A steel-glass combined ship capable of adjusting stern wake

Abstract

This utility model discloses a steel-fiberglass composite boat capable of adjusting stern splash, comprising a composite hull structure. The composite hull structure includes a steel hull frame, a steel bottom, and a superstructure consisting of a composite fiberglass structure. The stern adopts a composite structure of fiberglass and steel, with a hyperboloid streamlined bottom, seamlessly connected to the composite hull structure via high-strength bolts and epoxy resin bonding. A wave deflector is installed on top of the propeller at the rear of the stern. The wave deflector includes a fixed section and a movable section nested inside the fixed section via a sliding rail assembly. The wave deflector is connected to a length adjustment mechanism installed within the composite hull structure. A flexible silicone pad is provided at the long strip installation notch between the stern and the composite hull structure. This utility model uses a composite fiberglass structure for the stern, balancing strength and lightweight. The seamless transition achieved through bolt connections and epoxy resin bonding reduces stern weight. By coordinating the adjustment of the wave deflector's length and angle, the splash suppression efficiency at the stern is improved.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding technology, and in particular to a steel-glass composite ship capable of adjusting the stern spray. Background Technology

[0002] Steel-glass composite refers to a combination of steel and fiberglass. A fiberglass ship is a ship that uses fiberglass as the main material for its hull structure. Fiberglass is a non-metallic composite material with glass fiber as the reinforcing material and resin as the binder. It has advantages such as low specific gravity, easy molding, smooth surface, and bright colors. Ships made of fiberglass are characterized by corrosion resistance, low maintenance costs, and light weight. To enhance specific functions, a steel hull and a fiberglass superstructure are used to form a steel-glass composite ship.

[0003] Wave deflectors are tools used by ships to suppress the spray at the stern and reduce drag when traveling at high speeds. Currently, wave deflectors are fixed on ships and their tilt angle cannot be adjusted. This makes it difficult for the ship to adjust the tilt angle of the wave deflectors according to the sailing environment and thus achieve normal sailing. Therefore, it is necessary to improve the wave deflector so that fiberglass ships can adjust the spray at the stern. Utility Model Content

[0004] To address the aforementioned technical problems, a steel-glass composite vessel capable of adjusting the stern splash is provided.

[0005] To achieve the above objectives, this utility model discloses a steel-glass composite boat capable of adjusting the stern splash, comprising a composite hull structure. The composite hull structure includes a steel hull frame, a steel bottom, and a superstructure with a composite fiberglass structure. The stern adopts a composite structure of fiberglass and steel, with a hyperboloid streamlined bottom. It is seamlessly connected to the composite hull structure using high-strength bolts and epoxy resin bonding technology. A wave deflector is installed on the top of the propeller at the rear of the stern. The wave deflector includes a fixed section and a movable section nested inside the fixed section via a sliding rail assembly. The wave deflector is connected to a length adjustment mechanism installed within the composite hull structure. A flexible silicone pad is provided at the long strip installation notch between the stern and the composite hull structure.

[0006] Furthermore, the stern surface is coated with a nanocomposite coating, including a layered silicate composite.

[0007] Furthermore, the wave deflector is a double-layer composite structure, comprising an inner lightweight fiberglass matrix and an outer impact-resistant carbon fiber mesh layer.

[0008] Furthermore, the fixed section is provided with two sets of protruding sections near the stern. The protruding sections are located inside the hull, and each set of protruding sections has a rotating shaft fixedly installed at both ends. The rotating shaft is movably installed with a rotating bearing on the hull plate at the corresponding position at the stern.

[0009] Furthermore, the outer side of the protruding section is connected to an angle adjustment mechanism located inside the hull. The angle adjustment mechanism includes a driven wheel at the end of the rotating shaft located outside the wave deflector. A drive shaft parallel to the axis of the rotating shaft is installed inside the hull. A drive wheel corresponding to the driven wheel is provided on the drive shaft. The drive shaft is connected to a servo motor installed inside the hull.

[0010] Furthermore, the length adjustment mechanism includes a servo electric cylinder mounted on the fixed section, the output end of which is connected to the end of the movable section via a sealed linear motion shaft passing through the fixed section.

[0011] Furthermore, a horizontally arranged first limiting plate and an inclined second limiting plate are installed on the hull plate inside the stern. Photoelectric proximity switches are respectively installed on the surface of the first limiting plate and the second limiting plate near the protruding section. The photoelectric proximity switches are electrically connected to the servo motor.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model discloses a steel-glass composite boat that can adjust the splash at the stern. The stern part adopts a composite fiberglass structure, which takes into account both strength and lightness. Seamless transition is achieved through bolt connection and epoxy resin bonding technology, reducing the weight of the stern. By coordinating the adjustment of the length and angle of the wave deflector, the splash suppression efficiency at the stern is improved. Attached Figure Description

[0013] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0015] Figure 2 This utility model Figure 1 A schematic diagram of the wave deflector angle adjustment mechanism on the inner side of the stern at point A.

[0016] Figure 3 This is a schematic diagram of the wave-pressure plate structure of this utility model.

[0017] Figure 4 This is a schematic diagram of the length adjustment mechanism of this utility model.

[0018] Figure 5 This is an internal schematic diagram of the wave-shock plate and length adjustment mechanism of this utility model.

[0019] In the diagram: 1 is the composite hull structure; 11 is the steel frame; 12 is the steel bottom; 13 is the superstructure of the deck; 2 is the stern; 3 is the wave deflector; 31 is the fixed section; 311 is the slide rail assembly; 32 is the movable section; 33 is the rotating shaft; 4 is the length adjustment mechanism; 41 is the servo electric cylinder; 42 is the sealed linear motion shaft; 5 is the angle adjustment mechanism; 51 is the driven wheel; 52 is the driving wheel; 53 is the drive shaft; 54 is the servo motor. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] One embodiment of this utility model is as follows: Figure 1 , Figure 2 and Figure 5 As shown, the composite hull structure 1 includes a hull frame 11 made of earthquake-resistant threaded steel, a steel hull bottom 12, and a composite fiberglass reinforced plastic (FRP) structure superstructure 13. This ensures the overall strength and impact resistance of the hull while maintaining lightweight design, making it suitable for complex water conditions. The stern 2 adopts a composite structure of FRP and steel, with a hyperboloid streamlined bottom to optimize water flow guidance and reduce turbulence generation. It is seamlessly connected to the composite hull structure 1 using high-strength bolts and epoxy resin bonding technology. The stern and wave deflector are modularly constructed and prefabricated in sections, shortening the on-site construction period through hoisting and transportation. A wave deflector 3 is installed on top of the propeller at the rear of the stern 2. The wave deflector 3 includes a fixed section 31 and a movable section 32 nested inside the fixed section 31 via a sliding rail assembly 311. The wave deflector 3 is connected to a length adjustment mechanism 4 installed within the composite hull structure 1, allowing for length adjustment to meet the water spray suppression requirements at different speeds. Figure 5 As shown, the slide rail assembly adopts a double slide rail structure to position the movable plate. Limiting cavities are set at both ends of the slide rail. A damping buffer device is set between the length adjustment mechanism and the movable plate to improve adjustment accuracy and impact resistance. Flexible silicone pads are set at the long strip installation notch between the stern 2 and the composite hull structure 1 to prevent seawater intrusion and reduce wind resistance and noise. The stern part adopts a composite fiberglass structure, which takes into account both strength and lightweight. Seamless transition is achieved through bolt connection and epoxy resin bonding technology to reduce the weight of the stern. By coordinating the adjustment of the length and angle of the wave deflector, the water splash suppression efficiency of the stern is improved. The angle of inclination is increased during high-speed navigation to suppress water splash, and the angle of inclination is reduced during low-speed navigation to reduce resistance.

[0022] The stern 2 surface is coated with a nano-composite coating, including a layered silicate composite. The high molecular oxidation on the surface increases the content of layered silicates, forming an inorganic surface layer that improves the stern's scratch resistance. At the same time, the catalytic effect of nanoparticles optimizes the water flow separation point and reduces water splashing.

[0023] The wave deflector 3 has a double-layer composite structure, including an inner lightweight fiberglass matrix and an outer impact-resistant carbon fiber mesh layer, which improves the impact resistance performance and reduces the weight by 40% compared to traditional metal wave deflectors. As a preferred embodiment of this application, the outer surface of the impact-resistant carbon fiber mesh layer can be sprayed with a polymer coating containing microcapsules. When scratched, the microcapsules rupture and release a repair agent, extending the service life of the wave deflector.

[0024] Two sets of protruding sections are provided near the stern 2 of the fixed section 31. These protruding sections are located within the hull. Each set of protruding sections has a rotating shaft 33 fixedly installed at both ends. The rotating shaft 33 is movably installed with a rotating bearing on the hull plate at the corresponding position at the stern 2. Figure 2 and Figure 3 As shown, an angle adjustment mechanism 5 located inside the hull is connected to the outer side of the protruding section. The angle adjustment mechanism 5 includes a driven wheel 51 located at the end of the rotating shaft 33 outside the wave deflector 3. A drive shaft 53 parallel to the axis of the rotating shaft 33 is installed inside the hull. An active wheel 52 corresponding to the driven wheel 51 is provided on the drive shaft 53. The drive shaft 53 is connected to a servo motor 54 installed inside the hull.

[0025] The length adjustment mechanism 4 includes a servo electric cylinder 41 installed on the fixed section 31. The output end of the servo electric cylinder 41 is connected to the end of the movable section 32 through the sealed linear motion shaft 42 passing through the fixed section 31, so as to extend or retract the movable section along the length direction of the slide rail assembly, thereby adjusting the length of the wave deflector.

[0026] A horizontally positioned first limiting plate 6 and an inclined second limiting plate 7 are installed on the hull plate inside the stern 2. Photoelectric proximity switches are respectively installed on the surface of the first limiting plate 6 and the second limiting plate 7 near the protruding section. A signal acquisition board is installed on the surface of the protruding section to receive signals. The photoelectric proximity switches are electrically connected to the servo motor 54, limiting the adjustment range of the wave deflector angle to between 0 and 45°. When the adjustment stroke threshold is reached, the photoelectric proximity switch is triggered, and the control signal generated causes the servo motor to stop rotating.

[0027] Several points need to be clarified: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly, and can refer to mechanical or electrical connections, or internal connections between two components, or direct connections. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships, and the relative positional relationships may change when the absolute position of the described objects changes. Second, in this document, relational terms such as "first" and "second" are only used to distinguish one entity from another entity, and do not necessarily require or imply any such actual relationship or order between these entities.

[0028] The above examples are merely illustrative of this utility model and do not constitute a limitation on the scope of protection of this utility model. All designs that are the same as or similar to this utility model are within the scope of protection of this utility model.

Claims

1. A steel-glass combined ship capable of adjusting stern wake, comprising a composite ship structure (1), characterized in that, The composite hull structure (1) includes a steel hull frame (11), a steel bottom (12), and a composite fiberglass structure sandwich superstructure (13). The stern (2) adopts a composite structure of fiberglass and steel, with a hyperboloid streamlined bottom. It is seamlessly connected to the composite hull structure (1) through high-strength bolts and epoxy resin bonding technology. A wave deflector (3) is installed on the top of the propeller behind the stern (2). The wave deflector (3) includes a fixed section (31) and a movable section (32) nested inside the fixed section (31) through a slide rail assembly (311). The wave deflector (3) is connected to a length adjustment mechanism (4) installed in the composite hull structure (1). A flexible silicone pad is provided at the long strip installation notch between the stern (2) and the composite hull structure (1).

2. A glass-reinforced plastic boat capable of adjusting the stern wake according to claim 1, characterized in that, The stern (2) surface is coated with a nano-composite coating, including a layered silicate composite.

3. A glass-reinforced plastic boat capable of adjusting the wake according to claim 1, characterized in that, The wave plate (3) is a double-layer composite structure, including an inner lightweight fiberglass matrix and an outer impact-resistant carbon fiber mesh layer.

4. The glass-reinforced plastic boat capable of adjusting the stern wake according to claim 1, wherein The fixed section (31) is provided with two sets of protruding sections near the stern (2). The protruding sections are located inside the ship body. Each set of protruding sections has a rotating shaft (33) fixedly installed at both ends. The rotating shaft (33) is movably installed with the rotating bearing of the hull plate at the corresponding position at the stern (2).

5. A glass-reinforced plastic boat capable of adjusting the stern wake according to claim 4, characterized in that, The outer side of the protruding section is connected to an angle adjustment mechanism (5) located inside the hull. The angle adjustment mechanism (5) includes a driven wheel (51) at the end of the rotating shaft (33) located outside the wave deflector (3). A drive shaft (53) is installed inside the hull and is parallel to the axis of the rotating shaft (33). A drive wheel (52) corresponding to the driven wheel (51) is provided on the drive shaft (53). The drive shaft (53) is connected to a servo motor (54) installed inside the hull.

6. A steel-glass composite boat capable of adjusting the stern splash as described in claim 1, characterized in that, The length adjustment mechanism (4) includes a servo electric cylinder (41) mounted on a fixed section (31). The output end of the servo electric cylinder (41) is connected to the end of the movable section (32) through a sealed linear motion shaft (42) passing through the fixed section (31).

7. The glass-reinforced plastic boat capable of adjusting the stern wake according to claim 1, wherein A horizontally positioned first limiting plate (6) and an inclined second limiting plate (7) are installed on the hull plate inside the stern (2). Photoelectric proximity switches are installed on the side surfaces of the first limiting plate (6) and the second limiting plate (7) near the protruding section, respectively. The photoelectric proximity switches are electrically connected to the servo motor (54).

Images