A bow profile support structure and assembly method

Abstract

This application discloses a support structure and assembly method for a ship's bowhead. The support structure includes a steel support box for embedding inside the ship's bowhead and being fixedly connected to the ship's forepost. The support box is formed by an upper end steel plate, a lower end steel plate, a left end steel plate, a right end steel plate, and a front end steel plate. The yield strength and thickness of the materials of the support box are equal to or greater than the yield strength and thickness of the outer plate of the ship's bowhead area. The lower end steel plate has drainage holes, the front end steel plate has hand holes, and both the left and right end steel plates have at least two locking holes. The perimeters of the upper, lower, left, and right end steel plates are all welded using a full penetration weld. The front end steel plate is positioned by a steel liner inside the support box, and its perimeter is welded using a single-sided full penetration weld. This application significantly improves the installation stability of the ship's bowhead.

Description

Technical Field

[0001] This application relates to the technical field of ship bow construction, and more particularly to a ship bow support structure and assembly method. Background Technology

[0002] In the field of marine engineering, bow sculptures, as decorative statues installed on the bow of ships, are often used to symbolize the spirit of the ship and are an important symbol of maritime culture, while also embodying the integration of marine engineering technology and artistic design. These bow sculptures are usually expensive due to their combination of high artistic value and high production costs, and their entire process, from design conception and manufacturing to final installation, is lengthy, giving them a special place among shipboard facilities.

[0003] Currently, ship bow sculptors are generally secured by bolts welded to the ship's outer plating. However, this existing method is constrained by several factors and has significant technical drawbacks: First, due to the aesthetic requirements of the bow sculptor, the bolts used for fixing it must be of a smaller diameter. After being welded to the outer plating, these bolts lack overall rigidity, making it difficult for the bow sculptor to maintain stability during long-term use, and prone to slight swaying or displacement. Second, due to the bolt diameter limitation, the bolt's overall structure is relatively slender, resulting in a small contact area with the bow sculptor. This concentrates the pressure transmitted from the bow sculptor support device to the bolt, further exacerbating the stress on the bolt. Third, because the bolt's cross-sectional area is small, when the ship encounters rough sea conditions, the impact of waves on the bow sculptor generates significant forces that are transmitted to the fixing bolts. In such cases, the bolts are highly susceptible to detachment or breakage. Given the high value and long manufacturing and installation period of the bow sculptor, bolt failure directly leads to difficulties in ensuring its safety, causing significant economic losses and maintenance challenges for the ship operator. Summary of the Invention

[0004] The purpose of this application is to provide a ship bow support structure and assembly method that can solve the above-mentioned problems existing in the prior art.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] On one hand, a ship bow support structure is provided, including a steel support box for embedding inside the ship bow and fixedly connected to the ship's bow; the support box is formed by an upper end steel plate, a lower end steel plate, a left end steel plate, a right end steel plate and a front end steel plate, and the yield grade and plate thickness of the material of the support box are equal to or greater than the yield grade and plate thickness of the outer plate of the ship's bow area;

[0007] The lower end steel plate has a water flow hole, the front end steel plate has a hand hole, and the left end steel plate and the right end steel plate each have at least two locking holes.

[0008] The perimeters of the upper end steel plate, the lower end steel plate, the left end steel plate, and the right end steel plate are all welded using a full penetration welding method. The front end steel plate is positioned by a steel pad provided inside the support seat box, and the perimeter of the front end steel plate is welded using a single-sided full penetration welding method.

[0009] The external edges and welds of the support base box are polished smooth, and the interior and exterior of the support base box are coated with protective coatings.

[0010] Furthermore, the interior of the support housing is provided with a reinforcing component, which includes transverse reinforcing ribs spaced apart along the length of the support housing and longitudinal reinforcing ribs spaced along the height of the support housing. The transverse reinforcing ribs and the longitudinal reinforcing ribs are intersected and connected, and both the transverse reinforcing ribs and the longitudinal reinforcing ribs are fully welded to the inner wall of the support housing.

[0011] Furthermore, both the transverse and longitudinal stiffeners have T-shaped cross-sections, and the materials of the transverse and longitudinal stiffeners are the same as those of the support base box. Multiple transverse stiffeners are provided, and the spacing between the multiple transverse stiffeners is evenly distributed, with the spacing between any two transverse stiffeners being 1 / 3 to 1 / 2 of the length of the support base box.

[0012] Furthermore, the protective coating includes an epoxy zinc-rich anti-rust paint layer coated inside the support housing, an epoxy micaceous iron oxide intermediate paint layer coated outside the epoxy zinc-rich anti-rust paint layer, and a fluorocarbon topcoat layer coated outside the support housing.

[0013] Furthermore, the thickness of the epoxy zinc-rich anti-rust paint layer is 60-80μm, the thickness of the epoxy micaceous iron oxide intermediate paint layer is 40-60μm, and the thickness of the fluorocarbon topcoat layer is 30-50μm.

[0014] Furthermore, the lower end steel plate is provided with a drainage slope on the side away from the first column, the slope of the drainage slope is 5°-8°, and the water flow hole is located at the lowest point of the drainage slope.

[0015] Furthermore, a positioning boss is provided on the side of the upper end steel plate that contacts the first column, and a positioning groove is provided on the first column that cooperates with the positioning boss for positioning. The positioning boss is embedded in the positioning groove and is fully welded to the inner wall of the positioning groove.

[0016] On the other hand, a method for assembling a ship's bow image is also provided, using the ship's bow image support structure as described above, including the following steps:

[0017] Step 1: Based on the installation location of the bow sculptor and the available space inside the bow sculptor for the support base box, measure and preliminarily determine the width, height, and length of the support base box at the bowpost; combine the calculated seawater impact pressure at the bowpost, the side area of ​​the bow sculptor, and the estimated impact force of the bow sculptor based on the bottom area, perform strength verification on the support base box and bolts, and adjust and determine the specifications of the support base box, the type of bolts, and the location and size of the locking holes;

[0018] Step 2: Position and install the upper end steel plate, lower end steel plate, left end steel plate and right end steel plate at the bow of the ship. Weld the perimeter of each steel plate using full penetration welding. After the welding is completed and the acceptance is qualified, paint the inside of the support seat box.

[0019] Step 3: After the paint inside the support base box has dried, position the front steel plate using the steel pads inside the support base box, and weld the perimeter of the front steel plate using a single-sided full penetration welding method; after the welding is accepted, touch up the paint inside the support base box through the handholes in the front steel plate.

[0020] Step 4: Grind and smooth the external edges and welds of the support base box, and then paint the exterior of the support base box.

[0021] Step 5: Based on the installation position and specifications of the support base box, excavate an embedding space inside the bow of the ship that is compatible with the support base box, and drill small holes on the bow for rough positioning according to the locking hole position determined in Step 1.

[0022] Step 6: Pre-install the bow of the ship into the corresponding position of the support base box. After the left and right parts of the bow are aligned and qualified, temporarily fix them. Based on the coarse positioning holes on the bow, draw the center of the opening on the left and right end steel plates of the support base box.

[0023] Step 7: Remove the bow image of the ship and draw the hole markings on the left and right end steel plates of the support base box according to the center of the hole; check the hole markings to confirm whether the distance between the edge of each hole and the upper, lower and front face of the support base box and the distance between the centers of the two holes meet the requirements of Step 1. If they do not meet the requirements, repeat Step 5-6 for fine adjustment.

[0024] Step 8: According to the final determined hole marking line, drill through holes on the bow of the ship that correspond to the locking holes of the support base box; install the bow of the ship onto the support base box, and use bolts to pass through the through holes of the bow and the locking holes of the support base box to fix the bow to the support base box.

[0025] Step 9: If there are local gaps between the bow of the ship and the outer hull, seal the gaps with Sika glue or structural adhesive; finally, touch up the surface of the bow with paint.

[0026] Furthermore, after step two is completed, the transverse reinforcing ribs and longitudinal reinforcing ribs are cross-welded to the inner wall of the support base box. After welding is completed, the weld slag is cleaned and the welding quality is checked through the hand hole.

[0027] Furthermore, after step two is completed, the interior of the support housing is sequentially sprayed with an epoxy zinc-rich anti-rust paint layer and an epoxy micaceous iron oxide intermediate paint layer. After each coating is dried, the thickness is measured with a paint film thickness gauge until the thickness of the epoxy zinc-rich anti-rust paint layer is 60-80μm and the thickness of the epoxy micaceous iron oxide intermediate paint layer is 40-60μm.

[0028] The beneficial effects of this application are as follows: Firstly, in terms of core fixation stability and safety, the high-rigidity steel support box and fully welded connection process significantly improve the overall support strength and impact resistance, completely solving the problems of insufficient rigidity and easy breakage of existing bolts. Even in severe sea conditions, it can effectively resist the impact of waves on the bow, ensuring that the expensive and long-term bow does not shift or fall, effectively avoiding economic losses. At the same time, its surface support design, in conjunction with the multiple sets of locking holes on the left and right end steel plates, achieves uniform distribution of support pressure, eliminates the pressure concentration phenomenon of traditional single-bolt single-point support, reduces local wear and fatigue damage to the support structure, and the hand hole on the front end steel plate facilitates internal inspection and maintenance, the drainage hole on the lower end can drain accumulated water in time, and the inner and outer protective coatings can resist corrosion. Multiple designs work together to reduce the probability of failure and the frequency and cost of later maintenance.

[0029] Furthermore, the installation method of embedding the support housing into the bowstock not only preserves the external aesthetics of the bowstock but also resolves the contradiction in existing technologies where large-diameter bolts affect aesthetics and small-diameter bolts lack rigidity. In addition, the smoothing treatment of external edges and welds further aligns with the ship's exterior design requirements, achieving a unity of function and aesthetics. It also possesses excellent adaptability and durability. The support housing can be directly fixed to the ship's bowstock, adapting to the bowstock structure of different types of ships. The high-standard material selection and comprehensive protective design ensure long-term stable operation in the high-salt and high-humidity marine environment, extending the overall service life and reducing the frequency of replacement. Attached Figure Description

[0030] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0031] Figure 1 This is a three-dimensional schematic diagram of the ship bow support structure described in the embodiments of this application;

[0032] Figure 2 This is a cross-sectional view of the ship bow support structure described in the embodiments of this application. Figure 1 ;

[0033] Figure 3 This is a cross-sectional view of the ship bow support structure described in the embodiments of this application. Figure 2 ;

[0034] Figure 4 This is a cross-sectional view of the ship bow support structure described in the embodiments of this application. Figure 3 .

[0035] In the diagram: 1. Support base box; 101. Upper end steel plate; 102. Lower end steel plate; 103. Left end steel plate; 104. Right end steel plate; 105. Front end steel plate; 106. Locking hole; 107. Hand hole; 108. Gasket; 2. Bow; 3. Headpost; 4. Bolt. Detailed Implementation

[0036] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0038] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0039] like Figures 1-4As shown, this embodiment provides a ship bow support structure, including a steel support box 1 for embedding inside the ship bow 2 and fixedly connected to the ship's bow post 3; the support box 1 is formed by an upper end steel plate 101, a lower end steel plate 102, a left end steel plate 103, a right end steel plate 104 and a front end steel plate 105, and the yield strength and plate thickness of the material of the support box 1 are equal to or greater than the yield strength and plate thickness of the outer plate of the ship's bow post 3 area;

[0040] The lower end steel plate 102 has a water flow hole, the front end steel plate 105 has a hand hole 107, and the left end steel plate 103 and the right end steel plate 104 each have at least two locking holes 106.

[0041] The perimeters of the upper end steel plate 101, the lower end steel plate 102, the left end steel plate 103 and the right end steel plate 104 are all welded by full penetration welding. The front end steel plate 105 is positioned by the steel pad 108 provided in the support seat box 1, and the perimeter of the front end steel plate 105 is welded by single-sided full penetration welding.

[0042] The external edges and welds of the support base box 1 are polished and smoothed, and the interior and exterior of the support base box 1 are coated with protective coatings.

[0043] Based on the above scheme, a steel support box 1, tightly embedded inside the bow 2 and rigidly fixed directly to the ship's bow 3, is adopted as the core load-bearing component, replacing the traditional linear support mode of a single slender bolt 4. On the one hand, the support box 1 is a closed rigid structure formed by five steel plates enclosing the upper, lower, left, right, and front faces. Compared with the single-point linear support of a single bolt 4, its overall bending and deformation resistance is significantly improved. On the other hand, the yield strength grade and plate thickness of the material of the support box 1 are clearly specified to be higher than or equal to the yield strength grade and plate thickness of the outer plate of the bow 3 area, further strengthening the support rigidity from the perspective of material mechanical properties, ensuring that the bow 2 is not prone to stability problems such as swaying and displacement under long-term navigation conditions.

[0044] In addition, this scheme abandons the traditional single-bolt single-point support force mode, and achieves area support by fitting the support base box 1 with the bow 2 with a large area, which greatly expands the contact area between the support structure and the bow 2 and reduces the force per unit area. At the same time, the left end steel plate 103 and the right end steel plate 104 are both provided with at least two locking holes 106, which can be connected and fixed by multiple sets of bolts 4, so that the load transmitted by the support device is evenly distributed to the overall structure of multiple bolts 4 and support base box 1, effectively avoiding pressure concentration at a single contact point and significantly reducing the stress burden on the local structure.

[0045] This design optimizes the connection strength and impact load transmission from two dimensions. First, the welding process is upgraded. The perimeters of the upper end steel plate 101, lower end steel plate 102, left end steel plate 103, and right end steel plate 104 of the support box 1 are all welded with full penetration welding. The front end steel plate 105 is precisely positioned by the steel gasket 108 pre-set in the box and then welded with single-sided full penetration welding. Full penetration welding ensures the structural integrity of the support box 1 and the strength of the connection with the bow 3 of the ship, which is far superior to the traditional bolt 4 welding method, and significantly improves the resistance to fracture and detachment. Second, the force transmission path is optimized. The overall closed structure design of the support box 1 allows the instantaneous impact force generated by the waves hitting the bow 2 to be distributed and transmitted to the bow 3 of the ship through the overall structure of the box, rather than being concentrated on the cross-sectional area of ​​a single bolt 4, which greatly reduces the risk of bolt 4 falling off or breaking.

[0046] Meanwhile, drainage holes are provided on the lower end steel plate 102 of the support box 1 to promptly drain water that has accumulated inside the box due to condensation or seawater splashing in, thus preventing internal corrosion caused by seawater retention. Both the interior and exterior of the support box 1 are coated with a protective coating suitable for the marine environment. Combined with the smoothing treatment of external edges and welds, a triple durability guarantee system of drainage and anti-accumulation, coating protection, and structural optimization is formed, effectively extending the service life of the support structure.

[0047] Furthermore, the interior of the support housing 1 is provided with a reinforcing assembly, which includes transverse reinforcing ribs spaced along the length of the support housing 1 and longitudinal reinforcing ribs spaced along the height of the support housing 1. The transverse and longitudinal reinforcing ribs are intersected and connected, and both the transverse and longitudinal reinforcing ribs are fully welded to the inner wall of the support housing 1. From the perspective of structural stress optimization, the transverse reinforcing ribs spaced along the length of the support housing 1 can specifically resist the bending deformation along the length of the housing when subjected to the weight of the bow 2 and the impact of waves. The spaced distribution forms multi-point support, avoiding local sagging or deformation of the housing due to its large span. The longitudinal reinforcing ribs are arranged along the height of the housing, which can enhance the housing's resistance to compression and shear in the height dimension, preventing the side walls of the housing from denting or tilting due to uneven load. The two components intersect to form a grid-like internal framework, which can quickly disperse the vertical load transmitted by the bow 2, the horizontal load generated by wave impact, and localized concentrated stress from the stress point to the entire inner wall of the box, avoiding stress concentration in a single area. From the perspective of connection reliability, both the transverse and longitudinal stiffeners are fully penetrated to the inner wall of the support box 1, ensuring that the stiffeners and the box form a unified whole in terms of mechanical properties. This not only avoids reinforcement failure caused by loose connection between the stiffeners and the box, but also allows the high-strength connection of the fully penetrated weld to completely transfer the load borne by the stiffeners to the box, further improving the overall structure's resistance to failure.

[0048] Furthermore, both the transverse and longitudinal stiffeners have T-shaped cross-sections, and the materials of the transverse and longitudinal stiffeners are the same as those of the support housing 1. Multiple transverse stiffeners are provided, with evenly distributed spacing, and the spacing between any two transverse stiffeners is 1 / 3 to 1 / 2 of the length of the support housing 1. Both the T-shaped transverse and longitudinal stiffeners consist of a web and flanges, significantly increasing the moment of inertia compared to a traditional rectangular cross-section. The web effectively resists shear forces, reducing the lateral displacement of the stiffeners under load; the flanges significantly increase the section modulus of bending, enhancing the stiffeners' resistance to bending along their length. Simultaneously, the flanges of the T-shaped cross-section form a larger contact area with the inner wall of the support housing 1, allowing the load to be transferred more evenly from the stiffeners to the housing wall, avoiding localized stress concentration. The transverse and longitudinal stiffeners are made of the same material as the support housing 1, ensuring consistent coefficients of thermal expansion, yield strength, and modulus of elasticity. In the temperature-changing environment of ship navigation, it can avoid additional internal stress caused by the difference in thermal expansion and contraction of materials; when subjected to impact loads, it can ensure that the reinforcing ribs and the box deform synchronously and share the load together, eliminating the problem of local failure caused by the mismatch of material strength, and further improving the mechanical reliability of the overall structure.

[0049] In addition, the uniformly spaced horizontal stiffeners divide the support box 1 into multiple equal-force sections along its length. When the box is subjected to the vertical load of the bow 2 or the horizontal impact of waves, each stiffener can bear the load of the stress section, avoiding load concentration in the middle area due to excessive spacing. If the spacing exceeds 1 / 2 of the length, the middle of the box is prone to excessive deflection due to insufficient support, or if the spacing is too small, it will cause material waste and construction redundancy. If the spacing is less than 1 / 3 of the length, the stress between the stiffeners will be superimposed, and the welding workload will be increased. The uniform distribution design also ensures that the stiffness of each area of ​​the box is consistent, reducing vibration fatigue caused by stiffness differences.

[0050] In some embodiments, the protective coating includes an epoxy zinc-rich anti-rust paint layer coated inside the support housing 1, an epoxy micaceous iron oxide intermediate paint layer coated outside the epoxy zinc-rich anti-rust paint layer, and a fluorocarbon topcoat layer coated outside the support housing 1. The epoxy zinc-rich anti-rust paint uses epoxy resin as the film-forming substance and zinc powder as the main anti-rust pigment. After being coated inside the support housing 1, the zinc powder preferentially undergoes an oxidation reaction with the steel substrate of the housing through cathodic protection, preventing the substrate from directly contacting residual moisture and salt inside and causing corrosion. Simultaneously, the dense paint film formed by the epoxy resin can form a physical barrier on the surface of the substrate, further blocking the penetration path of corrosive media, thus preventing internal corrosion caused by water accumulation and condensation inside the housing from both electrochemical protection and physical barrier dimensions.

[0051] The epoxy micaceous iron oxide intermediate paint is applied to the outside of the epoxy zinc-rich anti-rust paint. The micaceous iron oxide it contains has a flake-like structure. After drying, it can form a superimposed flake-like shielding structure on the surface of the anti-rust paint layer, effectively filling any tiny pores that may exist in the anti-rust paint layer and preventing external corrosive media from penetrating to the underlying layer through the gaps in the coating. At the same time, the epoxy micaceous iron oxide intermediate paint has excellent adhesion to the underlying epoxy zinc-rich paint and potential external coatings, which can play a role in interlayer transition and avoid peeling and cracking problems caused by insufficient compatibility between coatings.

[0052] Fluorocarbon topcoat is applied to the exterior of the support housing 1. The fluorocarbon resin it contains has extremely strong chemical stability, which can resist the aging and chalking of the paint film caused by strong ultraviolet radiation in the marine environment. At the same time, it has excellent resistance to salt spray and seawater immersion, and can directly block the corrosion of the outer wall of the housing by the salt carried by the waves. In addition, the fluorocarbon topcoat has a high surface smoothness and high hardness, which can reduce the erosion and wear of the housing welds and edges by mud and sand particles in the waves, and it is not easy for marine organisms to adhere, reducing local corrosion and appearance pollution caused by biological adhesion.

[0053] The epoxy zinc-rich anti-rust paint layer has a thickness of 60-80 μm, the epoxy micaceous iron oxide intermediate paint layer has a thickness of 40-60 μm, and the fluorocarbon topcoat layer has a thickness of 30-50 μm. The 60-80 μm anti-rust paint layer ensures sufficient zinc powder content, achieving long-term cathodic protection and physical barrier to prevent internal corrosion; the 40-60 μm intermediate paint layer ensures complete sheet-like shielding, blocking medium penetration and stabilizing interlayer bonding; the 30-50 μm topcoat layer achieves high-efficiency weather resistance and wear resistance while maintaining lightweight design. The synergistic thickness of the three layers ensures a robust protective system, effectively delaying corrosion of the steel enclosure and guaranteeing the long-term strength stability of the supporting structure. The thickness of each layer is set within a reasonable range that meets functional requirements. For example, fluorocarbon topcoat does not need to be too thick to meet performance requirements, and the 30-50μm design avoids waste of fluorocarbon resin; the overall coating thickness is controlled at 130-190μm, which can reduce the amount of coating material used by more than 30% compared with the thick coating solution without parameter control, while reducing the added weight of the box, which meets the requirements of lightweight ship design and indirectly reduces the energy consumption of ship navigation.

[0054] Preferably, the lower end steel plate 102 is provided with a drainage slope on the side away from the bow post 3. The slope of the drainage slope is 5°-8°, and the water outlet is located at the lowest point of the drainage slope. The slope design of the drainage slope is based on natural gravity guidance. 5° is the minimum effective guidance slope. At this slope, the water accumulated in the box due to condensation and seawater splashing can overcome the adhesion of the steel plate surface with the help of gravity and flow in a direction along the slope, avoiding water stagnation in the lower end steel plate 102. 8° is the upper limit of the slope, which can further improve the flow speed of the water and avoid structural problems caused by excessive slope. If the slope exceeds 8°, on the one hand, it will cause the center of gravity of the lower end steel plate 102 to shift, affecting the connection stability between the support box 1 and the bow post 2 and the ship's bow post 3. On the other hand, it may cause the welding stress concentration of the internal reinforcing ribs and the lower end surface of the box, increasing the risk of structural cracking.

[0055] The location of the drainage holes follows the logic of water accumulation and convergence, that is, the lowest point of the drainage slope is the natural water collection point on the lower end of the box. No matter where the water is generated from, it can eventually converge to the lowest point along the 5°-8° slope and be completely discharged through the drainage holes. If the drainage holes are not located at the lowest point, water will accumulate in dead corners on the slope. The residual water will be in contact with the steel box for a long time. Even with a protective coating, minor damage to the coating may cause local corrosion and damage the structural durability.

[0056] Specifically, the upper end face steel plate 101 has a positioning boss on the side that contacts the first column 3, and the first column 3 has a positioning groove that cooperates with the positioning boss for positioning. The positioning boss is embedded in the positioning groove and is fully welded to the inner wall of the positioning groove. The positioning boss of the upper end face steel plate 101 and the positioning groove of the first column 3 form a concave-convex fit structure, which restricts the multi-directional displacement of the support base box 1 through mechanical form and position constraints: in the lateral direction, the side wall of the boss fits against the inner wall of the groove, which can prevent the box from shifting along the length direction of the first column 3; in the vertical direction, the bottom of the boss contacts the bottom of the groove, which can limit the installation height of the box and avoid the position of the bow 2 shifting due to installation deviation; at the same time, the concave-convex fit can quickly realize the pre-positioning of the box and the first column 3 without the need for additional tooling fixtures for calibration, ensuring that the form and position accuracy of the box installation meets the design requirements and providing a precise reference for subsequent welding.

[0057] After the positioning boss is embedded in the groove, the outer wall of the boss and the inner wall of the groove form an annular welding surface. Compared with the traditional planar lap welding of the upper end steel plate 101 and the first column 3, the welding contact area is undoubtedly increased. In addition, the use of full penetration welding process allows the weld to completely melt through the connection interface between the boss and the groove, forming a continuous integral structure with mechanical properties. When the support seat box 1 is subjected to the weight of the bow 2 or the impact load of sea waves, the annular weld can evenly distribute the shear force and pull-out force, avoiding the local overload of the weld caused by the small contact area in traditional planar welding, and greatly improving the fracture resistance and detachment resistance of the connection structure.

[0058] On the other hand, a method for assembling a ship's bow image 2 is also provided, using the ship's bow image 2 support structure as described above, including the following steps:

[0059] Step 1: Based on the installation position of the bow image 2 and the space inside the bow image 2 where the support base box 1 can be embedded, measure and preliminarily determine the width B, height H, and length L of the support base box 1 at the bow post 3; combine the calculated seawater impact pressure at the bow post 3, the side area of ​​the bow image 2, and the estimated impact force of the bow image 2 based on the bottom area, perform strength verification on the support base box 1 and bolts 4, and adjust and determine the specifications of the support base box 1, the type of bolts 4, and the position and size of the locking hole 106;

[0060] Step 2: Position and install the upper end steel plate 101, lower end steel plate 102, left end steel plate 103 and right end steel plate 104 at the bow 3 of the ship. The perimeter of each steel plate is welded by full penetration welding. After the welding is completed and the acceptance is qualified, the inside of the support seat box 1 is painted.

[0061] Step 3: After the paint inside the support base box 1 has dried, the front steel plate 105 is positioned by the steel pad 108 inside the support base box 1. The perimeter of the front steel plate 105 is welded using a single-sided full penetration welding method. After the welding is accepted, the inside of the support base box 1 is touched up with paint through the handhole 107 of the front steel plate 105.

[0062] Step 4: Grind and smooth the external edges and welds of the support base box 1, and then paint the exterior of the support base box 1.

[0063] Step 5: According to the installation position and specifications of the support base box 1, an embedding space that fits the support base box 1 is excavated inside the bow image 2 of the ship, and small holes are drilled on the bow image 2 for rough positioning according to the position of the locking hole 106 determined in Step 1.

[0064] Step 6: Pre-install the head of the ship's bow image 2 into the corresponding position of the support base box 1. After the left and right parts of the bow image 2 are aligned and qualified, temporarily fix it. Based on the coarse positioning holes on the bow image 2, draw the center of the opening on the left end face steel plate 103 and the right end face steel plate 104 of the support base box 1.

[0065] Step 7: Remove the bow image 2 of the ship. Draw the opening lines on the left end steel plate 103 and the right end steel plate 104 of the support base box 1 according to the center of the opening. Check the opening lines to confirm whether the distance between the edge of each hole and the upper, lower and front faces of the support base box 1 and the distance between the centers of the two holes meet the requirements of Step 1. If they do not meet the requirements, repeat Step 5-6 for fine adjustment.

[0066] Step 8: According to the final determined hole marking, drill through holes on the bow image 2 that correspond to the locking holes 106 of the support base box 1; install the bow image 2 to the support base box 1, and use bolts 4 to pass through the through holes of the bow image 2 and the locking holes 106 of the support base box 1 to fix the bow image 2 to the support base box 1;

[0067] Step 9: If there is a local gap between the bow image 2 and the outer hull of the ship, seal the gap with Sika glue or structural adhesive; finally, touch up the paint on the surface of the bow image 2.

[0068] In the above scheme, step one determines the specifications of the support structure through two dimensions: spatial adaptation and strength calculation. On the one hand, by combining the internal embedding space of the bow 2 with the installation position of the first column 3, it avoids the support base box 1 from being unable to be embedded due to improper size or wasting space. On the other hand, it innovatively introduces an impact force estimation model based on seawater impact pressure and the impact force of the side and bottom areas of the bow 2, replacing the traditional empirical design. By quantitatively calculating the dynamic load borne by the bow 2, the strength of the support base box 1 and bolts 4 is back-calculated to ensure that the specifications match the actual force, thus avoiding insufficient strength leading to breakage or over-design causing waste from the source.

[0069] Steps two through four employ a progressive construction method: welding the core frame, applying an internal coating, welding the front end face, applying a touch-up coating, and then applying an external coating. First, the upper, lower, left, and right ends are welded to form the core frame, which is then inspected to ensure the welding quality of the main structure. Internal coating is then applied to prevent internal corrosion caused by the inability to apply a coating after sealing. Next, the front end face is positioned using steel gaskets 108 and fully welded to one side to ensure welding precision. Simultaneously, internal paint is applied through manhole 107 to address any missed areas inside the housing after welding the front end face. Finally, the exterior is sanded smooth simultaneously with the coating, meeting aesthetic requirements and forming an external anti-corrosion barrier, achieving dual quality control for structural strength and internal / external protection.

[0070] Steps five through seven establish a closed-loop positioning system: coarse positioning, pre-assembly alignment, marking and verification, and fine-tuning correction. ① Step five involves excavating the embedding space and drilling coarse positioning holes to avoid deviations caused by direct drilling. ② Step six involves pre-assembling and temporarily fixing the bow image 2, and marking the center of the hole on the support base using the coarse positioning holes to ensure alignment between the hole and the actual position of the bow image 2. ③ Step seven involves removing the bow image 2 to verify the marked dimensions; if they do not conform, fine-tuning is performed to completely resolve the problem of misalignment caused by traditional direct drilling. Through repeated calibration via pre-assembly, marking, and verification, the position of the locking hole 106 is ensured to be perfectly matched with the support base and bow image 2, preventing bolts 4 from failing to be inserted or experiencing uneven stress.

[0071] Step 8: Fix the bow 2 to the support base by bolt 4 through the through hole to achieve a rigid connection, and work together with the surface support of the support base box 1 to distribute the load; Step 9: Seal the local gaps between the bow 2 and the outer plate with Sika glue or structural glue to prevent seawater from seeping in and corroding the support structure or the base material of the bow 2. At the same time, apply paint to ensure the appearance is consistent, forming a final protection closed loop and extending the service life of the overall structure.

[0072] Furthermore, after step two is completed, the transverse and longitudinal reinforcing ribs are cross-welded to the inner wall of the support housing 1. After welding, the weld slag is cleaned, and the welding quality is checked through the manhole 107. Immediately after the core frame is welded, the reinforcing ribs are cross-welded to form a rigid skeleton inside the housing, effectively resisting thermal deformation during the subsequent welding of the front face steel plate 105 and avoiding frame dimensional deviations. Simultaneously, a complete load-bearing structure is constructed in advance, enabling the housing to withstand greater pre-installation loads during the subsequent embedding and installation of the bow 2, reducing positioning offsets caused by insufficient housing rigidity, and laying a structural foundation for the precise installation of the bow 2. Checking the welding quality of the reinforcing ribs through the manhole 107 allows for timely detection and repair of welding defects. Without this inspection step, after the front face is welded and sealed, defects in the internal reinforcing ribs will become hidden fault points, easily leading to weld cracking and reinforcing rib detachment under later loads, causing housing structural failure. This would require disassembly of the front face for repair, significantly increasing maintenance costs. This step addresses quality risks upfront, reducing the risk of internal structural failure.

[0073] Furthermore, after step two is completed, the interior of the support housing 1 is sequentially sprayed with an epoxy zinc-rich anti-rust paint layer and an epoxy micaceous iron oxide intermediate paint layer. After each coating is dried, the thickness is measured with a paint film thickness gauge until the thickness of the epoxy zinc-rich anti-rust paint layer is 60-80μm and the thickness of the epoxy micaceous iron oxide intermediate paint layer is 40-60μm. The process of applying a compliant coating layered inside the support box 1 utilizes the open structure of the box interior after step two to achieve thorough coating without blind spots, covering areas prone to missed areas such as the inner sides of welds and corners of panels. Combined with the compliant thickness of the anti-rust paint and intermediate paint, a complete internal anti-corrosion barrier is formed, preventing rust corrosion in the seams after the reinforcement welds are completed, thus extending the anti-corrosion life. Furthermore, the coating performance is ensured to meet standards through layer-by-layer thickness testing, avoiding protective failure or interlayer cracking, and improving the durability of the support structure. It also allows for coating to be completed before the reinforcement welding, reducing the cost of rework after reinforcement removal, and shortening the construction period by only needing to recoat the welding areas. At the same time, the compliant coating protects the box wall from damage by welding slag and does not affect the welding fit of the reinforcement, ensuring a smooth connection between the coating and welding processes and maintaining the overall process continuity.

[0074] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other orientations or positional relationships are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no special meaning.

[0075] In the description of this specification, references to terms such as "an embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0076] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0077] The technical principles of this application have been described above with reference to specific embodiments. These descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, those skilled in the art can readily conceive of other specific embodiments of this application without inventive effort, and these embodiments will all fall within the scope of protection of this application.

Claims

1. A ship bow support structure, characterized in that, Includes a steel support box (1) for embedding inside the bow (2) of a ship and fixedly connected to the bow (3) of the ship; the support box (1) is formed by an upper end steel plate (101), a lower end steel plate (102), a left end steel plate (103), a right end steel plate (104) and a front end steel plate (105), and the yield grade and plate thickness of the material of the support box (1) are equal to or greater than the yield grade and plate thickness of the outer plate of the bow (3) area of ​​the ship; The lower end steel plate (102) is provided with a water flow hole, the front end steel plate (105) is provided with a hand hole (107), and the left end steel plate (103) and the right end steel plate (104) are each provided with at least two locking holes (106). The perimeters of the upper end steel plate (101), the lower end steel plate (102), the left end steel plate (103), and the right end steel plate (104) are all welded by full penetration welding. The front end steel plate (105) is positioned by a steel pad (108) provided inside the support seat box (1), and the perimeter of the front end steel plate (105) is welded by single-sided full penetration welding. The external edges and welds of the support base box (1) are polished and smoothed, and the interior and exterior of the support base box (1) are coated with protective coatings respectively. The support base box (1) is provided with a reinforcing component inside. The reinforcing component includes transverse reinforcing ribs spaced apart along the length direction of the support base box (1) and longitudinal reinforcing ribs spaced along the height direction of the support base box (1). The transverse reinforcing ribs and the longitudinal reinforcing ribs are connected to each other, and both the transverse reinforcing ribs and the longitudinal reinforcing ribs are fully welded to the inner wall of the support base box (1). The cross-sections of the transverse reinforcing ribs and the longitudinal reinforcing ribs are both T-shaped, and the materials of the transverse reinforcing ribs and the longitudinal reinforcing ribs are the same as the material of the support base box (1). There are multiple transverse reinforcing ribs, and the spacing between the multiple transverse reinforcing ribs is evenly distributed. The spacing between any two transverse reinforcing ribs is 1 / 3 to 1 / 2 of the length of the support base box (1).

2. The ship bow support structure according to claim 1, characterized in that, The protective coating includes an epoxy zinc-rich anti-rust paint layer coated inside the support base box (1), an epoxy micaceous iron oxide intermediate paint layer coated outside the epoxy zinc-rich anti-rust paint layer, and a fluorocarbon topcoat layer coated outside the support base box (1).

3. The ship bow support structure according to claim 2, characterized in that, The thickness of the epoxy zinc-rich anti-rust paint layer is 60-80μm, the thickness of the epoxy micaceous iron oxide intermediate paint layer is 40-60μm, and the thickness of the fluorocarbon topcoat layer is 30-50μm.

4. The ship bow support structure according to any one of claims 1-3, characterized in that, The lower end steel plate (102) is provided with a drainage slope on the side away from the first column (3), the slope of the drainage slope is 5°-8°, and the water flow hole is located at the lowest point of the drainage slope.

5. The ship bow support structure according to any one of claims 1-3, characterized in that, The upper end steel plate (101) is provided with a positioning boss on the side that contacts the first column (3). The first column (3) is provided with a positioning groove that cooperates with the positioning boss for positioning. The positioning boss is embedded in the positioning groove and is fully welded to the inner wall of the positioning groove.

6. A method for assembling a ship's bow image, characterized in that, The application of the ship bow support structure as described in any one of claims 1-5 includes the following steps: Step 1: Based on the installation position of the ship's bow (2) and the space inside the bow (2) where the support base box (1) can be embedded, measure and preliminarily determine the width, height and length of the support base box (1) at the ship's bow (3); combine the calculated seawater impact pressure at the ship's bow (3), the side area of ​​the ship's bow (2), and the estimated impact force of the bow (2) based on the bottom area, perform strength calculations on the support base box (1) and bolts (4), and adjust and determine the specifications of the support base box (1), the model of the bolts (4) and the position and size of the locking holes (106); Step 2: Position and install the upper end steel plate (101), lower end steel plate (102), left end steel plate (103) and right end steel plate (104) at the ship's bow (3). Weld the perimeter of each steel plate using full penetration welding. After the welding is completed and the acceptance is qualified, paint the inside of the support seat box (1). Step 3: After the paint inside the support base box (1) dries, the front steel plate (105) is positioned by the steel pad (108) inside the support base box (1), and the perimeter of the front steel plate (105) is welded by a single-sided full penetration welding method; after the welding is accepted, the inside of the support base box (1) is touched up with paint through the hand hole (107) of the front steel plate (105); Step 4: Grind and smooth the external edges and welds of the support base box (1), and then paint the exterior of the support base box (1). Step 5: According to the installation position and specifications of the support base box (1), dig out an embedding space inside the bow image (2) that is compatible with the support base box (1), and drill small holes on the bow image (2) for rough positioning according to the position of the locking hole (106) determined in Step 1. Step 6: Pre-install the head of the ship's bow (2) into the corresponding position of the support base box (1). After the left and right parts of the bow (2) are aligned and qualified, temporarily fix them. Combine the coarse positioning holes on the bow (2) to draw the center of the opening on the left end face steel plate (103) and the right end face steel plate (104) of the support base box (1). Step 7: Remove the bow image (2) of the ship and draw the hole markings on the left end steel plate (103) and right end steel plate (104) of the support base box (1) according to the center of the hole; check the hole markings and confirm whether the distance between the edge of each hole and the upper, lower and front end face of the support base box (1) and the distance between the center of the two holes meet the requirements of Step 1. If they do not meet the requirements, repeat Step 5-6 for fine adjustment. Step 8: According to the final determined hole marking line, drill through holes on the bow image (2) that correspond to the locking holes (106) of the support base box (1); install the bow image (2) to the support base box (1), and use bolts (4) to pass through the through holes of the bow image (2) and the locking holes (106) of the support base box (1) to fix the bow image (2) to the support base box (1); Step 9: If there is a local gap between the bow (2) of the ship and the outer plate of the ship, use Sika glue or structural glue to fill the gap and seal it; finally, paint the surface of the bow (2) of the ship.

7. The method for assembling a ship's bow image according to claim 6, characterized in that, After step two is completed, the transverse reinforcing ribs and longitudinal reinforcing ribs are cross-welded to the inner wall of the support seat box (1). After welding is completed, the welding slag is cleaned and the welding quality is checked through the hand hole (107).

8. The method for assembling a ship's bow image according to claim 7, characterized in that, After step two is completed, epoxy zinc-rich anti-rust paint layer and epoxy micaceous iron oxide intermediate paint layer are sprayed sequentially inside the support base box (1). After each coating is dried, the thickness is measured by a paint film thickness gauge until the thickness of the epoxy zinc-rich anti-rust paint layer is 60-80μm and the thickness of the epoxy micaceous iron oxide intermediate paint layer is 40-60μm.

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