Lightning protection device and system in ship navigation state

Abstract

The invention discloses a lightning protection device and system in a ship sailing state, and relates to the field of lightning protection and lightning protection, the lightning protection device comprises a ship body, a lightning rod is fixedly installed on one side of the top of the ship body, a fixing piece is fixedly installed on the rear portion of the ship body, a supporting column is arranged on one side of the fixing piece, and the supporting column is fixedly installed on the rear portion of the ship body through the fixing piece; a rear stabilizing wing is fixedly installed at the bottom of the supporting column, a tin block is fixedly installed at the bottom of the rear stabilizing wing, and the lightning rod is electrically connected with the tin block through a wire. According to the lightning protection device and system in the ship navigation state, the grounding device is additionally arranged on the rear stabilizing wing, so that lightning attracted by the lightning rod is released into seawater through the rear stabilizing wing.

Description

Technical Field

[0001] The invention relates to lightning protection and lightning arresting technology, and in particular to a lightning protection device and system for ships in a navigation state. Background Art

[0002] Traditional lightning protection designs are usually located where the bottom of the ship contacts the water, discharging lightning to the ground. A hydrofoil vessel is a vessel that uses the lift of hydrofoils (i.e. underwater wings) to lift the hull out of the water. Its structure and working principle are different from those of traditional ships. When the hull leaves the water, lightning protection measures become ineffective, and lightning can pose a serious threat to the hydrofoil vessel's electronic equipment, power system, communication system, personnel safety, etc.

[0003] The specific hazards are:

[0004] 1. Damage to the ship structure

[0005] Direct physical damage: Lightning has extremely high energy. If it directly hits the hull, it may cause partial melting, burning or perforation of the hull structure. In particular, the metal parts of the hull (such as steel, aluminum alloy, etc.) may be subjected to severe thermal shock when the lightning current passes through, causing material damage.

[0006] High temperature causes fire: When struck by lightning, the hull may instantly generate high temperatures (several thousand to tens of thousands of degrees Celsius). If there are flammable items or oil leaks on the ship, it may cause a fire and endanger the safety of the ship and crew.

[0007] 2. Damage to the electrical system

[0008] Damage to electronic equipment: The electrical systems of ships, including navigation instruments, radars, communication equipment, and automated control systems, are the main targets of lightning strikes. The strong current of lightning can penetrate into the ship's systems through electrical lines, damaging or burning sensitive electronic components.

[0009] Power system failure: If a ship's power supply system (including generators, distribution systems, etc.) is struck by lightning, the entire ship may lose power supply, and the ship will be unable to navigate normally or complete basic operations.

[0010] Power surge and surge: Power surge or surge caused by lightning can not only directly damage electronic equipment, but also spread to other equipment through power lines, causing chain failures between equipment. In particular, modern ships are highly dependent on electronic control systems. Once a lightning strike causes a power surge, it will affect the safe navigation of the ship.

[0011] 3. Impact on communication systems

[0012] Communication interruption: Lightning strikes may cause the ship's radio and satellite communication equipment to malfunction, causing the ship to lose contact with the outside world. If a ship loses contact with the shore or other ships during navigation in bad weather, the risk of navigation may increase.

[0013] Lightning interference: The electromagnetic waves released by lightning may cause strong interference to the ship's communication equipment, or even cause a complete loss of communication signals, seriously affecting command and dispatch and emergency response.

[0014] 4. Threat to crew life safety

[0015] Direct lightning damage: If the ship fails to effectively avoid lightning when it is struck, lightning may directly hit the area where the crew is located, especially the high bridge or open deck. Although the chance of lightning directly hitting the crew is small, once it happens, it may cause severe burns, cardiac arrest or death.

[0016] Electric shock injury: When lightning propagates through the ship's electrical system, it may also cause electric shock to crew members, especially when crew members touch electrical equipment or metal parts, which may cause serious electric shock injuries.

[0017] 5. Failure of navigation and control systems

[0018] Failure of the autopilot system: Modern ships are often equipped with autopilot systems, and lightning strikes may cause the system to fail, forcing the crew to manually control the course. This not only increases the workload of the crew, but also increases the risk of accidents during navigation.

[0019] Failure of radar and navigation systems: Lightning may disrupt the normal operation of radar and navigation systems, affecting the ship's positioning and obstacle avoidance capabilities in complex environments, especially in weather conditions such as storms, haze, etc.

[0020] 6. Triggering secondary disasters

[0021] Fire and explosion risks: The high temperature generated by lightning strikes may ignite the fuel, oil or other flammable materials on board, and even cause an explosion. This is especially true for special ships such as oil tankers and chemical tankers, whose cargoes themselves have a higher risk of explosion.

[0022] Leakage and pollution: If lightning strikes damage fuel systems, chemical storage tanks, etc., it may cause oil, gas or chemical leakage, pollute the marine environment, and may cause fire or explosion.

[0023] 7. Affecting the safety of ship navigation

[0024] Affected navigation stability: Lightning may also cause the ship structure to vibrate or oscillate, resulting in instability of the hull and affecting navigation safety. Especially in sea areas with frequent lightning strikes, continuous lightning strikes will interfere with the stability of the ship.

[0025] Reduced speed: If a ship's power supply, navigation or power system is damaged due to lightning strike, it may not be able to maintain normal speed and may even face the risk of losing control.

[0026] 8. Insurance and economic losses

[0027] Insurance claims: Damage to ships caused by lightning strikes usually results in higher repair costs or replacement equipment. For shipowners, lightning strikes may increase the risk of insurance claims.

[0028] Navigation delays and suspension of operations: Due to damage caused by lightning strikes, the ship may need to stop sailing for repairs, affecting the navigation plan and causing economic losses or shipping delays.

[0029] Hydrofoil vessels usually travel at a high speed, and the hull is above the water surface, making them extremely vulnerable to lightning attacks. Without effective lightning protection design, lightning will pose a serious threat to the hydrofoil vessel's electronic equipment, power system, communication system, personnel safety, etc. Summary of the invention

[0030] The purpose of the present invention is to provide a lightning protection device and system for a ship in a navigation state, so as to solve the defect in the prior art that when the hydrofoil ship hull is above the water surface and is struck by lightning, the lightning cannot be released.

[0031] In order to achieve the above-mentioned purpose, the present invention provides the following technical solutions: a lightning protection device for a ship in a navigation state, comprising a hull, a lightning rod fixedly installed on one side of the top of the hull, a fixing part fixedly installed on the rear of the hull, a pillar is provided on one side of the fixing part, the pillar is fixedly installed at the rear of the hull through the fixing part, a rear stabilizing wing is fixedly installed on the bottom of the pillar, a tin block is fixedly installed on the bottom of the rear stabilizing wing, and the lightning rod is electrically connected to the tin block through a wire.

[0032] Furthermore, the wire comprises:

[0033] A polyethylene layer, which serves as the outermost layer and provides waterproofing and mechanical protection;

[0034] A polyester resin layer disposed inside the polyethylene layer, the polyester resin layer providing waterproof and corrosion-resistant properties;

[0035] A steel strand layer, which is arranged inside the polyester resin layer, and the steel strand layer is used to increase the tensile strength and the compressive resistance;

[0036] An aluminum waterproof layer, which is arranged inside the steel strand layer, and is used to provide further waterproof protection to prevent water penetration;

[0037] A polycarbonate layer, which is disposed on the inner side of the aluminum waterproof layer, and the polycarbonate layer is used to provide additional mechanical protection and chemical stability;

[0038] an insulating layer disposed inside the polycarbonate layer;

[0039] The metal wire is arranged inside the insulating layer and is used for conducting electricity.

[0040] Furthermore, the tin block is partially located on the inner side of the rear stabilizing wing, and the bottom of the tin block and the bottom of the rear stabilizing wing are in the same plane.

[0041] Furthermore, one end of the metal wire is fixedly connected to the bottom of the lightning rod, the metal wire passes through the top of the hull and extends to the inside of the hull, the metal wire is arranged along the inside of the hull and extends from the rear of the hull through the hull to the inside of the pillar.

[0042] Furthermore, the inner side of the polyethylene layer is fixedly connected to the outer side of the polyester resin layer, the inner side of the polyester resin layer is fixedly connected to the outer side of the steel wire layer, the inner side of the steel wire layer is fixedly connected to the outer side of the aluminum waterproof layer, the inner side of the aluminum waterproof layer is fixedly connected to the outer side of the polycarbonate layer, the inner side of the polycarbonate layer is fixedly connected to the outer side of the insulating layer, and the inner side of the insulating layer is fixedly connected to the outer side of the metal wire.

[0043] Furthermore, the material of the metal wire is copper wire or tin wire.

[0044] A lightning protection system for a ship in a navigational state, which is suitable for any of the lightning protection devices for a ship in a navigational state, the lightning protection system comprises a lightning protection unit, a lightning current guiding unit and a tin block, wherein the lightning protection unit is used to attract lightning near the hull, the lightning current guiding unit is used to provide a release path for the lightning attracted by the lightning protection unit, and the tin block is used to release the current in the lightning current guiding unit into the seawater.

[0045] Furthermore, the lightning protection unit is a lightning rod.

[0046] Furthermore, the lightning current guiding unit is a conductor.

[0047] Compared with the prior art, the present invention provides a lightning protection device and system for a ship in a navigation state, which adds a grounding device to the rear stabilizing wing, so that the lightning attracted by the lightning rod is released into the sea water through the rear stabilizing wing. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0049] Figure 1 A schematic diagram of the overall structure provided by an embodiment of the present invention;

[0050] Figure 2 A schematic diagram of a local structure provided by an embodiment of the present invention;

[0051] Figure 3 A schematic cross-sectional view of a local structure provided by an embodiment of the present invention;

[0052] Figure 4 A schematic diagram of a conductor structure provided in an embodiment of the present invention;

[0053] Figure 5 A lightning guidance flow chart provided for an embodiment of the present invention.

[0054] Description of reference numerals:

[0055] 1. Hull; 2. Fixings; 3. Pillars; 4. Rear stabilizer fins; 5. Lightning rod; 6. Wire; 7. Tin block; 61. Polyethylene layer; 62. Polyester resin layer; 63. Steel strand layer; 64. Aluminum waterproof layer; 65. Polycarbonate layer; 66. Insulation layer; 67. Metal wire. DETAILED DESCRIPTION

[0056] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0057] Embodiment 1:

[0058] See also Figure 1-Figure 4 A lightning protection device and system for a ship in a navigation state includes a hull 1, characterized in that a lightning rod 5 is fixedly installed on one side of the top of the hull 1, a fixing member 2 is fixedly installed on the rear of the hull 1, a pillar 3 is arranged on one side of the fixing member 2, the pillar 3 is fixedly installed at the rear of the hull 1 through the fixing member 2, a rear stabilizing wing 4 is fixedly installed at the bottom of the pillar 3, a tin block 7 is fixedly installed at the bottom of the rear stabilizing wing 4, and the lightning rod 5 is electrically connected to the tin block 7 through a wire 6.

[0059] The specific implementation is as follows: the lightning rod 5 includes a lightning receptor, an attenuator, a support rod and a connecting base, the connecting base is fixedly installed on the top of the hull 1 by bolts, the support rod is welded to the top of the connecting base, the attenuator is welded to the top of the support rod, the lightning receptor is welded to the top of the attenuator, the wire 6 is welded to the connecting chassis and electrically connected, the fixing part 2 can fix the pillar 3 behind the hull 1, the rear stabilizing wing 4 is fixed at the bottom of the pillar 3, the rear stabilizing wing 4 is located under the hull 1, the rear stabilizing wing 4 is always in contact with the seawater, the tin block 7 is embedded and fixed under the rear stabilizing wing 4, the bottom of the tin block 7 is always in contact with the seawater, the lightning current attracted by the lightning rod 5 is transmitted to the tin block 7 through the wire 6, and is released into the seawater through the contact between the tin block 7 and the seawater, preventing the hull 1 and the equipment on the hull 1 and electrical equipment are damaged. The hull 1 serves as the basis of the entire lightning protection device. The hull 1 provides an installation platform for the lightning protection system. The fixing part 2 is fixedly installed at the rear of the hull 1. Its main function is to fix the pillar 3 to ensure that the pillar 3 can be stably connected to the hull 1. The rear stabilizer 4 is installed at the bottom of the pillar 3. Its design allows the rear stabilizer 4 to always keep in contact with the seawater. The rear stabilizer 4 not only stabilizes the hull 1, but also provides an installation platform for the tin block 7. The main function of the lightning rod 5 is to attract lightning and guide it to the wire 6. The tin block 7 serves as the release point of the lightning current. The lightning current guided by the lightning rod 5 is transferred to the tin block 7 through the wire 6 and finally released into the seawater. The wire 6 is used to connect the lightning rod 5 and the tin block 7 to ensure that the lightning current can be smoothly transmitted. The wire 6 includes a multi-layer structure to provide properties such as waterproofing, corrosion resistance, tensile strength and pressure measurement resistance. The number, height and position of the lightning rod 5 are set according to the volume and height of the hull 1.

[0060] The conductor 6 comprises:

[0061] A polyethylene layer 61, which is the outermost layer and provides waterproof and mechanical protection;

[0062] A polyester resin layer 62, which is disposed inside the polyethylene layer 61, and the polyester resin layer 62 provides waterproof and corrosion-resistant properties;

[0063] The steel strand layer 63 is disposed inside the polyester resin layer 62, and the steel strand layer 63 is used to increase the tensile strength and the compressive strength;

[0064] An aluminum waterproof layer 64 is disposed inside the steel strand layer 63, and the aluminum waterproof layer 64 is used to provide further waterproof protection to prevent water penetration;

[0065] A polycarbonate layer 65, which is disposed on the inner side of the aluminum waterproof layer 64, and the polycarbonate layer 65 is used to provide additional mechanical protection and chemical stability;

[0066] an insulating layer 66 disposed inside the polycarbonate layer 65;

[0067] The metal wire 67 is disposed inside the insulating layer 66 and is used for conducting electricity.

[0068] The specific implementation is as follows: the polyethylene layer 61 is the outermost layer, providing waterproof and mechanical protection to prevent the conductor 6 from being corroded and physically damaged by seawater; the polyester resin layer 62 is arranged on the inner side of the polyethylene layer 61 to further provide waterproof performance and corrosion resistance to ensure that the conductor 6 can still maintain good performance in a long-term marine environment; the steel strand layer 63 is arranged on the inner side of the polyester resin layer 62 to increase the tensile strength and compressive resistance of the conductor 6 to ensure that the conductor 6 will not break or deform under lightning impact; the aluminum waterproof layer 64 is arranged on the inner side of the steel strand layer 63 to provide further waterproof protection to prevent moisture from penetrating into the interior of the conductor 6; the polycarbonate layer 65 is arranged on the inner side of the aluminum waterproof layer 64 to provide additional mechanical protection and chemical stability to ensure that the conductor 6 can still work normally in various harsh environments; the insulating layer 66 is arranged on the inner side of the polycarbonate layer 65 to isolate the metal wire 67 from the external environment to prevent current leakage and short circuit; the metal wire 67 is arranged on the inner side of the insulating layer 66 for conducting electricity; the material of the metal wire 67 is a copper wire or a tin wire, which has good conductivity and mechanical strength.

[0069] The tin block 7 is partially located on the inner side of the rear stabilizing wing 4 , and the bottom of the tin block 7 and the bottom of the rear stabilizing wing 4 are in the same plane.

[0070] One end of the metal wire 67 is fixedly connected to the bottom of the lightning rod 5 , the metal wire 67 passes through the top of the hull 1 and extends to the inside of the hull 1 , the metal wire 67 is arranged along the inside of the hull 1 and extends from the rear of the hull 1 through the hull 1 to the inside of the pillar 3 .

[0071] The specific implementation is as follows: one end of the metal wire 67 is fixedly connected to the bottom of the lightning rod 5, and the other end passes through the top of the hull 1 and extends to the inside of the hull 1. The metal wire 67 is arranged along the inside of the hull 1 and extends from the rear of the hull 1 through the hull 1 to the inside of the pillar 3. Inside the pillar 3, the metal wire 67 is connected to the tin block 7. In order to ensure the firmness and conductivity of the connection, the metal wire 67 and the tin block 7 are connected by welding or other reliable connection methods.

[0072] The inner side of the polyethylene layer 61 is fixedly connected to the outer side of the polyester resin layer 62, the inner side of the polyester resin layer 62 is fixedly connected to the outer side of the steel wire layer 63, the inner side of the steel wire layer 63 is fixedly connected to the outer side of the aluminum waterproof layer 64, the inner side of the aluminum waterproof layer 64 is fixedly connected to the outer side of the polycarbonate layer 65, the inner side of the polycarbonate layer 65 is fixedly connected to the outer side of the insulating layer 66, and the inner side of the insulating layer 66 is fixedly connected to the outer side of the metal wire 67.

[0073] The specific implementation is as follows: the layers of the conductor 6 are fixedly connected to ensure the stability and integrity of the structure. The inner side of the polyethylene layer 61 is fixedly connected to the outer side of the polyester resin layer 62, the inner side of the polyester resin layer 62 is fixedly connected to the outer side of the steel strand layer 63, the inner side of the steel strand layer 63 is fixedly connected to the outer side of the aluminum waterproof layer 64, the inner side of the aluminum waterproof layer 64 is fixedly connected to the outer side of the polycarbonate layer 65, the inner side of the polycarbonate layer 65 is fixedly connected to the outer side of the insulating layer 66, and the inner side of the insulating layer 66 is fixedly connected to the outer side of the metal wire 67. This connection method ensures that the conductor 6 will not be affected in performance during long-term use due to loosening or falling off between the layers. The connection between the outer side of the polyethylene layer 61 and the hull 1 and the pillar 3 is fixed together using a sealing waterproof glue.

[0074] The metal wire 67 is made of copper wire or tin wire.

[0075] When lightning occurs, the lightning receptor of the lightning rod 5 first attracts the lightning and guides it to the attenuator. The attenuator attenuates and disperses the lightning current, and then transmits it to the support rod and the connection base. The connection base transmits the lightning current to the tin block 7 through the wire 6. The tin block 7 serves as a release point for the lightning current, releasing it into the seawater that is always in contact with the seawater. In this way, the lightning current will not cause damage to the hull 1 and the equipment and electrical equipment on the hull 1.

[0076] Embodiment 2:

[0077] See also Figure 5 , a lightning protection system for a ship in a navigational state, which is suitable for any lightning protection device for a ship in a navigational state, the lightning protection system comprises a lightning protection unit, a lightning current guiding unit and a tin block 7, wherein the lightning protection unit is used to attract lightning near the hull 1, the lightning current guiding unit is used to provide a release path for the lightning attracted by the lightning protection unit, and the tin block 7 is used to release the current in the lightning current guiding unit into the sea water.

[0078] The lightning protection unit is a lightning rod 5 .

[0079] The lightning current conducting unit is a conductor 6 .

[0080] The specific implementation is as follows: the lightning protection system mainly includes three parts: a lightning protection unit, a lightning current guiding unit and a tin block 7 .

[0081] Lightning arrester unit: The lightning arrester unit is a lightning rod 5, which is designed to attract lightning near the hull 1. It is installed at a high position of the hull 1 to more effectively capture lightning. The structure of the lightning rod 5 includes parts such as a lightning receptor, an attenuator, a supporting structure, and a connection base, which work together to optimize the lightning attraction and dispersion effect.

[0082] Lightning current guiding unit: The lightning current guiding unit is a conductor 6. The conductor 6 is responsible for guiding the lightning current captured by the lightning rod 5 to a predetermined release point. In order to ensure the durability and conductivity of the conductor 6, the conductor 6 adopts a multi-layer structure design, including a waterproof layer, a corrosion-resistant layer, a tensile strength enhancement layer, and a conductive layer. Such a design is intended to protect the conductor 6 from erosion by the marine environment and ensure that the lightning current can be transmitted smoothly.

[0083] Tin block 7: Tin block 7 is the final release point of the lightning current. It is installed at the bottom of the rear stabilizer 4 and ensures that its bottom is always in contact with the seawater. Tin block 7 has good electrical conductivity and can quickly release the lightning current transmitted by the wire 6 into the seawater, thereby preventing the current from causing damage to the hull 1 and the equipment on board.

[0084] When a ship encounters lightning weather during navigation, the lightning rod 5 first attracts nearby lightning. After being captured, the lightning is dispersed and slowed down by the internal structure of the lightning rod 5, and then transmitted along the wire 6. The wire 6 serves as a lightning current guiding unit to safely guide the current to the tin block 7. The tin block 7 uses its good conductive properties to quickly release the lightning current into the seawater in contact with it. In this way, the potential threat of lightning to the hull 1 and the equipment on board is effectively eliminated.

[0085] Installation of lightning rod 5: Lightning rod 5 is installed at the highest point of hull 1 or at a height near it to ensure that it can effectively capture lightning. During installation, it should be ensured that the connection between lightning rod 5 and hull 1 is firm and reliable and complies with relevant electrical safety standards.

[0086] Arrangement of wire 6: wire 6 should be arranged from the bottom of lightning rod 5 along the inside of hull 1 to the position of tin block 7. During the arrangement process, it should be ensured that wire 6 will not be subjected to excessive mechanical stress or physical damage and maintain its good conductivity. At the same time, the waterproof and corrosion resistance of wire 6 is also crucial to ensure its reliability in long-term marine environment.

[0087] The tin block 7 is embedded and fixedly installed at the bottom of the rear stabilizer 4. During installation, it should be ensured that the bottom of the tin block 7 is always in contact with the seawater so as to effectively release the lightning current. In addition, the size and weight of the tin block 7 should also be considered to ensure that it does not have a negative impact on the stability and navigation performance of the hull 1.

[0088] Embodiment three:

[0089] This embodiment provides a technical solution based on Embodiment 1 and Embodiment 2:

[0090] One end of a metal wire 67 of an additional conductor 6 is welded to the bottom of the lightning rod 5, and a tin block 7 is embedded in the bottom of the hull 1, which is also directly below the lightning rod 5. The other end of the metal wire 67 is connected to the tin block 7, and the outside of the metal wire 67 is covered with an insulating protective layer. When the hydrofoil hull 1 is in the seawater, when a lightning strike occurs, the lightning can be quickly released into the seawater through the tin block 7 at the bottom of the hull 1. When the hull 1 is outside the seawater, the lightning is released into the seawater through the tin block 7 at the bottom of the rear stabilizer 4.

[0091] The above description is only by way of illustration of certain exemplary embodiments of the present invention. It is undoubted that those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A lightning protection device for a ship in navigation state, comprising a hull (1), characterized in that: A lightning rod (5) is fixedly mounted on one side of the top of the hull (1); a fixing member (2) is fixedly mounted on the rear of the hull (1); a pillar (3) is arranged on one side of the fixing member (2); the pillar (3) is fixedly mounted on the rear of the hull (1) through the fixing member (2); a rear stabilizing wing (4) is fixedly mounted on the bottom of the pillar (3); a tin block (7) is fixedly mounted on the bottom of the rear stabilizing wing (4); and the lightning rod (5) is electrically connected to the tin block (7) via a wire (6).

2. A lightning protection device for ships under navigation according to claim 1, characterized in that: The wire (6) comprises: A polyethylene layer (61), which is the outermost layer and provides waterproof and mechanical protection; A polyester resin layer (62) disposed inside the polyethylene layer (61), wherein the polyester resin layer (62) provides waterproof and corrosion-resistant properties; A steel strand layer (63) disposed inside the polyester resin layer (62), the steel strand layer (63) being used to increase tensile strength and compressive strength; An aluminum waterproof layer (64) is arranged inside the steel strand layer (63), and the aluminum waterproof layer (64) is used to provide further waterproof protection to prevent water penetration; A polycarbonate layer (65) is disposed inside the aluminum waterproof layer (64), and the polycarbonate layer (65) is used to provide additional mechanical protection and chemical stability; An insulating layer (66) disposed inside the polycarbonate layer (65); A metal wire (67) is disposed inside the insulating layer (66), and the metal wire (67) is used for conducting electricity.

3. A lightning protection device for ships under navigation according to claim 1, characterized in that: The tin block (7) is partially located on the inner side of the rear stabilizing wing (4), and the bottom of the tin block (7) and the bottom of the rear stabilizing wing (4) are in the same plane.

4. A lightning protection device for ships under navigation according to claim 2, characterized in that: One end of the metal wire (67) is fixedly connected to the bottom of the lightning rod (5); the metal wire (67) passes through the top of the hull (1) and extends to the inside of the hull (1); the metal wire (67) is arranged along the inside of the hull (1) and extends from the rear of the hull (1) through the hull (1) to the inside of the pillar (3).

5. A lightning protection device for ships under navigation according to claim 2, characterized in that: The inner side of the polyethylene layer (61) is fixedly connected to the outer side of the polyester resin layer (62), the inner side of the polyester resin layer (62) is fixedly connected to the outer side of the steel strand layer (63), the inner side of the steel strand layer (63) is fixedly connected to the outer side of the aluminum waterproof layer (64), the inner side of the aluminum waterproof layer (64) is fixedly connected to the outer side of the polycarbonate layer (65), the inner side of the polycarbonate layer (65) is fixedly connected to the outer side of the insulating layer (66), and the inner side of the insulating layer (66) is fixedly connected to the outer side of the metal wire (67).

6. A lightning protection device for ships under navigation according to claim 5, characterized in that: The material of the metal wire (67) is copper wire or tin wire.

7. A lightning protection system for a ship in a sailing state, which is applicable to a lightning protection device for a ship in a sailing state as claimed in any one of claims 1 to 6, characterized in that: The lightning protection system comprises a lightning protection unit, a lightning current guiding unit and a tin block (7), wherein the lightning protection unit is used to attract lightning near the hull (1), the lightning current guiding unit is used to provide a release path for the lightning attracted by the lightning protection unit, and the tin block (7) is used to release the current in the lightning current guiding unit into the seawater.

8. A lightning protection system for ships under navigation according to claim 7, characterized in that: The lightning protection unit is a lightning rod (5).

9. A lightning protection system for ships under navigation according to claim 7, characterized in that: The lightning current guiding unit is a conductor (6).

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