A dry dock autonomous positioning and piling method based on a lifting dock piling device

Abstract

The application relates to a dry dock autonomous positioning and falling pier method based on a lifting pier device, which comprises the following steps: adopting a pier arrangement scheme generated by a shore computing control unit, selecting six groups of positioning piers in a matrix arranged lifting pier, determining a compensation height T according to a ship state and a ship size when the ship enters the dock, lifting the six groups of positioning piers to a set height H1+ the compensation height T, lifting the center girder pier in the flat bottom area, starting continuous drainage of the dock chamber, collecting and feeding back oil pressure signals of each positioning pier and the center girder pier to the shore computing control unit in real time, lifting all the lifting piers in the flat bottom area to a set height H, so that the ship is in a half-piered state, reading a ship roll and pitch state, judging whether the ship roll and pitch state meets the construction requirements, reading the ship roll and pitch state when the ship completely falls to the pier, judging whether the ship roll and pitch state meets the construction requirements, draining the water in the dock chamber, and tightly pulling the additional fixed support lifting piers, so that the ship completes the autonomous positioning and falling pier in the dock.

Description

TECHNICAL FIELD

[0001] The application relates to a method for implementing a dry dock engineering pier falling, in particular to a dry dock self-positioning pier falling method. BACKGROUND

[0002] According to the standards such as CB / T3673 Ship In and Out of Floating Dock Technology Requirements and CB / T 3677 Ship In and Out of Dry Dock Technology Requirements, the precision of ship falling on the pier after entering the dry dock is required, especially the installation of high-precision equipment such as radar antenna. The ship is inclined in a certain range, and the ship attitude is considered to meet the requirements of the pier falling. For large-scale ships, the relative height difference of small-angle inclination and inclination of the two far ends of the ship body is also very large. The ship attitude is real-time changed in the process of ship falling on the pier, and is affected by wind and wave. Therefore, the application provides a method for assisting the self-positioning pier falling of the ship in the dry dock with the lifting pier device, and realizes the high-precision pier falling. The dry dock with the lifting pier device is arranged with lifting piers at the bottom of the dock chamber. Each lifting pier is independently provided with a support force and an extended length under the control of the action control unit 72 and the calculation control unit 71, and the lifting pier can feed the collected real-time pressure signal and height control signal to the action control unit 72 and the calculation control unit 71.

[0003] The publication number "CN101357680 B" gives a method for controlling the precision of a ship's lifting and secondary landing on a dock. According to the basic state calculation of the ship, external artificial auxiliary methods such as limiting tooling, load distribution, manual measurement control, cable arrangement and control, floating control, and landing control are used to achieve high precision landing of the ship. The publication number "CN101670882 B" gives a method for positioning a segmented dock on water. By using ship body marking, field measurement, pole making, hoisting, positioning, and confirming position deviation adjustment, the positioning precision of the ship landing is improved. The publication number "CN102381455 B" gives a method for single-sided positioning of a ship in a dock. By using lateral limiting devices and folding devices, the positioning precision of the ship in one degree of freedom is improved. The publication number "CN101665146 B" gives a limiting device for positioning a half-ship floating landing. By using a bracket to reduce the position change caused by wind and inertia when the half-ship is floating, the position change is reduced. The publication number "CN115367076A" gives a positioning device for ship docking and landing. By controlling the floating ball and the servo motor, the two positioning clamps move downward with the ship, achieving real-time positioning of the ship. The publication number "CN203544344 U" gives a lateral positioning device for ship displacement. By using the positioning device top plate to support the right side of the ship, the ship's movement in the width direction is limited. The publication number "CN 109579803 A" gives a ship landing positioning and monitoring method. By setting a light target on the ship and a sample point on the dock wall, the actual coordinate value of the corresponding light target is measured by manual measurement, and the deviation value between the corresponding theoretical light target is adjusted to improve the landing precision of the ship. The publication number "CN 106405562 B" gives a monitoring system for ship positioning. When the ship enters the floating dock, the encoder positioning monitoring device measures the relative position of the ship and the floating dock, and then controls the hydraulic winch to drag the ship into the floating dock. When the ship is landing and positioning, the laser monitoring positioning device measures the relative position of the ship and the floating dock, and then controls the hydraulic winch to drag the ship to achieve landing and positioning. The ship can be actively positioned in two degrees of freedom in the longitudinal and transverse directions. The publication number "CN 211107923U" gives a ship docking and landing positioning device. By setting a transverse and longitudinal positioning device and a positioning rod on the dock, the horizontal position precision of the ship landing is improved. The publication number "CN 214451740 U" gives a ship docking and landing positioning device. By using a positioning frame, a limiting component, and a driving device, the ship can be positioned in two degrees of freedom, thereby improving the landing precision of the ship. The publication number "CN 215098166 U" gives a ship docking and landing fixing device. By using the cooperation of the fixing plate, the connecting rod, the limiting block, and the limiting groove installed on the two ends of the dock wall, the hard contact between the rotating wheel and the ship can be reduced when the ship contacts the rotating wheel.Publication No. "CN 215436858U" gives a ship into the dock positioning device, through the front end of the ship both sides and the rear end of the ship both sides set up the live cable pull to realize the adjustment of the position of the ship. Publication No. "CN 215554021 U" gives a ship into the dock positioning device, by setting positioning tool and winding tool on the dock surface, the control of one degree of freedom position of the ship is realized. Publication No. "CN 114313150 A" gives a kind of positioning device for ship supporting equipment maintenance, by making the first powerful magnet follow the angle deviation of the ship body, the deviation of the supporting trundle is driven, the positioning device follows the movement of the ship body, and the positioning device does not provide positioning function for the ship. Publication No. "CN 115158603 A" gives a kind of foldable ship landing pad limiting tool, the connecting piece is fixed on the connecting piece of the dock wall, the supporting piece and the abutting piece provide one degree of freedom restriction for the ship landing pad. Publication No. "CN 113022814 A" gives a kind of positioning device for ship into the dock landing pad, by setting the dock bottom, longitudinal wall, side wall, hydraulic cylinder, moving plate and first protection pad, a plurality of hydraulic cylinders are installed on the side wall, when the plurality of hydraulic cylinders are started, the ship can be pushed inward from both sides to keep in the middle position at the top of the dock bottom. The above-mentioned patents change the traditional dry dock inner and outer shape structure, and the dry dock with large stroke limitation cannot land the ship with small volume, and the hydraulic cylinders on the ship side affect the work of lifting materials into the dock chamber. Publication No. "CN 115218787A" gives a kind of ship landing pad real-time measurement system, method and dock, by measuring head lifting mechanism and ship landing pad real-time measurement system, a plurality of direction measuring heads are arranged in the dock, the position of the ship is measured in real time, and the position of the ship can be manually calibrated in time according to the active measurement result.

[0004] In summary, the existing device or landing pad method for improving the precision of ship landing pad all need external equipment assistance, realize the adjustment of the ship body posture, or measure the landing state of the ship by measuring device, manually intervene the ship body posture to improve the landing posture of the ship. A large amount of time, manpower and material quantity are needed, and only one or two degrees of freedom of the ship body can be adjusted, the auxiliary ship body landing precision is limited, and part of the device or method increases the device on the basis of the original dock, which limits or changes the original function of the dry dock. SUMMARY

[0005] To solve the above problems, the present application provides a dry dock self-positioning landing pad method based on a lifting dock pad device, which does not need external equipment assistance, uses the lifting dock pad supporting the ship body to adjust the ship body posture, realizes the self-positioning high-precision landing of the ship without human intervention, saves time, manpower and material quantity. The lifting dock pad can adjust the ship body in six degrees of freedom, and the auxiliary ship body landing precision is high. It is suitable for many types of ships and increases the function on the basis of the original dock.

[0006] To solve the above problems, the present application adopts the following technical solutions:

[0007] A dry dock autonomous positioning and falling pier method based on a lifting pier device, the bottom of the dock is provided with a matrix arrangement of lifting piers, the lifting piers are controlled by a shore unit, the shore unit is composed of a shore calculation control unit and a shore power control unit, each lifting pier is driven to lift by a power source, the height and support pressure of each lifting pier are adjustable, the shore calculation control unit controls each lifting pier to realize six-degree-of-freedom motion of the ship in the horizontal direction, the vertical direction, the longitudinal direction, the horizontal rotation, the longitudinal rotation and the vertical rotation according to the optimal result given by the constant analysis of the ship line shape and other constants, and the steps are as follows:

[0008] Step one: the ship is pulled into the dock and roughly positioned at the position to be positioned according to the pier arrangement scheme generated by the shore calculation control unit;

[0009] Step two: according to the pier arrangement scheme, six groups of positioning piers in the matrix arrangement of lifting piers are selected, including the bow positioning pier, the stern positioning pier, the bow left positioning pier, the bow right positioning pier, the stern left positioning pier and the stern right positioning pier, which are used to control the four-degree-of-freedom motion of the ship in the horizontal direction, the vertical direction, the longitudinal direction and the horizontal rotation;

[0010] Step three: the compensation height T is determined according to the ship state and the ship size when the ship enters the dock, and the height of the six groups of positioning piers is raised to the set height H1+ the compensation height T;

[0011] Step four: the lifting piers in the flat bottom area, i.e. the center girder piers, are raised, and the dock chamber starts to continuously drain water;

[0012] Step five: the oil pressure signals of each positioning pier and the oil pressure signals of the center girder piers are collected and monitored in real time during the drainage process, and are fed back to the shore calculation control unit;

[0013] Step six: the lifting piers in the flat bottom area are all raised to the set height H, so that the ship is in a half-piered state;

[0014] Step seven: the ship's heeling and pitching state is read to determine whether it meets the construction requirements;

[0015] Step eight: the ship's heeling and pitching state is read when the ship is completely positioned and fallen;

[0016] Step nine: the water in the dock chamber is drained, and the additional fixed support lifting piers are tightened;

[0017] Step ten: at this point, the ship in the dry dock based on the lifting device completes the autonomous positioning and falling of the pier.

[0018] Further, in step five: during the drainage process, if the oil pressure of a certain dock pier obviously increases, it is determined whether the pier with the increased oil pressure is the center girder pier;

[0019] a. If it is not the center girder, it is the positioning pier, and the height of the positioning pier is lowered by Δ to reduce the oil pressure;

[0020] b. If it is the center girder pier, it is determined whether the center girder pier is located at the stern;

[0021] c. If it is located at the stern, the heights of the middle positioning pier, the left positioning pier and the right positioning pier at the stern are adjusted to the set height H1, and the drainage is continuously performed. During the drainage process, when the oil pressure of the bow positioning pier obviously increases, the height of the bow positioning pier is lowered by Δ to reduce the oil pressure, and the drainage is continuously performed until it is monitored that the oil pressure of the bow center girder pier obviously increases;

[0022] d. If it is not located at the stern, it is located at the bow, the heights of the middle positioning pier, the left positioning pier and the right positioning pier at the bow are adjusted to the set height H1, and the drainage is continuously performed. During the drainage process, when the oil pressure of the stern positioning pier obviously increases, the height of the stern positioning pier is lowered by Δ to reduce the oil pressure, and the drainage is continuously performed until it is monitored that the oil pressure of the stern center girder pier obviously increases.

[0023] Further, in step seven: if the construction requirements are met, the dock chamber is drained until the ship is completely lowered to the piers, and if the construction requirements are not met, the heights of the partial lifting piers of the flat-ship bottom are finely adjusted to make the ship state meet the requirements.

[0024] Further, in step eight: if the construction requirements are met, all the curved-ship-bottom piers are lifted to exert a pre-supporting force P1 on the outer plate, and if the construction requirements are not met, the heights of the partial lifting piers of the flat-ship bottom are finely adjusted to make the ship state meet the requirements.

[0025] Further, the center girder pier is located in the flat-ship-bottom area and is used to control the vertical movement of the ship during lowering to the piers; the middle positioning pier at the bow and the middle positioning pier at the stern are located at the curved surfaces at the two ends of the centerline plane of the outer plate of the ship, and the heights of the middle positioning pier at the bow and the middle positioning pier at the stern are adjusted to control the longitudinal movement of the ship; the left positioning pier at the bow and the right positioning pier at the bow are symmetrically located at the curved surfaces of the outer plate at the bow of the ship, and the heights of the left positioning pier at the bow and the right positioning pier at the bow are adjusted to control the transverse movement of the bow of the ship; the left positioning pier at the stern and the right positioning pier at the stern are symmetrically located at the curved surfaces of the outer plate at the stern of the ship, and the heights of the left positioning pier at the stern and the right positioning pier at the stern are adjusted to control the transverse movement of the stern of the ship, and the linkage control of the left positioning pier at the bow, the right positioning pier at the bow, the left positioning pier at the stern and the right positioning pier at the stern can control the horizontal rotation movement of the ship.

[0026] Further, the several lifting docks are distributed in the bow region of the flat bottom, and the several lifting docks are distributed in the stern region of the flat bottom, by adjusting the height of the lifting docks in the bow region of the flat bottom and the lifting docks in the stern region of the flat bottom, the longitudinal and transverse inclination movements of the ship can be controlled.

[0027] Further, the initial extension height of each positioning dock is the set theoretical height H1 in the rowing dock scheme plus the height difference compensation T, so that the ship bottom outer plate first contacts the dock when falling into the positioning dock during the ship falling into the dock, so as to make the ship fall into the positioning dock adjustment ship state range.

[0028] Further, the dock chamber is continuously drained, and the control unit collects the oil pressure signals of each positioning dock and the center longitudinal dock during the draining process, analyzes the support force provided by the current dock through the oil pressure signal, and further judges the contact condition of the ship bottom outer plate and the lifting dock.

[0029] Further, when the ship falls into the dock, the ship bottom outer plate contacts the positioning dock, and the positioning dock makes the ship move to the set position, and when it is monitored that the oil pressure of the positioning dock increases obviously, it proves that the ship bottom outer plate reaches the set position and provides support force with the two symmetrical positioning docks, at this time, the height of the two positioning docks in the symmetrical position is reduced by Δ, so that the oil pressure of the two positioning docks is reduced, and the ship falling into the dock is guided to the predetermined position.

[0030] Further, when the ship falls into the dock, the ship bottom outer plate contacts the positioning dock, and the positioning dock makes the ship move to the set position, and when it is monitored that the oil pressure of the positioning dock increases obviously, it proves that the ship bottom outer plate reaches the set position and provides support force with the two symmetrical positioning docks, at this time, the height of the two positioning docks in the symmetrical position is reduced by Δ, so that the oil pressure of the two positioning docks is reduced, and the ship falling into the dock is guided to the predetermined position.

[0031] Further, the set dock height H1 value of the curved bottom area needs to consider the weight distribution of the ship, when the ship completely falls into the dock to the flat bottom dock, the gap distance between the curved bottom dock and the ship bottom outer plate is t, so that the ship transverse and longitudinal falling distance difference is controlled within the range of t without affecting the ship falling into the horizontal dock.

[0032] Further, when the ship completely falls into the dock, the ship state is checked, if the ship state is out of tolerance, the height of the lifting dock in the flat bottom part is adjusted to make the ship state meet the construction requirements, and all the lifting docks in the curved bottom part are lifted to exert a certain pre-support force P1 on the outer plate, so as to prevent the ship from overturning under the wind or uncertain load during the dry docking process.

[0033] The present application has the following beneficial effects:

[0034] (1) Realize the high-precision self-docking of the dry dock with the lifting dock pier device, and improve the dry dock docking efficiency.

[0035] (2) The lifting dock pier supporting the ship body is used to adjust the ship body posture without adding external devices, improve the utilization rate of the dock space, and reduce the equipment cost for docking.

[0036] (3) The lifting dock pier, the action control unit and the calculation control unit realize the self-docking of the ship with high precision without human intervention in the docking process, and reduce the labor cost.

[0037] (4) The self-docking of the ship presets the program for the calculation control unit in advance, and does not need manpower to intervene the ship dock through auxiliary equipment, saves time, manpower and material quantity.

[0038] (5) The lifting dock pier can adjust the six degrees of freedom of the ship body through the calculation of the calculation control unit, and the docking precision of the ship is high.

[0039] (6) The lifting device embedded at the bottom of the lifting dock pier is used to assist the self-docking of the ship without changing the traditional dry dock function, and is compatible with multiple types of ships.

[0040] Compared with the prior art, the ship docking of the present application does not need external device assistance, but uses the lifting dock pier supporting the ship body to dynamically adjust the ship body posture in real time, realizes the self-docking of the ship without human intervention, saves time, manpower and material quantity. The present application can adjust the six degrees of freedom of the ship body through the lifting dock pier adjustment, and the docking precision of the ship body is high. The present application is suitable for multiple types of ships and increases the function on the basis of the original dock. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 is a schematic diagram of the planar arrangement of the dock;

[0042] Figure 2 is a schematic diagram of the planar D-D section (longitudinal section) of the dock;

[0043] Figure 3 is a schematic diagram of the planar A-A section (transverse section) of the dock;

[0044] Figure 4 is a schematic diagram of the planar B-B section (transverse section at the bow positioning pier) of the dock;

[0045] Figure 5 is a schematic diagram of the planar C-C section (transverse section at the stern positioning pier) of the dock;

[0046] Figure 6 is a schematic diagram of the reaction force exerted by the positioning pier 43 on the ship bottom plate in the B-B view;

[0047] Figure 7is a schematic diagram of the Fy reaction force decomposed on the horizontal projection;

[0048] Figure 8 is a flow chart of autonomous positioning and setting down the pier;

[0049] Figure label description: 1. dry dock structure, 4. lifting pier, 40. midship pier, 41. bow mid-positioning pier, 42. stern mid-positioning pier, 43. bow left positioning pier, 44. bow right positioning pier, 45. stern left positioning pier, 46. stern right positioning pier, 47. flat bottom bow area pier, 48. flat bottom stern area pier, T. height difference compensation amount, used to compensate for the vertical height difference caused by the ship's heeling and listing, 7. onshore unit, 71. onshore computing control unit, 72. onshore power control unit, 9. ship waterline profile line, 10. ship flat bottom profile line, H. flat bottom area pier height in the pier arrangement, H1. curved bottom area pier height in the pier arrangement, t. curved bottom pier clearance distance from the ship's bottom plate when the ship is completely set down to the flat bottom pier, Δ. single lowering value of the positioning pier height, P1. curved bottom pier pre-supporting force. DETAILED DESCRIPTION

[0050] The present application will be further described below in conjunction with the drawings and examples.

[0051] As Figures 1 to 7 shown, the ship autonomous positioning and setting down the pier method of the present application is carried out in a dry dock with lifting pier devices. The lifting piers 4 are arranged in a matrix on the bottom of the dry dock. Each lifting pier 4 can be driven to lift by a hydraulic, electric or other power source. The height and supporting pressure of each lifting pier 4 can be adjusted. The pier arrangement for the ship entering the dry dock is the preferred result given by the onshore computing control unit 71 according to the ship's constant such as the ship's lines.

[0052] (1) The dry dock structure 1 is not described in detail and the improved part conforms to CB / T8524 "Dry Dock Design Specification".

[0053] (2) The lifting piers 4 are arranged in a matrix on the bottom of the dry dock. According to the pier arrangement, the end face angle of the midship pier 40 located on the ship's centerline surface can change with the change of the ship's hull plate lines. As Figure 1 shown, the lifting piers 4 are divided into flat bottom area lifting piers and curved bottom area lifting piers according to the shape of the ship's hull plate. The lifting piers 4 are controlled by the onshore unit 7, which is composed of the onshore computing control unit 71 and the onshore power control unit 72.

[0054] (3) According to the preferred pier arrangement given by the computing control unit 71, the lifting piers participating in supporting the ship, the theoretical lifting height of each pier and the supporting force provided by each pier are given. The control of the ship's six degrees of freedom (lateral, longitudinal, vertical, heeling, listing and horizontal rotation) can be realized.

[0055] As Figure 1 shown, the piers between the waterline profile line 9 and the flat bottom profile line 10 in the selection scheme are selected as positioning piers, and the positioning piers in a certain part can be a single unit or a unit composed of several nearby piers, and the positioning pier unit can be multiple groups, and the present application takes seven groups of positioning pier units as an example to describe the ship autonomous positioning and landing pier process.

[0056] Preferably, as Figure 2 , 3 , 4, 5 shown, the midship pier 40 in the flat bottom area in the selection scheme is used to control the vertical movement of the ship during landing, and since the extension height of the pier in the flat bottom area is vertically adjustable, the midship pier 40 can realize the control of the vertical movement of the ship.

[0057] Preferably, as Figure 2 shown, the positioning pier located at the bow and at the centerline surface is selected as the bow center positioning pier 41, and the positioning pier located at the stern and at the centerline surface is selected as the stern center positioning pier 42. Since the bow center positioning pier 41 and the stern center positioning pier 42 are located at the curved surfaces at both ends of the centerline surface of the ship, by adjusting the height of the bow center positioning pier 41 and the stern center positioning pier 42, the longitudinal movement of the ship can be controlled.

[0058] Preferably, as Figure 1 , 3 shown, the positioning pier located on the left side of the bow is selected as the bow left positioning pier 43, and the positioning pier located on the right side of the bow is selected as the bow right positioning pier 44. Since the bow left positioning pier 43 and the bow right positioning pier 44 are symmetrically located at the curved surfaces of the two sides of the bow of the ship, by adjusting the height of the bow left positioning pier 43 and the bow right positioning pier 44, the transverse movement of the bow of the ship can be controlled.

[0059] Preferably, as Figure 1 , 4 shown, the positioning pier located on the left side of the stern is selected as the stern left positioning pier 45, and the positioning pier located on the right side of the stern is selected as the stern right positioning pier 46. Since the stern left positioning pier 45 and the stern right positioning pier 46 are symmetrically located at the curved surfaces of the two sides of the stern of the ship, by adjusting the height of the stern left positioning pier 45 and the stern right positioning pier 46, the transverse movement of the stern of the ship can be controlled.

[0060] Preferably, as Figure 1 , 3 , 4 shown, the bow left positioning pier 43, the bow right positioning pier 44, the stern left positioning pier 45 and the stern right positioning pier 46 are linked to control the horizontal rotation movement of the ship.

[0061] Preferably, as Figure 1As shown, according to the arrangement of the piers, the lifting piers located within the flat-boat bottom contour line 10, the flat-boat bottom bow region pier 47 is distributed with several lifting piers 4, and the flat-boat bottom stern region 48 is distributed with several lifting piers 4. By adjusting the height of the lifting piers 4 in the flat-boat bottom bow region pier 47 and the flat-boat bottom stern region 48, the longitudinal and transverse movements of the ship can be controlled.

[0062] Preferably, the arrangement of the piers has been generated, the ship is launched, all the lifting piers are returned to the original position, and the ship is roughly positioned to the region to be lowered. At this time, the dock is filled with water, and the ship lowering operation can be performed without draining water, reducing the ship lowering steps.

[0063] Preferably, as shown in Figs. 3, 4, and 5, according to the arrangement of the piers calculated by the onshore calculation control unit 71, in combination with the waterline contour line 9 and the flat-boat bottom contour line 10, the bow center positioning pier 41, the stern center positioning pier 42, the bow left positioning pier 43, the bow right positioning pier 44, the stern left positioning pier 45, and the stern right positioning pier 46 are selected to control the four degrees of freedom movements in the transverse, longitudinal, vertical, and horizontal rotation directions. Figure 1 、 2

[0064] Preferably, the height compensation amount T is determined according to the ship's floating state when entering the dock. Preferably, the initial height of the positioning pier is the theoretical height H1 in the arrangement of the piers plus the height difference compensation amount T. According to the regulations, the ship is allowed to have a certain transverse and longitudinal inclination angle when entering the dock, and the transverse and longitudinal inclination angles generate a certain absolute height difference on the flat-boat bottom. The initial height of the positioning pier H1+T can make the ship's bottom plate first contact the positioning pier during the ship lowering process, so that the ship falls into the positioning pier to adjust the ship state range. The height difference compensation amount T is positively correlated with the transverse and longitudinal inclination angles of the ship, and the height difference compensation amount T is preferably a larger value, which is the comparison between the ship width multiplied by the transverse inclination tangent and the ship waterline length multiplied by the longitudinal inclination tangent. The height difference compensation amount T can avoid the ship's bottom plate contacting the center pier 40 when the four degrees of freedom of the ship are not adjusted in place during the ship lowering process, causing difficulty in positioning the four degrees of freedom.

[0065] Preferably, according to the arrangement of the piers, the center piers 40 on the flat-boat bottom are all raised to the set height H to support the ship during the lowering process. Since the center piers 40 are located on the center line plane of the ship, most of the ship is symmetrical about the center line plane or the center of gravity is close to the center line plane. Preferably, the flat-boat bottom region is first extended to the set height during the ship lowering process, and the ship lowered on the center piers is adjusted by other piers on the flat-boat bottom to rotate the ship body around the center pier axis, so as to control the transverse inclination angle.

[0066] ​Preferably, the dock chamber is continuously drained. During the drainage process, the calculation and control unit 71 collects the hydraulic pressure signals of each positioning pier and the central longitudinal pier. The support force provided by the current dock pier is analyzed through the hydraulic pressure signals, and then the contact status between the outer plate of the ship bottom and the lifting dock pier is determined.

[0067] Preferably, during the ship's lowering process, when the dock begins to drain water, the ship is in a floating state. Because the positioning piers are located on the curved surface of the ship's bottom plating, such as... Figure 6 , 7 As shown, taking the interaction between the port positioning block 43 at the bow and the outer plating of the hull as an example, when the outer plating of the hull contacts the positioning block 43, as... Figure 6 As shown, from a cross-sectional view, the positioning pier 43 exerts an upward supporting force Fz and a supporting force Fy pointing towards the centerline plane on the outer plating of the ship's bottom, as follows: Figure 7 As shown, due to the characteristics of the outer plating of the ship's bottom, the force Fy can be decomposed in the horizontal plane into a force Fyy pointing towards the centerline and a force Fyx pointing towards the transverse section amidships. The force Fyy of the port positioning block 43 at the bow, pointing towards the centerline, causes the bow of the ship to move to the starboard side; similarly, the force Fyy of the port positioning block 44 at the bow, pointing towards the centerline, causes the bow of the ship to move to the port side; the force Fyy of the port positioning block 45 at the stern, pointing towards the centerline, causes the stern of the ship to move to the starboard side; and the force Fyy of the port positioning block 46 at the stern, pointing towards the centerline, causes the stern of the ship to move to the port side. Similarly, the bow positioning pier 41 applies an upward supporting force Fz and a supporting force Fx pointing towards the midship transverse section to the outer plating of the hull. The Fx generated by the bow positioning pier 41 causes the entire ship to move towards the stern, while the Fx generated by the stern positioning pier 42 causes the entire ship to move towards the bow. The six sets of positioning and lifting dock piers form a spatial funnel shape, causing the ship to move towards a predetermined position during the docking process, thereby achieving the purpose of precise docking.

[0068] Preferably, the dock chamber is continuously drained. When the ship's lateral or longitudinal distance deviates significantly from the set value, the outer plating of the hull contacts a positioning block, which then guides the ship towards the set position. When a significant increase in oil pressure is detected at a positioning block, typically in pairs, this indicates that the outer plating at that location has reached the set position and is providing support from the two symmetrical positioning blocks. At this point, the height of the two symmetrical positioning blocks with increased oil pressure simultaneously decreases by Δ, thus lowering their oil pressure and guiding the ship to the predetermined position. Preferably, the reduction in height Δ should be relatively small, as the positioning block height is sensitively adjustable. A smaller Δ reduces the distance between the outer plating of the hull and the positioning block, thereby reducing the ship's drift distance and improving the accuracy of landing.

[0069] Preferably, the dock chamber is continuously drained, and the oil pressure of the positioning pier is monitored to increase, the height of the positioning pier is reduced by Δ, the oil pressure of the positioning pier is reduced, and the cycle is repeated. When the oil pressure of the middle longitudinal pier is continuously increased, it is proved that the part of the ship bottom plate has fallen on the middle longitudinal pier, if the middle longitudinal pier is located at the stern, the height of the left positioning pier 45 and the right positioning pier 46 at the stern is adjusted to the set height H1, if the middle longitudinal pier is located at the bow, the height of the left positioning pier 43 and the right positioning pier 44 at the bow is adjusted to the set height H1. The height H1 is the height of each pier in the curved ship bottom area in the pier arrangement scheme, and when the ship is completely arranged, all the lifting piers 4 in the flat bottom area provide 100% support force. Preferably, the set height H1 of the curved ship bottom pier is determined according to the weight distribution of the ship, when the ship is completely arranged to the flat bottom pier, the gap distance t between the curved ship bottom pier and the ship bottom plate is determined, so that the difference between the horizontal and longitudinal arrangement distance of the ship is controlled within the range of t without affecting the arrangement of the ship before the flat bottom pier.

[0070] Preferably, the dock chamber is continuously drained, and the oil pressure is continuously monitored. When the height of the stern positioning pier is adjusted to H1, the oil pressure of the bow positioning pier increases obviously, the height of the pier is reduced by Δ, the oil pressure of the positioning pier is reduced, and the cycle is repeated. When the height of the bow positioning pier is adjusted to H1, the oil pressure of the stern positioning pier increases obviously, the height of the pier is reduced by Δ, the oil pressure of the positioning pier is reduced, and the cycle is repeated. In this process, the pressure of the middle longitudinal pier of the part under pressure continuously increases, and the number of lifting piers with increased pressure continuously increases, when it is monitored that the pressure of most of the middle longitudinal piers 40 increases obviously, it is proved that part of the weight of the ship is supported by the middle longitudinal pier 40, and the arrangement height of the ship is basically in place, at this time, all the lifting piers in the flat bottom area are raised to the predetermined height, so that the ship is in a semi-arrangement state (most of the weight of the ship is supported by the pier, and a small part of the weight is supported by the buoyancy), and the horizontal and longitudinal inclination of the ship body can be corrected during the rising process of the piers in the flat bottom area. Read the horizontal and longitudinal inclination of the ship, check whether the ship state meets the construction requirements, if the ship state is out of tolerance, the height of the piers in the flat bottom area can be adjusted to make the ship state meet the construction requirements.

[0071] Preferably, the dock chamber is continuously drained, and the ship is completely arranged, at this time, the horizontal and longitudinal inclination of the ship is read. Because the ship has a certain horizontal and longitudinal inclination before being arranged, and there is a certain error in the positioning of the ship when the pier is arranged, the ship state is checked after the ship is completely arranged, if the ship state is out of tolerance, the height of the piers in the flat bottom area can be adjusted to make the ship state meet the construction requirements.

[0072] Preferably, all the curved ship bottom piers (including positioning piers) are raised to exert a certain pre-support force P1 on the plate to prevent the ship from overturning under wind or uncertain load during the dry docking process.

[0073] Preferably, the dock chamber is continuously drained to remove accumulated water. This concludes the method for autonomous ship positioning and docking provided by this invention.

[0074] Preferably, the pier configuration is calculated by the shore-based calculation and control unit 71 based on the structural characteristics of the ship's hull. The shore-based power control unit 72 receives instructions from the shore-based calculation and control unit 71 and remotely controls all the lifting and lowering piers within the dock. The hydraulic pressure and height signals of the piers are automatically collected and fed back to the shore-based calculation and control unit 71. The gap distance t, pre-support force P1, single lowering value Δ, pier height H in the flat bottom area, and pier height H1 in the curved bottom area are pre-set and automatically executed without human intervention. Each pier is independently numbered, and the location and distribution of the pressure-bearing piers can be automatically extracted and determined without human intervention. The drainage command in the dock is issued by the calculation and control unit 71, and the drainage equipment is automatically controlled. The ship's roll and pitch angles can be read from the ship's own reference platform or automatically obtained with the help of measuring devices around the dock. Thus, during the ship's pier lowering process, only it is necessary to determine whether the final pier lowering result meets the requirements; all other monitoring processes and procedures are executed autonomously, achieving autonomous pier lowering of the ship.

[0075] Among them, the onshore calculation and control unit 71 performs analytical calculations and formulates pier placement schemes based on input data, including:

[0076] (1) Extract the rib lines and coordinate positions, filter the rib lines and coordinate positions located in structural reinforcement positions such as transverse bulkheads, extract the hull centerline hull plating lines, and group them into the first-tier structure. According to relevant hull structure design specifications, continuous ribs at the transverse bulkhead position and continuous flat keels at the centerline are both strong structures. Filtering out as many strong structural areas as possible at the bottom of the ship is beneficial for increasing the support capacity of the dock piers and reducing the number of dock piers required for raising and lowering.

[0077] (2) Select a reference lifting dock block 4 in the dry dock lifting area and a reference point O on the hull outer plate. Preferably, the center of the reference lifting dock block 4 coincides with the reference point O on the hull outer plate. Establish a three-dimensional coordinate system with the reference lifting dock block 4 in its fully retracted state as the origin, and establish the correspondence between the coordinate points of each lifting dock block and the coordinate points of the hull outer plate. This ensures that the lifting dock block 4 and the hull's linear values ​​are in the same dimensional coordinate system, facilitating the establishment of a dimensional correspondence between the lifting dock block 4 and the hull structure. For the selection of the hull outer plate reference point O, it is preferable to select the intersection of the hull's "0" rib and the center of the middle longitudinal girder or flat keel, which is consistent with the reference point of the hull's linear value coordinate system. Preferably, the hull baseline at the hull centerline coincides with the longitudinal column where the reference lifting dock block 4 is located, so that the projection line of the hull centerline on the bottom of the dock coincides with the longitudinal column of the lifting dock block, avoiding the conversion of hull linear values ​​caused by changes in the coordinate system origin.

[0078] (3)Screening the first flat bottom, flat second gear, flat third gear area corresponding to the lifting dock pier coordinate number, screening the first curved bottom, flat second gear, flat third gear area corresponding to the lifting dock pier coordinate number. Because the unique coordinate number of each lifting and lowering dock pier is the data that the onshore calculation control unit 71 can identify, the screened coordinate number is the lifting and lowering dock pier that participates in the support of the preliminary pier arrangement scheme this time, and other lifting and lowering dock piers remain in a completely contracted state.

[0079] (4) According to the ship technical document pier layout diagram, the minimum distance h, and the maximum height [H0], determine the distance H of the ship bottom from the dock chamber bottom surface this time. The preferred distance H is slightly greater than h+T, which is beneficial to the safe support of the lifting and lowering dock pier under the premise of the minimum distance of the side extension, and maintains the stability of the pier.

[0080] (5) Extract the theoretical required extension height value of each lifting and lowering dock pier in the type value table data. Compare the theoretical required extension height value with the allowed maximum lifting height [H0], and eliminate the lifting and lowering dock piers with insufficient height to ensure that the lifting and lowering dock pier provides effective support force to the ship structure. When the minimum distance plus the deformation compensation amount (h+T) is greater than the maximum height [H0], the lifting and lowering dock pier cannot safely provide effective support force to the ship body at this time, and the lifting and lowering dock pier pier arrangement scheme jumps to the traditional pier arrangement scheme, and each lifting and lowering dock pier does not participate in the pier arrangement. When the lifting and lowering dock pier in the curved bottom area exceeds the allowed maximum lifting height [H0] and needs to be supported by a strut, an independent rigid strut or other auxiliary support needs to be added separately after the ship is dry docked. This result is part of the pier arrangement scheme. The effective support of the lifting and lowering dock pier to the ship structure in the pier arrangement scheme facilitates the safe implementation of the ship landing and dry docking project.

[0081] (6) Screen out the number N11, N12, N13 of the lifting and lowering dock piers in each classified area that meet the requirements, and the pier number N21, N22, N23. Clearly define the number of piers in each ship body area classification, which facilitates the balanced allocation of support to the lifting and lowering dock pier.

[0082] (7) Distribute the support force to each lifting and lowering dock pier. The flat bottom weight coefficient K1 and the curved bottom weight coefficient K2. The ship body typical structure allows the uniform load and the deformation of the ship body to be positively correlated with the force, and the non-dimensionalization of the uniform load of each classification typical structure is shown in formulas (1) and (2):

[0083] Q1: Q2: Q3 = K11: K12: K13 ···· Formula (1)

[0084] Q1: Q2: Q3 = K21: K22: K23 ···· Formula (2)

[0085] (8) The distribution pressure proportion coefficient is given as shown in formula (3) and (4), and the support force proportion of each stage of the ship body structure is the same as the corresponding pressure proportion coefficient. Preferably, the pressure is distributed according to the method, so that the force of each stage of the ship body structure is relatively uniform, and the situation that the support force of a certain dock pier is insufficient is avoided.

[0086] P11:P12:P13=K11:K12:K13 ···· Formula (3)

[0087] P21:P22:P23=K21:K22:K23 ···· Formula (4)

[0088] (9) The unit pressure value is the measurement unit of the minimum support force provided by the dock pier. The unit pressure value of the flat ship bottom is shown in formula (5), and the unit pressure value of the curved ship bottom is shown in formula (6).

[0089] P10=(K1·(G+W)) / (N11·K11+N12·K12+N13·K13) ··· Formula (5)

[0090] P20=(K2·(G+W)) / (N21·K21+N22·K22+N23·K23) ··· Formula (6)

[0091] According to formula (5), the distribution pressure value of each dock of the flat ship bottom is:

[0092] P11=K11·P10, P12=K12·P10, P13=K13·P10.

[0093] According to formula (6), the distribution pressure value of each dock of the flat ship bottom is:

[0094] P21=K21·P20, P22=K22·P20, P23=K23·P20.

[0095] (10) When the distribution pressure of the dock pier satisfies

[0096] P11≤Q1·S and P11≤[P] and P12≤Q2·S and P13≤Q3·S and

[0097] P21≤Q1·S and P21≤[P] and P21≤Q2·S and P21≤Q3·S, that is, the unit pressure value P10 of the flat ship bottom and the unit pressure value P20 of the curved ship bottom satisfy the above conditions, and at this time, the pressure distribution of each dock pier satisfies the pier arrangement requirement. Otherwise, the loading weight W needs to be controlled to control the weight of the ship entering the dock, or the traditional pier arrangement method is used to realize the entering of the dock.

[0098] (11) Preferably, the ship dry dock reduces the support, facilitates the activities of personnel, goods, etc., and increases the single oil painting repair operation area. In order to reduce the number of lifting dock pier supports, the preferred iterative calculation unit pressure value is maintained under the premise of stability, and the process is as shown in Figure 4

[0099] (12) Only the first gear lifting dock pier provides support, and the second gear and third gear support point lifting dock pier does not participate in support,

[0100] That is, P12=0, P13=0, P22=0, P23=0;

[0101] Unit pressure value P10=(K1·(G+W)) / N11: …… Equation (7)

[0102] Unit pressure value P20=(K2·(G+W)) / N21; …… Equation (8)

[0103] From equations (7) and (8), P11=P10, P21=P20.

[0104] If P11≤Q1·S and P11≤[P] and P21≤Q1·S and P21≤[P] are met at the same time, only the first gear area can withstand the lifting dock pier support force to meet the docking requirements; otherwise, the second gear structure needs to participate in support.

[0105] (13) The first gear and the second gear lifting dock pier provide support, and the third gear support point lifting dock pier does not participate in support, that is, P13=0, P23=0;

[0106] Unit pressure value P10=(K1·(G+W)) / (N11·K11+N12·K12) …… Equation (9)

[0107] Unit pressure value P20=(K2·(G+W)) / (N21·K21+N22·K22) …… Equation (10)

[0108] From equations (9) and (10), P11=K11·P10; P12=K12·P10; P21=K21·P20; P22=K22·P20; If P11≤Q1·S and P12≤Q1·S and P11≤[P] and P21≤Q1·S and P22≤Q1·S and P21≤[P] are met at the same time, only the first gear and the second gear area can withstand the lifting dock pier support force to meet the docking requirements, otherwise, the unit pressure value is solved according to equations (5) and (6).

[0109]

[0110] (13) The first gear and the second gear lifting dock pier provide support, and the third gear support point lifting dock pier does not participate in support, that is, P13=0, P23=0;

[0111] ​​(14) According to the unit pressure values P10 and P20 calculated by automatic analysis, the execution pressure values of each lifting dock pier in the pier arrangement scheme are obtained

[0112] OP11=P10 K11; OP12=P10 K12; OP13=P10 K13

[0113] OP21=P20 K21; OP22=P20 K22; OP23=P20 K23

[0114] (15) The lifting dock pier number participating in the pier arrangement scheme, the support pressure of each pier, and the support height value of each pier are output to form the final pier arrangement scheme.

[0115] (16) Automatic generation of the pier arrangement scheme. For any ship, the ship body plate line data, rib spacing, longitudinal rib spacing, self-weight G, minimum distance h, and other ship attribute values are constant values. The origin of the ship body absolute coordinate system is generally selected at the position of the flat keel at 0 rib to maintain the same coordinate system as the data on the line drawing.

[0116] (17) The design maximum height [H0] of the lifting dock pier of the dry dock with the lifting dock pier device, the design allowable pressure [P] of the lifting dock pier, the lifting dock pier matrix spacing, and the lifting dock pier support part size are constant values.

[0117] (18) According to the specification requirements, the ship body weight coefficients K1 and K2 in the flat bottom area and the curved bottom area, the ship body deformation tolerance width T, the maximum allowable support reaction force uniform load Q of the ship body structure typical node calculated according to the specification, the offset radii R1 and R2 determined by the lifting dock pier support part size and the maximum allowable support reaction force uniform load Q of the ship body structure typical node are constant values.

[0118] (19) Automatic generation of the pier arrangement scheme: all known constant values are imported into the onshore control unit 71, the loaded weight W of the ship when entering the dock is input (the loaded weight W of the ship when entering the dock needs to be determined according to the loading condition of the ship when entering the dock, and is a manual input value), the reference lifting dock pier is specified, and the pier arrangement scheme is automatically generated according to the preset flow algorithm.

[0119] As shown in Figure 8 , a self-positioning pier falling method based on a dry dock with a lifting dock pier device according to the present application has the following steps: S1: the onshore calculation control unit 71 has generated a pier arrangement scheme, and the ship has been roughly positioned at the position to be landed.

[0120] S2: According to the pier arrangement scheme, six groups of positioning pier units are selected, including the bow positioning pier 41, the stern positioning pier 42, the bow left positioning pier 43, the bow right positioning pier 44, the stern left positioning pier 45, and the stern right positioning pier 46.

[0121] S3: The ship state and ship size are determined when the ship is docked, and the compensation height T is determined. Six groups of positioning piers are raised to a height of H1+T.

[0122] S4: The center girder pier 40 in the flat bottom area is raised, and the dock chamber begins to continuously drain.

[0123] S5: During the draining process, the positioning pier oil pressure signal is collected and monitored in real time, and the center girder pier 40 oil pressure signal is collected and monitored, and is fed back to the onshore calculation control unit 71.

[0124] S6: During the draining process, when a certain pier oil pressure is monitored to be significantly increased, it is determined whether the pier with the increased oil pressure is a center girder pier.

[0125] 6.1 If it is not a center girder pier, it is a positioning pier, and the height of the positioning pier is lowered by Δ to reduce the oil pressure.

[0126] 6.2 If it is a center girder pier, it is determined whether the center girder pier is located at the stern.

[0127] 6.2.1 If it is located at the stern, the height of the center positioning pier 42, the left positioning pier 45, and the right positioning pier 46 at the stern are adjusted to the set height H1, and continuous draining is performed. During the draining process, when the bow positioning pier oil pressure is significantly increased, the pier height is lowered by Δ to reduce the bow positioning pier oil pressure, and continuous draining is performed until the center girder pier oil pressure at the bow is monitored to be significantly increased.

[0128] 6.2.2 If it is not located at the stern, it is located at the bow, and the height of the center positioning pier 41, the left positioning pier 43, and the right positioning pier 44 at the bow are adjusted to the set height H1, and continuous draining is performed. During the draining process, when the stern positioning pier oil pressure is significantly increased, the pier height is lowered by Δ to reduce the stern positioning pier oil pressure, and continuous draining is performed until the center girder pier oil pressure at the stern is monitored to be significantly increased.

[0129] S7: All the flat bottom area piers are raised to the set height H, so that the ship is in a half-docking state.

[0130] S8: The ship roll and pitch states are read, and it is determined whether the construction requirements are met. If the construction requirements are met, the dock chamber is drained until the ship is completely docked. If the construction requirements are not met, the height of the flat bottom area piers is adjusted to meet the requirements.

[0131] S9: When the ship is completely docked, the ship roll and pitch states are read, and it is determined whether the construction requirements are met. If the construction requirements are met, all the curved bottom piers are raised to apply a pre-support force P1 to the outer plate. If the construction requirements are not met, the height of the flat bottom area piers is adjusted to meet the requirements.

[0132] S10: The dock chamber is drained, and the additional fixed support piers are tightened.

[0133] S11: At this point, based on the dry dock with lifting device, the ship completes the autonomous positioning and landing in the dock.

Claims

1. A method for autonomous positioning and landing of a dry dock based on a lifting dock pier device, characterized in that: The matrix arranged lifting dock piers are installed at the bottom of the dock, the lifting dock is controlled by the onshore unit, the onshore unit is composed of an onshore calculation control unit and an onshore power control unit, each lifting dock pier is driven to lift by a power source, the height and support pressure of each lifting dock pier are adjustable, the onshore calculation control unit determines the pier arrangement scheme according to the preferred result given by the ship line shape constant analysis, controls each lifting dock pier to realize the six-degree-of-freedom motion of the ship in the horizontal direction, the longitudinal direction, the vertical direction, the horizontal rotation, the transverse inclination and the longitudinal inclination, and the steps are as follows: Step one: the ship is pulled into the dock and roughly positioned at the position to be landed on the pier by using the pier arrangement scheme generated by the onshore calculation control unit; Step two: according to the pier arrangement scheme, six groups of positioning piers in the matrix arranged lifting dock piers are selected, including the bow positioning pier, the stern positioning pier, the left bow positioning pier, the right bow positioning pier, the left stern positioning pier and the right stern positioning pier, which are used to control the four-degree-of-freedom motion of the ship in the horizontal direction, the longitudinal direction, the vertical direction and the horizontal rotation; the positioning pier refers to the pier between the waterline contour line and the flat bottom contour line; Step three: the compensation height T is determined according to the ship state when the ship enters the dock and the size of the ship, and the height of the six groups of positioning piers is lifted to the set height H1 plus the compensation height T; Step four: the lifting dock piers in the flat bottom area, namely the middle longitudinal pier, are lifted, and the dock chamber starts to continuously drain water; Step five: the oil pressure signals of each positioning pier and the oil pressure signals of the middle longitudinal pier are collected and monitored in real time during the drainage process, and are fed back to the onshore calculation control unit; during the drainage process, when the oil pressure of a certain lifting dock pier is obviously increased, it is judged whether the lifting dock pier with the increased oil pressure is the middle longitudinal pier; a. if it is not the middle longitudinal pier, it is the positioning pier, the height of the positioning pier is lowered by a single lowering value to reduce the oil pressure; b. if it is the middle longitudinal pier, it is judged whether the middle longitudinal pier is located at the stern; c. if it is located at the stern, the height of the middle positioning pier, the left positioning pier and the right positioning pier at the stern is adjusted to the set height H1; and the drainage process is continued, when the oil pressure of the bow positioning pier is obviously increased during the drainage process, the height of the bow positioning pier is lowered by a single lowering value to reduce the oil pressure of the bow positioning pier, and the drainage process is continued until the oil pressure of the bow middle longitudinal pier is obviously increased; d. if it is not located at the stern, it is located at the bow, the height of the middle positioning pier, the left positioning pier and the right positioning pier at the bow is adjusted to the set height H1; and the drainage process is continued, when the oil pressure of the stern positioning pier is obviously increased during the drainage process, the height of the stern positioning pier is lowered by a single lowering value to reduce the oil pressure of the stern positioning pier, and the drainage process is continued until the oil pressure of the stern middle longitudinal pier is obviously increased; Step six: all the lifting dock piers in the flat bottom area are lifted to the set height H, so that the ship is in the half-landed-on-pier state; Step seven: the ship transverse inclination and longitudinal inclination states are read, and it is judged whether the requirements for construction are met; Step eight: when the ship is completely landed on the pier after drainage, the ship transverse inclination and longitudinal inclination states are read, and it is judged whether the requirements for construction are met; Step nine: the accumulated water in the dock chamber is drained, and the additional fixed support lifting dock piers are pulled tight; Step ten: at this point, the ship is self-positioned and landed on the pier in the dry dock based on the lifting device.

2. The method for autonomous positioning and landing of the dry dock based on the device with the lifting pier according to claim 1, characterized in that: In step seven, if the construction requirements are met, the dock chamber is drained to the ship completely falling on the pier, and if the construction requirements are not met, the height of the ship bottom part of the lifting dock pier is adjusted to make the ship state meet the requirements.

3. The method for autonomous positioning and landing of the dry dock based on the device with the lifting pier according to claim 1, characterized in that: In step eight, if the construction requirements are met, all the curved ship bottom piers are raised to apply a pre-support force P1 to the outer plate, and if the construction requirements are not met, the height of the ship bottom part of the lifting dock pier is adjusted to make the ship state meet the requirements.

4. The method for autonomous positioning and landing of the dry dock based on the device with the lifting pier according to claim 1, characterized in that: The middle longitudinal pier is located in the flat ship bottom area and is used to control the vertical movement of the ship during falling on the pier; the bow middle positioning pier and the stern middle positioning pier are located at the curved surfaces at both ends of the centerline surface of the outer plate of the ship, and by adjusting the height of the bow middle positioning pier and the stern middle positioning pier, the longitudinal movement of the ship can be controlled; the bow left positioning pier and the bow right positioning pier are symmetrically located at the curved surfaces of the outer plate at both sides of the bow of the ship, and by adjusting the height of the bow left positioning pier and the bow right positioning pier, the transverse movement of the bow of the ship can be controlled; the stern left positioning pier and the stern right positioning pier are symmetrically located at the curved surfaces of the outer plate at both sides of the stern of the ship, and by adjusting the height of the stern left positioning pier and the stern right positioning pier, the transverse movement of the stern of the ship can be controlled, and the linkage control of the bow left positioning pier, the bow right positioning pier, the stern left positioning pier and the stern right positioning pier can realize the control of the horizontal rotation movement of the ship.

5. The method for autonomous positioning and landing of a dry dock based on the device with a lifting pier according to claim 1, characterized in that: A plurality of lifting piers are distributed in the flat ship bottom bow area and a plurality of lifting piers are distributed in the flat ship bottom stern area, and by adjusting the height of the lifting piers in the flat ship bottom bow area and the flat ship bottom stern area, the trim movement and the heeling movement of the ship can be controlled.

6. The method for autonomous positioning and landing of a ship in a dry dock with a lifting caisson device according to claim 1, characterized in that: The initial extension height of each positioning pier is the set theoretical height H1 in the pier arrangement scheme plus the height difference compensation T, so that when the outer plate of the ship bottom first contacts the pier during the process of falling on the pier, it is the positioning pier, so as to make the ship fall into the positioning pier to adjust the ship state within the range.

7. The method for autonomous positioning and landing of a ship in a dry dock with a lifting caisson device according to claim 1, characterized in that: During the continuous drainage in the dock chamber, the control unit collects the oil pressure signals of each positioning pier and the middle longitudinal pier, analyzes the support force provided by the current pier through the oil pressure signal, and then judges the contact condition of the outer plate of the ship bottom and the lifting pier.

8. The method for autonomous positioning and landing of a dry dock based on the device with a lifting pier according to claim 1, characterized in that: When the ship is horizontally or longitudinally deviated from the set value too much during the continuous drainage in the dock chamber, the outer plate of the ship bottom contacts a certain positioning pier, and the positioning pier makes the ship move towards the set position, and when it is monitored that the oil pressure of a certain positioning pier increases obviously, it proves that the outer plate of the ship bottom reaches the set position and provides support force with the two symmetrical positioning piers, at this time, the height of the two positioning piers in the symmetrical position is simultaneously reduced by a single reduction value, so that the oil pressure of the two positioning piers is reduced, and the ship falling on the pier is guided to the predetermined position.

9. The method for autonomous positioning and landing of a ship in a dry dock with a lifting caisson device according to claim 1, characterized in that: When the oil pressure of the positioning pier is monitored to increase, the height of the positioning pier is reduced by a single reduction value, the oil pressure of the positioning pier is reduced, and the cycle continues until the oil pressure of a certain middle longitudinal pier is monitored to continuously increase, at this time, the outer plate of the ship bottom has fallen on the middle longitudinal pier, if the middle longitudinal pier is located at the stern, the height of the stern left positioning pier and the stern right positioning pier is adjusted to the set height H1, if the middle longitudinal pier is located at the bow, the height of the bow left positioning pier and the bow right positioning pier is adjusted to the set height H1.

10. The method for autonomous positioning and landing of a dry dock based on the device with a lifting pier according to claim 1, characterized in that: The height H1 of the curved dock blocks should be determined according to the weight distribution of the ship. When the ship is completely docked to the flat dock blocks, the gap distance between the curved dock blocks and the hull plate is t, so that the difference between the horizontal and vertical docking distances of the ship is controlled within the range of t without affecting the docking of the ship to the flat dock blocks.

11. The method for autonomous positioning and landing of a dry dock based on the device with a lifting pier according to claim 1, characterized in that: After the ship is completely docked, the ship state is checked. If the ship state is out of tolerance, the height of the flat dock blocks is adjusted to make the ship state meet the construction requirements. All the curved dock blocks are raised to exert a certain pre-supporting force P1 on the hull plate, so as to prevent the ship from overturning under the wind or uncertain load during the dry docking process.

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