A coastal water transportation engineering system and a construction method thereof

Abstract

The present application relates to the field of coastal water transport technology, and more particularly to a coastal water transport engineering system and a construction method thereof, comprising a coastal foundation support structure, a marine cargo lifting device is installed on the top of the ground surface of the coastal foundation support structure, a cargo conveying unit is installed downstream of the marine cargo lifting device, a plurality of cargo classification and distribution units are installed at intervals at the end of the cargo conveying unit, the ends of the cargo classification and distribution units are respectively used for connecting and matching with corresponding vehicle cargo receiving areas, and the marine cargo lifting device is used for lifting and transferring the cargo on the berthed cargo ship to the cargo conveying unit. The system is constructed at the offshore connected to the coast, and the whole system can effectively realize the safe connection and introduction of the berthed large load ship, reduce the impact damage of the ship to the connection and introduction bridge body, and effectively control the stable berthing of the ship.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of coastal water transportation technology, in particular to a coastal water transportation engineering system and a construction method thereof. BACKGROUND

[0002] Water transportation has the advantages of large capacity, low cost, low energy consumption and low pollution, so it is generally preferred for large-load and large-tonnage cargo transportation, and it is an economical and environmentally friendly transportation mode compared with other transportation modes.

[0003] Due to the above characteristics of water cargo transportation, it is necessary to fully consider the characteristics of large load and large tonnage when loading and unloading goods along the river and sea coast, therefore, at present, when carrying out water transportation along the coast, a special transfer engineering building, equipment and system are generally established in advance at the wharf to achieve the purpose of cooperating with the transfer along the coast.

[0004] At present, there are various coastal transfer equipment in the prior art, for example, a patent document with the patent number CN1212231A discloses a port container loading and unloading system and process, which mainly includes two parts of a shore bridge and a yard bridge, wherein the shore bridge includes a large car walking mechanism walking on the track laid on the shore side, a lifting trolley running on the track arranged on the arm frame and the girder, and a lifting mechanism arranged on the lifting trolley; the yard bridge includes a large car walking mechanism walking on the track laid on the yard, a lifting trolley mechanism running on the track along the beam, and a lifting mechanism arranged on the trolley; two parallel tracks are arranged below the lifting trolley tracks of the shore bridge and the yard bridge, and a yard transfer trolley passes through the tracks.

[0005] In addition, tools for cooperating with loading and unloading are often used in the process of cargo transfer using the above-mentioned traditional port container loading and unloading system, for example, a patent document with the patent application number CN201720328143.4 discloses a stainless steel pipe wharf container loading and unloading tool, which mainly includes a lifting rod, a lifting lug vertically connected to the upper part of the lifting rod, a hook connected to one end of the lower part of the lifting rod, a counterweight hook and an auxiliary counterweight hook connected to the other end of the lifting rod, a supporting bracket connected to the middle part of the lower part of the lifting rod, a counterweight block connected to the counterweight hook, and the hook is used to lift the stacked and bundled steel pipes.

[0006] From the content described in the above patent technologies, it can be seen that when the port container handling system located along the river and sea coast cooperates with the handling tool to transfer the containers along the coast, the trolley running mechanism running on the track laid on the coast cooperates with the hoisting trolley to realize the transfer of goods, but this structure usually still needs to cooperate with the external large tower crane equipment to initially hoist the goods on the ship, and after hoisting, the container goods can be transferred to the track laid on the coast for transfer, so that the transfer process is relatively complex and slow in the actual transfer process; in addition, the laid track is also easy to be damaged by impact during the process of the ship approaching the coast.

[0007] Therefore, the present application proposes a new system capable of realizing fast transfer of goods when the ship approaches the coast and the corresponding construction method, so as to better solve the problems existing in the prior art. SUMMARY

[0008] To solve one of the above technical problems, the technical scheme adopted by the present application is: a coastal water transportation engineering system, comprising a coastal foundation support structure, a ship cargo hoisting device is installed on the top of the ground surface of the coastal foundation support structure, a cargo conveying unit is installed downstream of the ship cargo hoisting device, a plurality of cargo classification and distribution units are installed at intervals at the end of the cargo conveying unit, the ends of the cargo classification and distribution units are respectively used to connect and match the corresponding vehicle receiving areas, the ship cargo hoisting device is used to hoist and transfer the cargo on the coasting cargo ship to the cargo conveying unit, the cargo on the cargo conveying unit is subjected to information collection, and according to the information collection result, the cargo is classified and distributed to the corresponding position of the cargo classification and distribution unit for further processing.

[0009] In any of the above schemes, preferably, the coastal foundation support structure comprises an approach bridge body extending above the sea surface along the coast and flush with the ground surface, the bottom of the approach bridge body is fixed to the reinforced seabed foundation below the sea surface through a plurality of sea approach piers, a ship safety approach protection assembly is arranged at the front side of the approach bridge body facing the sea, and the ship safety approach protection assembly is used to realize the safety protection of the approach bridge body when the ship body approaches the coast.

[0010] In any of the above schemes, preferably, the reinforced seabed foundation comprises a plurality of underwater foundation drill holes, a plurality of hollow square beams are fixedly installed on the shore seabed along each of the underwater foundation drill holes, the bottom of each of the hollow square beams is integrally formed with a lower pre-buried pouring short pipe that is sealingly sleeved with the corresponding underwater foundation drill hole and is in communication with each other, the top of each of the lower pre-buried pouring short pipe is in communication with the cavity of the hollow square beam, the lower part of each of the bridge pier bodies extends downward and protrudes into the pre-pouring installation hole below the seabed, a foundation pile formed by the in-situ quick-drying concrete is arranged in each of the underwater foundation drill holes, the top of each of the foundation piles is continuously upward during pouring and forming, and the quick-drying concrete is filled into the inner cavity of the corresponding hollow square beam and is integrally formed, the cavity of the corresponding hollow square beam is filled with the quick-drying concrete after the construction of each of the foundation piles is completed, the three groups of four-axis DCM processors located at the bow of the existing deep water cement mixing ship are used for in-situ quick-drying concrete operation and construction, each of the hollow square beams filled with the in-situ quick-drying concrete and each of the corresponding foundation piles and the lower part of each of the bridge pier bodies form an integrated foundation pouring body, and the tops of each of the hollow square beams are flush with each other and jointly form a foundation platform.

[0011] Each of the foundation piles is arranged to support the ground and support the quick-drying concrete in the hollow square beam, and the in-situ pouring of the concrete can realize the integrated pouring and fixing of the bridge pier bodies penetrating through the hollow square beam, thereby ensuring the stability of the integrated structure of the entire foundation and effectively ensuring the support firmness and anti-rollover capability of the overall foundation.

[0012] In any of the above schemes, preferably, the front end of the approach bridge body is semicircular, the ship safety approach protection assembly comprises a sealing variable volume unit fixedly installed on both sides of the front end of the approach bridge body, the front ends of the sealing variable volume units are connected through a pressure-resistant elbow pipe, the pressure-resistant elbow pipe bypasses the semicircular curved surface of the front end of the approach bridge body, a plurality of spherical buffer pressure-resistant air bags in communication with the inside of the pressure-resistant elbow pipe are integrally formed and installed on the pressure-resistant elbow pipe in sequence and at intervals in the circumferential direction of the pressure-resistant elbow pipe, each part of each of the spherical buffer pressure-resistant air bags is filled with a certain pressure gas, an elastic pressure-resistant bending steel plate is arranged on the periphery of the pressure-resistant elbow pipe, the two ends of the rear side of the elastic pressure-resistant bending steel plate are fixedly installed on the outer side walls of the corresponding sealing variable volume units, and the inner side wall of the elastic pressure-resistant bending steel plate and the outer side wall of each of the corresponding spherical buffer pressure-resistant air bags are in abutment with each other.

[0013] In any of the above schemes, preferably, the sealed variable volume unit comprises a rigid sealed outer chamber fixedly installed on the side of the approach bridge body, and a flexible sealed inner chamber air bag is installed inside the rigid sealed outer chamber; the two sealed variable volume units are connected through a communication pipeline located at the bottom, one end of the communication pipeline is sealed to the rigid sealed outer chamber and is in communication with the inside of the flexible sealed inner chamber air bag, and the other end of the communication pipeline is in sealed communication with the inside of the rigid sealed outer chamber at the corresponding position; one end of the pressure-resistant elbow is in sealed communication with the rigid sealed outer chamber at the corresponding position, and the other end of the pressure-resistant elbow is in communication with the flexible sealed inner chamber air bag at the corresponding position.

[0014] When the elastic pressure-resistant curved steel plate on the ship safety approach protection assembly is pressed by the ship body, there will be multi-stage deformation buffer protection:

[0015] The first stage of impact buffer protection is achieved through the bending deformation of the elastic pressure-resistant curved steel plate;

[0016] The second stage of gas pressure transfer buffer protection is achieved by the deformation of the elastic pressure-resistant curved steel plate driving the compression of the spherical buffer pressure-resistant air bag at the corresponding position to transfer the compressed gas to the remaining spherical buffer pressure-resistant air bags;

[0017] When the ship body and the multiple spherical buffer pressure-resistant air bags of the ship safety approach protection assembly achieve large-area pressing, a large amount of gas squeezed out will be forced into the sealed variable volume unit to achieve pressure transfer, thus achieving the third stage of buffer protection.

[0018] The three-stage buffer protection can effectively reduce the damage caused by impact to the approach bridge body in the event of an emergency and improve its anti-collision ability. In addition, since the ship safety approach protection assembly is mainly for prevention purposes, it will not be impacted by the ship under normal circumstances, because the ship safety approach protection assembly will be initially blocked and buffered by the multi-directional anti-collision warning assembly before the ship body contacts it, and the personnel and captain on the ship will be warned, thus achieving the purpose of informing the captain to control the docking time reasonably.

[0019] In any of the above schemes, preferably, a multi-directional anti-collision warning assembly is also installed in the reinforced and strengthened seabed foundation, and when the ship impacts the multi-directional anti-collision warning assembly, the multi-directional anti-collision warning assembly will start the alarm mode to remind the personnel on the ship that the ship is currently in place.

[0020] Preferably in any of the above solutions, the multi-directional anti-collision warning assembly comprises a horizontal main corrosion-proof cylinder fixedly installed on the foundation platform on top of the reinforced and strengthened seabed foundation, a blocking end cover is fixedly and sealingly installed at the rear end of the horizontal main corrosion-proof cylinder, the horizontal main corrosion-proof cylinder is filled with water, a plurality of radial counter-impact buffer return members are integrally formed and fixed at the front end of the horizontal main corrosion-proof cylinder and project into the sea area in front of the approach bridge body, the outer ends of the radial counter-impact buffer return members are fixedly installed on the inner side wall of the semicircular anti-collision buffer rigid fence, a water pressure jacking warning unit is fixedly installed on the top of the rear end of the horizontal main corrosion-proof cylinder, the water pressure jacking warning unit displays the information of the ship approaching the shore through audible and visual warning and achieves the purpose of warning the captain to stop the ship at a fixed point.

[0021] Preferably in any of the above solutions, a plurality of solid semicircular rubber balls are fixedly installed on the outer side wall of the semicircular anti-collision buffer rigid fence along the circumference thereof.

[0022] Preferably in any of the above solutions, the radial counter-impact buffer return member comprises a horizontal auxiliary corrosion-proof cylinder integrally formed and fixed at the front end of the horizontal main corrosion-proof cylinder and connected with the interior thereof, a shock displacement piston is sealingly and movably installed in the horizontal auxiliary corrosion-proof cylinder, the outer end of the shock piston rod of the shock displacement piston sealingly and movably projects out of the horizontal auxiliary corrosion-proof cylinder and is fixedly connected with the inner side wall of the semicircular anti-collision buffer rigid fence at the corresponding position, a shock return spring is sleeved on the outer side wall of the shock piston rod between the semicircular anti-collision buffer rigid fence and the horizontal auxiliary corrosion-proof cylinder, and the two ends of the shock return spring are respectively abutted against the semicircular anti-collision buffer rigid fence and the horizontal auxiliary corrosion-proof cylinder.

[0023] Preferably in any of the above solutions, the water pressure jacking warning unit comprises a vertical rigid corrosion-resistant pipe fixedly and weldedly installed on the top of the rear end of the horizontal main corrosion-proof cylinder, the top of the vertical rigid corrosion-resistant pipe is higher than the land along the shore, a jacking plunger is sealingly and movably installed in the inner cavity of the vertical rigid corrosion-resistant pipe, a waterproof display lamp is installed in the inner cavity of the vertical rigid corrosion-resistant pipe at the top of the jacking plunger, and the waterproof display lamp is sequentially provided from top to bottom with a blue light warning lamp for arrival, a first-level yellow light warning lamp, and a second-level red light warning lamp.

[0024] Preferably in any of the above solutions, the heights of the blue light warning lamp for arrival, the first-level yellow light warning lamp, and the second-level red light warning lamp are respectively 6 meters, 4 meters, and 2 meters, the distance between the ship and the approach bridge body when the blue light warning lamp for arrival is completely jacked out is set to 8 meters, the distance between the ship and the approach bridge body when the first-level yellow light warning lamp is completely jacked out is set to 6 meters, and the distance between the ship and the approach bridge body when the second-level red light warning lamp is completely jacked out is set to 4 meters.

[0025] In any of the above solutions, preferably, the solar self-charging power supply and the backup battery are arranged on the in-place blue light warning light, the first-level yellow light warning light, and the second-level red light warning light, and the remote control type sound alarm is arranged on the in-place blue light warning light, the first-level yellow light warning light, and the second-level red light warning light.

[0026] In any of the above solutions, preferably, the water pressure lifting warning unit is capable of achieving different degrees of lifting according to the distance of the ship from the shore, when the ship is at a safe distance from the front end of the bridge body, the waterproof display light on the water pressure lifting warning unit is in an un-lifted state, when the ship continues to travel and touches the semi-circular anti-collision buffer rigid enclosure, the semi-circular anti-collision buffer rigid enclosure is deformed, at this time, the semi-circular anti-collision buffer rigid enclosure pushes the corresponding radial collision buffer reset member to be compressed, so that the radial collision buffer reset member compresses the water in its interior to other parts, because the outer end of each other radial collision buffer reset member is subjected to a large resistance of the semi-circular anti-collision buffer rigid enclosure and the spring, the water pressure is released from the rear end of the horizontal main corrosion-resistant cylinder and pushes the lifting plunger in the inner cavity of the vertical rigid corrosion-resistant pipe of the water pressure lifting warning unit to move upward, thereby sequentially lifting the in-place blue light warning light, the first-level yellow light warning light, and the second-level red light warning light on the waterproof display light.

[0027] In any of the above solutions, preferably, when the ship continues to dock, the in-place blue light warning light at the top is first lifted out and accompanied by a voice warning to warn the shore docking staff and the ship staff of the distance of the ship from the front end of the bridge body; when the ship continues to dock, the first-level yellow light warning light is lifted out, because the first-level yellow light warning light is set at a height that is convenient for the ship staff to see, when the first-level yellow light warning light is lifted out, it is automatically triggered to turn on, indicating that the parking position has been reached; when the ship continues to dock, the second-level red light warning light is lifted out, because the second-level red light warning light is set at a height that is convenient for the ship staff to see, when the second-level red light warning light is lifted out, it is automatically triggered to turn on, indicating that the nearest parking position has been reached, according to the in-place blue light warning light, the first-level yellow light warning light, and the second-level red light warning light, the ship can be controlled to achieve different levels of docking, effectively reducing the safety hazards of shore collision and bridge collision caused by docking transition.

[0028] Preferably in any of the above solutions, the ship cargo lifting device comprises a ground rail fixedly installed on the ground of the coastal wharf, a gantry container crane with a driving member is slidingly installed on the ground rail, a lifting end of the gantry container crane is used to extend forward above the ship to realize lifting of the cargo of the ship, a cargo receiving and transferring assembly is installed at the lower part of the gantry container crane and moves with the gantry container crane, and the output end of the cargo receiving and transferring assembly is connected with the cargo conveying unit.

[0029] Preferably in any of the above solutions, the cargo receiving and transferring assembly comprises a receiving linkage frame body fixedly installed on the gantry of the gantry container crane, the bottom of the linkage frame body is slidingly fitted on the ground rail, a roller-mounted bearing frame is installed at the top of the receiving linkage frame body, a plurality of transfer rollers are arranged in the length direction of the roller-mounted bearing frame, both ends of each of the transfer rollers are movably hinged in the rotating holes of the roller-mounted bearing frame, the output end of the roller-mounted bearing frame is hinged at the top of the rear end of the receiving linkage frame body, and a slope positioning support cylinder group is arranged at the front end of the roller-mounted bearing frame, the top of the slope positioning support cylinder group is hinged at the front end of the roller-mounted bearing frame, and the bottom is movably hinged at the front end of the receiving linkage frame body.

[0030] Preferably in any of the above solutions, the cargo conveying unit comprises a load-bearing roller conveyor, and an automatic code scanning device is arranged on both sides of the load-bearing roller conveyor, the automatic code scanning device uploads the code scanning information to the cloud and feeds back to the control end.

[0031] The cargo classification and distribution unit comprises a distribution conveyor fixedly installed on one side of the load-bearing roller conveyor, the tail end of each of the distribution conveyors is connected with a vehicle cargo receiving area at a corresponding position, a distribution pushing cylinder group is arranged on the other side of the load-bearing roller conveyor opposite to the distribution conveyors, the distribution pushing cylinder group is controlled by the control end to push the cargo of a corresponding category to the feeding end of the distribution conveyor on the corresponding side, and a positioning switch is arranged at each positioning area.

[0032] The application also provides a construction method of a coastal water transportation engineering system, and a construction method of a reinforced seabed foundation.

[0033] A suitable coastal construction sea area is selected according to the engineering design plan, and a construction sign is erected in the construction sea area.

[0034] A deep water cement mixing ship is positioned and controlled to perform construction preparation by using three groups of four-axis DCM processors arranged at the bow of the ship.

[0035] Each hollow square beam is hoisted by a cantilever crane on the shore to the soft mud on the seabed and placed in position;

[0036] Each sea inlet pier body is installed and pre-embedded and pre-pressed into position;

[0037] Start the three sets of four-axis DCM processors to sequentially complete the rapid pouring and forming of each underwater foundation drill hole and the foundation pile inside it;

[0038] When each foundation pile is poured and formed, continue to control the three sets of four-axis DCM processors to continuously spray quick-drying concrete into the inner cavity of the hollow square beam while moving upward, and when each foundation pile is completed, the interior of each hollow square beam is filled with quick-drying concrete, and the concrete filled in the interior of each hollow square beam is integrally poured and formed with the foundation pile at the corresponding position;

[0039] After the construction is completed and the quick-drying concrete is completely dry, the overall strength of the reinforced seabed foundation is tested to meet the standard, and the reinforced seabed foundation construction is completed.

[0040] Building the approach bridge body above the integrated reinforced seabed foundation can effectively ensure the stability of the bottom support of the approach bridge body, ensure its bearing capacity, effectively prevent the problem of bridge body deformation caused by unstable foundation, and the overall bridge structure has high strength, which can better realize the extension of the coastal road to the sea surface and ensure the effective approach of the berthed ship.

[0041] Before leaving the factory, a plurality of lower pre-embedded pouring short pipes are integrally formed at the bottom of each hollow square beam, a pouring open channel is provided at the top for the drill bit of the three sets of four-axis DCM processors to enter, and a limiting through hole is also provided for the corresponding sea inlet pier body to pass through.

[0042] Compared with the prior art, the beneficial effects of the present application are as follows:

[0043] 1、The system is located in the offshore area connected to the coast, and the entire system can effectively realize the safe approach of the berthed large load ship, reduce the impact damage of the ship to the approach bridge body, and effectively control the stable docking of the ship.

[0044] 2、After the ship is controlled to dock stably, the system can realize the rapid hoisting and lifting of the container goods on the ship, and the cargo information can be scanned and collected during the transfer process and fed back to the control end to realize information classification, finally complete the diversion of different types of goods after hoisting, and realize the rapid classification and transfer of the coastal goods.

[0045] 3. The reinforced and strengthened seabed foundation involved in this system can effectively ensure the stability of the bridge construction and its structural strength. At the same time, the multi-directional anti-collision warning components can ensure stable docking of ships when they approach the shore. The sound and light warnings can be used to alert the drivers. In addition, the multi-directional anti-collision warning components can also play a role in buffering and returning to their original position after the impact disappears.

[0046] 4. After the cargo transport unit scans and collects the information of the container cargo, it can work with the control terminal to transport the corresponding container cargo to the cargo classification and diversion unit for diversion and transfer, thereby improving the cargo diversion effect.

[0047] 5. The water pressure lifting warning unit is equipped with three warning levels: blue, yellow, and red, to indicate the urgency of a ship approaching the approach bridge at different intervals. This effectively warns of the ship's safe berthing and reduces the probability of the ship colliding with the approach bridge due to excessive berthing.

[0048] 6. The ship safety guidance protection component serves a preventative purpose. Under normal circumstances, it will not be impacted by a ship. This is because, under normal circumstances, the multi-directional anti-collision warning component will provide initial blocking and buffering before the ship's hull comes into contact with the ship safety guidance protection component, and will also warn the personnel on board and the captain. This will enable the captain to reasonably control the timing of berthing. Even after an impact, the ship safety guidance protection component can still provide safety protection for the docking bridge, thereby improving the safety protection effect. Attached Figure Description

[0049] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0050] Figure 1 This is a schematic diagram of the overall layout structure of the present invention.

[0051] Figure 2 This is a schematic diagram of the structure of the present invention.

[0052] Figure 3 This is a schematic diagram of the structure of the ship cargo lifting device of the present invention.

[0053] Figure 4 This is a top view of the cargo conveying unit and cargo sorting and distribution unit of the present invention.

[0054] Figure 5 This is a top-view partial cross-sectional structural diagram of the multi-directional anti-collision warning component of the present invention.

[0055] Figure 6 Fig. 1 is a schematic view of the bottom view of the ship safety connection protection assembly of the present application.

[0056] In the figure, 1, coastal foundation support structure; 101, approach bridge body; 102, into the sea bridge pier body; 103, underwater foundation drilling; 104, seabed; 105, hollow square beam; 106, lower pre-buried pouring short pipe; 107, foundation pile; 108, cast-in-place quick-dry concrete; 2, pressure-resistant elbow pipe; 3, spherical buffer pressure-resistant air bag; 4, elastic pressure-resistant bending steel plate; 5, rigid sealing outer warehouse; 6, flexible sealing inner warehouse air bag; 7, communication pipeline; 8, horizontal main anti-corrosion cylinder; 9, plugging end cover; 10, semicircular anti-collision buffer rigid fence; 11, solid semicircular rubber ball; 12, horizontal auxiliary anti-corrosion cylinder; 13, impact displacement piston; 14, impact piston rod; 15, impact return spring; 16, vertical rigid corrosion-resistant pipe; 17, jacking plunger; 18, waterproof display lamp; 1801, in-place blue light warning light; 1802, first-level yellow light warning light; 1803, second-level red light warning light; 19, ground rail; 20, gantry container crane; 21, receiving linkage frame body; 22, roller mounting load-bearing frame; 23, transfer roller; 24, inclination position adjustment supporting cylinder group; 25, load-bearing roller conveyor; 26, automatic code scanning equipment; 27, shunt conveyor; 28, shunt pushing cylinder group; A, marine cargo lifting device; B, cargo conveying unit; C, sea level; D, multidirectional anti-collision warning assembly; E, radial counter-collision buffer return piece; F, water pressure jacking warning unit. DETAILED DESCRIPTION

[0057] The embodiments of the technical solutions of the present application will be described in detail below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present application, therefore only serve as examples, and cannot limit the protection scope of the present application. The specific structure of the present application is shown in Figures 1-6 .

[0058] Example 1:

[0059] A coastal water transportation engineering system, comprising a coastal foundation support structure 1, a marine cargo lifting device A is installed on the top of the ground surface of the coastal foundation support structure 1, a cargo conveying unit B is installed downstream of the marine cargo lifting device A, a plurality of cargo sorting and distributing units are installed at intervals at the end of the cargo conveying unit B, and the ends of the cargo sorting and distributing units are respectively used to connect and match with corresponding vehicle receiving areas. The marine cargo lifting device A is used to lift and transfer the cargo on the berthed ship to the cargo conveying unit B, and the cargo on the cargo conveying unit B is subjected to information collection and is sorted and distributed to the corresponding positions of the cargo sorting and distributing units for further processing according to the information collection results. The coastal water transportation engineering system mainly relies on the coastal foundation support structure 1 as the main sea surface support structure during construction to ensure that the onshore equipment can be appropriately close to the sea surface, thereby effectively improving the smoothness and safety during the lifting and transfer of the container cargo on the parked ship. The lifting equipment can be better moved to the top of the ship to realize cargo lifting, and the lifted and transferred container cargo is continuously conveyed by the cargo conveying unit B. During the conveying process of the cargo conveying unit B, the bar code and two-dimensional code information on the container are scanned and collected, and the cargo of the corresponding category is sent to the corresponding cargo sorting and distributing unit according to the collection results, and finally conveyed to the vehicle receiving area by the corresponding cargo sorting and distributing unit to wait for receiving.

[0060] In any of the above solutions, preferably, the coastal foundation support structure 1 comprises an approach bridge body 101 extending above the coastal sea surface, the bottom of the approach bridge body 101 is fixed to the reinforced seabed foundation below the sea level C by a plurality of sea entry bridge pier bodies 102, a ship safety approach protection assembly is arranged at the front side of the approach bridge body 101 close to the sea, and the ship safety approach protection assembly is used to realize the safety protection of the approach bridge body 101 when the ship body collides with the approach bridge body 101. The coastal foundation support structure 1 mainly relies on the sea entry bridge pier body 102 to support the top approach bridge body 101, and the ship safety approach protection assembly added at the front end side of the approach bridge body 101 as a spare part can buffer and protect the approach bridge body 101 when the ship body collides with the approach bridge body 101.

[0061] In any of the above schemes, preferably, the reinforced and strengthened seabed foundation comprises a plurality of underwater foundation drill holes 103, a plurality of hollow square beams 105 are fixedly installed on the shore seabed 104 along each of the underwater foundation drill holes 103, the bottom of each of the hollow square beams 105 is integrally formed with a lower pre-buried pouring short pipe 106 that is sealingly fitted with the corresponding underwater foundation drill hole 103 and is in communication with each other, the top of each of the lower pre-buried pouring short pipe 106 is in communication with the cavity of the hollow square beam 105, the lower part of each of the pier body 102 extends downward and protrudes into the pre-pouring installation hole below the seabed 104, a foundation pile 107 formed by the solidification of cast-in-place quick-drying concrete is arranged in each of the underwater foundation drill holes 103, the top of each of the foundation piles 107 continues to rise during pouring and forming, and the quick-drying concrete is filled into the inner cavity of the corresponding hollow square beam 105 and solidified, the cavity of each of the hollow square beams 105 filled with solidified cast-in-place concrete and each of the corresponding foundation piles 107 and the lower part of each of the pier body 102 form an integrated foundation pouring and forming body, and the top of each of the hollow square beams 105 is flush with each other and collectively forms a foundation platform. Each of the foundation piles 107 serves as a ground-connected support and cooperates with the quick-drying concrete in the interior of each of the hollow square beams 105 to form a whole, and the cast-in-place concrete can be used to integrally pour and fix the pier body 102 that penetrates through the hollow square beam 105, thereby ensuring the stability of the integrated structure of the entire foundation and effectively ensuring the support firmness and anti-rollover capability of the overall foundation.

[0062] In any of the above schemes, preferably, a multi-directional anti-collision warning assembly D is further installed in the reinforced and strengthened seabed foundation, when a ship collides with the multi-directional anti-collision warning assembly D, the multi-directional anti-collision warning assembly D will start the alarm mode to remind the staff on the ship that the ship is currently docked in place. When the multi-directional anti-collision warning assembly D is impacted and pushed by the approaching ship, it not only buffers the impact force of the ship, but also converts the impact force and pushing force into jacking force to control its upward movement and achieve the purpose of warning and alarming, thereby reminding the ship driver to drive carefully and safely.

[0063] Preferably in any of the above solutions, the multi-directional anti-collision warning assembly D comprises a horizontal main corrosion-proof cylinder 8 fixedly installed on the foundation platform on top of the reinforced and strengthened seabed foundation, a blocking end cover 9 is fixedly and sealingly installed at the rear end of the horizontal main corrosion-proof cylinder 8, the horizontal main corrosion-proof cylinder 8 is filled with water, a plurality of radial counter-impact buffer return members E are integrally formed and fixed at the front end of the horizontal main corrosion-proof cylinder 8 and extend into the sea area in front of the approach bridge body 101, the outer ends of the radial counter-impact buffer return members E are fixedly installed on the inner side wall of a semicircular anti-collision buffer rigid fence 10, a water pressure jacking warning unit F is fixedly installed on the top of the rear end of the horizontal main corrosion-proof cylinder 8, and the water pressure jacking warning unit F displays the information of the ship approaching the shore through sound and light warning and achieves the purpose of warning the captain to stop the ship at a fixed point. The inside of the horizontal main corrosion-proof cylinder 8 and the radial counter-impact buffer return members E is filled with water after normal installation, so when the radial counter-impact buffer return members E are displaced, the external pushing or impact force will be transmitted to the water pressure jacking warning unit F at the end of the horizontal main corrosion-proof cylinder 8 under the action of the water, and the jacking height of the water pressure jacking warning unit F is relied on to determine the distance range of the current ship approaching the approach bridge body 101. In addition, the semicircular anti-collision buffer rigid fence 10 installed at the end of each radial counter-impact buffer return member E can provide certain support and anti-collision functions, and can also deform to offset the impact force when the impact force is too large, and can automatically reset after the external force disappears.

[0064] In any of the above solutions, preferably, the radial impact buffer return member E comprises a horizontal auxiliary anticorrosion cylinder 12 integrally formed and fixedly connected to the front end of the horizontal main anticorrosion cylinder 8 and in communication with the interior thereof, a knock displacement piston 13 is sealingly and movably installed in the interior of the horizontal auxiliary anticorrosion cylinder 12, the outer end of the knock piston rod 14 of the knock displacement piston 13 sealingly and movably penetrates the horizontal auxiliary anticorrosion cylinder 12 and is fixedly connected to the inner side wall of the semicircular anti-collision buffer rigid enclosure 10 at the corresponding position, a knock return spring 15 is sleeved on the outer side wall of the knock piston rod 14 between the semicircular anti-collision buffer rigid enclosure 10 and the horizontal auxiliary anticorrosion cylinder 12, and the two ends of the knock return spring 15 abut against the semicircular anti-collision buffer rigid enclosure 10 and the horizontal auxiliary anticorrosion cylinder 12, respectively. The radial impact buffer return member E works mainly when the ship approaches the shore and prepares to dock. When the ship approaches the shore, the semicircular anti-collision buffer rigid enclosure 10 at the corresponding position is forced to deform, thereby pushing at least one radial impact buffer return member E at the current position to be compressed. After the radial impact buffer return member E is compressed, the knock piston rod 14 first overcomes the elastic force of the knock return spring 15, and then continues to drive the knock displacement piston 13 to move inward along the inner cavity of the horizontal auxiliary anticorrosion cylinder 12. At this time, the water liquid in the sealed state inside is mainly pushed backward (mainly because the resistance at the upper rear end is the smallest), and the water liquid that is pushed will push the water pressure jacking warning unit F at the rear end of the horizontal main anticorrosion cylinder 8 upward to move upward and rise into the air. Similarly, when the impact and pushing force of the ship disappears (and when the ship departs), the water pressure jacking warning unit F will descend under the action of gravity.

[0065] In any of the above schemes, preferably, the water pressure jacking warning unit F comprises a vertical rigid corrosion-resistant pipe 16 fixedly welded at the top of the rear end of the horizontal main corrosion-resistant cylinder 8, the top of the vertical rigid corrosion-resistant pipe 16 is above the coastal ground, a jacking plunger 17 is sealingly installed in the inner cavity of the vertical rigid corrosion-resistant pipe 16, a waterproof display lamp 18 is installed in the inner cavity of the vertical rigid corrosion-resistant pipe 16 at the top of the jacking plunger 17, the waterproof display lamp 18 is sequentially provided from top to bottom with a blue light warning lamp 1801, a first-level yellow light warning lamp 1802, and a second-level red light warning lamp 1803. When the water pressure jacking warning unit F is working, the external ship's pushing force or impact force drives the water in the sealed state inside the horizontal main corrosion-resistant cylinder 8 to continuously top up and move upward through the bottom of the vertical rigid corrosion-resistant pipe 16 to the jacking plunger 17, finally causing the waterproof display lamp 18 to continuously slide upward, when the ship approaches the shore, the height of the waterproof display lamp 18 is higher, the warning level of the waterproof display lamp 18 is higher, the blue light warning lamp 1801 is lit first, and the second-level red light warning lamp 1803 is lit last; when the second-level red light warning lamp 1803 is completely exposed, the ship cannot be moved towards the shore, at this time, the critical safe berthing position has been reached.

[0066] In any of the above schemes, preferably, the ship cargo lifting device A comprises a ground rail 19 fixedly installed on the coastal wharf ground, a gantry container crane 20 with a driving member is slidingly installed on the ground rail 19, the lifting end of the gantry container crane 20 is used to extend forward above the ship to realize lifting of the ship cargo, a cargo receiving and transferring assembly is installed below the gantry container crane 20 and moves with it, and the output end of the cargo receiving and transferring assembly is connected with the cargo conveying unit B. The gantry container crane 20 can adopt an existing product type and is directly installed on the coastal wharf ground, the cargo on the ship on the sea is lifted and horizontally transferred above the ground by using the gantry container crane 20, then the lifted container cargo is transferred by the cargo receiving and transferring assembly, and after the transfer, the container cargo enters the cargo conveying unit B for further transfer.

[0067] Embodiment 2:

[0068] A coastal water transportation engineering system, comprising a coastal foundation support structure 1, a marine cargo lifting device A is installed on the top of the ground surface of the coastal foundation support structure 1, a cargo conveying unit B is installed downstream of the marine cargo lifting device A, a plurality of cargo sorting and distributing units are installed at intervals at the end of the cargo conveying unit B, and the ends of the cargo sorting and distributing units are respectively used to connect and match with corresponding vehicle cargo pickup areas. The marine cargo lifting device A is used to lift and transfer the cargo on the docked cargo ship to the cargo conveying unit B, and the cargo on the cargo conveying unit B is information collected and sorted and distributed according to the information collection result to the corresponding position of the cargo sorting and distributing unit for further processing.

[0069] In any of the above solutions, preferably, the coastal foundation support structure 1 comprises an approach bridge body 101 extending above the coastal sea surface, the bottom of the approach bridge body 101 is fixed to extend to the reinforced seabed foundation inside below the sea level C through a plurality of sea entry bridge piers 102, and a ship safety approach protection assembly is arranged at the front side of the approach bridge body 101 close to the sea, which is used to realize the safety protection of the approach bridge body 101 when the ship body and the docked ship body are connected.

[0070] The coastal foundation support structure 1 mainly relies on the sea entry bridge piers 102 to support the top approach bridge body 101, and the ship safety approach protection assembly added on the front end side of the approach bridge body 101 as a spare part, which can buffer and protect the approach bridge body 101 when the ship body collides with the approach bridge body 101.

[0071] In any of the above schemes, preferably, the reinforced seabed foundation comprises a plurality of underwater foundation drill holes 103, a plurality of hollow square beams 105 are fixedly installed on the shore seabed 104 along each of the underwater foundation drill holes 103, the bottom of each of the hollow square beams 105 is integrally formed with a lower pre-buried pouring short pipe 106 that is sealingly sleeved with the corresponding underwater foundation drill hole 103 and is in communication with each other, the top of each of the lower pre-buried pouring short pipe 106 is in communication with the cavity of the hollow square beam 105, the lower part of each of the bridge pier body 102 extends downward and is fixedly connected to the hollow square beam 105 and extends into the pre-pouring installation hole below the seabed 104, a foundation pile 107 formed by the solidification of cast-in-place quick-drying concrete is arranged in each of the underwater foundation drill holes 103, the top of each of the foundation piles 107 continues to go upward when being cast and formed, and the quick-drying concrete is filled into the inner cavity of the corresponding hollow square beam 105 and is solidified and formed, the cavity of the corresponding hollow square beam 105 is in a state of being filled with the quick-drying concrete 108 after the construction of each of the foundation piles 107 is completed, the three groups of four-axis DCM processors located at the bow of the existing deep water cement mixing ship are used for operation and construction during the casting of the quick-drying concrete 108, each of the hollow square beams 105 filled with the cast-in-place concrete 108 after solidification and each of the corresponding foundation piles 107 and the lower part of each of the bridge pier body 102 form an integrated foundation pouring and forming body, and the tops of each of the hollow square beams 105 are flush with each other and jointly form a foundation platform.

[0072] Each of the foundation piles 107 provided herein serves as a ground-connected support and cooperates with the quick-drying concrete in the interior of each of the hollow square beams 105 to form an integral whole, and the bridge pier body 102 passing through the hollow square beam 105 is integrally poured and fixed by means of pouring concrete, thereby ensuring the stability of the integrated structure of the entire foundation and effectively ensuring the firmness of the support of the overall foundation and the ability to resist lateral overturning.

[0073] The reinforced seabed foundation relies on existing equipment to complete the construction of the integrated foundation pouring and forming body, the bottom of the entire integrated foundation pouring and forming body is positioned by a plurality of underwater poured foundation piles 107, and the quick-drying concrete poured on the top of each of the foundation piles 107 is solidified and formed in the interior of the hollow square beam 105 on the seabed, finally achieving the purpose of integrated forming and connection, thereby effectively ensuring the ground-connected stability of the entire integrated foundation pouring and forming body; at the same time, the lower part of each of the bridge pier bodies 102 is integrally poured in the interior of the hollow square beam 105 during the casting, thereby achieving the pouring and fixing of the entire structure, effectively increasing the support area of the bottom and the seabed 104, and being able to ensure the stability of the pile body by extending into the mud below the seabed.

[0074] In any of the above schemes, preferably, the front end surface of the approach bridge body 101 is semicircular; the ship safety approach protection assembly comprises a sealed variable volume unit fixedly installed on both sides of the front end of the approach bridge body 101, the front ends of the sealed variable volume units are connected through a pressure-resistant elbow pipe 2, the pressure-resistant elbow pipe 2 bypasses the semicircular curved surface of the front end of the approach bridge body 101, a plurality of spherical buffer pressure gas bags 3 are integrally formed and installed in sequence on the pressure-resistant elbow pipe 2 in the circumferential direction, each of the spherical buffer pressure gas bags 3 is filled with a certain pressure gas, an elastic pressure-resistant bending steel plate 4 is arranged on the periphery of the pressure-resistant elbow pipe 2, the rear side of the elastic pressure-resistant bending steel plate 4 is fixedly installed on the outer side wall of the corresponding sealed variable volume unit, and the inner side wall of the elastic pressure-resistant bending steel plate 4 abuts against the outer side wall of the corresponding spherical buffer pressure gas bag 3.

[0075] When the ship safety approach protection assembly is impacted, it can achieve multiple protection of the approach bridge body 101, and after the impact force disappears, the ship safety approach protection assembly can be reset, effectively playing the roles of safety protection, multi-impact angle protection, and multiple buffering.

[0076] In any of the above schemes, preferably, the sealed variable volume unit comprises a rigid sealed outer warehouse 5 fixedly installed on the side of the approach bridge body 101, and a flexible sealed inner warehouse gas bag 6 is installed in the rigid sealed outer warehouse 5; the two sealed variable volume units are connected through a communication pipeline 7 located at the bottom, one end of the communication pipeline 7 is sealed to extend into the rigid sealed outer warehouse 5 and communicate with the inside of the flexible sealed inner warehouse gas bag 6, and the other end of the communication pipeline 7 is sealed to communicate with the inside of the rigid sealed outer warehouse 5 at the corresponding position; one end of the pressure-resistant elbow pipe 2 is sealed to communicate with the rigid sealed outer warehouse 5 at the corresponding position, and the other end of the pressure-resistant elbow pipe 2 is connected with the flexible sealed inner warehouse gas bag 6 at the corresponding position.

[0077] When the elastic pressure-resistant bending steel plate 4 on the ship safety approach protection assembly is pressed by the ship body, it will have multiple deformation buffering protection:

[0078] The first level of impact buffering protection is achieved through the bending deformation of the elastic pressure-resistant bending steel plate 4;

[0079] The second level of pressure transfer buffering protection is achieved by transferring the gas pressed out of the corresponding spherical buffer pressure gas bag 3 to the remaining spherical buffer pressure gas bags 3 through the deformation of the elastic pressure-resistant bending steel plate 4.

[0080] When the hull is pressed against the plurality of spherical buffer pressure-resistant air bags 3 of the ship safety docking protection assembly, a large amount of gas squeezed out will be forced into the sealed variable volume unit to transfer the pressure, so that the third level of buffer protection can be achieved.

[0081] The three-level buffer protection can effectively reduce the damage caused by the impact of the docking bridge body 101 in the event of an emergency, and improve its anti-collision ability. In addition, since the ship safety docking protection assembly is mainly for prevention, it will not be impacted by the ship under normal circumstances. Because the ship safety docking protection assembly is initially blocked and buffered by the multi-directional anti-collision warning assembly D before the hull contacts the ship safety docking protection assembly, and the personnel and captain on the ship are warned, the purpose of informing the captain to reasonably control the docking time is achieved.

[0082] When the compressed gas enters the rigid sealed outer warehouse 5 of one of the sealed variable volume units, the pressure inside the rigid sealed outer warehouse 5 will increase due to the gas entering the rigid sealed outer warehouse 5, and the increased pressure inside the current rigid sealed outer warehouse 5 will force the corresponding flexible sealed inner warehouse air bag 6 to be compressed, thereby achieving gas flow buffering. When the other side of the compressed gas enters the flexible sealed inner warehouse air bag 6 of the other sealed variable volume unit, the flexible sealed inner warehouse air bag 6 will expand due to the increase in internal gas pressure, so that the flexible sealed inner warehouse air bag 6 will press the gas originally in the rigid sealed outer warehouse 5 to the outside, thereby achieving pressure relief and flow guidance, effectively achieving the purpose of multi-level buffer damping by relying on gas.

[0083] In any of the above solutions, it is preferred that a multi-directional anti-collision warning assembly D is also installed in the reinforced and strengthened seabed foundation. When the ship impacts the multi-directional anti-collision warning assembly D, the multi-directional anti-collision warning assembly D will start the alarm mode to remind the personnel on the ship that the ship is in place.

[0084] The multi-directional anti-collision warning assembly D not only buffers the impact force of the ship when it is impacted and pushed by the ship about to dock, but also converts the impact force and pushing force into jacking force to control its upward movement and achieve the purpose of warning and alarming, thereby reminding the ship driver to drive carefully and safely.

[0085] Preferably in any of the above solutions, the multi-directional anti-collision warning assembly D comprises a horizontal main corrosion-proof cylinder 8 fixedly installed on the foundation platform on top of the reinforced and strengthened seabed foundation, a blocking end cover 9 is fixedly and sealingly installed at the rear end of the horizontal main corrosion-proof cylinder 8, the horizontal main corrosion-proof cylinder 8 is filled with water, a plurality of radial counter-impact buffer return members E are integrally formed and fixed at the front end of the horizontal main corrosion-proof cylinder 8 and extend into the sea area in front of the approach bridge body 101, the outer ends of the radial counter-impact buffer return members E are fixedly installed on the inner side wall of a semicircular anti-collision buffer rigid fence 10, a water pressure jacking warning unit F is fixedly installed on the top of the rear end of the horizontal main corrosion-proof cylinder 8, and the water pressure jacking warning unit F displays the information of the ship approaching the shore through audible and visual warnings to warn the captain to stop the ship at a fixed point.

[0086] After normal installation is completed, the inside of the horizontal main corrosion-proof cylinder 8 and the radial counter-impact buffer return members E are filled with water, so when the radial counter-impact buffer return members E are displaced, the external pushing or impact force is transmitted to the water pressure jacking warning unit F at the end of the horizontal main corrosion-proof cylinder 8 under the action of the water, and the jacking height of the water pressure jacking warning unit F is used to determine the distance range of the ship approaching the approach bridge body 101.

[0087] In addition, the semicircular anti-collision buffer rigid fence 10 installed at the end of each radial counter-impact buffer return member E can provide certain support and anti-collision functions, and can also deform to offset the impact force when the impact force is too large, and can automatically reset after the external force disappears.

[0088] Preferably in any of the above solutions, a plurality of solid semicircular rubber balls 11 are fixedly installed on the outer side wall of the semicircular anti-collision buffer rigid fence 10 along the circumference thereof.

[0089] Each solid semicircular rubber ball 11 can play a role in elastic shock absorption to a certain extent when initially contacted.

[0090] Preferably in any of the above solutions, the radial impact buffer return member E comprises a horizontal auxiliary anticorrosion cylinder 12 integrally and fixedly connected to the front end of the horizontal main anticorrosion cylinder 8 and in communication with the interior thereof, a knock displacement piston 13 is sealingly and movably installed in the interior of the horizontal auxiliary anticorrosion cylinder 12, the outer end of the knock piston rod 14 of the knock displacement piston 13 sealingly and movably penetrates the horizontal auxiliary anticorrosion cylinder 12 and is fixedly connected to the inner side wall of the semicircular impact buffer rigid enclosure 10 at the corresponding position, a knock return spring 15 is sleeved on the outer side wall of the knock piston rod 14 between the semicircular impact buffer rigid enclosure 10 and the horizontal auxiliary anticorrosion cylinder 12, and the two ends of the knock return spring 15 abut against the semicircular impact buffer rigid enclosure 10 and the horizontal auxiliary anticorrosion cylinder 12 respectively.

[0091] The radial impact buffer return member E mainly functions when the ship is approaching the shore and preparing to dock, and when the ship is moving towards the shore, the semicircular impact buffer rigid enclosure 10 at the corresponding position is forced to deform, thereby pushing at least one radial impact buffer return member E at the current position to be compressed, after the radial impact buffer return member E is compressed, the knock piston rod 14 first overcomes the elastic force of the knock return spring 15, and then continues to drive the knock displacement piston 13 to move inward along the inner cavity of the horizontal auxiliary anticorrosion cylinder 12, at this time, the water liquid in the sealed state inside is mainly pushed forward (mainly because the resistance at the upper rear end is the smallest), and the water liquid that is pushed will push the water pressure jacking warning unit F upward at the rear end of the horizontal main anticorrosion cylinder 8 to move upward and rise into the air.

[0092] Similarly, when the impact and pushing force of the ship disappears (and when the ship departs), the water pressure jacking warning unit F will descend under the action of its own weight.

[0093] Preferably in any of the above solutions, the water pressure jacking warning unit F comprises a vertical rigid corrosion-resistant pipe 16 fixedly and weldedly connected to the top of the rear end of the horizontal main anticorrosion cylinder 8, the top of the vertical rigid corrosion-resistant pipe 16 is higher than the ground along the shore, a jacking plunger 17 is sealingly and movably installed in the inner cavity of the vertical rigid corrosion-resistant pipe 16, a waterproof display lamp 18 is installed in the inner cavity of the vertical rigid corrosion-resistant pipe 16 at the top of the jacking plunger 17, and the waterproof display lamp 18 is sequentially provided from top to bottom with a blue light warning lamp 1801, a first level yellow light warning lamp 1802, and a second level red light warning lamp 1803.

[0094] The water pressure jacking warning unit F works mainly by relying on the pushing force or impact force of the external ship to drive the water in the sealed state inside the horizontal main corrosion-resistant cylinder 8 to continuously pass through the bottom of the vertical rigid corrosion-resistant pipe 16 and press upward on the jacking plunger 17, and finally make the waterproof display lamp 18 continuously slide upward. When the ship is closer to the shore, the height of the waterproof display lamp 18 is higher, and the warning level of the waterproof display lamp 18 is higher. The blue light warning light 1801 is the first to light up, and the second red light warning light 1803 is the last to light up. When the second red light warning light 1803 is completely exposed, the ship cannot be moved towards the shore, and the critical safe berthing position has been reached.

[0095] In any of the above schemes, preferably, the height of the in-place blue light warning light 1801, the first yellow light warning light 1802, and the second red light warning light 1803 is 6 meters, 4 meters, and 2 meters, respectively. When the in-place blue light warning light 1801 is completely jacked out, the distance between the ship and the approach bridge body 101 is set to 8 meters. When the first yellow light warning light 1802 is completely jacked out, the distance between the ship and the approach bridge body 101 is set to 6 meters. When the second red light warning light 1803 is completely jacked out, the distance between the ship and the approach bridge body 101 is set to 4 meters.

[0096] The good critical safe berthing distance is preset mainly according to the current requirements of the loading and unloading of the wharf, and the size of the in-place blue light warning light 1801, the first yellow light warning light 1802, and the second red light warning light 1803 can be designed as needed.

[0097] Solar self-charging power supply and backup batteries are configured on the in-place blue light warning light 1801, the first yellow light warning light 1802, and the second red light warning light 1803. Remote control sound alarms are provided on the in-place blue light warning light 1801, the first yellow light warning light 1802, and the second red light warning light 1803.

[0098] The water pressure jacking warning unit F realizes different degrees of jacking according to the distance of the ship from the shore, when the ship is at a safe distance from the front end of the bridge body 101, the waterproof display lamp 18 on the water pressure jacking warning unit F is in the state of not being jacked out, when the ship continues to travel and touches the semicircular anti-collision buffer rigid enclosure 10 and makes the semicircular anti-collision buffer rigid enclosure 10 be forced to deform, at this time the semicircular anti-collision buffer rigid enclosure 10 will push the corresponding position of the radial counter-collision buffer reset piece E to be compressed, so as to realize the compression of the radial counter-collision buffer reset piece E to the water in its inside to other parts, because the outer end of each other radial counter-collision buffer reset piece E is resisted by the semicircular anti-collision buffer rigid enclosure 10, spring, so the water pressure is released from the rear end of the horizontal main corrosion cylinder 8 and pushes the jacking plunger 17 in the inner cavity of the vertical rigid corrosion-resistant pipe 16 of the water pressure jacking warning unit F to move up, so as to jack out the in-place blue light warning lamp 1801, the first level yellow light warning lamp 1802, and the second level red light warning lamp 1803 on the waterproof display lamp 18 in turn.

[0099] In any of the above schemes, preferably, when the ship continues to dock, the topmost in-place blue light warning lamp 1801 will be jacked out first and accompanied by a voice warning to warn the shore docking staff and the ship staff of the distance of the ship from the front end of the bridge body 101; when the ship continues to dock, the first level yellow light warning lamp 1802 will be jacked out, because the first level yellow light warning lamp 1802 is set at a height that is convenient for the ship staff to see, when the first level yellow light warning lamp 1802 is jacked out, it will automatically trigger the light to turn on, indicating that the parking position has been reached; when the ship continues to dock, the second level red light warning lamp 1803 will be jacked out, because the second level red light warning lamp 1803 is set at a height that is convenient for the ship staff to see, when the second level red light warning lamp 1803 is jacked out, it will automatically trigger the light to turn on, indicating that the nearest parking position has been reached, according to the in-place blue light warning lamp 1801, the first level yellow light warning lamp 1802, and the second level red light warning lamp 1803, the ship can be controlled to achieve different levels of docking, effectively reducing the safety hazards of hitting the shore and the bridge caused by docking transition.

[0100] In any of the above schemes, preferably, the ship cargo lifting device A includes a ground rail 19 fixedly installed on the ground of the alongshore wharf, a gantry container crane 20 with a driving member is slidingly installed on the ground rail 19, the lifting end of the gantry container crane 20 is used to stretch forward above the ship to realize lifting of the ship cargo, a cargo receiving and transferring assembly that moves with the gantry container crane 20 is installed at the lower part of the gantry container crane 20, and the output end of the cargo receiving and transferring assembly is connected with the cargo conveying unit B.

[0101] The gantry container crane 20 can be of the existing product type and is directly installed on the ground of the coastal wharf. The cargo on the ship on the sea is lifted by the gantry container crane 20 and is horizontally transferred to the ground. Then the cargo hoisted is transferred by the cargo receiving and transferring assembly, and the container cargo is transferred into the cargo conveying unit B for further transfer.

[0102] In any of the above schemes, preferably, the cargo receiving and transferring assembly comprises a receiving linkage frame body 21 fixedly installed on the gantry of the gantry container crane 20, the bottom of the linkage frame body is slidingly fitted on the ground rail 19, a roller-mounted load-bearing frame 22 is installed on the top of the receiving linkage frame body 21, a plurality of transfer rollers 23 are arranged along the length direction of the roller-mounted load-bearing frame 22, the two ends of each transfer roller 23 are movably hinged in the rotating hole of the roller-mounted load-bearing frame 22, the output end of the roller-mounted load-bearing frame 22 is hinged to the top of the rear end of the receiving linkage frame body 21, and a slope positioning support cylinder group 24 is arranged on the front end of the roller-mounted load-bearing frame 22, the top of the slope positioning support cylinder group 24 is hinged to the front end of the roller-mounted load-bearing frame 22, and the bottom is movably hinged to the front end of the receiving linkage frame body 21.

[0103] The cargo receiving and transferring assembly is moved as a whole with the gantry container crane 20 during work. When the lifting end of the gantry container crane 20 lifts the container cargo from the ship to above the receiving linkage frame body 21, the slope positioning support cylinder group 24 can be controlled in advance to adjust the roller-mounted load-bearing frame 22 to an appropriate slope, and then the transfer rollers 23 on the roller-mounted load-bearing frame 22 and the gravity component are used to continue conveying the container cargo falling thereon to the cargo conveying unit B.

[0104] In any of the above schemes, preferably, the cargo conveying unit B comprises a load-bearing roller conveyor 25, and an automatic code scanning device 26 is installed on the two sides of the load-bearing roller conveyor 25, respectively. The automatic code scanning device 26 uploads the code scanning information to the cloud and feeds back to the control end.

[0105] The cargo classification and distribution unit comprises a distribution conveyor 27 fixedly installed on one side of the load-bearing roller conveyor 25, and the distal end of each distribution conveyor 27 is connected to a vehicle cargo receiving area at a corresponding position. A distribution pushing cylinder group 28 is installed on the other side of the load-bearing roller conveyor 25 opposite to the distribution conveyors 27. The distribution pushing cylinder group 28 is controlled by the control end to push the cargo of a corresponding category to the feeding end of the distribution conveyor 27 on the corresponding side. A homing switch is installed at each homing area.

[0106] The cargo conveying unit B receives the container cargo and drives the container cargo to continuously move forward under the action of its own operation, and when passing through the corresponding automatic code scanning device 26 at a suitable speed, the automatic code scanning device 26 will pause for 5-10S, scan and collect information, and upload to the cloud, and feedback to the control end.

[0107] According to the control end, the current container cargo information is classified, and when the container reaches the position of the corresponding cargo classification and distribution unit, the classification and distribution unit is pushed into the classification and distribution unit by the pushing of the distribution pushing cylinder group 28 on the classification and distribution unit, and is pushed into the classification and distribution unit under the conveying action of the classification and distribution conveyor 27, and enters the corresponding vehicle receiving area for further transportation, so as to realize efficient and fast unloading, distribution and transportation of goods.

[0108] The application also provides a construction method of a coastal water transportation engineering system, including a construction method of reinforcing and strengthening a seabed foundation, and specific steps of the construction method of reinforcing and strengthening the seabed foundation are as follows:

[0109] According to the engineering design plan, a suitable coastal construction sea area is selected, and a construction mark is built in the construction sea area;

[0110] The deep water cement mixing ship is positioned and controlled, and three groups of four-axis DCM processors located at the bow of the ship are prepared for construction;

[0111] The soft silt under each hollow square beam 105 is placed in place by a cantilever crane on the shore;

[0112] Each sea inlet pier body 102 is installed and pre-buried and pre-pressed in place;

[0113] The three groups of four-axis DCM processors are started to complete the rapid pouring and forming of each underwater foundation drill hole 103 and the foundation pile 107 inside the drill hole;

[0114] When each foundation pile 107 is poured and formed, the three groups of four-axis DCM processors are continuously controlled to move upward and continuously spray quick-drying concrete into the inner cavity of the hollow square beam 105, and when each foundation pile 107 is constructed, the inner cavity of each hollow square beam 105 is filled with quick-drying concrete, and the quick-drying concrete in the inner cavity of each hollow square beam 105 is integrally poured and formed with the corresponding foundation pile 107;

[0115] After the construction is completed and the quick-drying concrete is completely dry, the overall strength of the reinforced seabed foundation is inspected to meet the standard, and the reinforced seabed foundation construction is completed.

[0116] The bridge body 101 is built on the integrated reinforced seabed foundation, which can effectively ensure the stability of the bottom support of the bridge body 101, ensure the bearing capacity, effectively prevent the deformation of the bridge body caused by the instability of the foundation, and realize the extension of the coastal road to the sea surface, thereby ensuring the effective docking of the ship.

[0117] Before leaving the factory, a plurality of lower pre-buried pouring short pipes 106 are integrally formed at the bottom of each hollow square beam 105, a pouring open channel is provided at the top for the drill bit of the three groups of four-axis DCM processors to enter, and a limiting through hole is also provided for the corresponding sea inlet bridge pier body 102 to pass through.

[0118] The coastal water transportation engineering system mainly relies on the coastal foundation support structure 1 as the main sea surface support structure during construction, which can ensure that the onshore equipment can be appropriately close to the sea surface, thereby effectively improving the smoothness and safety during the lifting and transfer of the container cargo on the parked ship; when the ship continues to dock, the top blue light warning light 1801 will be ejected first, accompanied by a voice warning to warn the shore docking staff and the ship staff of the distance between the ship and the front end of the docking bridge body 101; when the ship continues to dock, the first yellow light warning light 1802 will be ejected, and since the first yellow light warning light 1802 is set at a height that is convenient for the ship staff to see, when the first yellow light warning light 1802 is ejected, it will automatically trigger the light to turn on, indicating that the parking position has been reached; when the ship continues to dock, the second red light warning light 1803 will be ejected, and since the second red light warning light 1803 is set at a height that is convenient for the ship staff to see, when the second red light warning light 1803 is ejected, it will automatically trigger the light to turn on, indicating that the nearest parking position has been reached. According to the in-place blue light warning light 1801, the first yellow light warning light 1802, and the second red light warning light 1803, the ship can be controlled to achieve different levels of docking, effectively reducing the safety hazards of collision with the shore and the bridge caused by the transition of the ship, so that the lifting equipment can be better moved to the top of the ship to realize cargo lifting. The lifted and transferred container cargo will be continuously transported through the cargo conveying unit B, and the bar code and two-dimensional code information on the container will be scanned and information collected during the conveying process of the cargo conveying unit B. According to the collection result, the corresponding category of cargo is sent to the corresponding cargo classification and distribution unit, and finally transported to the vehicle receiving area through the corresponding cargo classification and distribution unit to wait for receiving.

[0119] The system is located in the offshore connected with the coast, the whole system can effectively realize the safe docking of the large load ship, reduce the impact damage of the ship to the docking bridge body 101, effectively control the stable docking of the ship; the system can realize the rapid lifting and hoisting of the container goods on the ship after the stable docking of the ship, and the code scanning collection of the goods information can be completed during the transfer process and fed back to the control end to realize information classification, finally complete the diversion of different types of goods after lifting, realize the rapid classification and transfer of the goods along the coast; the reinforced seabed foundation involved in the system can effectively ensure the stability of the docking bridge body 101 construction, ensure its structural strength, and the multidirectional anti-collision warning component D can ensure stable docking when the ship docks, and the sound and light warning can achieve the purpose of warning the driver, and the multidirectional anti-collision warning component D can also play the role of buffering and returning after impact disappears; after the goods conveying unit B scans and collects the information of the container goods, the corresponding container goods can be conveyed to the goods classification and diversion unit by cooperating with the control end, so as to improve the goods diversion effect; the water pressure jacking warning unit F sets three levels of early warning levels of blue, yellow and red to realize the emergency degree of the ship approaching the docking bridge body 101 at different interval distances, so as to effectively warn the stable docking of the ship and reduce the probability of the phenomenon of impacting the docking bridge body 101 caused by excessive docking of the ship; the ship safe docking protection assembly plays the purpose of prevention, which will not be impacted by the ship in general, because the multidirectional anti-collision warning component D will be initially blocked and buffered and the personnel and captain on the ship will be warned before the ship body contacts the ship safe docking protection assembly under normal circumstances, so as to achieve the purpose of informing the captain to reasonably control the docking time, and the ship safe docking protection assembly can also play the role of safety protection of the docking bridge body 101 after impact, and improve the safety protection effect.

[0120] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit them; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the above embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, which should be covered in the scope of the claims and description of the present application; any alternative improvement or change made by those skilled in the art to the embodiments of the present application falls within the protection scope of the present application.

[0121] The details of the present application not described are well known to those skilled in the art.

Claims

1. A coastal waterway engineering system, characterized by: The application relates to a shore-based foundation support structure, wherein a marine cargo lifting device is installed on the top of the ground of the shore-based foundation support structure, a cargo conveying unit is installed downstream of the marine cargo lifting device, a plurality of cargo classification and distribution units are installed at intervals at the ends of the cargo conveying unit, the ends of the cargo classification and distribution units are respectively connected to corresponding vehicle receiving areas, the marine cargo lifting device is used for lifting and transferring cargos on a shore-based cargo ship to the cargo conveying unit, and the cargos on the cargo conveying unit are classified and distributed according to information collection results. The shore-based foundation support structure comprises a connecting bridge body extending above the sea surface and being flush with the ground, and the bottom of the connecting bridge body is fixed to the reinforced seabed foundation below the sea surface through a plurality of sea bridge piers. A multidirectional anti-collision warning assembly is installed in the reinforced seabed foundation. The multidirectional anti-collision warning assembly comprises a horizontal main corrosion-resistant cylinder fixed on the foundation platform on the top of the reinforced seabed foundation, the rear end of the horizontal main corrosion-resistant cylinder is sealingly fixed with a blocking end cover, the horizontal main corrosion-resistant cylinder is filled with water, the front end of the horizontal main corrosion-resistant cylinder extends to the sea area on the front side of the connecting bridge body, a plurality of radial counter-impact buffer return members arranged in the circumferential direction are integrally formed and fixed on the front end of the horizontal main corrosion-resistant cylinder, the outer ends of the radial counter-impact buffer return members are fixedly installed on the inner side wall of the semicircular anti-collision buffer rigid fence, a water pressure jacking warning unit is fixed on the top of the rear end of the horizontal main corrosion-resistant cylinder, the water pressure jacking warning unit displays the information of the ship docking through sound and light warning and achieves the purpose of warning the captain to stop the ship at a fixed point. The radial counter-impact buffer return member comprises a horizontal auxiliary corrosion-resistant cylinder integrally formed and fixed on the front end of the horizontal main corrosion-resistant cylinder and connected with the inside of the horizontal main corrosion-resistant cylinder, a collision displacement piston is sealingly and movably installed in the horizontal auxiliary corrosion-resistant cylinder, the outer end of the collision piston rod of the collision displacement piston sealingly and movably penetrates out of the horizontal auxiliary corrosion-resistant cylinder and is fixedly connected with the inner side wall of the semicircular anti-collision buffer rigid fence at the corresponding position, a collision return spring is sleeved on the outer side wall of the collision piston rod between the semicircular anti-collision buffer rigid fence and the horizontal auxiliary corrosion-resistant cylinder, and the two ends of the collision return spring are respectively abutted against the semicircular anti-collision buffer rigid fence and the horizontal auxiliary corrosion-resistant cylinder.

2. A coastal waterway engineering system according to claim 1, wherein: A ship safety connecting protection assembly is arranged on the front side of the connecting bridge body, and the ship safety connecting protection assembly is used for safely protecting the connecting bridge body when the ship body docks.

3. A coastal waterway engineering system according to claim 2, wherein: The reinforced and strengthened seabed foundation comprises a plurality of underwater foundation drill holes, a plurality of hollow square beams are fixedly arranged on the shore seabed along each underwater foundation drill hole and abut against and are fixedly connected with the underwater foundation drill hole, the bottom of each hollow square beam is integrally formed with a lower pre-buried pouring short pipe which is in sealing fit with the corresponding underwater foundation drill hole and is in communication with each other, the top of each lower pre-buried pouring short pipe is in communication with the cavity of the hollow square beam, the lower part of each bridge pier body extends downwardly out of the hollow square beam and extends into a pre-pouring installation hole below the seabed, a foundation pile formed by cast-in-place quick-drying concrete is arranged in each underwater foundation drill hole, the top of each foundation pile is continuously upwardly poured and formed during pouring and molding, so that the quick-drying concrete is filled into the inner cavity of the corresponding hollow square beam and is integrally formed, the cavity of the corresponding hollow square beam is in a state of being filled with the quick-drying concrete after the construction of each foundation pile is completed, three groups of four-axis DCM processors located at the bow of the deep water cement mixing ship are used for operation and construction during the pouring of the cast-in-place quick-drying concrete, each hollow square beam filled with the cast-in-place concrete after solidification, each foundation pile and the lower part of each bridge pier body form an integrated foundation pouring and molding body, and the tops of the hollow square beams are flush with each other and jointly form a foundation platform.

4. A coastal waterway engineering system according to claim 3, wherein: When the ship collides with the multi-directional anti-collision warning assembly, the multi-directional anti-collision warning assembly can start the alarm mode and remind the staff on the ship that the ship is currently docked in place.

5. A coastal waterway engineering system according to claim 4, wherein: The water pressure jacking warning unit comprises a vertical rigid corrosion-resistant pipe fixedly welded at the top of the rear end of the horizontal main corrosion-resistant cylinder, the top of the vertical rigid corrosion-resistant pipe is higher than the ground along the shore, a jacking plunger is sealingly and fittingly arranged in the inner cavity of the vertical rigid corrosion-resistant pipe, a waterproof display lamp is arranged in the inner cavity of the vertical rigid corrosion-resistant pipe at the top of the jacking plunger, and the waterproof display lamp is sequentially provided from top to bottom with a to-position blue lamp warning lamp, a first-level yellow lamp warning lamp and a second-level red lamp warning lamp. The water pressure jacking warning unit realizes different degrees of jacking according to the distance of the ship from the shore, when the ship is at a relatively far safe distance from the front end of the approach bridge body, the waterproof display lamp on the water pressure jacking warning unit is in a state of not being jacked out, when the ship continues to move and touches the semicircular anti-collision buffer rigid enclosure, the semicircular anti-collision buffer rigid enclosure is deformed, at this time, the semicircular anti-collision buffer rigid enclosure pushes the radial counter-collision buffer return member at the corresponding position to be compressed, the radial counter-collision buffer return member compresses the water in its interior to other positions, because the outer ends of each other radial counter-collision buffer return member are subjected to great resistance of the semicircular anti-collision buffer rigid enclosure and the impact return spring, the water pressure is released from the rear end of the horizontal main corrosion-resistant cylinder and pushes the jacking plunger in the inner cavity of the vertical rigid corrosion-resistant pipe of the water pressure jacking warning unit to move upwardly, and the to-position blue lamp warning lamp, the first-level yellow lamp warning lamp and the second-level red lamp warning lamp on the waterproof display lamp are sequentially jacked out.

6. A coastal waterway engineering system according to claim 5, wherein: The ship cargo lifting device comprises a ground rail fixedly installed on the ground of the coastal wharf, a gantry container crane with a driving member is slidingly installed on the ground rail, a lifting end of the gantry container crane is used to extend forward above the ship and realize lifting of the cargo of the ship, a cargo receiving and transferring assembly moving along with the gantry container crane is installed at the lower part of the gantry container crane, and the cargo receiving and transferring assembly is connected with the cargo conveying unit.

7. A coastal waterway engineering system according to claim 6, wherein: The cargo receiving and transferring assembly comprises a receiving linkage frame body fixedly installed on the gantry container crane, the bottom of the receiving linkage frame body is slidingly fitted on the ground rail, a roller mounting load-bearing frame is installed at the top of the receiving linkage frame body, a plurality of transfer rollers are arranged in the length direction of the roller mounting load-bearing frame, both ends of each transfer roller are movably hinged in the rotating holes of the roller mounting load-bearing frame, the output end of the roller mounting load-bearing frame is hinged at the top of the rear end of the receiving linkage frame body, a slope positioning supporting cylinder group is arranged at the front end of the roller mounting load-bearing frame, the top of the slope positioning supporting cylinder group is hinged at the front end of the roller mounting load-bearing frame, and the bottom of the slope positioning supporting cylinder group is movably hinged at the front end of the receiving linkage frame body.

8. A coastal waterway engineering system according to claim 7, wherein: The cargo conveying unit comprises a load-bearing roller conveyor, automatic code scanning equipment is installed on both sides of the load-bearing roller conveyor, the automatic code scanning equipment uploads code scanning information to the cloud and feeds back to the control end; The cargo classification and distribution unit comprises a distribution conveyor fixedly installed on one side of the load-bearing roller conveyor, the distal ends of the distribution conveyors are respectively connected with vehicle cargo receiving areas at corresponding positions, a distribution pushing cylinder group is installed on the other side of the load-bearing roller conveyor opposite to the distribution conveyors, the distribution pushing cylinder group is controlled by the control end and realizes pushing of the cargo of a corresponding category to the feeding end of the distribution conveyor on the corresponding side, and a positioning switch is installed at each positioning area.

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