A process for floating displacement and closing of inner ring section of dock after construction

Abstract

The present invention provides a process method for floating displacement and closing of a ring segment in a dock after construction. The method is mainly aimed at the debris space of the dock and combined with the ship ring segment construction mode to improve the utilization rate of the dock. By utilizing the debris space of the dock itself, the floating, displacement and steering work after the ring segment is built is completed, saving resources in the factory, changing the situation that the traditional beach-type total section assembly needs to occupy a large amount of dock space and the dry displacement of the ring segment requires the arrangement of tracks in advance and repeated water supply and drainage in the dock. Under the premise of no additional equipment investment, the displacement, floating and closing of the ring segment after construction are made more efficient and convenient. The floating, displacement and steering process of the ring segment can be completed in the same dock without opening the dock door and being unaffected by the tide level. While shortening the cycle and reducing the operating cost, the ring segment position can be flexibly placed, reducing the restriction of the dock space on the position and direction of the ring segment. Especially when turning, a smooth and stable turning operation is achieved through the coordination of multiple cables.

Description

Technical Field

[0001] The invention relates to the technical field of shipbuilding, and in particular to a process method for floating displacement and closing of an inner ring section of a dock after construction. Background Art

[0002] In the modern shipbuilding model, the construction mode of "hull, superstructure and coating" integrated with giant ring segments has become the mainstream construction method of major shipbuilding companies. The high integrity and large volume of the ring segments can greatly shorten the ship construction cycle in the dock, thereby speeding up the ship delivery process. Its characteristics also bring more requirements to the shipyard's ring segment shifting and transportation capabilities.

[0003] The dock is the core resource of the shipyard. How to shorten the dock cycle is the key to improving the efficiency of the shipyard and reducing production costs. Although the construction mode centered on giant ring segments can shorten the dock cycle, the ring segments need to be floated and shifted many times during the actual construction process due to production needs, planning arrangements, etc. Due to their huge size and high weight, each floating and shifting of the ring segments requires a lot of manpower and material resources. In particular, when the ring segments are turned, they may need to be dragged out of the dock, turned outside the dock, and then docked again, which is time-consuming and requires additional production costs each time.

[0004] Therefore, in order to solve the above problems, a new low-cost and high-efficiency process method for the construction, displacement and closure of ring segments in the same dock is needed to improve the utilization efficiency of the dock space, and allow the ring segments to be constructed and finally closed and docked in the same dock without opening additional dock doors, thereby reducing the berthing pressure at the dock and speeding up the construction process in the dock. Summary of the invention

[0005] In view of the above-mentioned shortcomings of the prior art, the present invention provides a process for floating displacement and closing of the inner ring section of the dock after construction, and the process method comprises the following steps:

[0006] S1: Divide the middle and rear part of the main hull into the stern half ship, the first middle ring section, and the second middle ring section, and stipulate that the dock layout direction of the stern half ship is the stern facing the south end. The length direction of the stern half ship is parallel to the length direction of the dock, and the four directions of the dock, namely, east, south, west and north, are determined accordingly;

[0007] S2: The stern half ship, the first middle ring section, and the second middle ring section are assembled in the same dock, and the stern half ship is arranged at the southwest corner of the dock; the first middle ring section and the second middle ring section are arranged on the east side of the dock from south to north along the length direction of the dock, and the bow end of the middle ring section faces north or east; when the bow end of the middle ring section faces north, step S7 is directly performed after step S3; when the bow end of the middle ring section faces east, the subsequent steps are performed in sequence;

[0008] S3: Calculate the floating state of the stern half ship and the middle ring section according to the weight center of gravity distribution and integrity status of the stern half ship and the middle ring section, determine the draft of the stern half ship and the middle ring section, fill the dock with water, float the stern half ship and the middle ring section at the same time, observe whether the draft of the stern half ship and the middle ring section is consistent with the calculation conclusion, adjust the ship attitude and draft if not, and then move the stern half ship to the designated ship position;

[0009] S4: moving the second intermediate ring segment eastwards towards the dock wall for a certain distance, then moving it northwards for a certain distance and fixing it with a cable;

[0010] S5: re-cable the four corners of the first intermediate ring segment, each corner is connected with two cables, including a traction cable and a steering cable, and both cables are connected to a cable-winding device on the shore;

[0011] S6: pulling and retracting the cable to turn the first intermediate ring segment in a floating state in the dock so that its bow end faces north;

[0012] S7: Move the first intermediate ring segment westwards by means of a cable so that its center line coincides with the center line of the stern half ship, use the traction device and cable on the shore to tow the first intermediate ring segment to the prepared landing position on the north side of the stern half ship, and then connect the positioning cable required for the first intermediate ring segment to land on the pier.

[0013] Preferably, step S1 further includes:

[0014] Complete the in-dock construction timber arrangement and bearing capacity analysis of the stern half ship, the first intermediate ring section, and the second intermediate ring section, including the calculation of the concentrated load and linear load of the timber, the analysis of the timber settlement, and the simulation of the timber height before and after the pier, and determine the construction timber arrangement, quantity, and material after the first intermediate ring section and the second intermediate ring section are displaced;

[0015] In step S2, the first middle ring segment and the second middle ring segment are both located in the debris space, and the debris space is located on the east half of the dock, with a width not exceeding half the width of the dock and a length not exceeding half the length of the ship.

[0016] Preferably, after step S7, the method further includes:

[0017] S8: Untie the cable of the second middle ring segment, repeat steps S5 to S7, and adopt the same method as the first middle ring segment to move the second middle ring segment to the north side of the first middle ring segment and fix it with the cable.

[0018] Preferably, after step S8, the following steps are further included:

[0019] S9: draining water in the dock, the first middle ring section and the second middle ring section adjust the ship posture and then drop into the pier, then the stern half ship adjusts the ship posture and then drops into the pier, and after the stern half ship and the two middle ring sections are completely dropped into the pier, continue pumping water until the dry dock state is reached;

[0020] S10: laying a closing track at the bottom of the first intermediate ring segment and the second intermediate ring segment, using a centering trolley or a three-dimensional jacking device to move the second intermediate ring segment toward the first intermediate ring segment, and after they are in place, assembling and welding the closing seam between the two intermediate ring segments. After completion, the first intermediate ring segment and the second intermediate ring segment form an intermediate ring segment closing body, and repeating the moving and welding actions again to shift and close the intermediate ring segment closing body toward the stern half of the ship, thereby completing the ring segment docking.

[0021] Preferably, in step S5, the four corners of the first intermediate ring segment are named: bow left, bow right, stern left, and stern right; looking from the stern port of the intermediate ring segment to the bow port, bow left is the left corner of the bow port, bow right is the right corner of the bow port, stern left is the left corner of the stern port, and stern right is the right corner of the stern port;

[0022] Among them, the movable ends of the two cables on the right stern are respectively located on the east and west banks of the dock, the movable ends of the two cables on the left stern are both arranged on the west bank of the dock, the movable ends of the two cables on the left bow are respectively located on the east and west banks of the dock, and the movable ends of the two cables on the right bow are both arranged on the east bank of the dock.

[0023] Preferably, the movable ends of the left bow traction cable and the right bow steering cable are arranged on the east bank of the dock north of the first intermediate ring section, the movable ends of the right bow traction cable and the right stern steering cable are arranged on the east bank of the dock south of the first intermediate ring section, the movable ends of the left stern traction cable and the left bow steering cable are arranged on the west bank of the dock north of the first intermediate ring section, and the movable ends of the right stern traction cable and the left stern steering cable are arranged on the west bank of the dock south of the first intermediate ring section.

[0024] Preferably, step S6 specifically includes:

[0025] First, the traction cables on the left and right sides of the stern on the west bank are tightened, so that the first middle ring segment moves to the middle of the dock. When it moves to a suitable position, other cables are tightened or released in coordination, so that the first middle ring segment stays in the middle of the dock. At this time, the traction cables stop being tightened, and the ring segment is in a fixed state, ensuring that there is enough space for the first middle ring segment to turn in a floating state.

[0026] Then, the steering cables connected at each corner are tightened at the same time, and the traction cables are retracted and released at the same time, and the corners of the first intermediate ring segment are pulled by the simultaneous action of the steering cables and the traction cables, so that the first intermediate ring segment is turned 90 degrees at the original position so that its bow end faces north.

[0027] Preferably, the movable ends of the two cables at the corners are connected to a mooring machine on the shore for pulling the end face of the ring segment and providing stability support.

[0028] Preferably, in step S3, the draft depth requirement is that the stern half ship> the first middle ring segment> the second middle ring segment, and the stern half ship or the ring segment is made to reach the expected draft depth by using methods including iron pressure and cabin damage;

[0029] Before floating, the first and second intermediate ring segments are sealed with steel plates. The bottom of the ring segments are sealed with steel plates. The welding needs to be done inside the ring segment ports. The sealing plates are embedded 15mm into the bottom of the ring segments. The thickness of the sealing plates does not exceed 10mm. The opening at the bottom of the ring segments is sealed with sealing plates. The sealing plates are 1.5m higher than the draft surface of the ring segments. Sealing plates are required at the bow and stern end faces of the ring segments to prevent water in the dock from entering the ring segments and affecting floating.

[0030] At the same time, collision baffles are installed at the ballast tank openings on the left and right sides of the ring segment to prevent the structure of the ring segment port from colliding with the dock wall when the ring segment is berthing towards the dock wall. The collision baffle needs to extend 20mm out of the ring segment port and collide with the berthing rubber water ball on the dock wall instead of the ring segment itself when berthing.

[0031] Preferably, in step S3, the standard for fine-tuning the loading when the middle ring section is floating is: if the heel and pitch amplitude of the floating state of the middle ring section is less than 50mm compared with the original coordinate deviation value, it is not necessary to fine-tune the ship attitude, otherwise the ship attitude is adjusted to within 50mm;

[0032] In step S4, the floating state of the second middle ring segment needs to be observed when the second middle ring segment is moved. If the longitudinal and transverse inclinations of the second middle ring segment exceed 400 mm after the ring segment is fully floated, floating state adjustment needs to be performed, otherwise no adjustment is required.

[0033] As described above, the present invention provides a process method for floating displacement and closing of ring segments in a dock after construction. The method mainly targets the debris space of the dock and combines the ship ring segment construction mode to change the total assembly form of the ship segment from a beach-type total assembly to a three-dimensional ring segment total assembly, so as to maximize the use of the dock space and improve the utilization rate of the dock. By utilizing the debris space of the dock itself, the floating, displacement and steering work after the ring segment is built is completed, saving resources in the factory, changing the traditional beach-type total segment assembly that requires a large amount of dock space and the dry displacement of the ring segment requires the arrangement of tracks in advance and repeated water supply and drainage in the dock. Under the premise of no additional equipment investment, the displacement, floating and closing of the ring segment after construction are more efficient and convenient. The floating, displacement and steering process of the ring segment can be completed in the same dock without opening the dock door and being unaffected by the tide level. Compared with the traditional mode, the cycle can be shortened, the operating cost can be reduced, and the position of the ring segment can be flexibly placed, reducing the restriction of the position and orientation of the ring segment due to the dock space. Especially when turning, a smooth and stable turning operation can be achieved through the coordination of multiple cables. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 Shown is a schematic diagram of the debris space within the dock of the present invention.

[0035] Figure 2-Figure 12 Shown is a schematic diagram of the process of each process step in the present invention.

[0036] Component number description

[0037] 10 stern half boat

[0038] 21 First intermediate ring segment

[0039] 22 Second intermediate ring segment

[0040] 411, 421, 431, 441 Towing rope

[0041] 412, 422, 432, 442 Steering cables DETAILED DESCRIPTION

[0042] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0043] For example, when describing the embodiments of the present invention in detail, for the sake of convenience, the cross-sectional view showing the device structure will not be partially enlarged according to the general scale, and the schematic view is only an example, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional space dimensions of length, width and depth should be included.

[0044] For ease of description, spatial relational terms such as "under", "below", "below", "below", "above", "on", etc. may be used herein to describe the relationship of one element or feature shown in the drawings to other elements or features. It will be understood that these spatial relational terms are intended to include other directions of the device in use or operation in addition to the directions depicted in the drawings. In addition, when a layer is referred to as being "between" two layers, it can be the only layer between the two layers, or there can be one or more intervening layers. As used herein, "between..." means including the end point values.

[0045] In the context of the present application, a structure in which a first feature is described as being "above" a second feature may include embodiments in which the first and second features are formed in direct contact, and may also include embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0046] It should be noted that the illustrations provided in this embodiment are only used to illustrate the basic concept of the present invention in a schematic manner, and therefore the illustrations only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0047] As a shipyard infrastructure with huge cost investment, once the infrastructure is completed, the size of the dock will not be easily changed. As the main size of the ship increases, the space required for a single ship in the dock is also increasing, but the space of the dock is relatively fixed. Therefore, in addition to the space required for a single ship, the dock has a lot of "fragmented space". The fragmented space of the dock refers to the space that cannot meet the size of a half ship or a whole ship, but is too large to be used as a site for the construction of a ship section. These fragmented spaces cannot accommodate a whole ship or half a ship. Figure 1 The figure shows a schematic diagram of the debris space. The debris space refers to the remaining free space in a dock except the space reserved for the whole ship or half ship. The site specifications are not fixed. Generally, it does not meet the space requirements for the construction of a whole ship or half ship, but can meet the space requirements for the construction of a segment.

[0048] When the ring segments are built, they cannot be arranged according to the ideal ship position due to production plans, site restrictions and other reasons. The placement direction and spatial distribution of the ring segments are affected by the production plan and on-site needs, and may require multiple shifts and turns. Although it can be achieved by using transportation devices, the transportation devices have an upper limit on the weight of the ring segments, and each shift requires the device to be hoisted into the dock and the track to be laid. The transportation device can only achieve linear horizontal or vertical movement and cannot perform steering movements. This restricts the placement and direction of the ring segments, resulting in the inability to fully take into account the continuity of production. The initial investment cost of the transportation device is huge (100 million yuan level), and the cost recovery period is long, which does not meet the development needs of various shipyards.

[0049] Although the debris space of the dock cannot accommodate the entire ship, it can provide space for the construction of ring sections. The debris space can be used to complete the floating, shifting, turning and closing of the ring sections, thereby speeding up the completion of the entire ship and shortening the construction period.

[0050] In view of the shortcomings of the prior art, the present invention intends to use a method for arranging, floating, shifting and closing the ring segments in the same dock that can utilize the dock debris space, and no longer relies on the use of special transportation devices to achieve the shifting and turning of the ring segments. This not only allows the weight of the ring segments to be freed from the limitation of the capacity of the transportation device, but also avoids the cumbersome steps of dragging the ring segments out of the dock and turning them at the dock, saving dock resources, greatly reducing the investment in personnel and tooling equipment in the process, and making the ring segment construction mode more cost- and cycle-competitive. A convenient method for floating, shifting and closing the ring segments in the same dock is achieved through the complete set of overall processes in the present invention.

[0051] Specifically, the present invention provides a process for floating displacement and closing of the inner ring section of a dock after construction, which specifically includes the following steps:

[0052] S1: Divide the middle and rear part of the main hull into the stern half ship 10, the first middle ring segment 21, and the second middle ring segment 22. The stern of the stern half ship 10 is stipulated to face the south end. The length direction of the stern half ship 10 is parallel to the length direction of the dock. Based on this, the four directions of the dock, namely, the southeast, northwest, and northeast, are determined. The in-dock construction timber arrangement and bearing capacity analysis of the stern half ship 10, the first middle ring segment 21, and the second middle ring segment 22 are completed, and the timber arrangement after the displacement of the first middle ring segment 21 and the second middle ring segment 22 is determined.

[0053] S2: The stern half ship 10, the first middle ring segment 21, and the second middle ring segment 22 are assembled in the same dock, and the stern half ship 10 is arranged at the southwest corner of the dock; the first middle ring segment 21 and the second middle ring segment 22 are arranged from south to north along the length direction of the dock on the east side of the dock, and the bow end of the middle ring segment (i.e., the first middle ring segment and the second middle ring segment) faces north or east, such as Figure 2 When the bow end of the middle ring segment faces north, step S7 is directly performed; when the bow end of the middle ring segment faces east, step S3 is performed. The first middle ring segment 21 and the second middle ring segment 22 are located in the debris space; the debris space is located on the east side of the dock, and its width does not exceed the dock width, and its length does not exceed half the length of the ship.

[0054] Specifically, the specific orientations of the first intermediate ring segment and the second intermediate ring segment need to be flexibly selected according to the size of the space. When the debris space of the dock meets the placement requirements of the ring segments, the placement direction of the intermediate ring segment can be consistent with the placement direction of the stern half ship, that is, the bow ports of the first intermediate ring segment and the second intermediate ring segment face north, so that the intermediate ring segment only needs to be translated to the stern half ship for docking; if the space does not allow, the bow port of the intermediate ring segment and the bow port of the stern half ship are generally angled at 90°, that is, the bow ports of the first intermediate ring segment and the second intermediate ring segment face eastward toward the dock wall. In this case, it is necessary to first try to turn the intermediate ring segment to make it consistent with the bow and stern directions of the stern half ship, and then translate and dock. Figure 2 Shown in FIG is a schematic diagram of the bow end of the middle ring section facing east.

[0055] S3: Calculate the floating state of the stern half ship 10 and the middle ring section, determine the draft of the stern half ship and the draft of the middle ring section, fill the dock with water, float the stern half ship and the middle ring section at the same time, and move the stern half ship to the designated ship position.

[0056] Specifically, the draft depth requirement is that the stern half ship> the first middle ring section> the second middle ring section, and the stern half ship or ring section should be allowed to reach the expected draft depth by using methods including iron weights and breaking the cabin to allow water to enter;

[0057] Before floating, the first middle ring segment and the second middle ring segment are sealed, the bottom of the ring segment is sealed with a steel plate, the welding needs to be done inside the ring segment port, and the sealing plate is embedded 15mm into the bottom of the ring segment. The thickness of the sealing plate does not exceed 10mm. The opening at the bottom of the ring segment is sealed with a sealing plate. The sealing plate exceeds the draft of the ring segment by 1.5m. The bow and stern end faces of the ring segment need to be equipped with sealing plates to prevent water in the dock from flooding into the ring segment and affecting floating; the sealing plate here plays a role of water isolation to prevent water in the dock from flooding into the ring segment and affecting floating.

[0058] At the same time, collision baffles are set at the openings of the ballast tanks on the lower left and right sides of the ring segment (this can also be understood as the collision baffles are arranged at the corners of the bottom of the ring segment) to prevent the structure of the ring segment port from colliding with the dock wall when the ring segment is berthing towards the dock wall. The collision baffle needs to extend 20mm out of the ring segment port and collide with the berthing rubber water ball on the dock wall instead of the ring segment itself when berthing.

[0059] The standard for fine-tuning the loading when the middle ring section is floating is: if the heel and pitch of the floating state of the middle ring section are less than 50mm compared to the original coordinate deviation, there is no need to fine-tune the ship attitude, otherwise the ship attitude should be adjusted to within 50mm; this is to control the shaking amplitude of the ring section to ensure stability during floating.

[0060] S4: Move the second intermediate ring section 22 eastward toward the dock wall for a certain distance, then move it northward for a certain distance and fix it with a cable, such as Figure 3When moving the second intermediate ring segment here, it is necessary to observe the floating state of the second intermediate ring segment. If the longitudinal and transverse inclinations of the ring segment exceed 400 mm after it is fully floated, it is necessary to make floating state adjustments, otherwise no adjustments are required.

[0061] S5: Re-cable the four corners of the first intermediate ring section 21, and each corner is connected with two cables, including a traction cable and a steering cable; among them, the two cables on the right stern are respectively placed on the east and west shores of the dock, the two cables on the left stern are both arranged on the west shore of the dock, the two cables on the left bow are respectively placed on the east and west shores of the dock, and the two cables on the right bow are both arranged on the east shore of the dock. Figure 4-Figure 5 As shown in the figure, the steering cable is the dotted line in the figure, and the traction cable is the solid line in the figure. The movable end of each cable is connected to the mooring machine on the shore.

[0062] The four corners of the middle ring section are named: bow left, bow right, stern left, and stern right. Looking from the stern port to the bow port of the middle ring section, bow left is the left corner of the bow port, bow right is the right corner of the bow port, stern left is the left corner of the stern port, and stern right is the right corner of the stern port.

[0063] Specifically, the movable ends of the bow left traction cable 411 and the bow right steering cable 422 are arranged on the east bank of the dock north of the first intermediate ring section 21, the movable ends of the bow right traction cable 421 and the stern right steering cable 442 are arranged on the east bank of the dock south of the first intermediate ring section 21, the movable ends of the stern left traction cable 431 and the bow left steering cable 412 are arranged on the west bank of the dock north of the first intermediate ring section 21, and the movable ends of the stern right traction cable 441 and the stern left steering cable 432 are arranged on the west bank of the dock south of the first intermediate ring section 21. The movable end here refers to the end connected to the onshore mooring machine to achieve the tightening or retracting of the cable.

[0064] S6: Move and turn the first intermediate ring segment 21 by means of cables so that its bow end faces north. Specifically:

[0065] First, the traction cables 431 and 441 on the west bank of the stern left and stern right are tightened, so that the first middle ring segment 21 moves to the middle of the dock. When it moves to a suitable position, other cables are tightened or released to make the first middle ring segment 21 stay in the middle of the dock, ensuring that there is enough space for the first middle ring segment 21 to turn in a floating state. Figure 6 shown.

[0066] Then, the steering cables connected at each corner are tightened at the same time, and the traction cables are released and retracted at the same time, so as to complete the steering of the first intermediate ring segment, so that its bow end faces north, that is, a 90-degree steering is completed. Figure 7-Figure 8 shown.

[0067] S7: Move the first intermediate ring segment 21 westward by means of cables so that its center line coincides with the center line of the stern half ship, use the traction device and cables on the shore to tow the first intermediate ring segment 21 to the ready landing position on the north side of the stern half ship 10, and then connect the positioning cables required for the first intermediate ring segment 21 to land on the pier, such as Fig. 9 shown.

[0068] Specifically, two cables are connected from the west bank of the dock to the left stern and left bow corners of the first intermediate ring segment respectively to achieve traction of the first intermediate ring segment.

[0069] S8: Untie the cable of the second middle ring segment 22, repeat steps S5 to S7, and use the same method as the first middle ring segment 21 to move the second middle ring segment 22 to the north side of the first middle ring segment 21 and fix it with the cable. Fig.10 shown.

[0070] S9: Draining the dock: the first intermediate ring segment 21 and the second intermediate ring segment 22 adjust the ship posture and then drop into the pier, and then the stern half ship 10 adjusts the ship posture and then drops into the pier. After the stern half ship 10 and the two intermediate ring segments are completely dropped into the pier, continue pumping water until the dry dock state is reached.

[0071] S10: Lay a closing track at the bottom of the first intermediate ring segment 21 and the second intermediate ring segment 22, use a centering trolley or a three-dimensional lifting device to move the second intermediate ring segment 22 toward the first intermediate ring segment 21, and assemble and weld the closing seam between the two intermediate ring segments after they are in place. Fig.11 As shown, after completion, the first intermediate ring segment 21 and the second intermediate ring segment 22 form an intermediate ring segment closed body, and the movement and welding actions are repeated again to shift the intermediate ring segment closed body toward the stern half of the ship to complete the ring segment docking, as shown in FIG. Fig.12 As shown, at this point, the work of floating, turning and shifting the inner ring section of the dock has been completed.

[0072] In summary, the present invention provides a process method for floating displacement and closing of ring segments in a dock after construction. The method mainly targets the debris space of the dock, and combined with the ship ring segment construction mode, the total assembly form of the ship segment is changed from a beach-type total assembly to a three-dimensional ring segment total assembly, so as to maximize the use of the dock space and improve the utilization rate of the dock. By utilizing the debris space of the dock itself, the floating, displacement and steering work after the ring segment is built is completed, saving resources in the factory, changing the traditional beach-type total segment assembly that requires a large amount of dock space and the dry displacement of the ring segment requires the arrangement of tracks in advance and repeated water supply and drainage in the dock. Under the premise of no additional equipment investment, the displacement, floating and closing of the ring segment after construction are more efficient and convenient, and the floating, displacement and steering process of the ring segment can be completed in the same dock, without opening the dock door and being affected by the tide level, and compared with the traditional mode, the cycle can be shortened, the operating cost can be reduced, and the position of the ring segment can be flexibly placed, reducing the restriction of the position and orientation of the ring segment due to the dock space. Especially when turning, a smooth and stable turning operation can be achieved through the coordination of multiple cables.

[0073] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A process for floating displacement and closing of the inner ring section of a dock after construction, characterized in that: The process comprises the following steps: S1: Divide the middle and rear part of the main hull into the stern half ship, the first middle ring section, and the second middle ring section, and stipulate that the dock layout direction of the stern half ship is the stern facing the south end. The length direction of the stern half ship is parallel to the length direction of the dock, and the four directions of the dock, namely, east, south, west and north, are determined accordingly; S2: The stern half ship, the first middle ring section, and the second middle ring section are assembled in the same dock, and the stern half ship is arranged at the southwest corner of the dock; the first middle ring section and the second middle ring section are arranged on the east side of the dock from south to north along the length direction of the dock, and the bow end of the middle ring section faces north or east; when the bow end of the middle ring section faces north, step S7 is directly performed after step S3; when the bow end of the middle ring section faces east, the subsequent steps are performed in sequence; S3: Calculate the floating state of the stern half ship and the middle ring section according to the weight center of gravity distribution and integrity status of the stern half ship and the middle ring section, determine the draft of the stern half ship and the middle ring section, fill the dock with water, float the stern half ship and the middle ring section at the same time, observe whether the draft of the stern half ship and the middle ring section is consistent with the calculation conclusion, adjust the ship attitude and draft if not, and then move the stern half ship to the designated ship position; S4: moving the second intermediate ring segment eastwards towards the dock wall for a certain distance, then moving it northwards for a certain distance and fixing it with a cable; S5: re-cable the four corners of the first intermediate ring segment, each corner is connected with two cables, including a traction cable and a steering cable, and both cables are connected to a cable-winding device on the shore; S6: pulling and retracting the cable to turn the first intermediate ring segment in a floating state in the dock so that its bow end faces north; S7: Move the first intermediate ring segment westwards by means of a cable so that its center line coincides with the center line of the stern half ship, use the traction device and cable on the shore to tow the first intermediate ring segment to the prepared landing position on the north side of the stern half ship, and then connect the positioning cable required for the first intermediate ring segment to land on the pier.

2. The process according to claim 1, characterized in that: Step S1 also includes: Complete the in-dock construction timber arrangement and bearing capacity analysis of the stern half ship, the first intermediate ring section, and the second intermediate ring section, including the calculation of the concentrated load and linear load of the timber, the analysis of the timber settlement, and the simulation of the timber height before and after the pier, and determine the construction timber arrangement, quantity, and material after the first intermediate ring section and the second intermediate ring section are displaced; In step S2, the first middle ring segment and the second middle ring segment are both located in the debris space, and the debris space is located on the east half of the dock, with a width not exceeding half the width of the dock and a length not exceeding half the length of the ship.

3. The process according to claim 1, characterized in that: After step S7, the following steps are also included: S8: Untie the cable of the second middle ring segment, repeat steps S5 to S7, and adopt the same method as the first middle ring segment to move the second middle ring segment to the north side of the first middle ring segment and fix it with the cable.

4. The process according to claim 3, characterized in that: After step S8, the following steps are also included: S9: draining water in the dock, the first middle ring section and the second middle ring section adjust the ship posture and then drop into the pier, then the stern half ship adjusts the ship posture and then drops into the pier, and after the stern half ship and the two middle ring sections are completely dropped into the pier, continue pumping water until the dry dock state is reached; S10: laying a closing track at the bottom of the first intermediate ring segment and the second intermediate ring segment, using a centering trolley or a three-dimensional jacking device to move the second intermediate ring segment toward the first intermediate ring segment, and after they are in place, assembling and welding the closing seam between the two intermediate ring segments. After completion, the first intermediate ring segment and the second intermediate ring segment form an intermediate ring segment closing body, and repeating the moving and welding actions again to shift and close the intermediate ring segment closing body toward the stern half of the ship, thereby completing the ring segment docking.

5. The process according to claim 1, characterized in that: In step S5, the four corners of the first intermediate ring segment are named as: bow left, bow right, stern left, and stern right; looking from the stern port of the intermediate ring segment to the bow port, bow left is the left corner of the bow port, bow right is the right corner of the bow port, stern left is the left corner of the stern port, and stern right is the right corner of the stern port; Among them, the movable ends of the two cables on the right stern are respectively located on the east and west banks of the dock, the movable ends of the two cables on the left stern are both arranged on the west bank of the dock, the movable ends of the two cables on the left bow are respectively located on the east and west banks of the dock, and the movable ends of the two cables on the right bow are both arranged on the east bank of the dock.

6. The process according to claim 5, characterized in that: The movable ends of the left bow traction cable and the right bow steering cable are arranged on the east bank of the dock north of the first intermediate ring section, the movable ends of the right bow traction cable and the right stern steering cable are arranged on the east bank of the dock south of the first intermediate ring section, the movable ends of the left stern traction cable and the left bow steering cable are arranged on the west bank of the dock north of the first intermediate ring section, and the movable ends of the right stern traction cable and the left stern steering cable are arranged on the west bank of the dock south of the first intermediate ring section.

7. The process according to claim 6, characterized in that: Step S6 specifically includes: First, the traction cables on the left and right sides of the stern on the west bank are tightened, so that the first middle ring segment moves to the middle of the dock. When it moves to a suitable position, other cables are tightened or released in coordination, so that the first middle ring segment stays in the middle of the dock. At this time, the traction cables stop being tightened, and the ring segment is in a fixed state, ensuring that there is enough space for the first middle ring segment to turn in a floating state. Then, the steering cables connected at each corner are tightened at the same time, and the traction cables are retracted and released at the same time, and the corners of the first intermediate ring segment are pulled by the simultaneous action of the steering cables and the traction cables, so that the first intermediate ring segment is turned 90 degrees at the original position so that its bow end faces north.

8. The process according to claim 5, characterized in that: The movable ends of the two cables at the corners are connected to the mooring machine on the shore to pull the end face of the ring segment and provide stability support.

9. The process according to claim 1, characterized in that: In step S3, the draft depth requirement is that the stern half ship> the first middle ring section> the second middle ring section, and the stern half ship or the ring section is made to reach the expected draft depth by using methods including iron pressure and cabin damage; Before floating, the first and second intermediate ring segments are sealed with steel plates. The bottom of the ring segments are sealed with steel plates. The welding needs to be done inside the ring segment ports. The sealing plates are embedded 15mm into the bottom of the ring segments. The thickness of the sealing plates does not exceed 10mm. The opening at the bottom of the ring segments is sealed with sealing plates. The sealing plates are 1.5m higher than the draft surface of the ring segments. Sealing plates are required at the bow and stern end faces of the ring segments to prevent water in the dock from entering the ring segments and affecting floating. At the same time, collision baffles are installed at the ballast tank openings on the left and right sides of the ring segment to prevent the structure of the ring segment port from colliding with the dock wall when the ring segment is berthing towards the dock wall. The collision baffle needs to extend 20mm out of the ring segment port and collide with the berthing rubber water ball on the dock wall instead of the ring segment itself when berthing.

10. The process according to claim 1, characterized in that: In step S3, the standard for fine-tuning the loading when the middle ring section is floating is: if the heel and pitch amplitude of the floating state of the middle ring section is less than 50mm compared with the original coordinate deviation value, there is no need to fine-tune the ship attitude, otherwise the ship attitude is adjusted to within 50mm; In step S4, the floating state of the second middle ring segment needs to be observed when the second middle ring segment is moved. If the longitudinal and transverse inclinations of the second middle ring segment exceed 400 mm after the ring segment is fully floated, floating state adjustment needs to be performed, otherwise no adjustment is required.

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