Container ship composite wind shield and preparation method thereof

Abstract

The invention relates to a container ship composite wind shield and a preparation method thereof.The composite wind shield is composed of a composite material upper layer structure and a steel wave blocking structure arranged on the lower portion of the composite material upper layer structure, and the steel wave blocking structure is formed by connecting a steel framework and a steel outer plate arranged on the outer side of the steel framework; the composite material upper layer structure is composed of a composite material framework and a composite material panel, the outer surface of the composite material panel is a windward side and is of a curved surface structure, and the outer surface of the steel outer plate is a windward side and is matched with the composite material panel. The lower portion of the composite wind shield is of a steel wave blocking structure and can provide overall support and bear wave loads under severe sea conditions, the upper portion of the composite wind shield is made of lighter composite materials, wind loads borne in the sailing process are met, the weight of the wind shield structure and fuel consumption in the sailing process are reduced, and the service life of the wind shield is prolonged. And gravity center control and floating state control of the whole ship are facilitated. The composite wind shield has the characteristics of light weight and corrosion resistance, and the use and maintenance cost is reduced.

Description

Technical Field

[0001] This invention relates to the technical field of shipbuilding, specifically to a composite windshield for container ships and its preparation method. Background Technology

[0002] Container ships, with their strong carrying capacity, efficient loading and unloading, and low transportation costs, play an irreplaceable role in global economic trade and are the core carriers of the maritime logistics system. Currently, installing streamlined wind deflectors at the bow has become an important design trend for container ships. This structure can effectively reduce wind resistance during navigation and typically improve fuel efficiency.

[0003] Current mainstream windshields are typically constructed from welded steel panels and a steel frame, providing high structural strength. However, the overall steel structure also results in excessive weight, increasing fuel consumption during container ship navigation and hindering overall ship balance and buoyancy control. Actual shipping conditions also show that the lower layer of the container ship's windshield is relatively low and may bear significant wave impact in rough seas, while the upper layer, being higher and larger, primarily withstands wind forces and experiences relatively lower loads. Therefore, the upper layer of the windshield structure can utilize lighter materials instead of steel. Furthermore, steel is susceptible to corrosion in the marine environment, increasing maintenance frequency and costs.

[0004] In summary, there is a need for a new type of composite windshield for container ships that reduces weight while ensuring stability and effectiveness, and is also resistant to corrosion. Summary of the Invention

[0005] The purpose of this invention is to provide an improved composite windshield for container ships and its preparation method. Through improvements in structure and method, the weight of the windshield is reduced, and the problems of easy corrosion and high maintenance costs are solved.

[0006] To achieve the above objectives, the technical solution of the present invention is: a composite windbreak for container ships, characterized in that: the composite windbreak consists of a composite material upper structure and a steel wave-blocking structure disposed below it; the steel wave-blocking structure is formed by connecting a steel frame and a steel outer plate disposed on the outside of the steel frame; the composite material upper structure consists of a composite material frame and a composite material panel attached to the outside of the composite material frame; the outer surface of the composite material panel is the windward surface and has a curved structure; the outer surface of the steel outer plate is the windward surface and cooperates with the composite material panel.

[0007] Preferably, the steel frame is composed of several vertical steel trusses and horizontal steel trusses respectively located at both ends of the vertical steel trusses, and the steel outer plate is composed of several curved steel plates welded together to form a smooth curved shape on the outer surface of the steel frame.

[0008] Furthermore, the steel horizontal truss has an outwardly protruding connecting part at the connection with the steel vertical truss.

[0009] Furthermore, the composite material skeleton includes several composite material longitudinal ribs, and adjacent composite material longitudinal ribs are fixedly connected by composite material transverse ribs located in the middle of the composite material skeleton to form a grid structure; the composite material panel is made of several composite material laminates spliced ​​together to form a smooth curved surface structure on the outside of the composite material skeleton.

[0010] Furthermore, the inner side of the composite laminate is provided with several longitudinal foam reinforcing ribs, which are made of one of the following materials: polyvinyl chloride, polymethacrylamide, polyethylene terephthalate, polyurethane, or polyimide polymer foam.

[0011] Furthermore, the composite laminate consists of 60-80% by weight of reinforcing fiber fabric and 20-40% by weight of resin matrix, wherein the reinforcing fiber fabric is one of the following materials: glass fiber, carbon fiber, carbon / glass hybrid fiber, quartz fiber, Kevlar fiber, boron fiber or ultra-high molecular weight polyethylene fiber; and the resin matrix is ​​one of the following materials: epoxy resin, unsaturated polyester resin, vinyl ester resin or polyurethane resin.

[0012] Furthermore, the height of the composite material upper structure is greater than or equal to the height of the steel wave-breaking structure, with the height of the composite material upper structure being 3-10cm and the height of the steel wave-breaking structure being 3-5cm.

[0013] A method for preparing a composite windshield for a container ship, characterized by the following steps: a) fabricating composite laminates, composite transverse ribs, and composite longitudinal ribs; b) fabricating a composite skeleton, by adhesively splicing several composite transverse ribs obtained in step a with the composite longitudinal ribs at the middle position using structural adhesive, and fixing them with bolts after the structural adhesive has cured; c) fabricating a composite upper structure: setting longitudinal foam reinforcing ribs on the inner side of the composite laminate and bonding and curing them, and then hoisting the fabricated composite laminate onto the outside of the composite skeleton; d) fabricating a steel wave-damping structure: fixing and welding steel horizontal girders and steel vertical girders to obtain a steel skeleton, and then welding a steel outer plate onto the outside of the steel skeleton; e) hoisting the composite upper structure onto the outside of the steel wave-damping structure, fixing the two with structural adhesive and bolts, applying primer and topcoat, and welding and fixing it at the bow of the ship.

[0014] Preferably, in step a, the fabrication of the composite laminate, composite transverse ribs, and composite longitudinal ribs includes the following steps: a1. Mold preparation: Check that the mold surface is clean, dry, and free of water. Clean the surface 3-5 times with a film-clearing agent, then evenly apply a release agent to the mold surface, repeating 2-5 times; a2. Raw material laying: Cut the fiberglass cloth according to the design dimensions in the drawings, and then lay it in layers on the mold. When laying the fiberglass cloth, the cloth layer should be flat and without obvious wrinkles to ensure the overall appearance quality of the product; a3. Pipeline laying and resin injection: Lay the release cloth and guide net in sequence, and set up the injection pipe, vacuum pipe, and... A pressure gauge is used to create a vacuum bag on the mold forming surface to draw a vacuum, followed by an airtightness test. The vacuum gauge reading should not be lower than 0.098 MPa. After the vacuum is stopped, the pressure should be maintained for 10 minutes, and the pressure change should not exceed 0.002 MPa. After the pressure is maintained, resin preparation and resin pouring are carried out. After the pouring is completed, the pipeline is closed, and the vacuum pressure is maintained until curing. a4. Curing treatment: The product is cured for 12 hours. After curing, it is placed in an oven for post-curing. The temperature is set at 80℃ and maintained for 12 hours. Throughout the curing process, the vacuum gauge reading is maintained at no lower than 0.098 MPa. After the heat preservation is completed, it is allowed to cool naturally to room temperature. After demolding, the product is obtained.

[0015] Furthermore, in a3, when preparing the resin, the resin and curing agent are stirred evenly and then placed in a degassing box for degassing. If necessary, an accelerator can be added. After degassing, resin infusion begins.

[0016] Furthermore, in step c, longitudinal foam reinforcing ribs are placed on the inner side of the composite laminate. Then, continuous glass fiber cloth impregnated with resin is hand-laid onto the foam reinforcing ribs and the composite laminate. After the resin cures, the upper layer structure of the composite material is formed. Then, the composite laminate is hoisted into the designated position of the composite skeleton and fixed with structural adhesive and bolts. Then, the joints between the composite laminates are evenly filled with structural adhesive and polished smooth after curing.

[0017] Compared with the prior art, the technical solution of the present invention not only improves the overall technical solution, but also includes many improvements in details. Specifically, it has the following beneficial effects: 1. The improved scheme of the present invention comprises a composite windshield consisting of a composite material upper structure and a steel wave-blocking structure at its lower part. The steel wave-blocking structure is composed of a steel frame and a steel outer plate connected to the outside of the steel frame. The composite material upper structure consists of a composite material frame and a composite material panel attached to the outside of the composite material frame. The lower part adopts a steel wave-blocking structure, which can provide overall support and bear the wave load under severe sea conditions. The upper part adopts a lighter composite material to meet the wind load during navigation. While meeting the strength requirements of actual shipping, the weight of the windshield structure is effectively reduced, further reducing the fuel consumption of container ships during navigation, improving energy utilization, and facilitating the control of the ship's center of gravity and buoyancy. 2. In the technical solution of the present invention, the composite material upper structure is composed of a composite material skeleton and a composite material panel attached to the outside of the composite material skeleton, which has the characteristics of lightweight and corrosion resistance, while improving the durability of the upper structure and reducing the cost of use and maintenance. 3. In the structure of the present invention, the steel wave shield structure is composed of a steel frame and a steel outer plate provided on the outside of the steel frame, which greatly reduces the amount of steel used in the entire composite windshield, making the overall structure less susceptible to corrosion and reducing the cost of daily maintenance and upkeep. 4. The preparation method of the present invention has clear steps, is easy to operate, reduces manufacturing costs, improves production efficiency, and is easy to promote and utilize. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a structure according to an embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the steel wave-blocking structure of the present invention.

[0020] Figure 3 This is a schematic diagram of the upper layer structure of the composite material of the present invention.

[0021] Figure 4 This is a schematic diagram of the composite material laminate of the present invention.

[0022] Figure label: 1. Steel wave-breaking structure; 11. Steel frame; 111. Steel horizontal truss; 112. Steel vertical truss; 12. Steel outer panel; 2. Composite material upper layer structure; 21. Composite material skeleton; 211. Composite material transverse ribs; 212. Composite material longitudinal ribs; 22. Composite material panel; 221. Composite material laminate; 222. Longitudinal foam reinforcement. Detailed Implementation

[0023] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0024] This invention provides a composite windshield for container ships, see details below. Figure 1 The difference between this and the existing technology is that the composite windshield consists of a composite material upper structure 2 and a steel wave-blocking structure 1 located below it. The steel wave-blocking structure is composed of a steel frame 11 and a steel outer plate 12 located on the outside of the steel frame. The composite material upper structure 2 consists of a composite material frame 21 and a composite material panel 22 attached to the outside of the composite material frame. The outer surface of the composite material panel is the windward surface and has a curved structure. The outer surface of the steel outer plate is the windward surface and matches the composite material panel.

[0025] In use, the lower part of the composite windshield employs a steel wave-damping structure, providing overall support and withstanding wave loads in harsh sea conditions. The upper part utilizes a lighter composite material to withstand wind loads during navigation. While meeting the strength requirements of actual shipping, this effectively reduces the weight of the windshield structure, further reducing fuel consumption during container ship navigation, improving energy efficiency, and facilitating overall ship center of gravity and buoyancy control. Simultaneously, the composite windshield of this invention is lightweight and corrosion-resistant, reducing usage and maintenance costs.

[0026] Example 1 This embodiment describes a composite windshield for container ships. The composite windshield consists of a composite material upper structure 2 and a steel wave-damping structure 1 located below it. The steel wave-damping structure is formed by connecting a steel frame 11 and a steel outer plate 12 located on the outside of the steel frame, which serves to support and stabilize the base. The composite material upper structure 2 consists of a composite material frame 21 and a composite material panel 22 attached to the outside of the composite material frame, which serves to reduce overall weight and corrosion resistance. The outer surface of the composite material panel is the windward side and has a curved structure. The outer surface of the steel outer plate is also the windward side and is matched with the composite material panel. The two are combined to form an integral structure, which is both stable and durable, lightweight and corrosion resistant, thus extending the service life of the composite windshield.

[0027] Specifically, the steel frame is composed of several steel vertical trusses 112 and steel horizontal trusses 111 respectively located at the upper and lower ends of the steel vertical trusses. The two steel horizontal trusses are set parallel to each other. The steel outer plate is composed of several curved steel plates welded together to form a smooth curved shape on the outer surface of the steel frame.

[0028] Furthermore, the steel horizontal truss has an outwardly protruding connecting part at the connection with the steel vertical truss. The gap between adjacent steel vertical trusses is the same, and there is an included angle between the steel vertical trusses on both sides and the steel vertical truss in the middle. The included angle is 5-30 degrees. Through the deflection of the included angle, the steel vertical trusses and steel horizontal trusses are better connected and fixed, ensuring the support effect and stability.

[0029] Furthermore, the composite material skeleton 21 includes several composite material longitudinal ribs 212, and adjacent composite material longitudinal ribs are fixedly connected by composite material transverse ribs 211 located in the middle of the composite material skeleton to form a grid structure; the composite material panel is formed by splicing several composite material laminates 221 together to form a smooth curved surface structure on the outside of the composite material skeleton, and the composite material laminates here are trapezoidal structures.

[0030] Furthermore, the inner side of the composite laminate 221 is provided with several evenly distributed longitudinal foam reinforcing ribs 222. The lower end of the longitudinal foam reinforcing rib is larger than the upper end, which plays a role in stabilizing the center of gravity. The longitudinal foam reinforcing rib is made of one of the following materials: polyvinyl chloride, polymethacrylamide, polyethylene terephthalate, polyurethane, or polyimide polymer foam.

[0031] Furthermore, the composite laminate 221 is composed of 60-80% by weight of reinforcing fiber fabric and 20-40% by weight of resin matrix. In this embodiment, it is composed of 75% by weight of reinforcing fiber fabric and 25% by weight of resin matrix. The reinforcing fiber fabric is one of the following materials: glass fiber, carbon fiber, carbon / glass hybrid fiber, quartz fiber, Kevlar fiber, boron fiber or ultra-high molecular weight polyethylene fiber; the resin matrix is ​​one of the following materials: epoxy resin, unsaturated polyester resin, vinyl ester resin or polyurethane resin.

[0032] Furthermore, the height of the composite material upper structure 2 is greater than or equal to the height of the steel wave-breaking structure 1, with the height of the composite material upper structure being 3-10cm and the height of the steel wave-breaking structure being 3-5cm. Preferably, in this embodiment, the height of the composite material upper structure is 6cm and the height of the steel wave-breaking structure is 4cm.

[0033] Example 2 This embodiment describes a method for preparing a composite windshield for a container ship. The preparation method includes the following steps: a) fabricating composite laminates, composite transverse ribs, and composite longitudinal ribs; b) fabricating a composite skeleton by adhesively splicing several composite transverse ribs obtained in step a with the composite longitudinal ribs at the middle position using structural adhesive, and fixing them with bolts after the structural adhesive has cured; c) fabricating the composite upper structure: setting longitudinal foam reinforcing ribs on the inner side of the composite laminate and bonding and curing them, and then hoisting the fabricated composite laminate onto the outside of the composite skeleton; d) fabricating a steel wave-damping structure: fixing and welding steel horizontal trusses and steel vertical trusses to obtain a steel skeleton, and then welding a steel outer plate onto the outside of the steel skeleton; e) hoisting the composite upper structure onto the outside of the steel wave-damping structure, fixing the two with structural adhesive and bolts, applying primer and topcoat, and welding and fixing it at the bow of the ship.

[0034] Preferably, in step a, the fabrication of the composite laminate, composite transverse ribs, and composite longitudinal ribs includes the following steps: a1. Mold preparation: Check that the mold surface is clean, dry, and free of water. Clean the surface 3-5 times with a film-clearing agent, then evenly apply a release agent to the mold surface, repeating 2-5 times; a2. Raw material laying: Cut the fiberglass cloth according to the design dimensions in the drawings, and then lay it in layers on the mold. When laying the fiberglass cloth, the cloth layer should be flat and without obvious wrinkles to ensure the overall appearance quality of the product; a3. Pipeline laying and resin injection: Lay the release cloth and guide net in sequence, and set up the injection pipe, vacuum pipe, and... A pressure gauge is used to create a vacuum bag on the mold forming surface to draw a vacuum, followed by an airtightness test. The vacuum gauge reading should not be lower than 0.098 MPa. After the vacuum is stopped, the pressure should be maintained for 10 minutes, and the pressure change should not exceed 0.002 MPa. After the pressure is maintained, resin preparation and resin pouring are carried out. After the pouring is completed, the pipeline is closed, and the vacuum pressure is maintained until curing. a4. Curing treatment: The product is cured for 12 hours. After curing, it is placed in an oven for post-curing. The temperature is set at 80℃ and maintained for 12 hours. Throughout the curing process, the vacuum gauge reading is maintained at no lower than 0.098 MPa. After the heat preservation is completed, it is allowed to cool naturally to room temperature. After demolding, the product is obtained.

[0035] Furthermore, in a3, when preparing the resin, the resin and curing agent are stirred evenly and then placed in a degassing box for degassing. If necessary, an accelerator can be added. After degassing, resin infusion begins.

[0036] The general ratio of resin to curing agent for vacuum infusion epoxy resin is 100:1.3, and no accelerator is needed. Vinyl and unsaturated resins require accelerators for curing, and the ratio of resin, curing agent and accelerator is 100:1:0.8. Generally, the proportion of curing agent should not be less than 1% and not more than 2%. Since the curing agents and accelerators mentioned here are all existing technologies, their specific components and names will not be described here.

[0037] Furthermore, in step c, longitudinal foam reinforcing ribs are placed on the inner side of the composite laminate. Then, continuous glass fiber cloth impregnated with resin is hand-laid onto the foam reinforcing ribs and the composite laminate. After the resin cures, the upper layer structure of the composite material is formed. Then, the composite laminate is hoisted into the designated position of the composite skeleton and fixed with structural adhesive and bolts. Then, the joints between the composite laminates are evenly filled with structural adhesive and polished smooth after curing.

[0038] Example 3 This embodiment describes a composite windbreak for container ships. The composite windbreak consists of a composite material upper structure and a steel wave-damping structure below it. The steel wave-damping structure is composed of a steel frame and a steel outer plate attached to the outside of the steel frame, which serves to support and stabilize the base. The composite material upper structure consists of a composite material frame and a composite material panel attached to the outside of the composite material frame, which serves to reduce overall weight and corrosion resistance. The outer surface of the composite material panel is the windward side and has a curved structure. The outer surface of the steel outer plate is also the windward side and is matched with the composite material panel. The two are combined to form an integral structure, which is both stable and durable, lightweight and corrosion resistant, thus extending the service life of the composite windbreak.

[0039] The steel wave-blocking structure 1 includes a steel frame 11 and a steel outer plate 12. The steel frame 11 is located on the leeward side of the steel outer plate 12 and is fixed by welding. The steel frame 11 includes several staggered steel horizontal trusses 111 and vertical trusses 112, which are connected by welding to form a grid structure. The steel outer plate 12 is made of several curved steel plates welded together, and the windward side has a smooth curved surface. The composite material upper structure 2 includes a composite material frame 21 and a composite material panel 22. The composite material frame 21 is located on the leeward side of the composite material panel 22 and is fixed by adhesive and bolts. The composite material frame 21 includes several staggered composite material horizontal ribs 211 and composite material longitudinal ribs 212, which are connected by adhesive and bolts to form a grid structure. The composite material panel 22 is made of several composite material laminates 221 glued together, and the windward side has a smooth curved surface structure.

[0040] The bolted connections used include, but are not limited to, common fasteners such as hex bolts, countersunk bolts, locking bolts, rivets, and self-tapping screws. Preferably, hex bolts are used as the connecting components to ensure connection strength. The structural adhesive is a room-temperature curing adhesive; the specific formulation is determined through gel testing based on the site environment, with the gel time controlled between 30 and 60 minutes.

[0041] Specifically, the steel wave-blocking structure 1 can be designed with a height of 3-5m according to the ship's design parameters and actual sea conditions, while the composite material superstructure 2 is designed with a height of 3-10m. The upper part of the steel wave-blocking structure 1 and the composite material superstructure 2 are connected and fixed by adhesive and bolts, while the lower part is fixed to the bow bulwark by welding.

[0042] Furthermore, the composite material transverse ribs 211, composite material longitudinal ribs 212, and several composite material laminates 221 are fiber-reinforced resin composite materials, and the raw materials include reinforcing fiber fabrics and resin matrix.

[0043] The reinforcing fiber fabric includes, but is not limited to, fiber fabrics such as glass fiber, carbon fiber, carbon / glass hybrid fiber, quartz fiber, Kevlar fiber, boron fiber, and ultra-high molecular weight polyethylene fiber. The resin matrix includes, but is not limited to, epoxy resin, unsaturated polyester resin, vinyl ester resin, and polyurethane resin. Preferably, the reinforcing fiber fabric is glass fiber fabric with an areal density between 600 and 1200 g / m², and the resin matrix is ​​vinyl ester resin with a glass transition temperature (Tg) of 80 to 120°C. The composite material transverse ribs 211, longitudinal ribs 212, and several composite material laminates 221 prepared using the above materials meet the requirements for use in marine environments: after undergoing environmental tests such as temperature shock, damp heat aging, salt spray aging, and ultraviolet aging, their performance retention rate is ≥90%. At the same time, the use of composite materials reduces weight, which is beneficial for the control of the ship's center of gravity and buoyancy, further reducing fuel consumption and improving the economic efficiency of ship operation.

[0044] The forming processes for the composite material transverse ribs 211, longitudinal ribs 212, and several composite material laminates 221 include, but are not limited to, vacuum-assisted injection molding (VARI), autoclave molding, hand lay-up molding, bag molding, and resin transfer molding (RTM). Preferably, the forming process for the composite material transverse ribs 211, longitudinal ribs 212, and several composite material laminates 221 adopts vacuum-assisted injection molding (VARI).

[0045] Furthermore, the leeward side (i.e., the inner side) of the composite laminate 221 has several longitudinal foam reinforcing ribs 222. These longitudinal foam reinforcing ribs 222 include, but are not limited to, polymer foams such as polyvinyl chloride (PVC), polymethacrylamide (PMI), polyethylene terephthalate (PET), polyurethane (PU), and polyimide (PU). The longitudinal foam reinforcing ribs 222 are bonded to the composite laminate 221 by hand lay-up resin fiberglass cloth or structural adhesive. Preferably, the longitudinal foam reinforcing ribs are made of polyvinyl chloride (PVC) foam with a foam density of 60~160 kg / m³, and are bonded to the composite laminate 221 by hand lay-up resin fiberglass cloth.

[0046] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A composite windshield for container ships, characterized in that: The composite windshield consists of a composite material upper structure and a steel wave-blocking structure below it. The steel wave-blocking structure is composed of a steel frame and a steel outer plate on the outside of the steel frame. The composite material upper structure consists of a composite material frame and a composite material panel attached to the outside of the composite material frame. The outer surface of the composite material panel is the windward side and has a curved structure. The outer surface of the steel outer plate is the windward side and matches the composite material panel.

2. The composite windshield for container ships according to claim 1, characterized in that: The steel frame is composed of several vertical steel trusses and horizontal steel trusses located at both ends of the vertical steel trusses. The outer steel plate is composed of several curved steel plates welded together to form a smooth curved shape on the outer surface of the steel frame.

3. A composite windshield for container ships according to claim 1, characterized in that: The steel horizontal truss has an outwardly protruding connecting part at the connection with the steel vertical truss.

4. A composite windshield for container ships according to claim 1, characterized in that: The composite material skeleton includes several composite material longitudinal ribs. Adjacent composite material longitudinal ribs are fixedly connected by composite material transverse ribs located in the middle of the composite material skeleton to form a grid structure. The composite material panel is made of several composite material laminates spliced ​​together to form a smooth curved surface structure on the outside of the composite material skeleton.

5. A composite windshield for container ships according to claim 4, characterized in that: The inner side of the composite laminate is provided with several longitudinal foam reinforcing ribs, which are made of one of the following materials: polyvinyl chloride, polymethacrylamide, polyethylene terephthalate, polyurethane, or polyimide polymer foam.

6. A composite windshield for container ships according to claim 4, characterized in that: The composite laminate consists of 60-80% by weight of reinforcing fiber fabric and 20-40% by weight of resin matrix. The reinforcing fiber fabric is made of one of the following materials: glass fiber, carbon fiber, carbon / glass hybrid fiber, quartz fiber, Kevlar fiber, boron fiber or ultra-high molecular weight polyethylene fiber. The resin matrix is ​​made of one of the following materials: epoxy resin, unsaturated polyester resin, vinyl ester resin or polyurethane resin.

7. A composite windshield for container ships according to claim 1, characterized in that: The height of the composite material superstructure is greater than or equal to the height of the steel wave-breaking structure. The height of the composite material superstructure is 3-10cm, and the height of the steel wave-breaking structure is 3-5cm.

8. The method for preparing a composite windshield for container ships according to claim 1, characterized in that: The preparation method includes the following steps: a) fabricating composite laminates, composite transverse ribs, and composite longitudinal ribs; b) fabricating a composite skeleton, where several composite transverse ribs obtained in step a are glued together with composite longitudinal ribs at the middle position using structural adhesive, and bolts are used for fixing after the structural adhesive has cured; c) fabricating the upper composite structure: longitudinal foam reinforcing ribs are placed on the inside of the composite laminate and bonded and cured, and then the fabricated composite laminate is hoisted onto the outside of the composite skeleton. d. Fabrication of the steel wave-breaking structure: The steel horizontal truss and steel vertical truss are fixedly welded to obtain the steel frame, and then the steel outer plate is welded to the outside of the steel frame; e. The composite material superstructure is hoisted onto the outside of the steel wave-breaking structure, and the two are fixed with structural adhesive and bolts. Primer and topcoat are applied, and the hoisted structure is welded and fixed at the bow of the ship.

9. The method for preparing a composite windshield for container ships according to claim 8, characterized in that: Step a involves the following steps in fabricating the composite laminate, composite transverse ribs, and composite longitudinal ribs: a1. Mold preparation: Check that the mold surface is clean, dry, and free of water. Clean the surface 3-5 times with a film-clearing agent, then evenly apply a release agent to the mold surface, repeating 2-5 times; a2. Raw material laying: Cut the fiberglass cloth according to the design dimensions in the drawings, and then lay it in layers on the mold. When laying the fiberglass cloth, the layers should be flat and without obvious wrinkles to ensure the overall appearance quality of the product; a3. Piping and resin injection: Lay the release cloth and guide net in sequence, and set up the injection pipe, vacuum pipe, and pressure pipe. A vacuum bag is used to evacuate the mold forming surface, followed by an airtightness test. The vacuum gauge reading should not be lower than 0.098 MPa. After the vacuum is stopped, the pressure change should not exceed 0.002 MPa for 10 minutes. After the pressure is maintained, the resin is prepared and poured. After the pouring is completed, the pipeline is closed, and the vacuum pressure is maintained until curing. a4. Curing treatment: The product is cured for 12 hours. After curing, it is placed in an oven for post-curing. The temperature is set at 80℃ and kept at that temperature for 12 hours. The vacuum gauge reading is maintained at 0.098 MPa throughout the curing process. After the heat preservation is completed, the product is allowed to cool naturally to room temperature. After demolding, the product is obtained.

10. The method for preparing a composite windshield for container ships according to claim 9, characterized in that: In a3, when preparing the resin, after the resin and curing agent are mixed evenly, they are placed in a degassing box for degassing. If necessary, an accelerator can be added. After degassing, resin pouring begins.

11. The method for preparing a composite windshield for container ships according to claim 8, characterized in that: In step c, longitudinal foam reinforcing ribs are placed on the inner side of the composite laminate. Then, continuous glass fiber cloth impregnated with resin is hand-laid onto the foam reinforcing ribs and the composite laminate. After the resin cures, the upper layer structure of the composite material is formed. Then, the composite laminate is hoisted into the designated position of the composite skeleton and fixed with structural adhesive and bolts. Then, the joints between the composite laminates are evenly filled with structural adhesive and polished after curing.

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