, forming a mesh fender structure 18.

[0047] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made under the inventive concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A vessel capable of both offense and defense, characterized in that: It includes a hull (1), a side body (2) surrounding the outer side of the hull (1), a metal cage structure (3) being provided on the inner side of the side body (2), and an attack collision part (5) connected to the metal cage structure (3) at the bow of the hull (1). The attack collision part (5) includes a high-strength layer (6) and a first elastic energy-absorbing layer (7). The first elastic energy-absorbing layer (7) is located on the outer side of the side body (2), and the high-strength layer (6) is located on the outer side of the first elastic energy-absorbing layer (7). A first elastic buffer layer (8) is provided between the high-strength layer (6) and the first elastic energy-absorbing layer (7), and a second elastic buffer layer (9) is provided between the first elastic energy-absorbing layer (7) and the side body (2). The attack collision part (5) also includes a connector (11). A first connecting strip (12) and a second connecting strip (13) are provided on the outer side of the ship side body (2). One end of the connector (11) is connected to the high-strength layer (6), and the other end passes through the first connecting strip (12) and the second connecting strip (13) in sequence and is welded to the second connecting strip (13). The first connecting strip (12) is welded to the outer side of the ship side body (2). An impact block (15) is provided on the outer side of the high-strength layer (6). Both outer sides of the ship side body (2) are provided with a mesh fender structure (18). The hull structure (18) includes at least two longitudinal fenders (19) and at least three vertical fenders (20), with multiple vertical fenders (20) connected to multiple longitudinal fenders (19); multiple anti-collision units are provided on the outer side of the hull (2), each anti-collision unit including a semi-circular tube (21), the opening of the semi-circular tube (21) being provided on the outer side of the hull (2), multiple energy-absorbing tubes (22) being provided in the semi-circular tube (21), and elastic material (23) being filled between the multiple energy-absorbing tubes (22), with the longitudinal fenders (19) being provided on the outer surface of the semi-circular tube (21).

2. The vessel capable of both offense and defense according to claim 1, characterized in that: The attack collision part (5) also includes a second elastic energy-absorbing layer (10), which is located inside the ship side body (2).

3. The vessel capable of both offense and defense according to claim 1, characterized in that: The impact block (15) is arranged in a tower shape, trapezoidal shape or conical shape.

4. The vessel capable of both offense and defense according to claim 1, characterized in that: The high-strength layer (6) is provided with a crash guard on its outer side.

5. A vessel capable of both offense and defense according to any one of claims 1-4, characterized in that: The metal cage structure (3) includes two connected metal cages, which are located on the two inner sides of the ship side body (2). The metal cage includes at least two longitudinal bones (16) and at least three ribs (17), with multiple ribs (17) arranged on multiple longitudinal bones (16). Both the longitudinal bones (16) and the ribs (17) are made of aluminum channels.

6. A vessel capable of both offense and defense according to claim 2, characterized in that: The high-strength layer (6) is a stainless steel plate, the first elastic energy-absorbing layer (7) is an aramid fiber plate, the second elastic energy-absorbing layer (10) is a polyurea layer, and the first elastic buffer layer (8) and the second elastic buffer layer (9) are both rubber layers.

Images