A method for controlling the manufacturing accuracy of on-site calibration pipes in ship engine rooms

Abstract

The present invention discloses a method for controlling the manufacturing accuracy of existing calibration pipes in a ship's engine room. The present invention detects actual construction accuracy errors of a reference segment and a carrying segment and imports the error data into three-dimensional modeling software. Simulated mounting of the reference segment model and the carrying segment model is performed in the three-dimensional modeling software according to the actual construction accuracy error data. The calibration pipes are cut and manufactured in advance according to the simulated mounting results. When the reference segment and the carrying segment are actually assembled, only the existing calibration pipes need to be used. This greatly shortens the positioning and installation efficiency of the existing calibration pipes, improves the installation efficiency and quality of the piping system, and shortens the installation and debugging cycle.

Description

Technical Field

[0001] The present invention relates to the technical field of shipbuilding, and in particular to a method for controlling the manufacturing accuracy of an on-site calibration pipe in a ship engine room. Background Art

[0002] Shipyards must control internal costs, optimize processes and methods, and improve quality. The integrity of piping system installation directly impacts the installation and commissioning of main engines. Current calibration pipe fabrication and installation are crucial to ensuring piping system integrity. The complex operating environment and long, inefficient positioning, installation, and commissioning cycles impact container ship terminals and even the entire ship's construction cycle.

[0003] Traditionally, the pre-calibrated pipes in ship engine rooms are fabricated using a template-based method after the sections are assembled. This involves attaching connecting flanges to the end flanges of two butted pipes, then securing them with channel steel. The channel steel is then removed and the pre-calibrated pipes fabricated. This method results in poor precision and can hinder the installation schedule of the piping system. Summary of the Invention

[0004] In view of this, the present invention provides a method for controlling the manufacturing accuracy of an on-site calibration pipe in a ship engine room, so as to solve the problems existing in the above-mentioned background technology.

[0005] A method for controlling the manufacturing accuracy of an on-site calibration pipe in a ship engine room specifically comprises the following steps:

[0006] S1, during the segment construction phase, the actual construction accuracy errors of the completed benchmark segment and the carrying segment are detected respectively, and all the detected error data are imported into the 3D modeling software;

[0007] The first pipe is installed on the constructed reference segment, and the second pipe is installed on the constructed carrying segment;

[0008] S2, based on the actual construction accuracy error of the benchmark segment and the carrying segment, simulate the mounting assembly of the benchmark segment model and the carrying segment model in the 3D modeling software,

[0009] After the two segmented models are simulated and installed in place, the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates is obtained. Based on the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates, the length of the current calibrated pipe and the concentricity deviation of its end flange are calculated.

[0010] Based on the calculated length of the calibration pipe and the concentricity deviation of its end flange, the calibration pipe is cut and manufactured in advance before the reference section and the carrying section are assembled and loaded.

[0011] Preferably, when detecting the actual construction accuracy errors of the completed benchmark segment and the carrying segment in step S1, multiple measuring points are selected on the benchmark segment and the carrying segment respectively, and the actual three-dimensional coordinates of each measuring point are measured using a total station. The measurement results are compared with the theoretical data to obtain the construction accuracy error at the position of each measuring point.

[0012] Preferably, the measuring points are selected on the segment structure points, segment butt end faces and pipe end faces.

[0013] Preferably, the calculation formula for the current calibration pipe length is:

[0014] Among them, L1 is the theoretical design length of the current calibration pipe, A n is the deviation between the X coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, a n is the deviation between the X coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current pipe and the theoretical value;

[0015] The calculation formula for the concentricity deviation of the current calibration pipe in the ship width direction is: Among them, B n b is the deviation between the Y coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, n The deviation between the Y coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value;

[0016] The calculation formula for the concentricity deviation of the current calibration pipe in the ship height direction is: Z n is the deviation between the Z coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, z n It is the deviation between the Z coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value.

[0017] The beneficial effects of the present invention are:

[0018] The present invention detects the actual construction accuracy errors of the reference segment and the carrying segment and imports the error data into the three-dimensional modeling software. According to the actual construction accuracy error data, the reference segment model and the carrying segment model are simulated in the three-dimensional modeling software. According to the simulated mounting results, the calibration pipes are cut and manufactured in advance. When the reference segment and the carrying segment are actually assembled, only the existing calibration pipes need to be used. This greatly shortens the positioning and installation efficiency of the existing calibration pipes, improves the installation efficiency and quality of the pipe system, and shortens the installation and debugging cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 It is a structural diagram of the reference segment or the carrier segment.

[0021] Figure 2 It is a schematic diagram of simulating the mounting of a baseline segmented model and a mounted segmented model in a 3D modeling software.

[0022] The meanings of the numbers in the figure are:

[0023] 1 is the baseline segment and 2 is the loading segment. DETAILED DESCRIPTION

[0024] In order to better understand the technical solution of the present invention, the embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0025] It should be understood that the embodiments described are only a portion of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0026] The present application is further described in detail below through specific embodiments and in conjunction with the accompanying drawings.

[0027] In the description of this application, unless otherwise expressly specified or limited, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance; unless otherwise specified or explained, the term "plurality" refers to two or more; the terms "connected" and "fixed" should be understood in a broad sense. For example, "connected" can mean a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For those skilled in the art, the specific meanings of the above terms in this invention can be understood according to specific circumstances.

[0028] The present invention provides a method for controlling the manufacturing accuracy of an on-site calibration pipe in a ship engine room, which specifically comprises the following steps:

[0029] S1. During the segmented construction phase, the actual construction accuracy errors of the completed benchmark segment and the carrying segment are detected respectively, and all the detected error data are imported into the 3D modeling software.

[0030] The first pipe is installed on the constructed reference segment, and the second pipe is installed on the constructed carrying segment.

[0031] When detecting the actual construction accuracy error of the completed benchmark segment and the carrying segment, multiple measurement points are selected on the benchmark segment and the carrying segment respectively, and the actual three-dimensional coordinates of each measurement point are measured using a total station. The measurement results are compared with the theoretical data to obtain the construction accuracy error at the position of each measurement point.

[0032] The measuring points are selected on the segment structure points, segment butt end faces and pipe end faces.

[0033] S2, based on the actual construction accuracy error of the benchmark segment and the carrying segment, simulate the mounting assembly of the benchmark segment model and the carrying segment model in the 3D modeling software,

[0034] After the two segmented models are simulated and installed in place, the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates is obtained. Based on the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates, the length of the current calibrated pipe and the concentricity deviation of its end flange are calculated.

[0035] Based on the calculated length of the calibration pipe and the concentricity deviation of its end flange, the calibration pipe is cut and manufactured in advance before the reference section and the carrying section are assembled and loaded.

[0036] The calculation formula for the current calibration pipe length is:

[0037] Among them, L1 is the theoretical design length of the current calibration pipe, A n is the deviation between the X coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, a n It is the deviation between the X coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current pipe and the theoretical value.

[0038] The calculation formula for the concentricity deviation of the current calibration pipe in the ship width direction is: Among them, B n b is the deviation between the Y coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, n It is the deviation between the Y coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value.

[0039] The calculation formula for the concentricity deviation of the current calibration pipe in the ship height direction is: Z nis the deviation between the Z coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, z n It is the deviation between the Z coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for controlling the manufacturing accuracy of a current calibration pipe in a ship engine room, characterized in that: The specific steps include: S1, during the segment construction phase, the actual construction accuracy errors of the completed benchmark segment and the carrying segment are detected respectively, and all the detected error data are imported into the 3D modeling software; The first pipe is installed on the constructed reference segment, and the second pipe is installed on the constructed carrying segment; S2, based on the actual construction accuracy error of the benchmark segment and the carrying segment, simulate the mounting assembly of the benchmark segment model and the carrying segment model in the 3D modeling software, After the two segmented models are simulated and installed in place, the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates is obtained. Based on the deviation between the three-dimensional coordinates of the monitoring point on the interface between the first and second pipe fittings and the theoretical coordinates, the length of the current calibrated pipe and the concentricity deviation of its end flange are calculated. Based on the calculated length of the calibration pipe and the concentricity deviation of its end flange, the calibration pipe is cut and manufactured in advance before the benchmark section and the loading section are assembled and loaded; The calculation formula for the current calibration pipe length is: Among them, L1 is the theoretical design length of the current calibration pipe, A n is the deviation between the X coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, a n is the deviation between the X coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current pipe and the theoretical value; The calculation formula for the concentricity deviation of the current calibration pipe in the ship width direction is: Among them, B n b is the deviation between the Y coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, n The deviation between the Y coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value; The calculation formula for the concentricity deviation of the current calibration pipe in the ship height direction is: Z n is the deviation between the Z coordinate value of the nth monitoring point on the end face of the first pipe fitting connected to the bow of the current pipe and the theoretical value, z n It is the deviation between the Z coordinate value of the nth monitoring point on the end face of the second pipe fitting connected to the stern of the current calibration pipe and the theoretical value.

2. The method for controlling the manufacturing accuracy of the on-site calibration pipe in the ship engine room according to claim 1 is characterized in that: When detecting the actual construction accuracy error of the completed benchmark segment and the carrying segment in step S1, multiple measurement points are selected on the benchmark segment and the carrying segment respectively, and the actual three-dimensional coordinates of each measurement point are measured using a total station. The measurement results are compared with the theoretical data to obtain the construction accuracy error at the position of each measurement point.

3. The method for controlling the manufacturing accuracy of the on-site calibration pipe in the ship engine room according to claim 2 is characterized in that: The measuring points are selected on the segment structure points, segment butt end faces and pipe end faces.

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