Anti-skid structure of a ship and ship passage comprising the same

Abstract

The application discloses a ship anti-skid structure and a ship passage comprising the same. The ship passage anti-skid structure comprises a base plate connected to a ship body, a plurality of anti-skid connecting rods arranged on the base plate at intervals, and the anti-skid connecting rods and the base plate are welded. The anti-skid connecting rod comprises an anti-skid part and a connecting part. The anti-skid part comprises a first anti-skid surface and a second anti-skid surface arranged at an included angle. The connecting part comprises a first connecting surface attached to the base plate. The welding position of the anti-skid connecting rod and the base plate is located at the two edges of the first connecting surface. The application can effectively improve the problems of difficult assembly, poor welding and limited process of the conventional ship anti-skid structure.

Description

Technical Field

[0001] This application relates to the field of anti-skid technology, and more particularly to an anti-skid structure for ships and a ship passage including the same. Background Technology

[0002] Anti-slip square steel is typically installed in areas such as oil tank bulkheads, patrol passages, inclined platforms, bottom outer plate passage areas, and relief holes to improve slip resistance for personnel walking by increasing the roughness of the contact surface. The conventional design uses square cross-section steel, installed perpendicular to the platform at a 45-degree diagonal, with the lower end welded and fixed to the steel plate, and the upper pointed corner facing upward to form an anti-slip structure.

[0003] The current structural form has the following technical pain points: 1. When installing square steel at a 45-degree angle, there is a lack of effective fixing measures, making it difficult to control the angle deviation and thus making assembly and positioning difficult.

[0004] 2. The 45-degree installation angle is severely obstructed, and blind welding operations are required in confined spaces, making it difficult to guarantee the quality of weld formation and weld inspection, thus making welding quality control difficult.

[0005] 3. The grinding precision and paint coverage uniformity after welding cannot meet the standards due to insufficient visibility, which affects the anti-corrosion performance and limits subsequent processes. Utility Model Content

[0006] The purpose of this utility model embodiment is to provide an anti-skid structure for ships and a ship passage including the structure, which can solve the above-mentioned problems existing in the prior art.

[0007] To achieve the above objectives, this application adopts the following technical solution: On the one hand, an anti-slip structure for a ship passage is provided, comprising: The base plate is connected to the hull of the ship. Multiple anti-slip connecting rods are spaced apart on the base plate, and the anti-slip connecting rods are welded to the base plate; The anti-slip connecting rod includes an anti-slip part and a connecting part; the anti-slip part includes a first anti-slip surface and a second anti-slip surface arranged at an angle; and The connecting portion includes a first connecting surface that fits into the substrate; The anti-slip connecting rod and the substrate are welded at two edges of the first connecting surface.

[0008] In one embodiment, the anti-slip connecting rod is provided with a second connecting surface and a third connecting surface; The second connecting surface is used to connect the first anti-slip surface and the first connecting surface; and The third connecting surface is used to connect the second anti-slip surface and the first connecting surface.

[0009] In one embodiment, the second connecting surface and the third connecting surface are parallel.

[0010] In one embodiment, the anti-slip connecting rod has a first welding connection surface for welding at the intersection of the second connecting surface and the first connecting surface.

[0011] In one embodiment, the anti-slip connecting rod has a second welding connection surface for welding at the intersection of the third connecting surface and the first connecting surface.

[0012] In one embodiment, the angle between the first welded joint surface or the second welded joint surface and the first joint surface is 45 degrees.

[0013] In one embodiment, the included angle between the first anti-slip surface and the second anti-slip surface is 60-110°.

[0014] In one embodiment, a protective coating is also included, covering the anti-slip connecting rod and extending onto the substrate.

[0015] In one embodiment, the adjacent anti-slip connecting rods are arranged in parallel.

[0016] On the other hand, this disclosure provides a ship passage that includes an anti-slip structure as described in any of the above descriptions.

[0017] The beneficial effects of this application are as follows: 1. By prefabricating multiple anti-slip connecting rods in a standardized layout with parallel intervals on the base plate, "instant positioning" is achieved by attaching the first connecting surface to the plane of the base plate during installation. With the help of tooling fixtures, batch installation can be achieved in minutes.

[0018] 2. The first and second welding connection surfaces of the connection part form a 45° angle with the substrate, forming a V-shaped bevel structure, which effectively improves the solder penetration depth and thus enhances the connection strength between the anti-slip connecting rod and the substrate.

[0019] 3. The first and second anti-slip surfaces are at an angle of 60-110°, forming an "L-shaped" three-dimensional contact structure. When the ship rolls or pitches, the contact area between the sole and the double anti-slip surfaces is increased compared to the traditional flat anti-slip structure, which can effectively ensure the anti-slip effect.

[0020] 4. A complete solution from structural design to surface protection has been developed, which can effectively improve the problems of difficult assembly, poor welding and limited process of traditional ship anti-skid structures. Attached Figure Description

[0021] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0022] Figure 1 This is a schematic diagram of the anti-slip structure of the ship passage described in one embodiment of this application; Figure 2 for Figure 1 A schematic diagram of the structure in mid-section; Figure 3 This is a schematic diagram of the anti-slip structure of the ship passage described in another embodiment of this application; Figure 4 for Figure 3 A schematic diagram of the structure in mid-section; Figure 5 This is a schematic diagram of the anti-slip connecting rod of the anti-slip structure of the ship passage described in one embodiment of this application; Figure 6 This is a schematic diagram of the anti-slip connecting rod of the anti-slip structure of the ship passage described in one embodiment of this application, which includes an anti-slip texture. Figure 7 This is a schematic diagram of the anti-slip connecting rod of the anti-slip structure of the ship passage described in one embodiment of this application, which includes a protective coating.

[0023] In the picture: 100. Substrate; 200. Anti-slip connecting rod; 210. Anti-slip part; 211. First anti-slip surface; 212. Second anti-slip surface; 213. Anti-slip texture; 220. Connecting part; 221. First connecting surface; 222. Second connecting surface; 2221. First welded connecting surface; 223. Third connecting surface; 2231. Second welded connecting surface; 300. Protective coating. Detailed Implementation

[0024] 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.

[0025] 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 utility model based on the specific circumstances.

[0026] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0027] like Figures 1 to 7 As shown, this embodiment provides an anti-slip structure for ship passageways, which can improve the problems of difficult assembly, difficult welding quality control, and limited process in the current anti-slip structures for ship passageways.

[0028] Specifically, the anti-slip structure for a ship passageway provided in this disclosure includes a base plate 100 and multiple anti-slip connecting rods 200 disposed on the base plate 100, thereby improving the actual anti-slip effect. The base plate 100 is used to connect to the ship's hull, ensuring that the base plate 100 and the ship's hull are in a relatively fixed state. However, this is not the only possibility; the base plate 100 and the ship's hull can be integrally formed, meaning the base plate 100 is part of the ship's hull. For example, the base plate 100 could be a deck, passageway panel, or platform requiring anti-slip properties on the ship. By adopting an integral forming design between the base plate 100 and the ship's hull, the assembly steps for independent components can be effectively reduced, complex splicing processes can be avoided, and assembly difficulty can be lowered.

[0029] Furthermore, multiple anti-slip connecting rods 200 are disposed on the base plate 100, and the multiple anti-slip connecting rods 200 are spaced apart on the base plate 100. The anti-slip connecting rods 200 and the base plate 100 are relatively fixed, that is, the anti-slip connecting rods 200 and the base plate 100 are welded together. Among them, the anti-slip connecting rods 200 are arranged in parallel. It can be understood that the multiple anti-slip connecting rods 200 are spaced apart to increase the friction when in contact with shoe soles, wheels, etc., forming a three-dimensional anti-slip structure, which is especially suitable for slippery environments such as ship turbulence and wet conditions.

[0030] In one embodiment, the anti-slip connecting rod 200 includes an anti-slip part 210 and a connecting part 220. The anti-slip part 210 is mainly used for anti-slip, while the connecting part 220 is mainly used for connecting to the substrate 100.

[0031] The anti-slip part 210 includes a first anti-slip surface 211 and a second anti-slip surface 212 arranged at an angle. When a crew member steps on the base plate 100, anti-slip properties are achieved through the multiple anti-slip parts 210 connected together. It should be noted that the angle between the first anti-slip surface 211 and the second anti-slip surface 212 is 60-110 degrees, preferably 90 degrees. By forming a 60-110° angle between the first anti-slip surface 211 and the second anti-slip surface 212, a three-dimensional contact structure is created. When the crew member walks or stands, the sole of the shoe rubs against both anti-slip surfaces simultaneously, effectively coping with the multi-angle forces during ship turbulence. Furthermore, using a 90° angle maximizes the vertical support force of the contact surface and facilitates a good fit between the sole and the foot, reducing discomfort during walking and balancing anti-slip performance with comfort.

[0032] Furthermore, to enhance the anti-slip effect of the anti-slip part 210, anti-slip textures 213 can be provided on the surface of the first anti-slip surface 211 and the second anti-slip surface 212. These textures 213 effectively increase the friction between the anti-slip part 210 and the sailor's shoe. For example, the anti-slip textures 213 can be multiple protrusions on the first anti-slip surface 211 or the second anti-slip surface 212, which enhance the anti-slip effect during use. It is understandable that providing anti-slip textures 213, such as protrusions, on the surface of the anti-slip surface significantly increases the friction with the sole by increasing surface roughness. Especially in slippery environments such as wet or oily conditions, the textures can pierce water films or absorb oil, preventing slippage on the contact surface.

[0033] In one embodiment, the connecting portion 220 includes a first connecting surface 221 that adheres to the substrate 100. During the installation of the anti-slip connecting rod 200, the first connecting surface 221 is in contact with the surface of the substrate 100. Simultaneously, since the anti-slip connecting rod 200 and the substrate 100 are welded together, the welding positions of the anti-slip connecting rod 200 and the substrate 100 are located at the two edges of the first connecting surface 221. By providing the first connecting surface 221, the anti-slip connecting rod 200 can be stably mounted on the substrate 100 during the welding process, improving the stability of the welding process.

[0034] In one embodiment, the anti-slip connecting rod 200 is further provided with a second connecting surface 222 and a third connecting surface 223. The second connecting surface 222 is used to connect the first anti-slip surface 211 and the first connecting surface 221, and the third connecting surface 223 is used to connect the second anti-slip surface 212 and the first connecting surface 221. The second connecting surface 222 and the third connecting surface 223 are arranged in parallel. Therefore, during the connection process between the anti-slip connecting rod 200 and the substrate 100, the weld seam can be along the intersection of the first connecting surface 221, the second connecting surface 222, and the third connecting surface 223.

[0035] The first connecting surface 221 fits tightly against the surface of the substrate 100, allowing for quick alignment during installation and preventing tilting or offset of the connecting rod, thus reducing assembly and debugging time and improving installation efficiency. The welding position is limited to the two edges of the first connecting surface 221, forming symmetrical welding points. This ensures uniform heat input during welding, reducing positional shifts caused by localized heat deformation. Simultaneously, it facilitates precise positioning of the welding torch by welders or automated equipment, reducing the difficulty of welding operations.

[0036] In one embodiment, in order to improve the welding effect of the anti-slip connecting rod 200 and the substrate 100 during the welding process, the anti-slip connecting rod 200 is provided with a first welding connection surface 2221 for welding at the intersection of the second connection surface 222 and the first connection surface 221, and the protective connecting rod is provided with a second welding connection surface 2231 for welding at the intersection of the third connection surface 223 and the first connection surface 221.

[0037] Specifically, the angle between the first welding connection surface 2221 and the second welding connection surface 2231 and the first connection surface 221 is 45 degrees. Therefore, in the actual welding process, the weld can fill the space between the first connection surface 221 and the second welding connection surface 222 and the first connection surface 221.

[0038] The first welding connection surface 2221 and the second welding connection surface 2231 form a 45° angle with the first connection surface 221, forming a bevel structure. During welding, the solder can fully fill the gap between the angles, increasing the penetration depth and enabling the connecting rod to form a metallurgical bond with the substrate 100, significantly improving the shear and tensile resistance and preventing cracking at the weld.

[0039] In one embodiment, a protective coating 300 is also permitted, which covers the anti-slip connecting rod 200 and extends to the substrate 100. The protective coating 300 can improve the rust resistance of the anti-slip connecting rod 200 and the substrate 100, and can also improve the anti-slip performance by increasing the friction of the anti-slip connecting rod 200.

[0040] Understandably, the protective coating 300 covers the anti-slip connecting rod 200 and extends to the substrate 100, forming a continuous and dense physical barrier to isolate the metal substrate from corrosion by seawater, salt spray, and moisture. It provides seamless protection, especially at welded areas, preventing electrochemical corrosion and crevice corrosion. Simultaneously, the protective coating 300 can penetrate and fill the minute gaps between the connecting rod and the substrate 100 (such as weld spatter residue and assembly tolerance gaps), preventing structural deterioration caused by moisture and debris accumulation, while also enhancing the overall structure's vibration resistance.

[0041] This disclosure also provides a ship passageway that includes an anti-slip structure for a ship passageway as described in any of the above embodiments.

[0042] In summary, this disclosure provides an anti-slip structure for a ship passageway and a ship passageway including the same. Multiple anti-slip connecting rods 200 are prefabricated on a base plate 100 in a standardized, parallel-spaced layout. During installation, "instant positioning" is achieved by the first connecting surface 221 fitting against the plane of the base plate 100. With the aid of tooling fixtures, batch installation can be achieved within minutes. The first welding connecting surface 2221 and the second welding connecting surface 2231 of the connecting portion 220 form a 45° angle with the base plate 100, creating a V-shaped bevel structure. This effectively increases the weld penetration depth, thereby improving the connection strength between the anti-slip connecting rods 200 and the base plate 100. The first anti-slip surface 211 and the second anti-slip surface 212 form a 60-110° angle, creating an "L-shaped" three-dimensional contact structure. When the ship rolls or pitches, the contact area between the shoe sole and the double anti-slip surfaces is increased compared to traditional planar anti-slip structures, effectively ensuring the anti-slip effect.

[0043] It is evident that this solution constructs a complete solution from structural design to surface protection, which can effectively solve the problems of difficult assembly, poor welding, and limited process in traditional ship anti-skid structures.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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 slip-resistant structure for a passageway of a watercraft, characterized by, include: The substrate (100) is connected to the hull of the ship; Multiple anti-slip connecting rods (200) are spaced apart on the substrate (100), and the anti-slip connecting rods (200) and the substrate (100) are welded together; The anti-slip connecting rod (200) includes an anti-slip part (210) and a connecting part (220). The anti-slip part (210) includes a first anti-slip surface (211) and a second anti-slip surface (212) arranged at an angle; and The connecting portion (220) includes a first connecting surface (221) that is attached to the substrate (100). The welding positions of the anti-slip connecting rod (200) and the substrate (100) are located at the two edges of the first connecting surface (221).

2. The anti-slip structure for a ship passage according to claim 1, characterized by, The anti-slip connecting rod (200) is provided with a second connecting surface (222) and a third connecting surface (223); The second connecting surface (222) is used to connect the first anti-slip surface (211) and the first connecting surface (221); and The third connecting surface (223) is used to connect the second anti-slip surface (212) and the first connecting surface (221).

3. The anti-slip structure for a ship passage according to claim 2, characterized by, The second connecting surface (222) and the third connecting surface (223) are parallel.

4. The anti-slip structure for a ship passage according to claim 2, characterized by The anti-slip connecting rod (200) has a first welding connection surface (2221) for welding at the intersection of the second connection surface (222) and the first connection surface (221).

5. A slip-resistant structure for a ship passageway according to claim 4, wherein The anti-slip connecting rod (200) has a second welding connecting surface (2231) for welding at the intersection of the third connecting surface (223) and the first connecting surface (221).

6. A slip-resistant structure for a ship passageway according to claim 5, wherein The angle between the first welding connection surface (2221) or the second welding connection surface (2231) and the first connection surface (221) is 45 degrees.

7. The boat passageway anti-slip structure according to claim 1, characterized by The included angle between the first anti-slip surface (211) and the second anti-slip surface (212) is 60-110°.

8. The anti-slip structure for a ship passage according to claim 1, characterized by, It also includes a protective coating (300) covering the anti-slip connecting rod (200) and extending to the substrate (100).

9. The anti-slip structure for a ship passage according to claim 1, characterized by, The adjacent anti-slip connecting rods (200) are arranged in parallel.

10. A ship passageway characterized by, Including the anti-slip structure of the ship passage as described in any one of claims 1 to 9 above.

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