CN107207076B

CN107207076B - Composite material plate for ship and manufacturing method thereof

Info

Publication number: CN107207076B
Application number: CN201580072496.6A
Authority: CN
Inventors: 李谨豪; 郑勋熙; 曹永大; 朴根亨
Original assignee: SK Chemicals Co Ltd
Current assignee: South Korea shangdongli Xianduan Material Co.,Ltd.
Priority date: 2015-01-06
Filing date: 2015-12-23
Publication date: 2020-02-14
Anticipated expiration: 2035-12-23
Also published as: KR20160084684A; JP6700287B2; KR102213059B1; CN107207076A; JP2018502769A; WO2016111485A1

Abstract

The invention provides a composite board for a ship and a manufacturing method thereof.A frame arranged on a ship deck and a plurality of composite boards for the ship are combined to form a shape of a resistance reduction device. The composite material sheet for a ship may include: a main body part including a plate-shaped sandwich layer and a plate material made of a fiber-reinforced composite material and joined to an outer surface of the sandwich layer; a fixing part formed outside the interlayer along the periphery of the main body part and composed of a plurality of laminated plates; a slope part formed between the main body part and the fixing part and including an inclined surface connecting an outer surface of the main body part and an outer surface of the fixing part; and one or more pins inserted into the main body from the thickness direction.

Description

Composite material plate for ship and manufacturing method thereof

Technical Field

The invention relates to a composite material plate for a ship and a manufacturing method thereof.

Background

Generally, during the course of a ship, the ship is subjected to the resistance of water and sea waves, and at the same time, the ship is subjected to the resistance of air and wind. In fact, air resistance becomes a factor that deteriorates the fuel efficiency of the ship, slows down the fastest speed of the ship, and reduces the handling performance of the ship.

In particular, in ships such as very large container ships and cargo ships, the shape of the main hull and the cargo on the water surface is close to a rectangular parallelepiped and is exposed from the water surface to a high position, so that the area receiving wind pressure is large, and in this case, the resistance to green water (green water) on the bow side is very large when air, wind, and the ship collide with the water surface, and thus the bow side receives more resistance. If a drag reduction means, such as an air spoiler or an air deflector, is provided on such a bow, fuel efficiency can be improved by aerodynamic design effects.

The resistance reducing device for a ship like this should have high strength in order to cope with strong wind pressure and a surge on the deck. In order to ensure high strength, conventionally, resistance reducing devices are manufactured by processing and welding metal. In this case, although the manufacturing is simple, the larger the resistance reducing device is, the lower the work efficiency at the time of mounting, the more the weight is increased, and the center of gravity is located at an abnormal position, so that the transportation efficiency is lowered.

To address these problems, it is possible to construct the unit panels from relatively lightweight materials and then to interconnect the unit panels to form the resistance reducing means. For example, a unit panel composed of a fiber-reinforced composite material may be used. However, the material properties of the unit panels, which are made of composite materials, make it difficult to connect them to each other by welding. Even if the adhesive is used for bonding, the surface treatment of the adhesive surface is difficult, and the foreign matter reduces the adhesive force, so that the connection reliability is lowered.

In addition, the fiber-reinforced composite material sheet has a disadvantage in that its strength in the thickness direction is weak. In particular, the panel having the sandwich structure cannot sufficiently exhibit the strength required for constituting the resistance reducing device in the thickness direction. Problems to be solved by the invention

The present invention provides a composite material panel for a ship and a method for manufacturing the same, and an embodiment of the present invention provides a composite material unit panel which can constitute a resistance reducing device for a ship, can be easily and stably fixed to a frame structure, is easy to install and transport, and can bear a high load.

Disclosure of Invention

In one aspect, the present invention provides a composite board for a ship, which is formed in a shape of a resistance reducing device after a frame installed on a deck of the ship and a plurality of the composite boards for a ship are combined, including: a main body part including a plate-shaped sandwich layer and a plate material made of a fiber-reinforced composite material and joined to an outer surface of the sandwich layer; a fixing part formed outside the interlayer along the periphery of the main body part and composed of a plurality of laminated plates; a slope part formed between the main body part and the fixing part and including an inclined surface connecting an outer surface of the main body part and an outer surface of the fixing part; and one or more pins inserted into the main body from the thickness direction.

In another aspect, the present invention provides a method of manufacturing a composite material sheet for a ship, including: a step of placing an interlayer, the edge of which is inclined and at least one surface of which is provided with a resin injection groove and a resin injection port, on a mold; laminating a reinforcing fiber sheet, which is formed into a plate after the impregnated resin is cured, on the outer surface of the interlayer; inserting one or more pins into the laminated reinforcing fiber sheet and the interlayer from the thickness direction; injecting the resin into the laminated reinforcing fiber sheet and the interlayer, and allowing the injected resin to flow through the resin injection groove and the resin injection port and to be impregnated into the reinforcing fiber sheet and the interlayer; a step in which the resin is thermally cured; and forming one or more fastening holes in a portion of the plate material located outside the interlayer.

Effects of the invention

Embodiments of the present invention provide a composite material sheet for a ship, which can be easily and stably fixed to a frame structure, is easy to install and transport, can bear a high load, and can ensure quality stability, and a method for manufacturing the same. When the composite material plate for the ship provided by the embodiment of the invention is adopted, the installation and maintenance of the resistance reducing device of the ship become easy, and the resistance reducing device can effectively protect a deck and a bow part when facing a deck and gushing, and meanwhile, the fuel efficiency can be effectively improved.

Drawings

Fig. 1 is a schematic view showing a state in which a ship resistance reducing device including a composite material plate for a ship according to an embodiment of the present invention is applied to a ship.

Fig. 2 is a schematic view of a frame of the resistance reducing apparatus shown in fig. 1 and a composite plate for a ship.

Fig. 3 is an oblique view of a composite material plate for a ship according to an embodiment of the present invention.

Fig. 4 is a cross-sectional view of the composite material sheet for a ship shown in fig. 3 taken along line a-a'.

Fig. 5 is an enlarged view of the pin of fig. 3.

Fig. 6 is an oblique view of the interlayer of fig. 4.

Fig. 7 is a cross-sectional view of the interlayer shown in fig. 6 taken along line B-B'.

Fig. 8 is a cross-sectional view illustrating a coupling state of the fixing portion and the frame in fig. 3.

Fig. 9 is an exploded schematic view of a bonding form of the composite material plate for a ship and the frame according to the present embodiment.

Fig. 10 is an enlarged cross-sectional view of a fixing portion and a slope portion of a composite material plate for a ship according to another embodiment of the present invention.

Detailed Description

Hereinafter, the configuration and operation of the embodiment of the present invention will be described in detail with reference to the drawings. The following description is merely one of many aspects of the invention that may be claimed as patentable and may be a part of the detailed art of the invention. However, in the following description of the present invention, a detailed description of known technologies or functions may be omitted for clarity of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and are herein described in detail. However, the present invention is not limited to the specific embodiments, and all changes, equivalents and substitutions made in the spirit and technical scope of the present invention are included in the scope of the present invention.

The terms including ordinal numbers such as first and second may be used to describe different components, but these components are not limited to such terms. These terms are used only to distinguish one constituent element from other constituent elements. When a certain component is described as being "connected" to another component or a certain component is described as being "connected" to another component, the component may be directly connected to another component or may be directly connected to another component, and naturally, another component may exist in the middle. The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Expressions in the singular include the plural unless the context clearly dictates otherwise.

Fig. 1 is a schematic view showing a state in which a ship resistance reducing device including a composite material plate for a ship according to an embodiment of the present invention is applied to a ship, and fig. 2 is a schematic view showing a frame of the resistance reducing device shown in fig. 1 and the composite material plate for a ship.

Referring to fig. 1 and 2, the resistance reducing device 10 may be disposed on the bow of the ship 20. Here, the ship 20 may be an ultra large container ship 20, but is not limited thereto. The resistance abatement device 10 may prevent or reduce resistance to air, water (e.g., deck swells), and wind during navigation of the vessel 20, thereby improving fuel efficiency of the vessel 20, preventing slowing of the fastest speed of the vessel 20, and improving maneuverability of the vessel 20.

In the present embodiment, the marine resistance reducing apparatus 10 includes a frame 200 and a plurality of marine composite boards 100.

Here, the frame 200 may constitute a skeleton of the resistance reducing device 10, be provided on a top deck (upper deck) of the vessel 20, and be fixed to a hull (hull) of the vessel 20. As an example, as shown in fig. 2, the frame 200 may form a lattice-shaped skeleton.

The plurality of composite material plates 100 for a ship may be bonded to the frame 200 to form the resistance reducing device 10 for a ship. For example, each of the marine composite panels 100 may be used as a unit composite panel 100 that is bonded to a frame 200 that encloses the space between the lattice frames. A plurality of composite material plates 100 for a ship are arranged in series and bonded to a frame 200 to constitute a resistance reducing device 10 having a principle of action such as an air spoiler and an air deflector.

The shape of the composite material sheet 100 for a ship may include not only a polygonal shape such as a quadrangle and a triangle, but also a circular shape, and may also include a shape having a curved contour. In addition, the composite material sheet 100 for a ship may be a sandwich-structured sheet composed of a composite material so as to have both excellent lightweight property and strength, and effectively block air, wind, water, and the like. These marine composite panels 100 may be mechanically connected or bonded to the frame 200 by fasteners 400 such as rivets, bolts, or the like.

The concrete structure of the composite material plate for a ship and the connection structure with the frame will be described below with reference to fig. 3 to 10.

Fig. 3 is an oblique view of a composite material plate for a ship according to an embodiment of the present invention, fig. 4 is a cross-sectional view of the composite material plate for a ship shown in fig. 3 taken along line a-a', and fig. 5 is an enlarged view of a pin shown in fig. 3.

In this embodiment, the composite material sheet 100 for a ship may be a sandwich-structured sheet including a sandwich layer 110 and a sheet material 120 bonded to an outer surface of the sandwich layer 110. Here, a pair of plates 120 may be respectively bonded to both surfaces of the interlayer 110, and the plates 120 may be composed of a fiber-reinforced composite material. For example, the sheet material 120 may be formed by thermally curing a prepreg in which reinforcing fibers are impregnated with a resin. In this case, the reinforcing fibers and the interlayer 110 may be laminated, and then the resin may be injected into the reinforcing fibers to perform an impregnation treatment, or in some cases, the interlayer 110 may be impregnated together. The resin functions as an adhesive when it is thermally cured, and allows the plate material 120 to be adhered to the interlayer 110. If the interlayer 110 is impregnated with the resin, the interlayer 110 and the plate 120 can be firmly bonded to each other when the resin is thermally cured.

Referring to fig. 3 and 4, specifically, the composite material sheet 100 for a ship may include a main body portion 101, a fixing portion 103 formed around the main body portion 101, and a slope portion 102 connecting the main body portion 101 and the fixing portion 103.

The body part 101 may include a plate-shaped interlayer 110 and a plate material 120 joined to an outer surface of the interlayer 110, and both the interlayer 110 and the plate material 120 may be flat. The body portion 101 may be a pair of plate materials 120 each bonded to both surfaces of the interlayer 110, thereby forming a sandwich structure. When the main body 101 is of a sandwich structure, the plate material 120 can ensure both lightness and high rigidity.

The fixing portion 103 may be formed outside the interlayer 110 along the peripheral edge of the main body 101, and may be directly fixed to the frame 200. The fixing portion 103 may be formed on at least a portion of the circumference of the body portion 101. For example, the fixing portion 103 is formed only on a part of the peripheral edge of the main body portion 101, or is formed around the entire peripheral edge of the main body portion 101.

Here, the fixing portion 103 is a laminated structure in which a plurality of plate materials 120 are laminated and joined to each other, unlike the main body portion 101, and there is no interlayer 110. For example, when the plate material 120 is formed of a prepreg in which reinforcing fibers are impregnated with a resin, the fixing portions 103 may be formed by joining a plurality of layers of the prepreg, which are stacked together, together as the resin is thermally cured. The fixing portion 103 has a laminated structure, and thus can have high mechanical strength, and can secure mechanical strength required for mechanical fastening with the frame 200.

In order to mechanically fasten the frame 200, the fixing portion 103 may be provided with one or more fastening holes 140 penetrating the fixing portion 103 in a thickness direction thereof. When a plurality of fastening holes 140 are provided, the fastening holes 140 may be arranged in a line such that centers thereof are positioned on the same straight line. Alternatively, the fastening holes 140 may be arranged in a plurality of columns. As shown in fig. 3, a plurality of fastening holes 140 are arranged in a line. In addition, the fastening holes 140 are spaced at uniform intervals throughout the fixing portion 103. When the fixing portions 103 are formed around the entire circumference of the body portion 101, as shown in fig. 3, the fastening holes 140 are also spaced at predetermined intervals around the entire circumference of the body portion 101.

The fastening holes 140 of the fixing portion 103 may be used to mechanically fasten the composite material sheet 100 for a ship to the frame 200. For example, mechanical fasteners 400 such as bolts and rivets are fastened to the frame 200 through the fastening holes 140, and the composite material sheet 100 for a ship is fixed to the frame 200. The fastening hole 140 is formed on the fixing part 103 of the laminate structure, so that the circumference of the fastening hole 140 may have sufficient strength to maintain mechanical fastening. The diameter of the fastening hole 140 or the distance between two adjacent fastening holes 140 may be determined according to the kind of the mechanical fastener 400, the load when mechanically fastening. In one embodiment, the fastening holes 140 have a diameter of 30mm, and the distance d between the centers of two adjacent fastening holes 140 is 175 mm.

The slope portion 102 is a portion connecting the main body portion 101 and the fixing portion 103, and may include an inclined surface S connecting a surface of the main body portion 101 and a surface of the fixing portion 103. The fixing portion 103 is a laminated structure in which only the plate materials 120 are stacked without the interlayer 110, and the main body portion 101 is a laminated structure including the interlayer 110 having a predetermined thickness, and thus the inclined surface S of the slope portion 102 is inclined downward from the main body portion 101 toward the fixing portion 103.

The inclined surface S of the slope part 102 may be constituted by the plate material 120 extending from the main body part 101 to the fixing part 103. That is, the central portion, the edge portion, and the portion therebetween of one plate material 120 are included in the main body portion 101, the fixing portion 103, and the slope portion 102, respectively. The ramp 102 may further include an interlayer 110. At least one surface of the interlayer 110 of the slope part 102 is inclined at a predetermined angle so as to correspond to the inclined surface S, and the inclined portion of the interlayer 110 may be joined to the plate material 120 forming the inclined surface S. In one embodiment, a central portion of a sandwich layer 110 forms a main portion 101, and an edge portion thereof may be chamfered (chamferred) to form a ramp portion 102. In contrast, the slope portion 102 may be formed by separately providing the interlayer 110 having the inclined surface S on the side surface of the interlayer 110 of the main body portion 101.

As described above, the slope portion 102 may be formed in a sandwich structure like the main body portion 101. At this time, since the inclined interlayers 110 and the sheet material 120 of the slope part 102 continuously connect the fixing part 103 and the main body part 101 of the laminated structure, when the composite material sheet 100 is fixed to the frame 200, the stress applied to the fixing part 103 can be effectively transmitted to the main body part 101 through the slope part 102. Therefore, when the load is increased, concentrated stress acting on the connecting portion of the fixing portion 103 and the body portion 101 becomes minimized, so that the risk of breakage or damage of the composite material plate 100 can be reduced.

In the present embodiment, the interlayer 110 may be formed of a material having a honeycomb structure, such as a Polyurethane foam (Polyurethane foam), a polyvinyl chloride foam (polyvinyl chloride foam), a polyester foam (polyester foam), a vinyl ester foam (vinyl ester foam), a phenol foam (phenol foam), a foamable foam formed of a mixture thereof, an aluminum honeycomb, a NOMEX honeycomb, or the like.

As described above, the sheet material 120 may be formed of a prepreg in which reinforcing fibers are impregnated with a resin, but is not limited thereto. For example, the sheet material 120 may be formed of a multiaxial carbon fiber fabric, a multiaxial glass fiber fabric, a unidirectional carbon fiber prepreg, a unidirectional glass fiber prepreg, a carbon fiber fabric prepreg, a glass fiber fabric prepreg, a mixture thereof, or the like.

The resin impregnated in the plate material 120 and the interlayer 110 may be thermosetting epoxy resin (epoxy resin), polyester resin (polyester resin), vinyl ester resin (vinyl ester resin), phenol resin (phenol resin), polyimide resin (polyimide resin), or a mixture thereof. These resins have excellent mechanical properties and are easy to control molding time. In addition, the content range of the resin can be adjusted within the range of 35-45%. The resin content range may be changed depending on the size of the resin injection grooves 111 to 114 of the interlayer 110, the size of the resin injection port 115, and the like, which will be described later, and an optimum value may be selected depending on the use conditions or load conditions of the resistance reducing device to which the marine composite material plate 100 is applied. However, the resin content is not limited to the above range, and may be a value outside the above range as necessary.

On the other hand, more than one pin 130 may be inserted into the body portion 101 in the thickness direction thereof. For example, as shown in fig. 4, the entire body portion 101 is inserted with a plurality of pins 130 at uniform intervals. The pin 130 may be inserted from any side of the body 101, and may be inserted in a state where the plate material 120 is laminated on the outer surface of the interlayer 110. To simultaneously fix the interlayer 110 and the sheet material 120, the inserted pin 130 simultaneously crosses the interlayer 110 and the sheet material 120.

As shown in fig. 5, the pin 130 may include a cylindrical rod 50 extending in one direction, and a plurality of protrusions 51 protruding laterally at the outer circumference of the rod 50. As shown in fig. 5, one end of the lever 50 can be inserted into the main body 101 as a front end because its edge is cut to have a relatively sharp shape. The plurality of protrusions 51 are spaced apart from each other at a predetermined interval all around the lever 50, and are also spaced apart from each other at a uniform interval in the longitudinal direction. Here, in order to allow the pin 130 to be smoothly inserted and prevent the pin 130 from falling off, the protrusion 51 has an inclined shape such that it becomes gradually higher from the front end side of the pin 130.

The material of the pins 130, the size of the pins 130, the number of the pins 130, the interval between the pins 130, the arrangement state of the plurality of pins 130, and the like may be determined according to the type and physical properties of the interlayer 110 and the sheet material 120 used in the composite material sheet 100 for a ship. For example, the rod 50 of the pin 130 has a diameter of 0.2mm, and the distance between the centers of the cross sections of two adjacent pins 130 may be 40 mm. Here, the plurality of pins 130 may be spaced apart from each other at the above-described intervals in the lateral and longitudinal directions of the plane of the body portion 101. The length of the pin 130 may be equal to or less than the thickness of the body portion 101. Here, the thickness of the body portion 101 is a length obtained by adding the thickness of the interlayer 110 and the thickness of the pair of plate materials 120. In one embodiment, where the thickness of the body portion 101 is 33.36mm, the length of the pin 130 may be 33.30 mm. Further, the pin 130 may be composed of steel, a fiber-reinforced composite material, or a polymer matrix material.

By inserting more than one pin 130 into the body 101, interlayer separation between the interlayer 110 and the plate material 120 in the sandwich structure can be reduced. In particular, when the pin 130 is inserted and then impregnated with resin and thermally cured, the bonding strength between the interlayer 110 and the plate material 120 can be maximized. This can increase the strength of the body 101 in the thickness direction to the strength in the in-plane direction, and the composite material sheet 100 for a ship can support a load more effectively.

According to the present embodiment, the composite material sheet 100 for a ship is basically formed in a sandwich structure to ensure lightweight, and sufficient strength required for mechanical fastening can be ensured by the fixing portion 103 of the laminate structure. In addition to the plate material 120 and the interlayer 110 being impregnated with resin and thermally cured, the plate material 120 and the interlayer 110 are formed as a single member, and the main body 101 is inserted with the pin 130 in the thickness direction to prevent the plate material 120 and the interlayer 110 from being separated from each other, so that the plate material 120 and the interlayer 110 can have sufficient strength in the thickness direction even in a sandwich structure. In addition, mechanical fastening to the frame 200 is easily achieved by the fixing portion 103. In short, the assembly and installation of the resistance reducing device of the ship are easy, and the cost can be saved.

Fig. 6 is an oblique view of the interlayer of fig. 4, and fig. 7 is a cross-sectional view of the interlayer shown in fig. 6 taken along line B-B'.

As shown in fig. 6 and 7, a first resin injection groove 111, a second resin injection groove 112, a third resin injection groove 113, and a fourth resin injection groove 114 for resin injection may be formed in the interlayer 110 of the marine composite material panel 100. A resin injection port 115 may be formed at an intersection of the first and second resin injection grooves 112 to penetrate the interlayer 110.

The first to fourth resin injection grooves 111 to 114 may be formed on at least one of the upper and lower surfaces of the interlayer 110. Here, the upper surface of the interlayer 110 means a surface having a relatively small planar width because of the presence of the inclined surface S. The first resin injection groove 111 may extend in a direction of one side of the interlayer 110, and the second resin injection groove 112 may extend in a direction perpendicular to the first resin injection groove 111. The interlayer 110 is formed with a series of first resin injection grooves 111 and a series of second resin injection grooves 112, which may form lattice-shaped grooves on one surface of the interlayer 110.

The third resin injection groove 113 passes through the intersection of the first resin injection groove 111 and the second resin injection groove 112 and extends in a direction inclined by 45 ° clockwise with respect to the first resin injection groove 111. In contrast, the fourth resin injection groove 114 passes through the intersection and extends in a direction inclined by 45 ° counterclockwise with respect to the first resin injection groove 111. That is, at the intersection of the first and second resin injection grooves 112, the third resin injection groove 113 is formed in a direction inclined by 45 ° and 225 ° clockwise with respect to the first resin injection groove 111, and the fourth resin injection groove 114 is formed in a direction inclined by 135 ° and 315 ° clockwise with respect to the first resin injection groove 111. Although fig. 6 shows an example in which the first to fourth resin injection grooves 111 to 114 are provided, the present invention is not limited thereto, and only a part of the first to fourth resin injection grooves 111 to 114 may be provided.

As described above, the first to fourth resin injection grooves 111 to 114 are formed on at least one surface of the interlayer 110, so that the fluidity of the injected resin can be improved. After the resin is injected in the state where the plate material 120 is laminated on the outer surface, the resin flows along these resin injection grooves 111 to 114, and the resin can be uniformly impregnated in the in-plane direction of the interlayer 110. Thus, the composite material sheet 100 for a ship having a uniform shape in the in-plane direction can be manufactured.

The widths and depths of the first to fourth resin injection grooves 111 to 114 and the intervals between adjacent resin injection grooves are determined according to the type of resin to be injected or various physical properties. For example, the interval between the adjacent two first resin injection grooves 111 and the interval between the adjacent two second resin injection grooves 112 may be both 23 mm. Further, the depth of each resin injection groove may be 0.25 mm.

In one aspect, a resin injection port 115 may be formed at an intersection of the first resin injection groove 111 and the second resin injection groove 112. For example, as shown in fig. 6, a plurality of resin injection ports 115 are formed at respective intersections of the first resin injection groove 111 and the second resin injection groove 112. The resin inlet 115 penetrates the interlayer 110 in the thickness direction, and the resin can be injected through one side of the resin inlet 115. The injected resin flows in the in-plane direction of the interlayer 110 along the first to fourth resin injection grooves 111 to 114, and at the same time, flows in the thickness direction of the interlayer 110 along the inner space of the resin injection port 115. Thereby making it possible to improve the resin fluidity in the thickness direction of the sheet. Further, since the resin injection grooves 111 to 114 formed on the upper surface and the lower surface of the interlayer 110 are connected by the resin injection port 115, the resin can be efficiently flowed to the opposite side surface of the interlayer 110 regardless of which surface of the interlayer 110 the resin is injected.

In this embodiment, as shown in fig. 7, the pattern of the resin injection port may be formed such that the diameter of one side is different from the diameter of the other side. That is, the resin injection port is shaped like the upper part of a cut cone. For example, the upper diameter a of the resin injection port may be 0.2mm, and the lower diameter b may be 0.4 mm. At this time, the resin may be injected from the side of the resin injection port 115 having a smaller diameter. In the above embodiment, the diameter of the upper portion of the resin injection port 115 is smaller, and therefore, the resin can be injected from the upper portion of the resin injection port 115.

As described in the present embodiment, when the shape of the resin injection port 115 is like a truncated cone, the resin fluidity in the thickness direction of the interlayer 110 can be adjusted. That is, when the resin passes through the resin injection port 115, the fluidity of the resin is increased as the diameter of the resin injection port 115 is increased, and the diameter is increased as the distance from the portion where the resin is injected is increased, so that the resin flows relatively slowly at the portion where the resin is injected, and the resin can flow more rapidly at the opposite side. Therefore, the difference in resin fluidity between both surfaces of the interlayer 110 can be reduced regardless of the surface of the interlayer 110 to which the resin is injected, and the degree of resin impregnation in the upper and lower portions of the interlayer 110 can be made uniform.

Fig. 8 is a schematic sectional view showing a bonding form of the fixing portion and the frame in fig. 3, and fig. 9 is an exploded schematic view showing a bonding form of the composite material plate for a ship and the frame according to the present embodiment.

As shown in fig. 8 and 9, the fastener 400 is fixed in a state of being inserted through both the fastening hole 140 of the fixing portion 103 of the composite material plate 100 for a ship and the fixing hole 210 of the frame 200, so that the composite material plate 100 for a ship can be mechanically fastened to the frame 200. When a plurality of fixing holes 210 are provided on the frame 200, the fixing holes 210 may be located at positions corresponding to the plurality of fastening holes 140 of the fixing portion 103. For example, the fixing holes 210 are spaced apart from the fastening holes 140 at the same interval, and thus may be located on one straight line.

In order to ensure stable mechanical fastening of the composite material plate 100 for a ship and the frame 200, a gasket may be provided on one side of the fixing portion 103. Here, the gasket may be annular or plate-shaped. In the embodiment shown in fig. 8 and 9, a plate-like washer 300 is provided. The gasket may be provided between the fixing portion 103 and the frame 200, or may be provided on the opposite side of the frame 200 as shown in fig. 8 and 9. The gasket may be made of steel, carbon fiber composite, glass fiber composite, Teflon (Teflon), or the like.

The plate washer 300 may have one or more through holes 310, and when a plurality of through holes 310 are provided, the through holes 310 may be located at positions corresponding to the fastening holes 140. That is, the through holes 310 are spaced apart from the fastening holes 140 at the same interval, and thus may be located on one straight line. When the composite material plate 100 for a ship is coupled to the frame 200, the plate-shaped gasket 300 may overlap the fixing portion 103, and the fastening member 400 may be fixed to the frame 200 through the fastening hole 140 of the fixing portion 103, the fixing hole 210 of the frame 200, and the through hole 310 of the plate-shaped gasket 300.

The gasket may disperse the fastening force intensively applied by the fastener 400, so that the composite material sheet 100 or the frame 200 for a ship may be prevented from being damaged and the mechanical fastening between the composite material sheet 100 and the frame 200 may be more robust.

According to this embodiment, the composite material sheet 101 for a ship may further include a reinforcing material 150 laminated with the sheet material 120 of the fixing portion 103. That is, the reinforcing member 150 may be separately laminated on the plurality of plate members 120 constituting the fixing portion 103. The reinforcing material 150 may also extend so as to be laminated on the plate material 120 of the slope portion 102 in addition to the fixing portion 103. At the ramp 102, the reinforcing material 150 is located between the sheet 120 and the interlayer 110. As described above, the fixing portion 103 and the slope portion 102 may form a double lamination structure due to the additional lamination of the reinforcing material 150. As shown in fig. 10, the reinforcing material 150 is inserted between the plate material 120 and the plate material 120 or between the plate material 120 and the interlayer 110, but the reinforcing material 150 may be additionally laminated on the outer surface of the outermost plate material.

The reinforcing member 150 may be made of the same material as the plate 120 or may be made of a different material. When formed of a different material, the reinforcing member 150 may be formed of a material having a higher strength than the plate member 120. In one embodiment, the reinforcing material 150 may comprise a multi-axial fiber fabric impregnated with resin and heat cured to be firmly bonded to the plate 120 and the interlayer 110.

As in the present embodiment, the fixing portion 103 and the slope portion 102 are formed in a double-layered structure by the reinforcing member 150, and the fixing portion 103 and the slope portion 102 can be effectively reinforced. Therefore, when the composite material sheet 100 for a ship is fastened to the frame 200 by the fastener 400, the fixing portion 103 can be prevented from being damaged or damaged. In addition, the slope portion 102 can be effectively compensated for the weakness of the load due to the presence of the inclined surface S. Furthermore, the reinforcing material 150 is laminated on both the fixing portion 103 and the slope portion 102, and thus, it is possible to prevent the connection between the fixing portion 103 and the slope portion 102 from being damaged due to a local load applied to only the fixing portion 103.

An example of the method for producing the composite material sheet 100 will be described below.

First, a reinforcing fiber sheet to be formed into a plate material 120 and an interlayer 110 are stacked on a mold. The mold includes an upper mold and a lower mold which are joined to each other and whose inner space can be formed into the shape of a molded product such as the composite material sheet 100 for a ship. Specifically, the sheet material 120 and the interlayer 110, which are laminated together, may be placed on a lower mold. In order to facilitate the subsequent demolding of the cured composite material sheet 100, the mold inner surface may be subjected to demolding treatment. In this case, the release treatment may be performed using release paper, release film, release agent, or the like. In addition, in order to improve the fluidity of the resin to be injected, the mold may be heated and the heated state may be maintained.

Here, the reinforcing fiber sheet placed in the mold may be cut to a size 5 to 10% larger than that of the target composite material sheet 100. In addition, as described above, the interlayer 110 may be provided with the first to fourth resin injection grooves 111 to 114 and the resin injection port 115, and the corners may be inclined. In contrast, the interlayer 110 having the first to fourth resin injection grooves 111 to 114 and the resin injection port 115 may be placed, and then the interlayer 110 having the inclined surface S may be placed on the side surface thereof.

In a state where the reinforcing fiber sheet to be formed into the plate material 120 and the interlayer 110 are stacked, a reinforcing material 150 having a predetermined width may be further stacked along the edge thereof as necessary. Due to the lamination of the reinforcing material 150, in the completed composite material sheet 100, the fixing portion 103 and the slope portion 102 may be formed in a double lamination configuration.

In addition, when the reinforcing fiber sheet and the interlayer 110 are laminated, the pin 130 may be inserted from the thickness direction in a region corresponding to the main body 101. Here, the pin 130 may be inserted into a position where the resin injection groove is not provided in the interlayer 110.

As described above, the reinforcing fiber sheets to be formed into the plate material 120, the interlayer 110, and the reinforcing material 150 are stacked and the pin 130 is inserted, while the main agent and the curing agent are mixed in a ratio by the two-component epoxy resin and then deaerated to prepare a resin to be impregnated into the reinforcing fiber sheets and the interlayer 110.

After the pins 130 are inserted, the laminated structure of the reinforcing fiber sheets and the interlayer 110 is covered with Bagging Film and vacuum is applied, and then resin may be injected. Here, the resin may be injected through a plurality of resin injection channels, which are respectively located at upper portions of the resin injection ports of the interlayer 110. When the resin flows along the resin injection port and the first to fourth resin injection grooves 111 to 114 and is sufficiently impregnated into the entire interlayer 110 and the reinforcing fiber sheet, the excess resin can be discharged through a specially provided resin discharge passage.

When the resin discharge passage starts discharging the resin, the mold may be heated to thermally cure the resin. After completion of curing, the cured composite material sheet 100 is released from the mold, trimming is performed by cutting the end of the fixing portion 103 to obtain the composite material sheet 100 of a desired size, and thereafter, the fastening hole 140 may be formed in the fixing portion 103.

Although the embodiments of the present invention have been described with reference to the accompanying drawings, it should be understood by those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. For example, the manufacturer may change the material, size, etc. of each component, or combine or replace the components according to the application field, and implement the components in the form not explicitly disclosed in the embodiment of the present invention, and still fall within the scope covered by the present invention. Therefore, the above disclosure is only a preferred embodiment of the present invention, and certainly should not be taken as limiting the scope of the present invention, which is defined by the claims and their equivalents.

Claims

1. A composite board for a ship, which is mounted on a ship deck and has a shape that a plurality of the composite boards for a ship are bonded to form a resistance reducing device, comprising:

a main body part including a plate-shaped sandwich layer and a plate material made of a fiber-reinforced composite material and joined to an outer surface of the sandwich layer;

a fixing portion formed outside the interlayer along a peripheral edge of the main body portion and composed of a plurality of the plate materials laminated together;

a slope portion formed between the main body portion and the fixing portion, including an inclined surface connecting an outer surface of the main body portion and an outer surface of the fixing portion; and

one or more pins inserted into the body portion from a thickness direction;

a series of first resin injection grooves and a series of second resin injection grooves are formed on the outer surface of the interlayer, the first resin injection grooves are sunken to a preset depth and extend towards one direction, and the second resin injection grooves extend towards the direction vertical to the first resin injection grooves;

the interlayer is provided with a resin injection port penetrating through the interlayer at the crossing position of the first resin injection groove and the second resin injection groove;

the diameter of the resin injection port has different sizes at one side and the other side, and resin is injected into the resin injection port from the side having the smaller diameter.

2. A composite board for a ship according to claim 1, wherein the outer surface of the interlayer is further formed with a third resin injection groove passing through an intersection of the first resin injection groove and the second resin injection groove and extending in a direction inclined at 45 ° clockwise with respect to the first resin injection groove, and a fourth resin injection groove passing through the intersection and extending in a direction inclined at 45 ° counterclockwise with respect to the first resin injection groove.

3. The marine composite panel according to claim 1, wherein the first resin injection groove and the second resin injection groove each have a depth of 0.25 mm.

4. The marine composite panel according to claim 1, wherein a distance between the two first resin injection grooves and a distance between the two second resin injection grooves are 23mm, respectively.

5. A composite board for a ship according to claim 1, wherein the resin injection port has a diameter of 0.2mm on one side and 0.4mm on the other side.

6. The composite material sheet for a ship according to claim 1, wherein the pin includes a rod extending in one direction and a plurality of protrusions protruding from an outer circumferential surface of the rod, wherein the protrusions protrude from a leading end side of the pin and have an inclined shape, and the pin is inserted into the sheet through the interlayer.

7. The marine composite panel of claim 1, wherein the one or more pins are inserted at 40mm intervals from each other.

8. The composite board for a ship according to claim 1, wherein the fixing portion includes one or more fastening holes penetrating therethrough in a thickness direction,

and a fastening member is fixed to the frame through the fastening hole, whereby the composite board for a ship is bonded to the frame.

9. The composite board for a ship according to claim 1, further comprising a plate-shaped gasket, the gasket including one or more through holes having the same interval as the one or more fastening holes, the gasket and the fixing portion being overlapped when the composite board for a ship and the frame are combined, so that a fastening member is fixed to the frame after passing through the through holes and the fastening holes at the same time.

10. The marine composite panel according to claim 1, further comprising a reinforcing material laminated with the plate material of the fixing portion and the plate material of the slope portion.

11. A marine composite panel according to claim 10, wherein the reinforcement comprises a multiaxial fabric.

12. The composite plate for a ship according to claim 1, wherein the interlayer and the plate material are bonded to each other by impregnating the interlayer with a resin impregnated into the plate material and curing the resin impregnated into the plate material.