Construction method of font-shaped precast yard and harbor wharf concrete members

Abstract

The invention provides a construction method of a prefabricated yard shaped like a Chinese character'ji 'and a seaport wharf concrete member, and belongs to the technical field of building construction.The construction method comprises the following construction steps that S1, the prefabricated yard shaped like the Chinese character'ji' is built, a land area prefabricated area shaped like a Chinese character'ji 'comprises an exclusive prefabricated pedestal, a storage and maintenance pedestal and a shipping channel, and a sea area adaptive structure shaped like the Chinese character'yue' comprises a leveling base and a base bottom beam; s2, exclusive pedestal prefabricated parts on the two sides; s3, the trolley pushing component is moved to the shipping channel along the transverse track; s4, the concrete member is subjected to rail switching operation, and the transportation direction is switched from the transverse direction to the longitudinal direction; s5, the concrete member is conveyed to the matching structure in the shape of the Chinese character'yue 'in the sea area through the trolley and slides to the ship machine; and S6, when the ship engine is replaced, recombining the shore and the base bottom beam. According to the construction method, through construction of the 'L'-shaped prefabricating yard and the coherent construction process, the prefabricating and shipping efficiency of the seaport wharf concrete members can be improved, different ship machines can be flexibly adapted, the transformation construction period can be shortened, and the adaptation cost can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of building construction, and in particular to a "fēi" - shaped prefabrication yard and a construction method for concrete components of a seaport terminal. Background Art

[0002] Currently, in the construction of large - scale concrete components of seaport terminals, such as the prefabrication and transportation of caissons, traditional prefabrication yards mostly adopt the construction mode of "Ⅱ" - shaped有轨平移 + in - situ casting of shore connection + rubble mound foundation. This technology has three core technical defects: First, the prefabrication, storage and maintenance, and transportation processes are concentrated on the same axis in a "single - line operation", with frequent interference and "traffic jams". It is necessary to temporarily store the components at sea, increasing the cost of measures, and the work efficiency is low. For example, if 99 caissons need to be prefabricated in the operation area, even if 3 traditional prefabrication yards start simultaneously, it still takes 915 days, far from meeting the construction period requirements. Second, for large marine machinery, such as semi - submersible barges and floating docks, there are significant differences in the shore - connection dimensions, draft, and sitting - bottom requirements. Traditional in - situ casting of shore connection requires chiseling and reconstruction, and the rubble mound foundation requires excavation and reorganization. The single - time renovation period is about 1 month, and the cost is high. Third, the site utilization rate is low, and the production capacity is difficult to match the port construction's demand for a large quantity and multiple types of components.

[0003] In the prior art, for example, Chinese Patent with the application publication number CN111452206A discloses a device and method for fabricating a non - dry - dock hydraulic - jacked immersed - tube tunnel segment. Although this technology uses a flat - ground prefabrication platform + hydraulic jacking to replace the dry dock, it is only for immersed - tube tunnel segments, adopts a linear prefabrication platform layout, has no storage and maintenance function, and does not involve the optimization of marine machinery adaptation. Another example is the Chinese Patent with the application publication number CN104386586A, which discloses a method and equipment for on - land installation of hydraulic prefabricated components. This technology realizes on - land installation through detachable tracks and lifting equipment, only solves the problem of the influence of wind and waves on water - borne hoisting, and lacks the design of prefabrication - transportation zoning and modular marine machinery adaptation structure.

[0004] It can be seen that the above - mentioned prior arts cannot break through the bottleneck of single - line operation, improve the flexibility of marine machinery adaptation, and meet the demand for large - scale production capacity. Therefore, there is an urgent need in the industry for a new prefabrication yard technology that takes into account work efficiency, adaptability, and production capacity. Summary of the Invention

[0005] The purpose of the present invention is to overcome the deficiencies in the prior art, such as the difficulty in breaking through the bottleneck of single - line operation and poor adaptability flexibility, and provide a "fēi" - shaped prefabrication yard and a construction method for concrete components of a seaport terminal.

[0006] The present invention is realized through the following technical solutions: A "fēi" - shaped prefabrication yard and a construction method for concrete components of a seaport terminal, the "fēi" - shaped prefabrication yard includes a land - based "non" - shaped prefabrication area and a sea - area "yuē" - shaped adaptation structure connected in sequence; it also includes the following construction steps: S1. Build the "Po" - shaped prefabrication yard. The land "Fei" - shaped prefabrication area includes exclusive precast pedestals on both sides, a storage and maintenance pedestal and a shipping channel located between the exclusive precast pedestals on both sides. The sea area "Yue" - shaped adaptation structure includes a leveling base and a seat bottom beam; S2. Prefabricate the concrete components of the seaport terminal on the exclusive precast pedestals on both sides; S3. A trolley is arranged at the bottom between two adjacent exclusive precast pedestals. Through the hydraulic jacking cylinder of the trolley, the precast concrete components are translated along the transverse track to the shipping channel; S4. Through the transverse track, a rail - switching operation is carried out on the concrete components on the storage and maintenance pedestal in the shipping channel, so that the transportation direction of the components is switched from transverse to longitudinal; S5. Inside the shipping channel, a trolley is arranged at the bottom between two adjacent storage and maintenance pedestals. Through the hydraulic jacking cylinder of the trolley, the concrete components are transported along the longitudinal track to the sea area "Yue" - shaped adaptation structure and finally translated onto the ship crane; S6. A shore connection is arranged at one end of the land "Fei" - shaped prefabrication area close to the sea area "Yue" - shaped adaptation structure. When replacing the ship crane, the shore connection and the seat bottom beam of the sea area "Yue" - shaped adaptation structure are re - combined to adapt to the dimensions, molded depth and seating requirements of the new ship crane.

[0007] This method realizes multiple core beneficial effects by constructing a "Po" - shaped prefabrication yard (land "Fei" - shaped prefabrication area and sea area "Yue" - shaped adaptation structure) and a coherent construction process: On the one hand, it completely breaks through the bottleneck of the traditional prefabrication yard's "single - line operation". In the land "Fei" - shaped prefabrication area, the exclusive precast pedestals on both sides carry out component prefabrication simultaneously, and the middle storage and maintenance pedestal and shipping channel independently perform the functions of storage and shipping, separating the prefabrication, storage and shipping processes to avoid the "traffic jams" and停工等待 caused by the concentration of traditional processes on the same axis, greatly improving the site utilization rate and the continuity of component production, and efficiently meeting the supply demand of a large number of concrete components for the seaport terminal. On the other hand, it significantly improves the flexibility of ship crane adaptation. For the shore connection and seat bottom beam of the sea area "Yue" - shaped adaptation structure, when replacing the ship crane, only re - combination is required to adapt to the shore connection dimensions, molded depth and seating requirements of the new ship crane, without the need to chisel the cast - in - place structure and excavate and重整抛石基床 as in the traditional process, greatly shortening the renovation cycle, reducing the renovation workload and cost, and adapting to the operation requirements of various ship cranes. At the same time, through the cooperation of the hydraulic jacking cylinder and the rail - switching operation, the components can be horizontally translated from the precast pedestals on both sides to the channel and then switched to longitudinal transportation to the sea area ship crane, forming a coherent link of "prefabrication - translation - rail - switching - shipping", without relying on additional large - scale lifting equipment, reducing the loss of process connection, and further improving the overall efficiency of component production from land to sea shipping. [[ID=`15]]

[0008] Note: There is an error in the Chinese text where "停工等待" is an incorrect term. It should probably be "停工待料" or some other appropriate phrase. Also, "重整抛石基床" is not a common and accurate expression, it might be a misnomer in the original Chinese. The above translation is done as accurately as possible based on the provided text.A further improvement of the present invention is that the total length of the "non"-shaped prefabrication area on land is 227 m, the width is 64 m, and the top elevation is +6.02 m; there are a total of 20 exclusive prefabrication pedestals on both sides, including 16 4500T concrete component positions and 4 8000T concrete component positions. The working surface size of a single exclusive prefabrication pedestal is 23 m × 23 m; the storage and maintenance pedestal also serves as an outhaul channel with a width of 18 m and a top elevation of +6.6 m.

[0009] A further improvement of the present invention is that the pedestal area of the exclusive prefabrication pedestals on both sides is backfilled with 55 cm thick block stones of 10 - 100 Kg and 30 cm thick concrete is poured; the pedestal area in the outhaul channel is backfilled with block stones of 10 - 100 Kg, and after pouring a 10 cm thick cushion layer, 30 cm thick concrete is poured; between adjacent exclusive prefabrication pedestals and between adjacent storage and maintenance pedestals, jacking / translation trenches for the trolley are provided. The trench spacing is 3.6 m, the width is 1.6 m, and the depth is 0.6 m. The bottom of the trench is paved with A65 standard tracks adapted to the trolley, and the trench cover plate is a 3 cm thick steel cover plate.

[0010] A further improvement of the present invention is that the shore connection is designed with precast blocks, and the precast blocks include precast block type A and precast block type B, which are assembled according to the ship machine shore connection dimensions; when the ship machine is semi-submersible barge No. 6, the shore connection assembles precast block type A, and the precast block type A is placed vertically with a thickness of 0.55 m, and rails are laid on its top, which can adapt to the ship machine shore connection dimensions of 1.6 m × 1.25 m in length and width; when the ship machine is floating dock No. 1, the shore connection assembles precast block type B, and the precast block type B is placed horizontally with a thickness of 0.4 m, which can adapt to the ship machine shore connection dimensions of 1.1 m × 1.75 m in length and width.

[0011] A further improvement of the present invention is that the leveling base is a "mouth"-shaped foundation, the bottom seat beam is a "one"-shaped steel / concrete beam, and the bottom seat beam is arranged at the center of the top of the leveling base and can form an overall "yue"-shaped structure with the leveling base; the width of the leveling base is determined according to the ship machine size, and its center line is 31.25 m away from the shoreline; there are 1 - 2 bottom seat beams, and the beam height can be adjusted according to the ship machine draft depth; when the ship machine is Zhongjian barge No. 6, the draft depth of the bottom seat beam is 5.5 m, and the beam height is adapted to this draft depth; when the ship machine is floating dock No. 1, the draft depth of the bottom seat beam is 6.5 m, and the beam height is adapted to this draft depth.

[0012] A further improvement of the present invention is that the rail-switching operation in S4 adopts a lever-type rotary rail-dismantling vehicle, which includes a rectangular base, a central rotating shaft, a main lever, a double-claw rail clamp, and rotation limit blocks; the rectangular base is made of Q235 steel plate with dimensions of 1.2m × 0.8m × 0.1m; the central rotating shaft is made of 45# round steel with a diameter of 80mm and a length of 150mm, and vertically penetrates the center of the base; the main lever is a seamless steel pipe with a diameter of 50mm and a length of 2.5m, and is hinged to the central rotating shaft through a bushing; the double-claw rail clamp is made of cast steel, and the jaw opening is adapted to A65 rails; two rotation limit blocks are provided, limiting the rotation angle to 0°~90°.

[0013] A further improvement of the present invention is that the lateral translation in S3 includes the following sub-steps: S301, performing a low-pressure pre-lifting operation on the concrete component, with the hydraulic system pressure at 5MPa and the lifting height at 10mm, and checking whether the hydraulic system is normal; S302, performing a high-pressure lifting operation to raise the concrete component uniformly by 90mm, and after inserting rubber pads around the component, lowering the hydraulic system by 30mm; S303, removing the trench cover, and performing another high-pressure lift to raise the concrete component 50mm off the ground, removing the rubber pads, and lowering the cylinder in two stages, each time by 20mm; S304, starting the hydraulic jacking cylinder of the trolley to move the concrete component along the lateral track to the transport channel.

[0014] A further improvement of the present invention is that the hydraulic jacking cylinders in S3 and S5 are used with matching trolleys, the trolleys including active trolleys and passive trolleys, the number of active trolleys accounting for 75% of the total number of trolleys and the number of passive trolleys accounting for 25% of the total number of trolleys; when the concrete component is a 2085.88T Type A caisson, the size of the Type A caisson is 20.26m×10.22m, the lateral translation uses 4×6 rows of trolleys, and the longitudinal conveying uses 2×13 rows of trolleys; the no-load return speed of the trolley is 2.6m / min, the heavy-load running speed is 0~1.3m / min, and the rated working pressure of the hydraulic system is 34MPa.

[0015] A further improvement of the present invention is that the adaptation step during the replacement of the ship engine in S6 includes the following sub-steps: S601, removing the prefabricated quay block adapted to the original ship engine and hoisting the prefabricated block adapted to the new ship engine; S602, if there is a difference between the depth of the new ship engine and the original ship engine, replacing the base beam and adjusting the beam height to adapt to the depth of the new ship engine; S603, checking the flatness and stability of the reassembled leveling base bed and base beam to ensure straight connection with the longitudinal track.

[0016] A further improvement of the present invention is that the land-based “non”-shaped prefabrication area also includes auxiliary facilities: water-blocking steel gates are respectively set at the end of the dedicated prefabrication platform on both sides near the sea area “sun”-shaped adapting structure and at a distance of 9m from the front edge of the shoreline; concrete piers are set on the storage platform and the transport channel, and the concrete piers support the concrete components.

[0017] As can be seen from the above technical solutions, the beneficial effects of the present invention are: 1. This method significantly improves construction efficiency and production capacity, completely breaking through the bottleneck of "single-line operation" in traditional prefabrication yards. Existing traditional prefabrication yards often experience "traffic jams" and work stoppages due to the concentration of prefabrication, storage, and transportation processes on the same axis, resulting in long production times for large-volume components. In contrast, this method uses a "non-U" shaped zoning layout, with prefabrication platforms on both sides producing simultaneously, and the central passage serving as both storage and transportation channels. Combined with transverse and longitudinal transfer tracks and trolleys, it shortens the total construction time for prefabrication and transportation of large-volume components, greatly improving work efficiency. Furthermore, it eliminates the need for temporary storage of components at sea, fully meeting the port construction's demand for supplying multiple types and large quantities of components.

[0018] 2. This method significantly improves the flexibility of ship-machine adaptation and reduces modification costs and construction time. Existing traditional cast-in-place embankments and riprap foundations require demolition and reconstruction or excavation and reorganization when adapting to different ships and machines, resulting in lengthy modification times. This method, through embankment construction and base beams, allows for ship-machine replacement by simply reassembling the embankment blocks and adjusting the height of the base beams, shortening the modification period and reducing costs. It can flexibly adapt to the embankment dimensions and depth requirements of various ships and machines, such as semi-submersible barges and floating docks, without requiring repeated modifications to the main structure of the prefabrication yard.

[0019] 3. This method balances construction safety and economic rationality, and is highly practical. The land-based water-retaining steel gate can prevent seawater backflow, and measures such as trolley-type jacking and channel pier density adjustment ensure the safety of component transportation. At the same time, the design of replaceable supports and reusable tracks reduces material waste, improves the turnover efficiency of the platform, and reduces site construction costs. The overall layout is simple, clear, and easy to promote, and it has both technological advancement and practical application value in the construction of large concrete components in seaport terminals. Attached Figure Description

[0020] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a structural schematic diagram of a specific embodiment of the present invention.

[0022] Figure 2It is a schematic structural diagram of the onshore "non"-shaped prefabrication area and the offshore "曰"-shaped adaptation structure in a specific embodiment of the present invention.

[0023] Figure 3 It is a schematic structural diagram of the onshore "non"-shaped prefabrication area and the trolley in a specific embodiment of the present invention.

[0024] Figure 4 It is a layout demonstration diagram of the longitudinal track and the transverse track in a specific embodiment of the present invention.

[0025] Figure 5 It is a layout demonstration diagram of the shipping channel in a specific embodiment of the present invention.

[0026] In the figure: 1. Onshore "non"-shaped prefabrication area; 101. Exclusive prefabrication pedestal; 102. Storage and maintenance pedestal; 1021. Shipping channel; 103. Longitudinal track; 104. Transverse track; 105. Shore connection; 2. Offshore "曰"-shaped adaptation structure; 201. Grading base; 202. Bottom beam; 3. Trolley; 4. Ship machinery; 5. Caisson. Specific implementation manners

[0027] In order to make the objectives, features, and advantages of the present invention more obvious and understandable, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in this specific embodiment. Obviously, the embodiments described below are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in this patent, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this patent.

[0028] Combined with specific embodiments, it is described as follows: For the engineering requirements of prefabricating a large number of slender caissons in this embodiment, the caisson 5 includes multiple models such as A, B, and C, and the maximum weight is 3131T. A "暃"-shaped prefabrication yard and a construction method for concrete components of a seaport terminal described in the present invention, the "暃"-shaped prefabrication yard includes an onshore "non"-shaped prefabrication area 1 and an offshore "曰"-shaped adaptation structure 2 connected in sequence. Taking the caisson 5 as an example for the concrete components of the seaport terminal, the specific construction steps are as follows: First, perform step S1 to build a precast yard in the shape of "暃". Among them, the land "非" - shaped precast area 1 is constructed according to the dimensions of a total length of 227m, a width of 64m, and a top elevation of +6.02m: There are a total of 20 exclusive precast pedestals 101 on both sides, 16 of which are for 4500T caissons and 4 are for 8000T caissons. The working surface size of a single pedestal is 23m×23m. First, the pedestal area is backfilled with 55cm - thick 10 - 100Kg crushed stones, and after being compacted by an 18t roller, 30cm - thick concrete is poured; the middle shipping channel 1021 is 18m wide and has a top elevation of +6.6m. The channel foundation is also backfilled with 10 - 100Kg crushed stones. First, a 10cm - thick cushion layer is poured, and then 30cm - thick concrete is poured. Multiple jacking / translation trenches for the trolley 3 are reserved between adjacent exclusive precast pedestals 101 and between adjacent storage and maintenance pedestals. The trench spacing is 3.6m, the width is 1.6m, and the depth is 0.6m. The bottom of the trench is paved with A65 standard tracks adapted to the trolley 3, and the top is covered with 3cm - thick steel cover plates. At the same time, water - retaining steel gates are installed at one end of the exclusive precast pedestals 101 on both sides close to the sea - area "曰" - shaped adaptation structure 2 and 9m from the shoreline front. Concrete cushion piers are arranged in the channel at an interval of 2m.

[0029] When constructing the sea - area "曰" - shaped adaptation structure 2, the shore - connecting part 105 of the land "非" - shaped precast area 1 first pre - casts precast blocks. The precast blocks include precast block type A and precast block type B, which are assembled according to the shore - connecting dimensions of the ship - machine. When the ship - machine 4 is the semi - submersible barge 6#, the shore - connecting part 105 assembles precast block type A. The precast block type A is placed vertically, with a thickness of 0.55m, and steel rails are laid on its top, which can adapt to the shore - connecting dimensions of the ship - machine with a length×width of 1.6m×1.25m. When the ship - machine is the floating dock #1, the shore - connecting part 105 assembles precast block type B. The precast block type B is placed horizontally, with a thickness of 0.4m, and can adapt to the shore - connecting dimensions of the ship - machine with a length×width of 1.1m×1.75m.

[0030] The leveling base 201 is a "口" - shaped foundation, and the base bottom beam 202 is a "一" - shaped steel / concrete beam. The base bottom beam 202 is set at the center of the top of the leveling base 201 and can form an overall "曰" - shaped structure with the leveling base 201; the width of the leveling base 201 is determined according to the ship - machine size, and its center line is 31.25m from the shoreline; 1 - 2 base bottom beams 202 are set, and the beam height can be adjusted according to the ship - machine draft. When the ship - machine 4 is the Zhongjian barge 6#, the draft of the base bottom beam 202 is 5.5m, and the beam height adapts to this draft; when the ship - machine 4 is the floating dock #1, the draft of the base bottom beam 202 is 6.5m, and the beam height adapts to this draft.

[0031] The foundation of the leveling base 201 adopts a rectangular "U" shape, with a width of 40m designed according to the size of the largest floating dock #2. The center line is 31.25m from the shoreline. First, a base beam 202 is installed on the upper part. The material is Q355B. The beam height is reserved for adjustment space. The whole is leveled and fixed by a boulders foundation bed to ensure a smooth connection with the longitudinal track of the land passage.

[0032] Step S2 is then executed, where the caisson is prefabricated on the dedicated prefabricated pedestals 101 on both sides. Before construction, the pedestal surface is cleaned, a release agent is laid, and reinforcing bars are tied according to the caisson design drawings. HRB400 series reinforcing bars are selected, with specifications ranging from φ12 to φ20. Steel formwork is installed and calibrated using positioning devices in the trench to ensure that the verticality deviation of the formwork is ≤2H / 1000, where H represents the caisson height. C35F300 commercial concrete is used for concrete pouring, poured in layers using a pump truck, with each layer ≤30cm thick. After compaction, the concrete is covered with geotextile and watered for curing. The curing period is no less than 10 days. During the curing period, water and electricity supply is ensured using the water and electricity pipelines around the pedestals to avoid affecting the strength of the caisson due to untimely curing.

[0033] After maintenance is completed, proceed to step S3, moving the caisson along the transverse track 103 to the storage platform / transport channel 102. First, determine the trolley configuration based on the caisson model: taking the 2085.88T A-type caisson as an example, its dimensions are 20.26m × 10.22m, and a 4×6 trolley is selected, with 75% of the trolleys being active (18 sections) and 25% being passive (6 sections). After the trolleys are assembled, test lifting and test walking are performed to check whether the hydraulic and electrical systems are normal. The rated working pressure of the hydraulic system is set to 34MPa. During the formal lifting, a low-pressure pre-lifting operation is first performed, adjusting the hydraulic system pressure to 5MPa to raise the caisson by 10mm. Four observers monitor the height of the four corners of the caisson to confirm that there are no leaks in the hydraulic system and that the caisson is under uniform stress. Then, a high-pressure lifting operation is performed to raise the caisson uniformly by 90mm. Rubber pads with dimensions of 1500mm×400mm×80mm are placed around the bottom of the caisson. The hydraulic system is then lowered by 30mm to transfer part of the caisson's weight to the pads. The steel cover plate of the trench is then lifted off by a tower crane and removed. After removal, the caisson is lifted again under high pressure to 50mm off the ground. The rubber pads are removed and the cylinders are lowered twice, each time by 20mm. Finally, the hydraulic jacking cylinders are activated, and the control trolley moves the caisson horizontally along the transverse track 103 at a speed of 0.8m / min to the storage platform and transport channel 102. During the movement, the electrician monitors the cable reel in real time to prevent damage from cable dragging.

[0034] After the caisson reaches the channel, step S4 is executed to perform a rail transfer operation to switch the transportation direction. The rail transfer uses a self-made lever-type rotary rail removal special vehicle. The rectangular base of this special vehicle is made of Q235 steel plate, with dimensions of 1.2m×0.8m×0.1m, and is placed beside the tracks on both sides of the caisson bottom. The operator uses the double-claw rail clamp at the front end of the main lever to clamp the center of the transverse rail 103. The main lever is made of seamless steel pipe, with a diameter of 50mm and a length of 2.5m. The double-claw rail clamp is made of cast steel, suitable for the A65 rail with a bottom width of 150mm. Press down the rear end of the lever to lift the rail 30mm off the ground, and then rotate 90° around the central rotating shaft. The central rotating shaft is made of 45# round steel, with a diameter of 80mm and a length of 150mm, until the lever touches the rotation limit block. The rotation limit block limits the rotation angle to 0° - 90°. At this time, the rail direction is consistent with the longitudinal rail. Then loosen the rail clamp and fix the rail on the longitudinal rail foundation to complete the transportation direction switch from "transverse → longitudinal". The entire rail transfer process is completed by the cooperation of 2 operators in the narrow space at the caisson bottom, without the assistance of lifting equipment, which can effectively improve the operation efficiency.

[0035] After the rail transfer is completed, step S5 is executed. The caisson 5 is transported along the longitudinal rail 103 to the "曰"-shaped adaptation structure 2 in the sea area and then slid onto the ship loader 4. First, hoist 2×13 longitudinal moving trolleys to the bottom of the caisson 5, start the hydraulic jacking cylinder to lift the caisson 5 70mm off the ground. After confirming that the height deviation of the four corners of the caisson 5 is ≤5mm, control the load operation of the trolley 3, with the speed controlled at 0 - 1.3m / min, and transport it along the longitudinal rail 103 towards the sea area. When the caisson 5 approaches the sea area adaptation structure, coordinate the docking of the ship loader in advance: If the ship loader is the semi-submersible barge 6#, the shore connection 201 has been pre-assembled with precast square blocks of type B, forming a shore connection 201 surface with dimensions of 1.6m×1.75m×1.3m. The semi-submersible barge has an unloaded draft of 2.6m and docks according to this draft depth. Adjust the deck elevation through the ballast tank to make the top surface of the shore connection 105 flush with the top surface of the longitudinal rail 103. After the caisson 5 reaches the shore connection 105, it is lifted and translated to the cushion pier on the deck of the semi-submersible barge through the trolley 3. Control the hydraulic system on the trolley 3 to lower in multiple steps, with each step of lowering height being 20mm, until the caisson 5 is stably placed on the cushion pier. Then reset the oil jack of the trolley 3, remove the electrical and oil circuit connections of the trolley 3, and control the trolley 3 to return empty at a speed of 2.6m / min to prepare for the next transportation.

[0036] When the project needs to replace the ship machine 4, for example, changing from the semi-submersible barge No. 6 to the floating dock No. 1, step S6 is executed for adaptation and recombination. First, the original Type A of the shore connection 105 is removed, and the B-type precast blocks are hoisted by a tower crane for reassembly to form a shore connection surface with dimensions of 1.1m×1.75m×20m, which adapts to the shore connection dimensions of the floating dock No. 1. This process only requires 4 workers to cooperate with the tower crane operation and can complete the shore connection assembly within 1 day; for the seat bottom beam 202, since the draft of the floating dock No. 1 is 6.5m, which is greater than the 5.5m draft of the semi-submersible barge No. 6, the original 5.5m-high seat bottom beam needs to be removed and replaced with a steel beam of the same material with a height of 6.5m. The seat bottom beam 202 is fixed to the leveling foundation bed 201 by its own weight. After replacement, a level is used to detect the elevation of the beam top to ensure that the deviation ≤ 3mm; finally, check the flatness of the reassembled shore connection 105, requiring the gap ≤ 2mm. At the same time, check the stability of the seat bottom beam 202, and confirm that the longitudinal track 103 is smoothly connected to the shore connection 105 without step or suspension. The entire adaptation process can be completed within 6 days, which is much lower than the one-month renovation period of the traditional cast-in-place shore connection.

[0037] The working principle of this method is to construct a "Po" - shaped precast yard composed of a land "non" - shaped precast area 1 and a sea area "yue" - shaped adaptation structure 2 to achieve the efficient construction of concrete components for seaport terminals: Exclusive precast pedestals 101 are respectively arranged on both sides of the land "non" - shaped precast area 1. A storage and maintenance pedestal 102 and a shipping channel 1021 are arranged between the exclusive precast pedestals 101 on both sides. After the components are produced on the precast pedestal 101, with the help of the trolley 3 and the track arranged at the bottom between the pedestals, the components are horizontally translated to the middle channel by the trolley 3; in the channel, a lever - type rotary rail - removing special vehicle is used to complete the switching of the transportation direction from horizontal to longitudinal, and then the components are transported to the sea area by the trolley 3 using the longitudinal track 103; The sea area "yue" - shaped adaptation structure 2 adopts a shore connection 201 and a seat bottom beam 202, which can adapt to the shore connection dimensions, drafts and bottom - sitting requirements of different ship machines 4, realize the efficient horizontal translation of components onto the ship, and when replacing the ship machine, only the shore connection blocks need to be recombined and the seat bottom beam 202 needs to be adjusted to complete the adaptation.

[0038] Compared with the traditional precast yard, this method significantly shortens the total construction period of prefabrication and shipping of a large number of components, greatly improves the work efficiency, completely solves the "traffic jams" and offshore temporary storage problems caused by "single - line operation", and shortens the ship machine adaptation and renovation construction period and reduces the renovation cost; at the same time, auxiliary facilities such as water - blocking steel gates and replaceable cushion piers on land can effectively ensure construction safety, and the block design in the sea area and the zoning layout on land further improve the overall construction flexibility, can efficiently meet the production and shipping requirements of a large number of and multi - type concrete components for seaport terminals, and has both technical先进性 and economic合理性.

[0039] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A construction method for a concrete component of a "Fei" - shaped prefabrication yard and a seaport terminal, wherein the "Fei" - shaped prefabrication yard includes a land - based "Fei" - shaped prefabrication area (1) and a sea - area "Yue" - shaped adaptation structure (2) that are connected in sequence, and is characterized in that, It also includes the following construction steps: S1. Build the "Fei" - shaped prefabrication yard. The land - based "Fei" - shaped prefabrication area (1) includes exclusive precast pedestals (101) on both sides, a maintenance and storage pedestal (102) and a shipping channel (1021) located between the exclusive precast pedestals (101) on both sides. The sea - area "Yue" - shaped adaptation structure (2) includes a leveling base (201) and a bottom beam (202); S2. Prefabricate concrete components for the seaport terminal on the exclusive precast pedestals (101) on both sides; S3. A trolley (3) is arranged at the bottom between two adjacent exclusive precast pedestals (101). Through the hydraulic jacking cylinder of the trolley (3), the prefabricated concrete component is translated along the transverse track (104) to the shipping channel (1021); S4. Through the transverse track (104), a rail - switching operation is performed on the concrete component on the maintenance and storage pedestal (102) in the shipping channel (1021) so that the transportation direction of the component is switched from transverse to longitudinal; S5. Inside the channel (1021), a trolley (3) is arranged at the bottom between two adjacent maintenance and storage pedestals. Through the hydraulic jacking cylinder of the trolley (3), the concrete component is transported along the longitudinal track (103) to the sea - area "Yue" - shaped adaptation structure (2) and finally translated onto the ship loader (4); S6. A shore connection (105) is arranged at one end of the land - based "Fei" - shaped prefabrication area (1) close to the sea - area "Yue" - shaped adaptation structure (2). When replacing the ship loader (4), the shore connection (105) and the bottom beam (202) of the sea - area "Yue" - shaped adaptation structure (2) are re - assembled to adapt to the dimensions, molded depth and bottom - sitting requirements of the new ship loader.

2. The construction method for a prefabrication yard and harbor terminal concrete components according to claim 1, characterized in that, The total length of the land - based "Fei" - shaped prefabrication area (1) is 227 m, the width is 64 m, and the top surface elevation is +6.02 m; the working surface size of a single exclusive precast pedestal (101) is 23 m×23 m; the maintenance and storage pedestal and shipping channel (102) is 18 m wide, and the top surface elevation is +6.6 m.

3. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 2, characterized in that, The pedestal area of the exclusive precast pedestals (101) on both sides is backfilled with 55 - cm - thick crushed stones of 10 - 100 kg, and 30 - cm - thick concrete is poured; the pedestal area in the shipping channel (1021) is backfilled with crushed stones of 10 - 100 kg, and after pouring a 10 - cm - thick cushion layer, 30 - cm - thick concrete is poured; between adjacent exclusive precast pedestals (101) and between adjacent maintenance and storage pedestals (102), jacking / translation trenches for cooperating with the trolley (3) are arranged. The trench spacing is 3.6 m, the width is 1.6 m, and the depth is 0.6 m. The bottom of the trench is paved with A6⑤ standard tracks adapted to the trolley (3), and the trench cover plate is a 3 - cm - thick steel cover plate.

4. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 1, characterized in that, The shore connection (105) is designed with precast blocks, which include precast block type A and precast block type B, and are assembled according to the shore connection dimensions of the ship machine. When the ship machine (4) is semi-submersible barge No. 6, the shore connection (105) is assembled with precast block type A. The precast block type A is placed vertically with a thickness of 0.55 m, and rails are laid on its top, which can adapt to the shore connection dimensions of the ship machine with a length × width of 1.6 m × 1.25 m. When the ship machine is floating dock No. 1, the shore connection (105) is assembled with precast block type B. The precast block type B is placed horizontally with a thickness of 0.4 m, which can adapt to the shore connection dimensions of the ship machine with a length × width of 1.1 m × 1.75 m.

5. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 1, characterized in that, The leveling base (201) is a "mouth"-shaped foundation, and the bottom seat beam (202) is a "one"-shaped steel / concrete beam. The bottom seat beam (202) is set at the center of the top of the leveling base (201) and can form a structure with an overall "yue"-shaped with the leveling base (201). The width of the leveling base (201) is determined according to the ship machine dimensions, and its center line is 31.25 m away from the shoreline. There are 1 to 2 bottom seat beams (202), and the beam height can be adjusted according to the draft of the ship machine. When the ship machine (4) is Zhongjian barge No. 6, the draft of the bottom seat beam (202) is 5.5 m, and the beam height is adapted to this draft. When the ship machine (4) is floating dock No. 1, the draft of the bottom seat beam (202) is 6.5 m, and the beam height is adapted to this draft.

6. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 1, characterized in that, The rail transfer operation in S4 uses a special lever-type rotary rail removal vehicle, which includes a rectangular base, a central rotating shaft, a main lever, double-claw rail tongs and a rotation limit block. The rectangular base is made of Q235 steel plate with dimensions of 1.2 m × 0.8 m × 0.1 m. The central rotating shaft is a 45# round steel with a diameter of 80 mm and a length of 150 mm, vertically penetrating the center of the base. The main lever is a seamless steel pipe with a diameter of 50 mm and a length of 2.5 m, hinged to the central rotating shaft through a bushing. The double-claw rail tongs are made of cast steel, and the jaw opening is adapted to the A65 track. There are 2 rotation limit blocks, and the rotation angle is limited to 0° - 90°.

7. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 3, characterized in that, The lateral translation in S3 includes the following sub-steps: S301. Perform a low-pressure pre-lifting operation on the concrete component. The pressure of the hydraulic system is 5 MPa, and the lifting height is 10 mm. Check whether the hydraulic system is normal. S302. Perform a high-pressure lifting operation to evenly raise the concrete component by 90 mm. After padding rubber pads around the component, lower the hydraulic system by 30 mm. S303. Remove the trench cover plate, and then perform a high-pressure lifting operation again to lift the concrete component 50 mm off the ground. After removing the rubber pads, lower the cylinder in two steps, with each step lowering the cylinder by 20 mm. S304. Start the hydraulic push cylinder of the trolley (3) and translate the concrete component along the lateral track (104) to the shipping channel (1021).

8. The construction method for a U-shaped prefabrication yard and harbor terminal concrete components according to claim 1, characterized in that, S3 is used in conjunction with the trolley (3) of the hydraulic jacking cylinder in S5. The trolley (3) includes a driving trolley and a driven trolley. The number of driving trolleys accounts for 75% of the total number of trolleys, and the number of driven trolleys accounts for 25% of the total number of trolleys. When the concrete component is the A-type caisson with a weight of 2085.88 T, the size of the A-type caisson is 20.26 m × 10.22 m. For lateral translation, 4 × 6 columns of trolleys are used, and for longitudinal transportation, 2 × 13 columns of trolleys are used. The no-load return speed of the trolley (3) is 2.6 m / min, the heavy-load running speed is 0 - 1.3 m / min, and the rated working pressure of the hydraulic system is 34 MPa.

9. A construction method for a U-shaped prefabrication yard and concrete components for a harbor terminal according to claim 1, characterized in that, The adaptation steps during the replacement of the ship machinery (4) in S6 include the following sub-steps: S601, remove the shore-connected precast blocks adapted to the original ship machinery and hoist the precast blocks adapted to the new ship machinery; S602, if there is a difference in the machine depth between the new ship machinery and the original one, replace the seat bottom beam (202) and adjust the beam height to adapt to the machine depth of the new ship machinery; S603, check the flatness and stability of the reorganized leveling foundation bed (201) and the seat bottom beam (202) to ensure smooth connection with the longitudinal track (103).

10. A construction method for a U-shaped prefabrication yard and concrete components for a harbor terminal according to claim 2, characterized in that, Water retaining steel gates are respectively arranged at one end of the exclusive precast pedestal (101) on both sides close to the "曰"-shaped adaptation structure (2) in the sea area and 9 m away from the shoreline front. Concrete cushion piers are arranged on the storage pedestal (102).

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