Watertight compartment and manufacturing method thereof

Abstract

The invention discloses a watertight compartment and a manufacturing method thereof.The watertight compartment comprises a compartment body, a first end cover and a second end cover, the first end cover and the second end cover are arranged at the two ends of the compartment body, flange rings are arranged at the two ends of the compartment body, a plurality of fixing holes are formed in the flange rings at intervals, butt joint holes are formed in the peripheries of the first end cover and the second end cover, and the butt joint holes are matched with the fixing holes; the first end cover and the second end cover are fixed to the flange ring through first locking pieces, a first penetrating hole and a second penetrating hole are formed in the middle of the second end cover, cladding layers are arranged on the outer side portion of the cabin body, the outer side portion of the first end cover and the outer side portion of the second end cover, and sealing grooves are formed in the first end cover and the second end cover and used for containing sealing rings. The corrosion-resistant cladding layers are attached to the outer surfaces of the cabin body, the first end cover and the second end cover in a laser cladding mode, contact between seawater and a steel metal matrix can be effectively isolated, corrosion of the metal matrix is avoided, and therefore the corrosion resistance problem of ocean underwater load equipment is solved.

Description

Technical Field

[0001] This invention relates to the field of energy storage technology, and in particular to a watertight chamber and its manufacturing method. Background Technology

[0002] Underwater payload equipment is an important branch of marine information equipment, mainly including underwater signal processing cabins and underwater energy storage cabins. It is a crucial underwater payload in the fields of underwater detection and communication. A common feature of these devices is that their circuit modules are all housed in corrosion-resistant cabins to adapt to the marine environment. The design of corrosion-resistant cabins is paramount. Currently, this is mainly achieved by relying on the inherent corrosion resistance of titanium alloy metal cabin materials or by utilizing high-strength aluminum alloys with anti-corrosion coatings to withstand the harsh marine environment. However, the disadvantages of using titanium alloys as the cabin metal material are that titanium alloy cabins are difficult to process, time-consuming and labor-intensive, and require highly skilled personnel in the processing workshop; furthermore, titanium alloys are expensive, resulting in high material costs.

[0003] In view of this, it is necessary to propose a watertight hull and its manufacturing method to solve the above-mentioned technical problems. Summary of the Invention

[0004] Based on this, the purpose of the present invention is to provide a watertight chamber with corrosion resistance and a method for manufacturing the same, which can effectively reduce manufacturing costs.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: a watertight chamber, comprising a chamber body and a first end cover and a second end cover disposed at both ends of the chamber body. Flange rings are provided at both ends of the chamber body, and multiple fixing holes are spaced apart on the flange rings. Docking holes are provided around the periphery of both the first end cover and the second end cover, and the docking holes are matched with the fixing holes. The first end cover and the second end cover are fixed to the flange rings by a first locking fastener. A first through hole and a second through hole are provided in the middle of the second end cover for a watertight connector to pass through. A cladding layer is provided on the outer side of the chamber body, the outer side of the first end cover, and the outer side of the second end cover. A sealing groove is provided on both the first end cover and the second end cover for placing a sealing ring.

[0006] Furthermore, the cabin body, the first end cover, and the second end cover are all constructed of steel.

[0007] Furthermore, the chemical composition of the cladding layer includes 60-75% nickel-based high-temperature alloy material, 15-25% nano-tantalum carbide and boron nitride dual-phase composite material, 3-5% Y2O3 material, 2-5% Ag-Cu-Zn material and 7-9% binder material. The cladding layer is attached to the outer side of the cabin body, the outer side of the first end cover and the outer side of the second end cover by laser cladding.

[0008] To solve the above-mentioned technical problems, another technical solution adopted by the present invention is: a method for manufacturing a watertight compartment, which includes the following steps: S1. Obtain the processing dimensions of the corresponding finished products of the cabin body, the first end cover and the second end cover; S2. Based on the machining dimensions of the corresponding finished products of the cabin body, the first end cover and the second end cover, perform rough machining to form blanks corresponding to the cabin body, the first end cover and the second end cover; S3. The blanks corresponding to the cabin body, the first end cover and the second end cover are subjected to laser cladding treatment, and the cladding layer is attached to the outer surface of the blanks corresponding to the cabin body, the first end cover and the second end cover to form semi-finished products corresponding to the cabin body, the first end cover and the second end cover. S4. Perform precision machining on the semi-finished products corresponding to the cabin body, the first end cover and the second end cover to form the finished products corresponding to the cabin body, the first end cover and the second end cover. S5. Assemble the watertight connector with the corresponding finished products of the cabin body, the first end cover and the second end cover to form a watertight cabin.

[0009] Furthermore, the thickness of the flange ring on the corresponding blank of the cabin body is less than the thickness of the flange ring on the corresponding finished cabin body, with a thickness difference of twice the cladding layer thickness; the diameter of the fixing hole on the corresponding blank of the cabin body is greater than the diameter of the fixing hole on the corresponding finished cabin body, with a diameter difference of twice the cladding layer thickness; the thickness of the blanks corresponding to the first end cap and the second end cap is less than the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the cladding layer thickness; the diameter of the mating hole on the blanks corresponding to the first end cap and the second end cap is greater than the diameter of the mating hole on the finished first end cap and the second end cap, with a diameter difference of twice the cladding layer thickness; the thickness of the blanks corresponding to the first end cap and the second end cap is less than the thickness of the finished first end cap and the second end cap, with a thickness ... thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the thickness of the finished first end cap and the second end cap, with a thickness difference The inner diameter of the sealing groove is smaller than the inner diameter of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in inner diameter is twice the thickness of the cladding layer; the outer diameter of the sealing groove on the corresponding blank of the first end cap and the second end cap is larger than the outer diameter of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in outer diameter is twice the thickness of the cladding layer; the depth of the sealing groove on the corresponding blank of the first end cap and the second end cap is larger than the depth of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in depth is twice the thickness of the cladding layer; the diameter of the first through hole and the second through hole on the corresponding blank of the second end cap is larger than the diameter of the first through hole and the second through hole on the corresponding finished product of the second end cap, and the difference in diameter is twice the thickness of the cladding layer.

[0010] Furthermore, the method in step S3 includes the following steps: S31. The outer surfaces of the blanks corresponding to the main body of the cabin, the first end cover, and the second end cover are cleaned; the cleaning operation includes sandblasting and acetone ultrasonic cleaning. S32. The pre-prepared cladding material is used to form a cladding layer on the outer surface of the blanks corresponding to the cabin body, the first end cover and the second end cover through laser cladding process.

[0011] Furthermore, the formulation of the cladding material in step S32 includes 60-75% nickel-based high-temperature alloy material, 15-25% nano-tantalum carbide and boron nitride dual-phase composite material, 3-5% Y2O3 material, 2-5% Ag-Cu-Zn material and 7-9% binder material.

[0012] Furthermore, in step S32, the preheating temperature of the cladding material is 200±10℃, the air pressure environment for the laser cladding process is 10MPa, the laser power is 2.2kW, the spot diameter is 2mm, and the overlap rate is 40±5%.

[0013] Furthermore, the method for forming a cladding layer on the sealing grooves of the first and second end caps corresponding to the blanks using laser cladding in step S32 is as follows: First, a cladding layer is formed at the bottom end of the sealing groove on the blanks corresponding to the first and second end caps using a laser cladding process. Then, a cladding layer is formed on the side wall of the sealing groove on the blanks corresponding to the first and second end caps using a laser cladding process.

[0014] Furthermore, the method in step S4 is specifically implemented as follows: The semi-finished products corresponding to the cabin body, the first end cover, and the second end cover are mechanically precision machined. A first mounting groove is formed around the mating hole on the outer side of the first end cover and the second end cover. A second mounting groove is formed around the first through hole on the outer side of the second end cover. A third mounting groove is formed around the second through hole on the outer side of the second end cover. The mating surfaces of the cabin body and the first end cover and the second end cover are all milled to reduce the thickness of the cladding layer on the mating surfaces of the cabin body, the first end cover, and the second end cover by a preset thickness.

[0015] Compared with the prior art, the present invention provides a watertight hull and its manufacturing method by attaching a corrosion-resistant cladding layer to the outer surfaces of the hull body, the first end cap, and the second end cap through laser cladding. This effectively isolates seawater from the steel metal substrate, preventing corrosion of the metal substrate and thus solving the corrosion resistance problem of marine underwater load equipment. In addition, the present invention uses steel to replace titanium alloy in the preparation of the hull and end cap, which is inexpensive and can effectively reduce manufacturing costs. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a watertight compartment according to the present invention; Figure 2 This is a schematic diagram of the structure of the cabin body of the present invention; Figure 3This is a schematic diagram of the structure of the first end cap of the present invention; Figure 4 This is a schematic diagram of the structure of the second end cap of the present invention; Figure 5 This is a structural schematic diagram of the second end cap of the present invention from another perspective; Figure 6 This is a schematic diagram of the structure of the blank corresponding to the second end cap of the present invention; Figure 7 This is a colorimetric flaw detection test image of the cabin body of the present invention.

[0017] Explanation of key component symbols: 100. Cabin body; 110. Flange ring; 111. Fixing hole; 200. First end cap; 201. Mud hole; 202. First locking fastener; 203. Mud ring post; 204. Sealing groove; 205. First mounting groove; 300. Second end cap; 310. First through hole; 320. Second through hole; 301. Second locking fastener; 302. Positioning hole; 303. Second mounting slot; 304. Third mounting slot; 400. Watertight connector. Detailed Implementation

[0018] 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.

[0019] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] Example 1 like Figures 1 to 5 As shown, the watertight compartment of the present invention includes a compartment body 100 and a first end cap 200 and a second end cap 300 disposed at both ends of the compartment body 100. Flange rings 110 are provided at both ends of the compartment body 100, and a plurality of fixing holes 111 are spaced apart on the flange rings 110. The first end cap 200 and the second end cap 300 are provided with mating holes 201 around their peripheries, and the mating holes 201 are matched with the fixing holes 111. Specifically, the first end cap 200 and the second end cap 300 are fixed to the flange rings 110 by a first locking fastener 202, which passes through the mating hole 201 and is engaged within the fixing hole 111. In this embodiment, there are 12 fixing holes 111 and 12 mating holes 201.

[0022] The second end cap 300 has a first through hole 310 and a second through hole 320 in the middle for the watertight connector 400 to pass through. The watertight connector 400 is fixed to the second end cap 300 by a second locking fastener 301. Specifically, the second end cap 300 has multiple positioning holes 301 around the first through hole 310 and the second through hole 320. The second locking fastener 301 passes through the watertight connector 400 and is fixed in the positioning holes 301. In this embodiment, there are four positioning holes 301 around the first through hole 310 and the second through hole 320. Both the first locking fastener 202 and the second locking fastener 301 are bolts.

[0023] In one embodiment, the cabin body 100, the first end cap 200, and the second end cap 300 are all constructed of 30CrMnSiA high-strength steel. A cladding layer is provided on the outer sides of the cabin body 100, the first end cap 200, and the second end cap 300. Specifically, the chemical composition of the cladding layer, measured based on its mass, includes 60-75% nickel-based superalloy (Ni-Cr-Mo-W system), 15-25% nano-tantalum carbide and boron nitride dual-phase composite material (TaC / h-BN), 3-5% Y2O3 material, and 2-5%... Ag-Cu-Zn material and 7-9% binder material are used to attach the cladding layer to the outer side of the main body 100, the outer side of the first end cap 200, and the outer side of the second end cap 300 via laser cladding. High-strength steel is used as the manufacturing material for the main body 100, the first end cap 200, and the second end cap 300. In conjunction with the laser cladding method, a cladding layer including nickel-based high-temperature alloy, nano-tantalum carbide and boron nitride dual-phase composite material is attached to the surface of the main body 100, the first end cap 200, and the second end cap 300. This meets the requirements for water pressure resistance and corrosion resistance of the watertight tank. Furthermore, the main body 100, the first end cap 200, and the second end cap 300 are made of steel, which can effectively reduce manufacturing costs.

[0024] Furthermore, based on the quality of the cladding layer, the chemical composition of the cladding layer includes 65% nickel-based high-temperature alloy material, 20% nano-tantalum carbide and boron nitride dual-phase composite material, 4% Y2O3 material, 3% Ag-Cu-Zn material and 8% binder material.

[0025] In one embodiment, to further ensure the tightness of the docking between the cabin body 100 and the first end cap 200 and the second end cap 300, after the operation of attaching the cladding layer to the cabin body 100, the first end cap 200 and the second end cap 300 is completed, the docking surfaces of the cabin body 100 and the first end cap 200 and the second end cap 300 are milled, so that the thickness of the cladding layer at the docking surfaces of the cabin body 100 and the first end cap 200 and the second end cap 300 is reduced by 0.2 mm. In this embodiment, the thickness of the cladding layer on the docking surfaces of the cabin body 100, the first end cap 200 and the second end cap 300 is 0.8 mm, and the thickness of the cladding layer on other outer parts of the cabin body 100 and the first end cap 200 and the second end cap 300 is 1 mm.

[0026] Furthermore, to improve the stability of the first locking fastener 202 installation, a first mounting groove is provided on the outer side of the first end cover 200 and the second end cover 300 at the mating hole 201. The diameter of the first mounting groove is 30mm and the depth of the first mounting groove is 0.2mm. The first mounting groove is used to limit the end of the first locking fastener 202, thereby improving the stability of the first locking fastener 202 installation.

[0027] The second end cap 300 has a second mounting groove 303 at the first through hole 310 on its outer side. The second mounting groove 303 has a square structure with a side length of 68mm and a depth of 0.2mm. The second end cap 300 also has a third mounting groove 304 at the second through hole 320 on its outer side. The third mounting groove 304 has a square structure with a side length of 48mm and a depth of 0.2mm. The third mounting groove 304 is used to place the interface of the watertight connector 400. The watertight connector 400 is limited by the second locking fastener 301, thereby improving the stability of the installation of the watertight connector 400.

[0028] In one embodiment, both ends of the cabin body 100 are provided with mating interfaces. The first end cap 200 and the second end cap 300 are both provided with mating ring posts 203 protruding towards the mating interfaces. The outer diameter of the mating ring posts 203 is not greater than the diameter of the mating interfaces, so that when the first end cap 200 and the second end cap 300 are mated with the cabin body 100, the mating ring posts 203 can be placed inside the mating interfaces. To further improve the tightness of the mating between the cabin body 100 and the first end cap 200 and the second end cap 300, the first end cap 200 and the second end cap 300 are both provided with sealing grooves 204 around the mating ring posts 203. The sealing grooves 204 are used to place sealing rings. When the first end cap 200 and the second end cap 300 are mated with the cabin body 100 respectively, the sealing ring structure set in the sealing grooves 204 makes the mating surfaces of the first end cap 200 and the second end cap 300 and the cabin body 100 form an isolation effect from the external environment, thereby improving the sealing performance of the watertight cabin of the present invention.

[0029] In addition, a sealing ring is provided at the mating point between the watertight connector 400 and the second end cover 300. The sealing ring is placed in the second mounting groove 303 and the third mounting groove 304. By utilizing the sealing ring structure provided in the second mounting groove 303 and the third mounting groove 304, the mating surface between the watertight connector 400 and the second end cover 300 forms an isolation effect from the external environment, thereby improving the sealing performance of the watertight chamber of the present invention.

[0030] The present invention discloses a watertight hull that effectively isolates seawater from the metal substrate by laser-coating a corrosion-resistant cladding layer on the outer surfaces of the hull body 100, the first end cap 200, and the second end cap 300, thereby preventing corrosion of the metal substrate and solving the corrosion resistance problem of marine underwater load equipment. In addition, the present invention uses steel as the metal substrate for preparing the hull body 100 and the end caps, which is inexpensive and can effectively reduce manufacturing costs.

[0031] Example 2 like Figures 1 to 7 As shown, the present invention provides a method for manufacturing a watertight compartment, comprising the following steps: S1. Obtain the processing dimensions of the corresponding finished products of the cabin body 100, the first end cap 200 and the second end cap 300; the watertight cabin is composed of the corresponding finished products of the cabin body 100, the first end cap 200 and the second end cap 300, and the cladding layer size is a part of the corresponding finished product size of the cabin body 100, the first end cap 200 and the second end cap 300.

[0032] S2. Based on the machining dimensions of the corresponding finished products of the cabin body 100, the first end cap 200 and the second end cap 300, rough machining is performed to form blanks corresponding to the cabin body 100, the first end cap 200 and the second end cap 300; wherein, the blanks corresponding to the cabin body 100, the first end cap 200 and the second end cap 300 do not have a cladding layer structure attached. Before attaching the cladding layer to the outer surface of the blanks corresponding to the cabin body 100, the first end cap 200 and the second end cap 300, the machining dimensions of the blanks corresponding to the cabin body 100, the first end cap 200 and the second end cap 300 without the cladding layer attached need to be considered.

[0033] To enhance the corrosion resistance of the watertight compartment, the surfaces of the finished compartment body 100, the first end cap 200, and the second end cap 300 need to have a cladding layer on one side. Since the cladding layer has a certain thickness, before the corresponding blanks of the compartment body 100, the first end cap 200, and the second end cap 300 are processed for corrosion resistance, in order to ensure that the outer surface of the corresponding blanks of the compartment body 100, the first end cap 200, and the second end cap 300 has the same dimensions as the finished compartment body 100, the first end cap 200, and the second end cap 300 after the addition of a cladding layer, a certain design margin needs to be provided in the dimensions of the corresponding blanks of the compartment body 100, the first end cap 200, and the second end cap 300 for the cladding layer to adhere.

[0034] In this embodiment, the outer surfaces of the blanks corresponding to the cabin body 100, the first end cap 200, and the second end cap 300 should have a design allowance of 1 mm for the thickness of the cladding layer. The outer surfaces of the blanks corresponding to the cabin body 100 include all surfaces excluding the inner cavity sidewalls of the cabin body 100. Since the inner cavity sidewalls of the cabin body 100 are sealed and isolated after the first end cap 200 and the second end cap 300 are joined to the cabin body 100, there is no need to add a cladding layer to the inner cavity sidewalls of the cabin body 100 to resist seawater erosion, thus reducing the need for cladding. The area of ​​the cladding layer attached to the tank body 100 is reduced to lower the manufacturing cost of the product. The outer surfaces of the blanks corresponding to the first end cap 200 and the second end cap 300 are all surfaces excluding the surface of the docking ring post 203. Since the docking ring post 203 will be sealed and isolated after the first end cap 200 and the second end cap 300 are docked with the tank body 100, there is no need to add a cladding layer to the inner and outer surfaces of the docking ring post 203 to resist the corrosion of seawater, so as to reduce the area of ​​the cladding layer attached to the first end cap 200 and the second end cap 300 and lower the manufacturing cost of the product.

[0035] Specifically, the thickness of the flange ring 110 on the blank corresponding to the cabin body 100 is less than the thickness of the flange ring 110 on the finished cabin body 100, with a thickness difference of twice the cladding layer thickness, i.e., 2mm; the diameter of the fixing hole 111 on the blank corresponding to the cabin body 100 is greater than the diameter of the fixing hole 111 on the finished cabin body 100, with a diameter difference of twice the cladding layer thickness, i.e., 2mm; the thickness of the blank corresponding to the first end cap 200 and the second end cap 300 is less than the thickness of the finished blank corresponding to the first end cap 200 and the second end cap 300, with a thickness difference of twice the cladding layer thickness, i.e., 2mm; the diameter of the mating hole 201 on the blank corresponding to the first end cap 200 and the second end cap 300 is greater than the diameter of the mating hole 201 on the finished blank corresponding to the first end cap 200 and the second end cap 300, with a diameter difference of twice the cladding layer thickness, i.e., 2mm; the diameter of the sealing groove 2 on the blank corresponding to the first end cap 200 and the second end cap 300 is greater than the diameter of the mating hole 201 on the finished blank corresponding to the first end cap 200 and the second end cap 300, with a diameter difference of twice the cladding layer thickness, i.e., 2mm; the diameter of the sealing groove 2 on the blank corresponding to the first end cap 200 and the second end cap 300 is greater than the diameter of the sealing groove 201 on the finished blank corresponding to the first end cap 200 and the second end cap 300. The inner diameter of 04 must be smaller than the inner diameter of the sealing groove 204 on the corresponding finished product of the first end cap 200 and the second end cap 300, with the inner diameter difference being twice the cladding layer thickness, i.e., 2mm; the outer diameter of the sealing groove 204 on the corresponding blank of the first end cap 200 and the second end cap 300 must be larger than the outer diameter of the sealing groove 204 on the corresponding finished product of the first end cap 200 and the second end cap 300, with the outer diameter difference being twice the cladding layer thickness, i.e., 2mm; the inner diameter ... The depth of the sealing groove 204 on the blank corresponding to 00 is greater than the depth of the sealing groove 204 on the finished product corresponding to the first end cap 200 and the second end cap 300. The depth difference is twice the thickness of the cladding layer, i.e., 2mm. The diameter of the first through hole 310 and the second through hole 320 on the blank corresponding to the second end cap 300 is greater than the diameter of the first through hole 310 and the second through hole 320 on the finished product corresponding to the second end cap 300. The diameter difference is twice the thickness of the cladding layer, i.e., 2mm.

[0036] In this embodiment, the raw material used for rough machining of the cabin body 100, the first end cover 200 and the second end cover 300 is 30CrMnSiA high-strength steel.

[0037] In addition, the positioning hole 301 in the second mounting groove 303 is designed as an M6 threaded hole with a depth of 10mm according to the preset processing size, i.e. the finished product processing size, and the positioning hole 301 in the third mounting groove 304 is designed as an M4 threaded hole with a depth of 10mm according to the preset processing size, i.e. the finished product processing size; in order to ensure that the size of the positioning hole 301 after the laser cladding operation meets the finished product processing size, the positioning hole 301 on the second end cover 300 has a depth of 15mm and a diameter of 10mm corresponding to the blank.

[0038] S3. The blanks corresponding to the cabin body 100, the first end cover 200 and the second end cover 300 are subjected to laser cladding treatment, and the cladding layer is attached to the outer surface of the blanks corresponding to the cabin body 100, the first end cover 200 and the second end cover 300 to form semi-finished products corresponding to the cabin body 100, the first end cover 200 and the second end cover 300.

[0039] Specifically, the method in step S3 includes the following steps: S31, the outer surfaces of the blanks corresponding to the cabin body 100, the first end cover 200 and the second end cover 300 are cleaned; the cleaning operation includes Sa3 grade sandblasting and acetone ultrasonic cleaning. S32. The pre-prepared cladding material is used to form a cladding layer on the outer surface of the blanks corresponding to the cabin body 100, the first end cover 200, and the second end cover 300 through a laser cladding process; wherein, the formulation of the cladding material includes 60-75% nickel-based high-temperature alloy (Ni-Cr-Mo-W system) material, 15-25% nano-tantalum carbide and boron nitride dual-phase composite material (TaC / h-BN), 3-5% Y2O3 material, 2-5% Ag-Cu-Zn material, and 7-9% binder material; preferably, the formulation of the cladding material includes 65% nickel-based high-temperature alloy material, 20% nano-tantalum carbide and boron nitride dual-phase composite material, 4% Y2O3 material, 3% Ag-Cu-Zn material, and 8% binder material.

[0040] In step S32, the preheating temperature of the cladding material is 200±10℃, the air pressure environment of the laser cladding process is 10MPa to simulate the environmental pressure experienced by the product at a water depth of 1000m, the laser power is 2.2kW, the spot diameter is 2mm, the overlap rate is 40±5%, the thickness of one cladding deposition is 0.2mm, and the total thickness of the cladding layer is 1mm.

[0041] Compared to traditional laser cladding processes for non-underwater hulls or equipment, the laser cladding process used in this invention employs a method of preheating the cladding material to 200±10℃, effectively ensuring the uniformity of the cladding layer thickness and the depth of penetration. After testing the cladding body 100, the first end cap 200, and the second end cap 300, the heat-affected zone of the cladding is 200-250 micrometers, and the penetration depth is 20-30 micrometers. These technical indicators ensure excellent dilution rate of the laser cladding, guarantee excellent corrosion resistance of the watertight hull, and ensure that there is no deformation problem in the watertight hull after laser cladding.

[0042] In addition, by setting up an online monitoring integrated high-speed camera (5000fps) and an infrared thermal imager in step S32, feedback on the morphology and temperature field of the molten pool in the laser cladding process can be implemented (accuracy ±5℃), thereby dynamically adjusting the laser cladding process parameters.

[0043] Furthermore, the method for forming a cladding layer on the sealing groove 204 of the first end cap 200 and the second end cap 300 corresponding to the blanks using laser cladding in step S32 is as follows: First, a cladding layer is formed at the bottom end of the sealing groove 204 on the blank corresponding to the first end cover 200 and the second end cover 300 by laser cladding process. Then, a cladding layer is formed on the side wall of the sealing groove 204 on the blank corresponding to the first end cover 200 and the second end cover 300 by laser cladding process.

[0044] S4. Perform precision machining on the semi-finished products corresponding to the cabin body 100, the first end cover 200 and the second end cover 300 to form the finished products corresponding to the cabin body 100, the first end cover 200 and the second end cover 300.

[0045] Furthermore, the method in step S4 is specifically implemented as follows: The semi-finished products corresponding to the cabin body 100, the first end cap 200, and the second end cap 300 are mechanically precision machined. A first mounting groove is formed around the mating hole 201 on the outer side of the first end cap 200 and the second end cap 300. A second mounting groove 303 is formed around the first through hole 310 on the outer side of the second end cap 300. A third mounting groove 304 is formed around the second through hole 320 on the outer side of the second end cap 300. The mating surfaces of the cabin body 100 with the first end cap 200 and the second end cap 300 are all milled to reduce the thickness of the cladding layer on the mating surfaces of the cabin body 100, the first end cap 200, and the second end cap 300 by a predetermined thickness. The semi-finished products corresponding to the cabin body 100, the first end cap 200, and the second end cap 300 formed after laser cladding may have protrusions in the cladding layer on the mating surfaces between the cabin body 100 and the first end cap 200 and the second end cap 300. To avoid gaps between the two cladding layers after the cabin body 100 is joined with the first end cap 200 and the second end cap 300, the mating surfaces of the cabin body 100, the first end cap 200 and the second end cap 300 need to be mechanically precision machined to reduce the thickness of the cladding layers on the mating surfaces of the cabin body 100, the first end cap 200 and the second end cap 300, making the mating surfaces of the cabin body 100, the first end cap 200 and the second end cap 300 smoother, so as to ensure the tightness of the connection between the cabin body 100 and the first end cap 200 and the second end cap 300. Among them, the preset thickness is 0.2mm, the diameter of the first mounting groove is 30mm, the depth of the first mounting groove is 0.2mm, the side length of the second mounting groove 303 is 68mm, the depth of the second mounting groove 303 is 0.2mm, the side length of the third mounting groove 304 is 48mm, and the depth of the third mounting groove 304 is 0.2mm.

[0046] like Figure 7 As shown, flaw detection tests were conducted on the finished product corresponding to the laser-clad cabin body 100, and no cracks or other defects were found. After a 30-day simulated deep-sea accelerated corrosion test (ASTM D1141), the mass loss rate was ≤0.1mg / cm². The bonding strength (ASTM C633) was ≥65MPa. The SRB bacterial adhesion was reduced by 92% (ISO 15181-1).

[0047] S5. Assemble the watertight connector 400 with the corresponding finished products of the cabin body 100, the first end cover 200 and the second end cover 300 to form a watertight cabin body; wherein, by passing the first locking fastener 202 through the docking hole 201 and locking it in the fixing hole 111, a stable docking effect is achieved between the first end cover 200, the second end cover 300 and the cabin body 100; by passing the second locking fastener 301 through the watertight connector 400 and fixing it in the positioning hole 301, a stable docking effect is achieved between the watertight connector 400 and the second end cover 300.

[0048] The assembled watertight chamber has reliable corrosion resistance. The outer layer of the entire watertight chamber, the fixing holes 111 of the chamber body 100, and the positioning holes 301 on the end cap are protected and isolated by a corrosion-resistant cladding layer. The contact surfaces between the chamber body 100 and the end cap, as well as the contact surfaces between the watertight connector 400 and the end cap, are isolated by O-rings and sealing rings. Combined with the corrosion resistance of the watertight connector 400 itself, the first locking fastener 202 and the second locking fastener 301 are made of corrosion-resistant titanium alloy, thus giving the entire watertight chamber corrosion resistance.

[0049] This invention utilizes a quaternary composite system of "nickel-based + duplex ceramic + rare earth + biological inhibitor" at the material level, breaking through the performance limits of traditional materials in the deep-sea multi-factor coupled corrosion environment. At the process level, it adopts a pressure-adaptive laser cladding process to solve the problem of densification of underwater cladding layers. Combined with online monitoring, it achieves closed-loop process control, enabling the engineering application of laser cladding anti-corrosion layers under 10MPa deep-sea pressure environment, and increasing the expected equipment life by 3-5 times.

[0050] To further demonstrate the superior corrosion resistance of the cladding layer in the watertight compartment of this invention, a performance comparison table of the cladding material parameters of this invention and those of conventional cladding materials is provided below: As can be seen from the table above, the cladding material used in this invention can effectively solve the problems of underwater equipment hull anti-corrosion coatings being prone to failure in the complex deep-sea environment, such as coating peeling, accelerated electrochemical corrosion, insufficient material resistance to microbial corrosion, and high maintenance costs.

[0051] In summary, the watertight hull and its manufacturing method of the present invention effectively isolate the contact between seawater and the steel metal substrate by applying a corrosion-resistant cladding layer to the outer surfaces of the hull body 100, the first end cap 200 and the second end cap 300 through laser cladding, thereby preventing corrosion of the metal substrate and solving the corrosion resistance problem of marine underwater load equipment. In addition, the present invention uses steel to replace titanium alloy in the preparation of the hull and end caps, which is inexpensive and can effectively reduce manufacturing costs.

[0052] The above embodiments are merely illustrative of several implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the appended claims.

Claims

1. A watertight compartment, characterized in that, The device includes a main body and a first end cover and a second end cover located at both ends of the main body. Both ends of the main body are provided with flange rings, and multiple fixing holes are spaced apart on the flange rings. The first end cover and the second end cover are provided with mating holes around their periphery, and the mating holes are matched with the fixing holes. The first end cover and the second end cover are fixed to the flange rings by a first locking fastener. The second end cover has a first through hole and a second through hole in its middle for a watertight connector to pass through. The outer sides of the main body, the outer sides of the first end cover, and the outer sides of the second end cover are all provided with a cladding layer. The first end cover and the second end cover are all provided with a sealing groove for placing a sealing ring.

2. A watertight compartment according to claim 1, characterized in that, The main body of the cabin, the first end cover, and the second end cover are all made of steel.

3. A watertight compartment according to claim 1, characterized in that, The chemical composition of the cladding layer includes 60-75% nickel-based high-temperature alloy material, 15-25% nano-tantalum carbide and boron nitride dual-phase composite material, 3-5% Y2O3 material, 2-5% Ag-Cu-Zn material and 7-9% binder material. The cladding layer is attached to the outer side of the cabin body, the outer side of the first end cover and the outer side of the second end cover by laser cladding.

4. A method for manufacturing a watertight compartment, characterized in that, Includes the following steps: S1. Obtain the processing dimensions of the corresponding finished products of the cabin body, the first end cover and the second end cover; S2. Based on the machining dimensions of the corresponding finished products of the cabin body, the first end cover and the second end cover, perform rough machining to form blanks corresponding to the cabin body, the first end cover and the second end cover; S3. The blanks corresponding to the cabin body, the first end cover and the second end cover are subjected to laser cladding treatment, and the cladding layer is attached to the outer surface of the blanks corresponding to the cabin body, the first end cover and the second end cover to form semi-finished products corresponding to the cabin body, the first end cover and the second end cover. S4. Perform precision machining on the semi-finished products corresponding to the cabin body, the first end cover and the second end cover to form the finished products corresponding to the cabin body, the first end cover and the second end cover. S5. Assemble the watertight connector with the corresponding finished products of the cabin body, the first end cover and the second end cover to form a watertight cabin.

5. A method for manufacturing a watertight compartment according to claim 4, characterized in that, The thickness of the flange ring on the corresponding blank of the cabin body is less than the thickness of the flange ring on the corresponding finished cabin body, with a thickness difference of twice the cladding layer thickness; the diameter of the fixing hole on the corresponding blank of the cabin body is greater than the diameter of the fixing hole on the corresponding finished cabin body, with a diameter difference of twice the cladding layer thickness; the thickness of the blanks corresponding to the first end cap and the second end cap is less than the thickness of the finished first end cap and the second end cap, with a thickness difference of twice the cladding layer thickness; the diameter of the mating hole on the blanks corresponding to the first end cap and the second end cap is greater than the diameter of the mating hole on the finished first end cap and the second end cap, with a diameter difference of twice the cladding layer thickness; the sealing on the blanks corresponding to the first end cap and the second end cap is... The inner diameter of the groove is smaller than the inner diameter of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in inner diameter is twice the thickness of the cladding layer; the outer diameter of the sealing groove on the corresponding blank of the first end cap and the second end cap is larger than the outer diameter of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in outer diameter is twice the thickness of the cladding layer; the depth of the sealing groove on the corresponding blank of the first end cap and the second end cap is larger than the depth of the sealing groove on the corresponding finished product of the first end cap and the second end cap, and the difference in depth is twice the thickness of the cladding layer; the diameter of the first through hole and the second through hole on the corresponding blank of the second end cap is larger than the diameter of the first through hole and the second through hole on the corresponding finished product of the second end cap, and the difference in diameter is twice the thickness of the cladding layer.

6. A method for manufacturing a watertight compartment according to claim 4, characterized in that, The method in step S3 includes the following steps: S31. The outer surfaces of the blanks corresponding to the main body of the cabin, the first end cover, and the second end cover are cleaned; the cleaning operation includes sandblasting and acetone ultrasonic cleaning. S32. The pre-prepared cladding material is used to form a cladding layer on the outer surface of the blanks corresponding to the cabin body, the first end cover and the second end cover through laser cladding process.

7. A method for manufacturing a watertight compartment according to claim 6, characterized in that, The formulation of the cladding material in step S32 includes 60-75% nickel-based high-temperature alloy material, 15-25% nano-tantalum carbide and boron nitride dual-phase composite material, 3-5% Y2O3 material, 2-5% Ag-Cu-Zn material and 7-9% binder material.

8. A method for manufacturing a watertight compartment according to claim 6, characterized in that, In step S32, the preheating temperature of the cladding material is 200±10℃, the air pressure environment for the laser cladding process is 10MPa, the laser power is 2.2kW, the spot diameter is 2mm, and the overlap rate is 40±5%.

9. A method for manufacturing a watertight compartment according to claim 6, characterized in that, The method for forming a cladding layer on the sealing grooves of the corresponding blanks of the first and second end caps using laser cladding in step S32 is as follows: First, a cladding layer is formed at the bottom end of the sealing groove on the blanks corresponding to the first and second end caps using a laser cladding process. Then, a cladding layer is formed on the side wall of the sealing groove on the blanks corresponding to the first and second end caps using a laser cladding process.

10. A method for manufacturing a watertight compartment according to claim 4, characterized in that, The method in step S4 is specifically operated as follows: The semi-finished products corresponding to the cabin body, the first end cover, and the second end cover are mechanically precision machined. A first mounting groove is formed around the mating hole on the outer side of the first end cover and the second end cover. A second mounting groove is formed around the first through hole on the outer side of the second end cover. A third mounting groove is formed around the second through hole on the outer side of the second end cover. The mating surfaces of the cabin body and the first end cover and the second end cover are all milled to reduce the thickness of the cladding layer on the mating surfaces of the cabin body, the first end cover, and the second end cover by a preset thickness.

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