Shutter for ship, mounting method and cruise ship

Abstract

The invention discloses a marine louver, a mounting method and a cruise ship, the louver comprises a window frame, louvre blades, a window cover and a locking assembly, a mounting cavity is formed in the inner side of the window frame, and the louvre blades are mounted in the mounting cavity; the window cover comprises a first cover body and a second cover body which are hinged to the top and the middle of the window frame respectively, the two cover bodies can be turned upwards to be opened, and the adjacent shutters can be densely arranged without lateral gaps. The locking assembly comprises two locking rods which are hinged at intervals in the vertical direction, and the locking rods are provided with a plurality of locking grooves which can be matched with the locking parts of the cover bodies to lock the two cover bodies at different positions respectively. According to the scheme, the lateral space requirement of a side-opening shutter is eliminated, dense installation can be achieved, the space utilization rate of a cabin is increased, the complex ventilation requirement of a cruise ship is met, it is guaranteed that the ship operates stably under the vibration working condition, meanwhile, marine high salt spray corrosion can be resisted, and the service life of a product is prolonged.

Description

Technical Field

[0001] This application relates to the technical field of marine equipment, and more particularly to a marine louver, an installation method, and a cruise ship. Background Technology

[0002] With the rapid development of the cruise industry, cruise ships have a large number of cabins and high passenger density, which places extremely high demands on the ventilation efficiency, space utilization, and installation adaptability of the ventilation system. As a core terminal component of the cruise ship ventilation system, the structure of louvers directly determines the arrangement density of ventilation openings, space occupation, and ventilation adaptability.

[0003] In existing technologies, cruise ship ventilation louvers mostly adopt a side-opening structure, divided into left-opening and right-opening types. The hinged end of the louver is located on the left or right side of the louver frame, and the louver rotates laterally around the hinge axis when opened. In practical applications on cruise ships, this type of structure occupies a large space and cannot be densely installed. When a side-opening louver is opened, the lateral rotation of the louver requires a rotation space at least equal to the width of the louver, resulting in a large installation gap between adjacent louvers, making dense arrangement impossible. Furthermore, cruise ships require numerous ventilation openings, and this structure would occupy a significant amount of usable cabin space, severely limiting the flexibility of cabin layout and failing to meet the compact space design requirements of cruise ships. Summary of the Invention

[0004] The purpose of this invention is to provide a marine louver, an installation method, and a cruise ship, which 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 the one hand, a marine louver is provided, including: A window frame is installed at the vent of the ship's hull, and an installation cavity is formed on the inner side of the window frame; Window leaf, installed in the mounting cavity; The window cover includes a first cover and a second cover that are respectively hinged to the top and middle of the window frame in the vertical direction. Both the first cover and the second cover can be flipped up and opened so that adjacent marine louvers can be densely arranged without lateral gaps. The locking assembly includes two locking rods that are spaced apart vertically and respectively hinged to the window frame. The locking rods are provided with a plurality of locking grooves spaced apart along their length. The locking grooves can cooperate with the locking parts on the first cover and the second cover to lock the first cover and the second cover in different positions.

[0007] Furthermore, the hinge end of the first cover is rotatably connected to the top edge of the window frame via a first hinge shaft, and the hinge end of the second cover is rotatably connected to the middle edge of the window frame via a second hinge shaft; both the first hinge shaft and the second hinge shaft are fitted with damping buffer bushings, and a limit stop is provided on the window frame at the maximum flip angle of the second cover, the limit stop being used to limit the maximum flip angle of the second cover upward.

[0008] Furthermore, the inner wall of the locking groove is provided with an elastic anti-disengagement block, and the locking part is a locking pin fixed to the side end of the first cover and the second cover; the locking groove is arranged sequentially along the length direction of the locking rod, corresponding to the closed position, slightly open position, half-open position and fully open position of the first cover and the second cover, respectively.

[0009] Furthermore, the bottom end of the first cover and the top end of the second cover are provided with a mating sealing structure. The mating sealing structure includes a convex-concave sealing groove respectively provided at the bottom end of the first cover and the top end of the second cover, and an elastic sealing strip embedded in the sealing groove. The contact surfaces of the first cover, the second cover and the window frame are all provided with a circumferentially extending watertight strip, and the watertight strip is an EPDM rubber strip.

[0010] Furthermore, a fully enclosed drive cavity is provided within the window frame, and a drive assembly is provided within the drive cavity. The output end of the drive assembly is respectively connected to the hinge ends of the first cover and the second cover, and is used to drive the first cover and the second cover to flip upward and open synchronously or independently. An emergency drive component is also provided within the drive cavity, and the operating end of the emergency drive component extends to the front of the window frame, and is used to manually drive the first cover and the second cover to open and close when the drive assembly fails.

[0011] Furthermore, interlocking splicing structures are respectively provided on the outer sides of the left and right side frames of the window frame. The interlocking splicing structure includes a dovetail tenon on one side of the window frame and a dovetail tenon groove on the other side of the window frame. The window frames of adjacent marine louvers can be positioned by seamless splicing between the dovetail tenon and the dovetail tenon groove.

[0012] Furthermore, the window slats are adjustable louver blades, and the adjustment mechanism of the louver blades is integrated into the window frame; an insect-proof filter and an anti-salt spray filter can also be detachably installed in the mounting cavity, and both the insect-proof filter and the anti-salt spray filter are located between the window slats and the window cover.

[0013] Furthermore, magnetic fasteners are provided on both the bottom and middle edges of the window frame. When the first cover and the second cover are closed, the magnetic fasteners are attracted and fixed to the magnetic fasteners on the first cover and the second cover. Buffer and shock-absorbing pads are provided on the window frame at the closed positions of the first cover and the second cover.

[0014] On the other hand, a method for installing marine louvers is also provided, which includes the following steps: S1. Level and rust-proof the mounting wall at the hull ventilation opening. Fix a full-length reference mounting profile on the mounting wall. The reference mounting profile is provided with a horizontal positioning reference surface and a vertical positioning reference surface. Mark the installation positioning line of a single set of marine louvers along the ventilation opening arrangement direction to ensure that the flatness error of all installation positions is ≤ the preset threshold. S2. Align the window frame of the single set of marine louvers with the installation positioning line, and fix it to the reference installation profile and the installation wall. The installation cavity of the window frame faces the inside of the ventilation opening. Adjust the verticality and horizontality of the window frame. After completion, pre-seal the gap between the window frame and the installation wall. S3. Assemble the window leaf into the mounting cavity inside the window frame and complete the positioning and angle adjustment function debugging of the window leaf; hinge the first cover to the top of the window frame and the second cover to the middle of the window frame, and adjust the upward flipping stroke of the first cover and the second cover to ensure that there is no movement interference when the two flip open. S4. Hinge the two locking rods at intervals to the corresponding positions on the window frame, adjust the rotation stroke of the locking rods so that each locking groove on the locking rod can precisely match the locking part on the first cover and the second cover respectively; adjust the locking reliability of the first cover and the second cover in different opening positions in turn to ensure that the cover can be stably locked in each preset position. S5. Install the subsequent marine louvers in sequence along the extension direction of the reference installation profile. The side frames of adjacent marine louvers should fit tightly without any lateral gaps. Repeat steps S2-S4 to complete the installation and debugging of a single set of louvers and achieve a dense arrangement of multiple sets of marine louvers without gaps. S6. Perform marine watertight sealing treatment on all window frame splices and the joints between the window frame and the installation wall for all marine louvers. After completion, retest the opening, closing and locking functions of individual louvers, as well as the overall airtightness and watertightness. After passing the tests, complete the installation.

[0015] On the other hand, a cruise ship is also provided, including a hull and a plurality of marine louvers installed on the hull.

[0016] The beneficial effects of this application are as follows: By adopting an upward-flipping opening method for both the first and second covers, the requirement for lateral installation space for side-opening louvers is completely eliminated, allowing for a dense arrangement of adjacent louvers without gaps, significantly improving the space utilization and layout flexibility of cruise ship cabins; the upper and lower separated double-cover structure reduces the opening space requirement of a single cover, adapting to different installation scenarios, and the ventilation volume can be flexibly adjusted by independently opening and closing the two covers to meet the complex ventilation needs of cruise ships; the matching double-locking rod multi-position locking structure can lock the two covers in different opening positions, ensuring the stability of the cover position under ship vibration conditions, and the structure is integrated into the window frame without affecting dense installation; the overall functional structure is integrated into the window frame, with no exposed transmission components, which can effectively resist high salt spray corrosion at sea, extend the product's service life, and reduce maintenance costs. Attached Figure Description

[0017] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0018] Figure 1 This is a front view of the marine louvers described in the embodiments of this application; Figure 2 This is a side view of the marine louver described in the embodiment of this application; Figure 3 This is a schematic flowchart of the marine louver installation method described in the embodiments of this application.

[0019] In the diagram: 1. Window frame; 2. Window cover; 21. First cover; 22. Second cover; 3. Locking rod; 31. Locking groove; 4. First hinge shaft; 5. Second hinge shaft; 6. Locking pin. Detailed Implementation

[0020] 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.

[0021] 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.

[0022] 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 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 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.

[0023] This embodiment provides a marine louver, such as Figure 1 and Figure 2 As shown, the system includes: a window frame 1, window slats, a window cover 2, and a locking assembly. The window frame 1 is installed at the vent of the hull, and an installation cavity is formed on the inner side of the window frame 1. The window slats are installed in the installation cavity. The window cover 2 includes a first cover 21 and a second cover 22 that are respectively hinged to the top and middle of the window frame 1 in the vertical direction. Both the first cover 21 and the second cover 22 can be flipped upward to open, so that adjacent marine louvers can be densely arranged without lateral gaps. The locking assembly includes two locking rods 3 that are spaced apart in the vertical direction and respectively hinged to the window frame 1. The locking rods 3 are provided with a plurality of locking grooves 31 spaced apart along their length direction. The locking grooves 31 can cooperate with the locking parts on the first cover 21 and the second cover 22 to lock the first cover 21 and the second cover 22 in different positions.

[0024] Addressing the core technical shortcomings of existing side-opening louvers for cruise ships, such as large space occupation due to side opening, inability to achieve dense installation, and poor adaptability, this paper proposes a new design. By adopting an upward-flipping opening mechanism for both the first cover 21 and the second cover 22 of the window cover 2, with their hinge ends located at the top and middle of the window frame 1 respectively, the covers flip upwards towards the ventilation opening when opened. This eliminates the need for reserved space for door rotation on the left and right sides of the window frame 1, fundamentally eliminating the limitation imposed by the side-opening structure on the installation spacing of adjacent louvers, allowing for seamless installation of adjacent marine louvers. The dense arrangement of vents without lateral gaps significantly increases the density of vents per unit space, effectively saving valuable space in cruise ship cabins and significantly improving the flexibility of cabin layout, perfectly adapting to the compact space design requirements of cruise ships. At the same time, the upper and lower double-cover structure reduces the size of a single cover and the overhead space required to open a single cover, which can adapt to different ventilation scenarios with different floor heights and different installation space limitations on cruise ships. The design of the double covers opening and closing independently can also flexibly adjust the size of the ventilation openings to adapt to different ventilation needs.

[0025] Furthermore, by setting up a double locking rod 3 structure corresponding to the double covers, and utilizing the multiple locking grooves 31 spaced apart on the locking rods 3 to cooperate with the locking part of the covers, the first cover 21 and the second cover 22 can be locked in different opening positions respectively. On the one hand, the ventilation opening area can be precisely adjusted according to ventilation needs, flexibly adapting to the complex ventilation requirements of different cabins and operating conditions on cruise ships; on the other hand, the multi-position locking structure can reliably fix the opening position of the covers under ship navigation vibration conditions, preventing the covers from shaking or shifting due to vibration, ensuring the long-term stability of the ventilation state. At the same time, the locking component is integrated into the inner side of the window frame 1, with no protruding structural parts, and will not affect the dense arrangement of the louvers, taking into account both installation adaptability and reliability of use. Moreover, the opening, closing, and locking structures of the louvers are all integrated into the internal space of the window frame 1, with no exposed transmission and functional parts, which can effectively reduce the corrosive effects of the high salt spray and high humidity environment at sea on the components, extend the service life of the product, and reduce maintenance costs during cruise ship operation.

[0026] Furthermore, the hinged end of the first cover 21 is rotatably connected to the top edge of the window frame 1 via the first hinge shaft 4, and the hinged end of the second cover 22 is rotatably connected to the middle edge of the window frame 1 via the second hinge shaft 5. Damping buffer bushings are fitted on both the first hinge shaft 4 and the second hinge shaft 5. A limit stop is provided on the window frame 1 at the maximum tilt angle of the second cover 22, and the limit stop is used to limit the maximum tilt angle of the second cover 22. The first cover 21 and the second cover 22 are rotatably connected to the window frame 1 via the first hinge shaft 4 and the second hinge shaft 5, respectively. The damping buffer bushings fitted on the hinge shafts fill the gap between the hinge shafts and the hinge holes, and can absorb the impact kinetic energy during the opening and closing of the cover through their viscoelastic damping characteristics, while simultaneously attenuating the vibration energy transmitted to the hinge structure during ship navigation. Damping buffer bushings can effectively reduce wear on the hinge structure, avoid loosening and abnormal noise at the hinge due to long-term vibration of the ship, and extend the service life of the hinge structure. At the same time, they can make the opening and closing process of the cover more stable and controllable, and avoid damage to the cover and window frame due to excessive opening and closing force or ship swaying. Damping buffer bushings can also isolate the high salt spray and high humidity environment at sea from the corrosion of the hinge shaft, prevent the hinge structure from rusting and jamming, and improve the operational reliability of the louvers in the marine environment.

[0027] Meanwhile, the limiting block is fixed on the window frame 1 at the position corresponding to the maximum flipping angle of the second cover 22. When the second cover 22 flips upward to the preset maximum opening angle, the cover body abuts against the limiting block, thereby restricting the second cover 22 from continuing to flip upward. The limiting block can precisely limit the maximum flipping stroke of the second cover 22, structurally preventing the second cover 22 from interfering with the first cover 21 at the top when it flips upward, ensuring that the two covers can open and close independently or synchronously without interfering with each other, thus improving the stability of the louver's opening and closing function; at the same time, it can prevent the hinge bearing from being subjected to excessive bending load due to the cover flipping over, protecting the hinge structure from damage and extending the product's service life; the limiting block is integrated inside the window frame 1, with no protruding structure, and will not affect the gapless dense installation of the louver, perfectly adapting to the core requirement of dense installation of this invention.

[0028] Furthermore, the inner wall of the locking groove 31 is provided with an elastic anti-disengagement block, and the locking part is a locking pin 6 fixed to the side end of the first cover 21 and the second cover 22; the locking groove 31 is arranged sequentially along the length direction of the locking rod 3, corresponding to the closed position, slightly open position, half-open position and fully open position of the first cover 21 and the second cover 22 respectively. The locking part adopts a locking pin 6 fixed to the side of the first cover 21 and the second cover 22. When the cover is flipped to the target opening position, the corresponding locking rod 3 is rotated so that the locking groove 31 on the locking rod 3 that matches the position is engaged with the locking pin 6. The elastic anti-disengagement block on the inner wall of the locking groove 31 is squeezed and undergoes elastic deformation during the engagement of the locking pin 6. After the pin is fully engaged in the locking groove 31, it rebounds and resets, blocking the disengagement path of the locking pin 6 and preventing the pin from accidentally disengaging from the locking groove 31. The locking grooves 31 arranged sequentially along the length of the locking rod 3 correspond to the closed position, slightly open position, half-open position and fully open position of the cover, respectively. By switching the locking groove 31 on the locking rod 3 that cooperates with the pin, the cover can be locked in the corresponding preset position.

[0029] By using the elastic anti-disengagement block and the anti-disengagement mechanism of the locking pin 6, the locking pin 6 can be effectively prevented from accidentally coming loose from the locking groove 31 under the continuous vibration conditions of cruise ship navigation. This ensures the long-term stability and reliability of the cover's locking state, and eliminates problems such as loss of ventilation control, impact noise, or even component damage caused by vibration and displacement of the cover. It is perfectly adapted to the special working conditions of ship navigation. The multi-position locking grooves 31 arranged along the locking rod 3 can achieve precise locking of the cover in four positions. Operators can adjust the locking according to the ventilation needs of different cabins on the cruise ship. The ventilation volume requirements under different working conditions can be flexibly adjusted by changing the opening position of the cover, and the ventilation opening area can be precisely controlled to meet the complex and diverse ventilation needs of cruise ships. At the same time, the snap-fit ​​structure between the pin and the locking groove 31 is simple and convenient to operate, and the locking and unlocking operations can be completed quickly without additional tools, which greatly improves the ease of operation and maintenance efficiency of the louvers. Moreover, the entire structure is integrated inside the window frame 1, with no protruding parts, which will not affect the seamless and dense installation of the louvers, thus taking into account both functional reliability and installation adaptability.

[0030] The first cover 21 and the second cover 22 are provided with a mating sealing structure at their bottom and top ends, respectively. The mating sealing structure includes convex and concave sealing grooves respectively located at the bottom of the first cover 21 and the top of the second cover 22, and an elastic sealing strip embedded in the sealing grooves. The surfaces of the first cover 21, the second cover 22, and the window frame 1 are all provided with circumferentially extending watertight strips, which are EPDM rubber strips. When the first cover 21 and the second cover 22 are closed, the convex and concave sealing grooves at their mating points precisely engage, forming a bent labyrinthine sealing structure. This significantly extends the permeation path of gas and liquid media, enhancing the sealing and blocking capability. Simultaneously, the elastic sealing strip embedded in the sealing grooves undergoes uniform elastic deformation under the pressure of the upper and lower covers, completely filling the mating gaps after the grooves are engaged and the microscopic gaps on the mating surfaces of the two covers, thoroughly blocking the permeation path of the media and achieving a reliable seal at the mating point of the two covers. The circumferentially extending watertight adhesive strips on the mating surfaces of the first cover 21, the second cover 22, and the window frame 1 deform under the bidirectional pressure of the cover and the window frame 1 when the cover is closed, completely filling the circumferential gap between the cover and the window frame 1 to form a continuous closed-loop sealing barrier. In conjunction with the butt sealing structure, this achieves full-range sealing when the cover is closed. The watertight adhesive strips made of EPDM material can maintain stable deformation compensation and sealing performance in complex marine environments for a long time due to their excellent elasticity, weather resistance, salt spray corrosion resistance, and anti-aging properties.

[0031] Through the synergistic cooperation of the interlocking sealing structure and the circumferential watertight sealing strip, a fully sealed enclosure is achieved when the double covers are closed, completely solving the problem of weak sealing at the joint of the double covers. This effectively prevents wind, rain, salt spray, and water vapor from entering the cabin, while also preventing air leakage in the ventilation system, fully meeting the watertight and airtight design specifications for cruise ship cabins. The elastic sealing strip and watertight sealing strip can adaptively compensate for fluctuations in the fit clearance of the covers caused by ship navigation vibrations through their own elastic deformation, maintaining a stable sealing effect under continuous vibration conditions and eliminating problems such as seal failure and impact noise caused by vibration. The sealing strip made of EPDM material has excellent salt spray resistance, aging resistance, and weather resistance, and can maintain stable elasticity and sealing ability in the high-corrosion and high-humidity marine environment where cruise ships are located for a long time, greatly extending the service life of the seals and reducing maintenance and replacement costs during cruise ship operation. At the same time, all sealing structures are integrated into the mating surfaces of the cover and window frame 1, with no protruding structures, and will not affect the dense installation of the louvers without lateral gaps, perfectly adapting to the core design requirements of the dense installation of this invention.

[0032] Preferably, the window frame 1 is provided with a fully enclosed drive cavity, and a drive assembly is provided in the drive cavity. The output end of the drive assembly is respectively connected to the hinge ends of the first cover 21 and the second cover 22, and is used to drive the first cover 21 and the second cover 22 to flip upward and open synchronously or independently. An emergency drive component is also provided in the drive cavity. The operating end of the emergency drive component extends to the front of the window frame 1 and is used to manually drive the first cover 21 and the second cover 22 to open and close when the drive assembly fails. Both the drive assembly and the emergency drive are integrated into a fully enclosed drive cavity inside the window frame 1. The power output end of the drive assembly is connected to the hinge ends of the first cover 21 and the second cover 22 respectively. By controlling the power output of the drive assembly, the corresponding hinge shaft can be rotated, thereby driving the first cover 21 and the second cover 22 to flip upward and open. At the same time, the movement of the two covers can be controlled separately through independent transmission branches to achieve synchronous opening and closing or independent opening and closing of the two covers. The transmission end of the emergency drive is linked with the hinge end of the cover, and its operating end extends to the front of the window frame 1. When the electric drive assembly fails, the operator does not need to disassemble the window frame 1 structure. He only needs to operate the emergency drive on the front of the window frame 1 to manually drive the hinge end to rotate through the transmission structure, thereby manually opening and closing the first cover 21 and the second cover 22. The fully enclosed drive cavity can completely isolate the external environment from the internal drive and transmission components, forming a fully enclosed protection for the core functional components.

[0033] The beneficial effects of this solution are mainly reflected in the following aspects: First, all driving and transmission structures are integrated into a fully enclosed driving cavity inside the window frame 1, without any protruding functional components. This completely avoids occupying the lateral installation space of the louvers, fundamentally ensuring that adjacent louvers can be densely arranged without lateral gaps, perfectly meeting the core design requirements of this invention. At the same time, the fully enclosed driving cavity can effectively isolate the corrosive environment of high salt spray and high humidity at sea, preventing the driving components from being corroded and developing rust, jamming, and other malfunctions, significantly extending the service life of the driving structure and reducing maintenance costs during cruise ship operation. Second, the driving components can achieve synchronous or independent opening and closing of the two covers. Operators can flexibly adjust the opening state of the covers according to the ventilation needs of different cabins on the cruise ship and the ventilation volume requirements under different operating conditions. Both covers can be opened and closed synchronously to achieve rapid and wide-range adjustment of ventilation volume, or a single cover can be opened individually to adapt to the fine ventilation needs of small air volumes, greatly improving the ventilation adaptability of the louvers and meeting the complex and diverse ventilation conditions of cruise ships. Thirdly, the emergency drive unit integrated into the drive cavity extends to the front of the window frame 1. In scenarios with densely installed louvers, operators can complete manual operation without entering the lateral gaps between adjacent louvers, making it fully adaptable to densely arranged installation scenarios. At the same time, in emergency situations where the electric drive component fails, it can quickly realize the opening and closing control of the cover, ensuring the controllability of the cruise ship's ventilation system, complying with the safety design specifications of cruise ships, and significantly improving the product's safety and emergency reliability.

[0034] Meanwhile, interlocking splicing structures are respectively provided on the outer sides of the left and right side frames of the window frame 1. The interlocking splicing structure includes a dovetail tenon on one side of the window frame 1 and a dovetail tenon groove on the other side of the window frame 1. The window frame 1 of the adjacent marine louver can be positioned by seamless splicing of the dovetail tenon and the dovetail tenon groove. The left and right sides of the window frame 1 are respectively equipped with matching dovetail tenons and dovetail grooves. The cross-section of the two is a matching inverted trapezoidal dovetail structure. When adjacent marine louvers are spliced, the dovetail tenon of one window frame 1 is slid vertically into the corresponding dovetail groove of the other window frame 1. Through the inverted trapezoidal limiting characteristics of the dovetail structure, a two-way limiting lock is formed in the front and back direction of the window frame 1 perpendicular to the splicing surface and in the lateral direction where adjacent window frames 1 are separated. The gapless and precise splicing and positioning of adjacent window frames 1 can be achieved without additional fasteners. At the same time, relying on the interlocking characteristics of the dovetail structure, the displacement of the spliced ​​window frame 1 in multiple directions can be effectively restricted, avoiding splicing misalignment and loosening caused by ship navigation vibration.

[0035] The interlocking splicing structure of dovetail tenons and dovetail grooves enables gapless and precise splicing of adjacent marine louvers, completely eliminating the reserved gap required for splicing adjacent window frames. This perfectly matches the core design requirement of this invention for dense arrangement without lateral gaps, maximizing the density of ventilation openings per unit space in cruise ship cabins and further improving cabin space utilization. Moreover, this splicing structure has built-in positioning and self-locking functions, allowing for rapid and precise alignment of adjacent louvers without additional positioning fixtures during batch installation, significantly reducing the cost of large-scale louver installation on cruise ships. The reduced installation difficulty of the windows improves installation efficiency, while the spliced ​​structure forms a more rigid installation assembly, effectively enhancing the overall deformation and vibration resistance of the densely arranged louvers, making it suitable for the complex operating conditions of ship navigation. At the same time, the dovetail structure's bidirectional limiting and locking characteristics can effectively prevent misalignment and loosening of adjacent window frames 1 under the long-term vibration conditions of ship navigation, ensuring the long-term stability of the installation accuracy of all densely arranged louvers, eliminating problems such as cover opening and closing jamming and sealing failure caused by window frame 1 misalignment, and improving the operational reliability of the product.

[0036] Generally, the window slats are adjustable louver blades, and the adjustment mechanism of the louver blades is integrated into the window frame 1; an insect-proof filter and an anti-salt spray filter can also be detachably installed in the mounting cavity, and the insect-proof filter and the anti-salt spray filter are both located between the window slats and the window cover 2. The adjustable louver blade assembly serves as the core regulating component for ventilation and airflow. All blades are connected to the regulating mechanism integrated within the window frame 1 via a linkage structure. By operating the regulating mechanism, all blades can rotate synchronously, adjusting their pitch angle and thus changing the size of the airflow gap and airflow direction, achieving precise adjustment of ventilation volume and airflow direction. The insect-proof filter and the salt spray-proof filter cotton are detachably installed in the mounting cavity between the window slats and the window cover 2 along the direction of airflow into the cabin. When external airflow enters the vent, it must first pass through the salt spray-proof filter cotton to absorb and remove salt spray particles, water vapor, and dust impurities, then pass through the insect-proof filter to block mosquitoes and floating debris from entering the ventilation system, and finally enter the cabin after being adjusted by the louver blade assembly. The detachable installation structure allows for quick disassembly and replacement of the filter components.

[0037] In addition, magnetic fasteners are provided on the bottom and middle edges of the window frame 1. When the first cover 21 and the second cover 22 are closed, the magnetic fasteners are attracted and fixed to the magnetic fasteners on the first cover 21 and the second cover 22. Buffer and shock-absorbing pads are provided on the window frame 1 at the closed positions of the first cover 21 and the second cover 22. The magnetic fasteners and magnetic couplings provide a stable pre-tightening force when the cover is closed, forming a double fixation with the locking components. This effectively prevents the cover from loosening or shifting under continuous vibration during cruise ship navigation, ensuring long-term stability of the closed state. Simultaneously, the cover's closure creates uniform and stable pressure on the sealing strip, ensuring uniform deformation and further improving the airtightness and watertightness of the closed cover, eliminating sealing failures caused by cover loosening. The buffer pad effectively absorbs the impact energy during cover closure, preventing damage and abnormal noise caused by rigid impact between the cover and window frame 1. It also attenuates the vibration energy transmitted to the cover during ship navigation, preventing rigid contact between the cover and window frame 1, thus preventing vibration-induced abnormal noise at the source, improving the comfort of the cruise ship cabin, reducing wear on components caused by vibration, and extending the product's lifespan. Furthermore, the magnetic fastener and the shock-absorbing pad are integrated into the inner side of the window frame 1 and the closing contact surface, without any protruding structural components. This ensures that the magnetic fastener does not occupy the lateral installation space of the window frame 1 and does not affect the seamless and dense arrangement of adjacent blinds, perfectly meeting the core design requirements of this invention. The magnetic fastening structure requires no additional operation steps and can automatically adhere and position itself when the cover is closed, greatly improving the convenience of the cover closing operation. Combined with the shock-absorbing pad, it achieves a smooth closing of the cover, avoiding damage to the sealing structure and hinge structure caused by the closing impact, further improving the operational reliability of the product.

[0038] On the other hand, a method for installing marine louvers is also provided, such as... Figure 3 As shown, the installation of the marine louvers described above includes the following steps: S1. Level and rust-proof the mounting wall at the hull ventilation opening. Fix a full-length reference mounting profile on the mounting wall. The reference mounting profile is provided with a horizontal positioning reference surface and a vertical positioning reference surface. Mark the installation positioning line of a single set of marine louvers along the ventilation opening arrangement direction to ensure that the flatness error of all installation positions is ≤ the preset threshold. S2. Align the window frame 1 of the single set of marine louvers with the installation positioning line, and fix it to the reference installation profile and the installation wall. The installation cavity of the window frame 1 faces the inside of the ventilation opening. Adjust the verticality and horizontality of the window frame 1. After completion, pre-seal the gap between the window frame 1 and the installation wall. S3. Assemble the window leaf into the mounting cavity inside the window frame 1 and complete the positioning and angle adjustment function debugging of the window leaf; hinge the first cover 21 to the top of the window frame 1 and hinge the second cover 22 to the middle of the window frame 1, and adjust the upward flipping stroke of the first cover 21 and the second cover 22 to ensure that there is no movement interference when the two flip open. S4. Hinge the two locking rods 3 at intervals to the corresponding positions of the window frame 1, and adjust the rotation stroke of the locking rods 3 so that each locking groove 31 on the locking rods 3 can accurately cooperate with the locking parts on the first cover 21 and the second cover 22 respectively; and adjust the locking reliability of the first cover 21 and the second cover 22 in different opening positions in turn to ensure that the cover can be stably locked in each preset position. S5. Install the subsequent marine louvers in sequence along the extension direction of the reference installation profile. The window frames 1 of adjacent marine louvers are tightly fitted without lateral gaps. Repeat steps S2-S4 to complete the installation and debugging of a single set of louvers and achieve a gapless and dense arrangement of multiple sets of marine louvers. S6. Perform marine watertight sealing treatment on the splicing joints of all marine louvers and the joints between the window frame 1 and the installation wall. After completion, retest the opening, closing and locking functions of each louver group in sequence, as well as the overall airtightness and watertightness. After passing the tests, the installation is completed.

[0039] Based on the above scheme, step S1 involves leveling and pre-treating the hull mounting surface to eliminate flatness defects and corrosion risks, providing a stable and qualified foundation for subsequent installation. Simultaneously, a fixed, continuous reference mounting profile provides a unified horizontal and vertical positioning reference for all louvers to be installed. Combined with pre-marked single-unit installation positioning lines, the flatness error of all installation positions is controlled from the installation source, avoiding cumulative accuracy deviations caused by independent installation of individual units. Steps S2 to S4 employ a single-unit independent assembly and debugging logic. First, the positioning, fixing, and pre-sealing of the single-unit window frame 1 are completed. Then, the assembly and functional debugging of the window slats, double covers, and locking components are completed sequentially. All core functions can be debugged and verified during the installation stage of a single louver unit, avoiding operational limitations in confined spaces after dense splicing. Step S5, relying on the unified reference mounting profile, sequentially completes the seamless dense splicing of subsequent louvers along the ventilation opening layout direction. By repeating the standardized single-unit installation and debugging process, the installation consistency of all densely arranged louvers is ensured. Step S6 involves a comprehensive watertight sealing process to seal all installation gaps. Then, through full-function retesting and airtightness and watertightness tests, the functional reliability and sealing performance of the densely installed louvers are fully verified to ensure that the finished product meets the usage standards of the marine industry.

[0040] The beneficial effects of this installation method are as follows: First, by using a unified benchmark design for the continuous benchmark installation profile, the cumulative accuracy deviation problem during the dense installation of a large number of louvers on cruise ships is fundamentally solved. This ensures uniform installation accuracy for all louvers arranged without gaps, avoiding problems such as cover opening and closing jams, locking failures, and uneven sealing gaps caused by installation misalignment. This guarantees the realization of the core design requirement of this invention—dense installation without lateral gaps—from the installation stage. Second, by adopting a standardized work process of "single-unit assembly and debugging - sequential dense splicing," the assembly and functional debugging of core components are completed in the single-unit installation stage. This completely avoids the operational difficulties in the confined lateral space after dense splicing, significantly reducing the difficulty of on-site operations and significantly improving the installation efficiency of a large number of ventilation louvers on cruise ships, thus meeting the construction schedule requirements of cruise ship construction. Thirdly, through a dual sealing process of single-unit pre-sealing and overall watertight sealing, all gaps between window frame 1 and the mounting wall, as well as at the joints of adjacent window frames 1, can be reliably sealed across the entire range. This effectively prevents wind, rain, salt spray, and water vapor from entering the cabin through the installation gaps, fully meeting the watertight and airtight design specifications for cruise ship cabins. Fourthly, the standardized installation process ensures the consistency of installation quality and function for all louvers. The final full-function retest and performance testing comprehensively verify the operational reliability of the densely installed louvers under shipboard conditions, ensuring that the product can stably adapt to the vibration environment of cruise ship navigation and the high salt spray corrosion environment of the ocean for a long time. At the same time, it provides a standardized installation foundation for later maintenance and repair, reducing the difficulty of subsequent operation and maintenance.

[0041] On the other hand, a cruise ship is also provided, including a hull and a plurality of marine louvers installed on the hull.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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 marine louver, characterized in that, include: A window frame (1) is installed at the vent of the hull, and an installation cavity is formed on the inner side of the window frame (1); Window leaf, installed in the mounting cavity; The window cover (2) includes a first cover (21) and a second cover (22) that are respectively hinged to the top and middle of the window frame (1) in the vertical direction. Both the first cover (21) and the second cover (22) can be flipped up and opened so that the adjacent marine louvers can be densely arranged without lateral gaps. The locking assembly includes two locking rods (3) that are spaced apart vertically and respectively hinged to the window frame (1). The locking rods (3) are provided with a plurality of locking grooves (31) spaced apart along their length. The locking grooves (31) can cooperate with the locking parts on the first cover (21) and the second cover (22) to lock the first cover (21) and the second cover (22) in different positions.

2. The marine louver according to claim 1, characterized in that, The hinge end of the first cover (21) is rotatably connected to the top edge of the window frame (1) via the first hinge shaft (4), and the hinge end of the second cover (22) is rotatably connected to the middle edge of the window frame (1) via the second hinge shaft (5); both the first hinge shaft (4) and the second hinge shaft (5) are fitted with damping buffer bushings, and a limit stop is provided on the window frame (1) at the maximum flip angle of the second cover (22), and the limit stop is used to limit the maximum flip angle of the second cover (22) to flip upward.

3. The marine louver according to claim 1, characterized in that, The inner wall of the locking groove (31) is provided with an elastic anti-disengagement block, and the locking part is a locking pin (6) fixed to the side end of the first cover (21) and the second cover (22); the locking groove (31) is arranged sequentially along the length direction of the locking rod (3), corresponding to the closed position, slightly open position, half-open position and fully open position of the first cover (21) and the second cover (22) respectively.

4. The marine louver according to claim 1, characterized in that, The bottom end of the first cover (21) and the top end of the second cover (22) are provided with a mating sealing structure. The mating sealing structure includes a sealing groove with a concave-convex fit respectively provided at the bottom end of the first cover (21) and the top end of the second cover (22), and an elastic sealing strip embedded in the sealing groove. The contact surfaces of the first cover (21), the second cover (22) and the window frame (1) are all provided with a circumferentially extending watertight strip. The watertight strip is an EPDM strip.

5. The marine louver according to claim 1, characterized in that, The window frame (1) is provided with a fully enclosed drive cavity, and a drive assembly is provided in the drive cavity. The output end of the drive assembly is connected to the hinge end of the first cover (21) and the second cover (22) respectively, and is used to drive the first cover (21) and the second cover (22) to flip upward synchronously or independently. An emergency drive component is also provided in the drive cavity. The operating end of the emergency drive component extends to the front of the window frame (1) and is used to manually drive the first cover (21) and the second cover (22) to open and close when the drive assembly fails.

6. The marine louver according to any one of claims 1-5, characterized in that, The left and right sides of the window frame (1) are respectively provided with interlocking splicing structures. The interlocking splicing structure includes a dovetail tenon on one side of the window frame (1) and a dovetail tenon groove on the other side of the window frame (1). The window frame (1) of the adjacent marine louver can be positioned by splicing the dovetail tenon and the dovetail tenon groove without gap.

7. The marine louver according to any one of claims 1-5, characterized in that, The window leaf is an adjustable louver blade assembly, and the adjustment mechanism of the louver blade assembly is integrated into the window frame (1); an insect-proof filter and an anti-salt spray filter cotton can also be detachably installed in the mounting cavity, and the insect-proof filter and the anti-salt spray filter cotton are both located between the window leaf and the window cover (2).

8. The marine louver according to any one of claims 1-5, characterized in that, The bottom and middle edges of the window frame (1) are provided with magnetic fasteners. When the first cover (21) and the second cover (22) are closed, the magnetic fasteners are attracted and fixed to the magnetic fasteners on the first cover (21) and the second cover (22). The window frame (1) is provided with buffer shock-absorbing pads at the closed positions of the first cover (21) and the second cover (22).

9. A method for installing marine louvers, characterized in that, For installing the marine louvers according to any one of claims 1-8, the following steps are included: S1. Level and rust-proof the mounting wall at the hull ventilation opening. Fix a full-length reference mounting profile on the mounting wall. The reference mounting profile is provided with a horizontal positioning reference surface and a vertical positioning reference surface. Mark the installation positioning line of a single set of marine louvers along the ventilation opening arrangement direction to ensure that the flatness error of all installation positions is ≤ the preset threshold. S2. Align the window frame (1) of the single set of marine louvers with the installation positioning line, and fix it to the reference installation profile and the installation wall. The installation cavity of the window frame (1) faces the inside of the ventilation opening. Adjust the verticality and horizontality of the window frame (1). After completion, pre-seal the gap between the window frame (1) and the installation wall. S3. Assemble the window leaf into the mounting cavity inside the window frame (1) to complete the positioning and angle adjustment function debugging of the window leaf; hinge the first cover (21) to the top of the window frame (1) and hinge the second cover (22) to the middle of the window frame (1), and adjust the upward flipping stroke of the first cover (21) and the second cover (22) to ensure that there is no movement interference when the two flip open; S4. Hinge the two locking rods (3) at intervals to the corresponding positions of the window frame (1), adjust the rotation stroke of the locking rods (3) so that each locking groove (31) on the locking rods (3) can accurately cooperate with the locking parts on the first cover (21) and the second cover (22); and adjust the locking reliability of the first cover (21) and the second cover (22) in different opening positions in turn to ensure that the cover can be stably locked in each preset position. S5. Install the subsequent marine louvers in sequence along the extension direction of the reference installation profile. The window frames (1) of adjacent marine louvers are tightly fitted without lateral gaps. Repeat steps S2-S4 to complete the installation and debugging of a single set of louvers and realize the gapless and dense arrangement of multiple sets of marine louvers. S6. All marine louvers shall be sealed with marine watertight seals at the splicing points of the window frame (1) and the fitting points between the window frame (1) and the installation wall. After completion, the opening, closing and locking functions of a single set of louvers shall be retested, as well as the overall airtightness and watertightness tests shall be conducted. After the tests are passed, the installation shall be completed.

10. A cruise ship, characterized in that, Includes a hull and a plurality of marine louvers as described in any one of claims 1-8, mounted on the hull.

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