Abstract:
A system and method for the application and thermal curing of specialized vessel deck coatings is disclosed. A system capable of controlling environmental conditions is assembled on the deck of a vessel and utilized to control conditions within the system during application and curing of deck coatings is disclosed. A method of utilizing a system capable of controlling environmental conditions during the pretreatment, treatment and curing phases of specialized vessel deck coatings is also disclosed.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    The present application claims priority of provisional application No. 62/343,961, filed Jun. 1, 2016. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable. 
       REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISK APPENDIX 
       [0003]    Not Applicable 
       FIELD OF THE INVENTION 
       [0004]    The present invention generally relates to deck coatings on vessels. In particular, the present invention relates to deck coatings and treatments upon vessels requiring heat-resistant and non-skid decks, such as air capable Navy and Coast Guard ships including aircraft carriers and the like. 
       BACKGROUND OF THE INVENTION 
       [0005]    The origin of the modern day aircraft carrier, and smaller air capable ships, may be traced back to the 19 th  Century, when manned balloons were launched from ships for observation purposes. In 1903, the Wright brothers launched the Flyer I, which is commonly accepted as the first sustained, controlled and powered flight by a fixed-wing aircraft. In 1910, the first fixed-wing aircraft took flight from a US Navy Cruiser. 
         [0006]    Though there have been many developments leading to our modern-day air capable ship, the concept remains the same-air capable ships are vessels allowing the takeoff and landing of aircraft from the flight deck of a ship. 
         [0007]    In particular, two features are important for the flight deck of an air capable ship—it needs a non-skid surface and a surface resistant to exhaust temperatures from aircraft engines. The surface must be non-skid so a landing aircraft may slow to a stop before the end of the limited landing area and to prevent slips, trips and falls by the aircraft deck handling crews. The surface must also be temperature-resistant so that the high exhaust temperatures of aircraft do not damage the vessel itself. 
         [0008]    Traditionally, the United States Navy and Coast Guard have utilized coating systems wherein the deck of an air capable ship is treated with a roll-on type of non-skid coating containing aggregate particles. These systems allow application of a coating that may be painted onto a flight deck in a manner akin to that of using a paint roller to paint a wall, though on a much larger scale and resulting in a finish that has a much rougher texture. 
         [0009]    Advanced modern aircraft, such as the V-22 Osprey and the F-35 Joint Strike Fighter, have exhaust gas downwashes higher than those of traditional aircraft. These aircraft feature short takeoff and landing (STOL) and vertical takeoff and landing (VTOL) capabilities, which focus exhaust blasts over a more confined area for longer periods of time than traditional takeoffs and landings. In addition, many other modern aircraft have directional exhaust systems, further focusing the higher exhaust temperatures onto a concentrated spot on the flight deck. As a result, traditional deck coating systems are no longer suitable for air capable flight decks, and coating failures are becoming commonplace. The traditional coatings are simply not designed for prolonged, directed, high temperature exhaust blasts. 
         [0010]    In an attempt to remedy this deficiency, the Navy Research Laboratory is currently experimenting with alternative deck coatings. The leading experimental system utilizes a wire composite of aluminum and ceramic, which is fed into a melting system and “sprayed” onto the deck of a ship. When the melted composite beads land on the deck, they fuse with the surface of the deck and provide a durable and abrasive surface. An abrasive surface is desirable because oils and hydraulic fluids on a deck cause it to become slippery and may present a safety hazard. A durable surface is desirable for maintenance cost minimization and longer operating periods. 
         [0011]    Once the composite coating is applied, high temperature paint capable of withstanding damage from modern aircraft exhaust temperatures is then used to further coat the composite and the deck. This layer of paint provides an additional level of thermal protection, while sealing the surface of the deck itself, preventing rust and other degradation from the environment in which such vessels operate. However, 75% of flight decks experience failures of the paint layer, mainly because standard methods of application do not provide for proper curing of the coatings. 
         [0012]    There is therefore a need for a system and method of application and curing coatings to the deck of a vessel so that optimal levels of heat resistance and durability are reached. The goal of the present invention is to remedy the deficiencies found in the prior art and in the currently tested systems and methods of treating vessel decks. 
         [0013]    The inventor has performed a search of the prior art and believes the present invention is a new and useful invention for which patent protection is warranted. 
       SUMMARY OF THE INVENTION 
       [0014]    Within the preferred embodiment, and the alternative embodiments disclosed herein, a system and method for the application and curing of temperature resistant vessel coatings is provided. The system utilizes a transportable modular treating area (“oven”) capable of maintaining varying internal environmental parameters, with a volume of sufficient size to allow a user to enter and apply a coating to the deck of a vessel. Concurrently provided is a method of using such a system in stages to first bring the environment within the oven to desired parameters ideal for treating the deck of a vessel, then bringing the environment within the oven to parameters ideal for the curing of the treatment to the deck of the vessel. Monitoring apparatus within the oven allow a user to ensure the appropriate environment is kept throughout the curing process and to adjust the environment within the oven as necessary. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0015]      FIG. 1  is a perspective view of the present invention, as it would be seen assembled on the deck of a vessel; 
           [0016]      FIG. 2  is a perspective cutaway view of the present invention, as assembled on the deck of a vessel showing the internal configuration and a worker within, for scale; 
           [0017]      FIG. 3  is a cutaway view of an ISO shipping container, showing the present invention disassembled and packed for transport; 
           [0018]      FIGS. 4 a - c    are close-up views of differing side panels, showing the placement of temperature probes, exhaust vents and heat intake ducts. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0019]    Referring now to  FIG. 1 , there is shown the insulated modular frame  100 . Situated atop the insulated modular frame  100 , between each frame member, are modular insulated top panels  102 . Situated along the sides of the insulated modular frame  100 , between each frame member are modular insulated side panels  104 . Situated at the corners of the insulated modular frame  100  are jacking wheels  106 , which allow the entire present invention to be raised and lowered from the deck of a vessel for movement to different locations on the deck. A high-temperature sealing gasket  110  may be featured along the base of the insulated modular frame  100  to further insulate the entire invention while in operation. 
         [0020]    Still referring to  FIG. 1 , there is shown a plurality of main heaters  200 , and a plurality of pre-heaters  202 . The preferred embodiment of the present invention calls for diesel heaters to be used as the main heaters  200  and electric heaters as the pre-heaters  202 , though any type of heater of sufficient strength to heat the working area and of sufficient strength to cure the treatment will be recognized as within the scope and spirit of the invention. 
         [0021]    Still referring to  FIG. 1 , there is shown a plurality of temperature probes  300 . The preferred embodiment of the present invention calls for the use of probes able to transmit temperature data, though any means of measuring temperature within the assembled invention may be used. Exhaust vents  302  are also shown, which allow the user to release heat from within the present invention to maintain the desired internal temperature, as necessary. Heat intake ducts  304  are also shown, which allow for the inlet of heat from the main heaters  200  and pre-heaters  202 . 
         [0022]    Referring now to the cutaway view of the present invention in  FIG. 2 , the components of the present invention as described above are shown.  FIG. 2  additionally shows a worker inside the working area of the present invention, for scale. 
         [0023]    Referring now to  FIG. 3 , the present invention is shown in a broken-down form and packed within an ISO shipping container  400 . The ISO shipping container  400  is illustrated in a cut-away view to demonstrate the ability of a user to pack the main heaters  200 , pre-heaters  202 , insulated modular frame  100 , modular insulated top panels  102 , modular insulated side panels  104  and jacking wheels  106  within the ISO shipping container  400  for storage and transport, with spare room for other components such as temperature probe(s)  300  or ancillary supplies which would be helpful for application of deck coatings. 
         [0024]    Referring now to  FIGS. 4 a - c   , close up views of three different side panels are shown.  4   a  shows a modulated insulated side panel  104  designed for insertion of temperature probe  300 .  4   b  shows a modulated insulated side panel  104  with a vent flap  302 .  4   c  shows a modulated insulated side panel  104  with an opening for a heat intake duct  304 . 
         [0025]    Referring to the system described above and illustrated in all Figures, the method of application of a deck coating utilizing the system will be discussed. 
         [0026]    In its preferred embodiment, the present invention would be transported within an ISO shipping container  400  and placed upon the deck of a vessel to be treated. Users would unpack all components of the system, connect the members of the insulated modular frame  100  and place the modular insulated top  102  and side  104  panels in their respective areas. The jacking wheels  106  would be attached to the corners of the assembled frame  100 . 
         [0027]    The temperature probes  300  would be inserted into the appropriate panels. The main  200  and pre  202  heaters would be placed external to the modular insulated side panels  104 , with their outputs leading through the heat intake ducts  304  to within the system. The system would then be fully assembled and ready for operation. 
         [0028]    A user would then activate the pre heaters  202  to bring environmental conditions within the system up to the ideal operating temperature for the vessel treatment. The exact temperature and humidity would depend on the particular coating to be applied. Testing of the present system on one particular type of heat resistant paint has shown that preheating at 80 degrees Fahrenheit for a period of 12 hours prior to painting is ideal. Temperature probes  300  and vent flaps  302  would be used to monitor conditions and maintain desired parameters. Once the correct pre-heat temperature is reached, the user(s) would enter through the access door  108 , apply the coating and exit, sealing the access door  108  upon exiting. In the same testing mentioned above, maintaining the same environmental parameters for a period of 2 hours lends to desirable results. 
         [0029]    At this point, the main heaters  200  would be activated, bringing the temperatures within the system up to the desired curing temperature. Again, the exact curing temperature will be dependent on the paint used. Testing shows that maintaining a temperature between 200-250 degrees Fahrenheit for a period of 12 hours leads to a desirable result. As in the preheating stage, the temperature probes  300  and vent flaps  302  would operate concurrently to maintain conditions as desired. 
         [0030]    Upon full curing of the coating, the main  200  and pre  202  heaters may be moved to the next treatment area, while the jacking wheels  106  are used to raise and move the remainder of the system to the next treatment area. Such a process would continue until the deck is fully coated, or the portions of the deck where coating is needed are covered. 
         [0031]    While the foregoing written description of the invention enables one of ordinary skill to make and use what is considered presently to be the best mode thereof, those of ordinary skill will understand and appreciate the existence of variations, combinations, and equivalents of the specific embodiment, method, and examples herein. The invention should therefore not be limited by the described embodiment, method, and examples, but by all embodiments and methods within the scope and spirit of the invention as claimed.