A method for automatically generating dock pier layout schemes

Abstract

This invention relates to a method for automatically generating dock block layout schemes, applicable to dry docks with lifting dock block devices. The steps are as follows: Input parameters such as outer plate shape, lifting height [H0], and dock block pressure [P] into the calculation control unit. Based on the offset radii R1 and R2 and the coordinates of the intersection points of ribs, longitudinal sections, and aggregates, classify the load levels for the ship's bottom plate to safely withstand uniformly distributed loads. Extract the spatial coordinates and quantity of lifting dock blocks at each level of the support points for flat and curved bottoms. Analyze and calculate and output the extension height H of each lifting dock block for the ship's landing. Determine whether the height of each lifting dock block is within the maximum design height [H0] range, and output the lifting dock block number that meets the conditions, the pressure corresponding to each number, and the height value corresponding to each number. For a pre-set control unit, inputting the loading weight W and a specified reference lifting dock block will automatically generate the dock block scheme and execute it intelligently on command, improving the efficiency of dock block scheme implementation.

Description

Technical Field

[0001] This invention relates to a method for implementing a dry dock and its ancillary facilities for ship repair and construction, and more particularly to a method for automatically generating a dock pier layout scheme. Background Technology

[0002] According to professional common sense, during the shipbuilding and repair process, some ships need to enter dry dock for operations. According to standards such as CB / T3673 "Technical Requirements for Ships Entering and Leaving Floating Docks" and CB / T 3677 "Technical Requirements for Ships Entering and Leaving Dry Docks", a dock layout diagram must be prepared before the ship enters the dock, and a dock layout plan that is suitable for the ship entering the dock must be formulated.

[0003] Widely used dock piers for ships entering dry dock consist of a rigid dock pier at the bottom, made of cement or steel. Several layers of relatively soft intermediate material, such as wood, are laid on top of the rigid dock pier, and then curved pads adapted to the curved shape of the hull plating are placed on the soft intermediate layer. Because the dry dock chamber is fixed, and different types and sizes of ships have different hull plating lines, the water in the dry dock chamber needs to be drained before the ship enters the dock for dock placement. To avoid the hull plating contacting the dock pier at the same position each time the ship enters the dry dock, at least two different dock pier arrangement schemes are required to allow for painting at the contact points. For some ships with relatively large variations in stern lines, dock piers cannot be arranged in advance and must be arranged after the ship has entered the dry dock. Furthermore, the height of the dock piers is fixed; once the hull is dry-docked and placed on the dock piers, the hull's height, levelness, and relative to the dry dock coordinate system are fixed. If the hull's levelness or other indicators do not meet the construction requirements, the ship must be refloated and placed on the dock piers.

[0004] Patent publication number "CN 112606972 B" discloses a marine movable automatic lifting flexible dock pier unit. This unit achieves ship docking and switching between different docking pier configurations by adjusting the position of the transverse rails and the flexible dock pier unit, automatically extending and retracting a powerful spring, automatically rotating a movable support plate, and adding weight to the pressure iron bracket. This eliminates the need for manual adjustments such as adding wooden pads, thereby improving work efficiency, saving shipyard costs, and reducing resource waste. In contrast, this invention requires draining the water from the dock chamber before implementing the docking pier configuration, and the configuration remains a traditional dock pier configuration. It cannot achieve docking when the dock chamber is flooded, nor can it automatically generate docking pier configurations based on changes in the relative position of the ship. Furthermore, it cannot automatically verify the reliability of the dock pier support force for ships of different displacements.

[0005] Patent publication number "CN 113998075 A" discloses a novel universal dock pier based on hydraulic automatic control. It adopts a separate center and side pier structure with a modular and structured design, allowing for easy attitude adjustment to adapt to different ship hull curves. In contrast, this invention requires draining the water from the dock chamber before implementing the pier deployment scheme, and the scheme remains a traditional dock pier scheme. It cannot achieve pier deployment when the dock chamber is flooded, nor can it automatically generate a pier deployment scheme based on changes in the relative position of the ship. Furthermore, it cannot automatically verify the reliability of the dock pier's support force for ships of different displacements.

[0006] Patent publication number "CN 103287555 B" discloses a movable hydraulic dock pier and its usage method, which uses multiple sets of dock piers to slide in sections to lift heavy components to the installation position. Compared with this invention, the water in the dock chamber must be drained before the pier deployment scheme can be implemented, and the pier deployment scheme is still a traditional dock pier scheme. It cannot achieve pier deployment when there is water in the dock chamber, nor can it automatically generate a pier deployment scheme according to the relative position of the hull. It also cannot automatically verify the reliability of the dock pier support force for ships with different displacements.

[0007] The academic journal *Shipbuilding Technology*, in its 2020 issue (No. 3, Serial No. 355), published an article titled "Digital Dock System." This article describes how a precise grid coordinate system of point control piles is established, and the entire dock system is input into computer software. This transforms the dock into a visualizeable three-dimensional model, using three-dimensional coordinates to express dock system information, providing a concrete and intuitive operational platform for production design, organization planning, and simulation. In contrast, this article only describes the digitization of the dock's three-dimensional coordinates, without describing the implementation of the ship's pier deployment scheme, the realization of pier deployment in the presence of water in the dock chamber, or the automatic generation of pier deployment schemes based on changes in the relative position of the hull. Furthermore, it cannot automatically verify the reliability of the dock pier support capacity for ships of different displacements.

[0008] The preparation work for dock piers before a ship enters the dry dock is time-consuming, and the drainage of water in the dock chamber also consumes a lot of time. The accuracy of the ship after it sits on the pier is difficult to guarantee. In addition, the preparation time for moving and mounting fixed dock piers in existing dry docks is long, resulting in low efficiency of the ship's effective dry dock operation time. The accuracy of the relative position coordinates of the dock piers and the surface curvature of the dock piers is limited by manual layout. Summary of the Invention

[0009] To reduce the time required for dock pier placement, streamline the dock entry and exit procedures, improve the accuracy of relative position coordinates and surface dimensions of dock piers, and increase the turnover rate of dry dock operations, this invention proposes a method for automatically generating dock pier layout schemes. This method automatically generates dock pier layout diagrams for any ship, achieving high-precision dock pier placement and intelligent calculation of optimal placement schemes without draining water from the dock. It solves the problems of long dock entry and placement times, numerous dock entry and exit procedures, and limited positional accuracy of ships during dock placement in existing dry docks.

[0010] To solve the above problems, the present invention uses the following technical solution:

[0011] A method for automatically generating dock block layout schemes, applicable to dry docks with lifting dock block devices, comprises the following steps:

[0012] S1: Input the outer plate profile, compensation amount T, weight G, minimum distance h, lifting height [H0], dock pressure [P], check hull weight coefficient K1 for the support dock in the flat bottom area and check hull weight coefficient K2 for the support dock in the curved bottom area, each load Qn value, n=1,2,3---, pressure coefficient K, and offset radius R in the calculation control unit;

[0013] S2: Extract the rib profile and the outer profile of the middle longitudinal girder, and extract the absolute coordinates and corresponding height values ​​of the rib intersections;

[0014] S3. The grade is determined by the offset radius R and the coordinates of the intersection points of the ribs, longitudinals and skeletons to determine the level of the uniform load that the bottom plate can safely withstand.

[0015] S4: Select the reference point of the reference lifting dock pier and the reference point of the ship structure. The two reference points coincide and the three-dimensional coordinate system is unified.

[0016] S5: Extract the spatial coordinates and quantity of the lifting dock piers at each grade of the support points for flat-bottom and curved-bottom structures; among them, the support points for flat-bottom structures are graded according to the allowable uniformly distributed load, and the support points for curved-bottom structures are graded according to the allowable uniformly distributed load; remove lifting dock piers located within structural openings that are not suitable for providing support.

[0017] S6: Analyze, calculate and output the extension height H of each lifting dock pier for the ship to lower into the dock;

[0018] S7: Determine whether the height of each lifting dock is within the range of the maximum design height [H0] of the lifting dock, i.e., whether H≤[H0];

[0019] S8: Input the loaded weight W in addition to the empty ship weight into the shore calculation and control unit. The shore calculation and control unit automatically analyzes and iteratively calculates the preferred pressure unit P value based on the input constant value, and outputs the pressure unit P value; and automatically analyzes and calculates the pressure distribution P1n of each lifting dock pier at the flat bottom and the pressure distribution P2n of each lifting dock pier at the curved bottom based on the input constant value.

[0020] S9: Determine whether the calculated P1n and P2n values ​​satisfy the boundary conditions for the allowable design pressure of the lifting dock and the support force of the hull structure; that is, whether each P1n simultaneously satisfies P1n≤Qn·S and P2n≤Qn·S, where S is the end face area of ​​the lifting dock support; when each P1n and P2n value satisfies the boundary conditions, output the pressure unit P10 and P20 values ​​of the lifting dock's action, and further automatically analyze and calculate the final pressure of each lifting dock's action, output the support pressure OP1n and OP2n values ​​and the dock extension height H value, and output the results;

[0021] S10: Output the number of the lifting dock piers that meet the conditions, the pressure corresponding to each number, and the height value corresponding to each number, and automatically generate the pier placement plan.

[0022] Furthermore, in S1, Q1, Q2, and Q3 in the load Qn are the uniformly distributed loads of the maximum allowable support force of the dock piers at each typical node of the hull structure, calculated according to the relevant specifications. The pressure distribution ratio coefficients for the flat bottom are K11:K12:K13 = Q1:Q2:Q3; and the pressure distribution ratio coefficients for the curved bottom are K21:K22:K23 = Q1:Q2:Q3.

[0023] Furthermore, in S1, the offset radius R includes offset radii R1 and R2. Offset radius R1 is the straight-line distance between the center of the lifting dock and the intersection point of the ship's frame, and offset radius R2 is the straight-line distance between the center of the lifting dock and the ship's frame.

[0024] Furthermore, in S3, the outer plating of the hull is divided into several grades according to the characteristics of the hull structure. The first grade is the area within the offset radius R1, the second grade is the area within the offset radius R2 but outside the offset radius R1, and the third grade is the area outside the first and second grades.

[0025] Furthermore, in S6, the extension height H of each lifting dock pier for lowering the vessel is calculated and output analytically, including:

[0026] (1) Based on the ship's technical documents, dock layout diagram, minimum distance h, and maximum height [H0], determine the distance H between the ship's bottom and the bottom of the dock chamber when the ship enters the dock. Take H to be greater than h+T, which is conducive to the minimum distance of the hull extension before the safe support of the dock is raised and lowered, and to maintain the stability of the dock.

[0027] (2) Extract the theoretical required extension height of each lifting dock from the data in the model value table, compare the theoretical required extension height with the maximum allowable lifting height [H0], and remove lifting docks with insufficient height to ensure that the lifting docks provide effective support for the hull structure.

[0028] (3) Select the number of lifting dock piers N11, N12, N13, N21, N22, N23 and dock pier number that meet the requirements of each grade area, and clarify the number of dock piers in each hull area grade to facilitate the balanced allocation of support to the lifting dock piers.

[0029] (4) Distribute the supporting force to each lifting dock pier, and dimensionlessly transform the uniformly distributed load of each typical structure into the typical structure, as shown in equations (1) and (2):

[0030] Q1:Q2:Q3=K11:K12:K13 ······ Equation (1)

[0031] Q1:Q2:Q3=K21:K22:K23 ······Equation (2)

[0032] (5) The pressure distribution ratio coefficient is given, as shown in equations (3) and (4). The ratio of the actual support force on each section of the hull structure is the same as the corresponding pressure ratio coefficient. By distributing the pressure in this way, the force on each section of the hull structure is relatively uniform, avoiding the situation where the support force on a certain part reaches the upper limit of the allowable uniformly distributed load of the hull structure while other parts are far from reaching the upper limit of the allowable uniformly distributed load of the hull structure, and avoiding the situation where the support force of a certain lifting dock pier is insufficient.

[0033] P11:P12:P13=K11:K12:K13 ······ Equation (3)

[0034] P21:P22:P23=K21:K22:K23 ······ Equation (4)

[0035] (6) Analytical calculation of unit pressure value. Unit pressure value is the unit of measurement for the minimum supporting force provided by the lifting dock pier. The unit pressure value for a flat-bottomed ship is shown in equation (5), and the unit pressure value for a curved-bottomed ship is shown in equation (6).

[0036] P10=(K1·(G+W)) / (N11·K11+N12·K12+N13·K13)······Equation (5)

[0037] P20=(K2·(G+W)) / (N21·K21+N22·K22+N23·K23)······Equation (6)

[0038] From equation (5), we know the pressure values ​​distributed in each lifting dock of the flat bottom of the ship:

[0039] P11=K11·P10, P12=K12·P10, P13=K13·P10.

[0040] From equation (6), we know the pressure distribution values ​​of each lifting dock on the flat bottom of the ship:

[0041] P21=K21·P20, P22=K22·P20, P23=K23·P20.

[0042] (7) When the pressure distribution of the lifting dock piers simultaneously meets the requirements

[0043] P11≤Q1·S and P11≤[P] and P12≤Q2·S and P13≤Q3·S and

[0044] When P21≤Q1·S and P21≤[P] and P21≤Q2·S and P21≤Q3·S, that is, when the unit pressure value P10 of the flat bottom and the unit pressure value P20 of the curved bottom meet the above conditions, the pressure distribution of each dock pier meets the requirements of the dock placement. Otherwise, it is necessary to control the weight of the ship entering the dock by reducing the loading weight W or to use the traditional dock placement method to achieve dock entry.

[0045] Furthermore, when the minimum distance plus deformation compensation h+T exceeds the maximum height [H0], the lifting dock piers cannot safely provide effective support for the hull. In this case, the lifting dock pier placement scheme switches to the traditional dock pier placement scheme, and the lifting dock piers do not participate in the placement. For lifting dock piers in the curved hull area that exceed the maximum allowable lifting height [H0] and require support pillars, additional independent rigid support pillars or other auxiliary supports must be added after the ship is dry-docked. This result is part of the placement scheme. In the placement scheme, the effective support of the lifting dock piers for the hull structure facilitates the safe implementation of ship placement and dry-dock engineering.

[0046] Furthermore, in S7, if the conditions are met, the coordinate values ​​of each dock pier in the output dimension coordinate system are calculated, and the corresponding dock pier number coordinates are output based on the coordinate values. The number of lifting dock piers corresponding to each structural section, N11, N12, N13, N21, N22, and N23, are then filtered. If the conditions are not met, lifting dock piers with insufficient height are removed, and the coordinates and height values ​​of the independent support positions are output. At the same time, the coordinate values ​​of each dock pier in the output dimension coordinate system are calculated and analyzed, and the corresponding dock pier number coordinates are output based on the coordinate values. The number of lifting dock piers corresponding to each structural section, N11, N12, N13, N21, N22, and N23, are then filtered. Based on the dock pier layout drawing in the design stage, it is assessed whether the hull structure of the removed dock pier area needs independent auxiliary support. If it does, the support is configured after dry docking based on the output independent support data; otherwise, the output independent support data is ignored.

[0047] Furthermore, in S7, to reduce the number of support piers for the lifting dock, iterative calculation of the unit pressure value is used while maintaining stability, including:

[0048] (1) When only the first-level lifting dock pier provides support, and the second and third-level lifting dock piers do not participate in the support.

[0049] That is, P12 = 0, P13 = 0, P22 = 0, P23 = 0;

[0050] Unit pressure value P10=(K1·(G+W)) / N11:······Equation (7)

[0051] Unit pressure value P20=(K2·(G+W)) / N21;·····Equation (8)

[0052] From equations (7) and (8), we know that P11 = P10 and P21 = P20.

[0053] If both conditions are met

[0054] When P11≤Q1·S and P11≤[P] and P21≤Q1·S and P21≤[P], then only the first-level area needs to bear the support force of the lifting dock pier to meet the dock entry requirements; otherwise, the second-level structure needs to participate in the support.

[0055] (2) When the first and second gear lifting docks provide support, and the third gear support point lifting dock does not participate in the support, that is, P13 = 0, P23 = 0;

[0056] Unit pressure value P10=(K1·(G+W)) / (N11·K11+N12·K12)······Equation (9)

[0057] Unit pressure value P20=(K2·(G+W)) / (N21·K21+N22·K22)······Equation (10) From equations (9) and (10), we know P11=K11·P10;P12=K12·P10;P21=K21·P20;P22=K22·P20;If all of the above conditions are met, the pressure value P20=(K2·(G+W)) / (N21·K21+N22·K22)·····

[0058] When P11≤Q1·S and P12≤Q1·S and P11≤[P] and P21≤Q1·S and P22≤Q1·S and P21≤[P], then only the first and second gear areas need to bear the support force of the lifting dock pier to meet the dock entry requirements. Otherwise, the unit pressure value is solved according to formulas (5) and (6).

[0059] (3) Based on 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.

[0060] OP11=P10·K11; OP12=P10·K12; OP13=P10·K13

[0061] OP21=P20·K21; OP22=P20·K22; OP23=P20·K23.

[0062] Furthermore, in S9, when the values ​​of P11, P12, P12, P21, P22, and P23 do not meet the boundary conditions, the loading weight W needs to be reduced to control the docking ship weight and the pressure unit values ​​of P10, P20, P11, P12, P12, P21, P22, and P23 need to be recalculated.

[0063] Furthermore, in S9, when the load weight W is close to 0 or cannot be reduced further, the conditions for raising and lowering dock piers cannot meet the requirements for the ship to enter the dock, and the traditional fixed dock pier arrangement scheme is selected.

[0064] The present invention has the following beneficial effects:

[0065] 1. For the pre-set dock shore control unit 71 with lifting dock piers, input the loading weight W and the specified benchmark lifting dock pier, and the dock pier scheme can be automatically generated. The dock pier scheme is generated quickly and executed intelligently on command. There is no need to move the dock piers or report the relative position and alignment of the dock piers, which improves the efficiency of dock pier scheme implementation.

[0066] 2. The generation and implementation of the dock pier scheme are highly efficient and not limited by the dock water injection conditions or the position of the ship. It can be pre-set in advance and the data can be used for a long time, reducing the time for pier placement and saving the time for drainage before pier placement and water injection in the dock after pier placement, thereby improving the utilization rate of the dry dock.

[0067] 3. The automatically generated dock pier scheme can allocate dock pier support force, improve the matching accuracy between the dock pier line and the ship structure line, control the deformation of the ship structure, and improve the accuracy of pier construction.

[0068] 4. The dock with the lifting dock pier device can remotely control the placement of piers in the shore area, improving the working environment for personnel.

[0069] 5. The pier placement scheme can be implemented without draining the water in the dock, enabling pier placement even when there is water in the dock and automatically generating pier placement schemes as the relative position of the ship changes.

[0070] 6. Automatically verify the reliability of dock support capacity for ships with different displacements and hull shapes. Attached Figure Description

[0071] Figure 1 This is a schematic diagram of the dry dock layout;

[0072] Figure 2 This is a schematic diagram of the dry dock layout (AA section).

[0073] Figure 3 This is a flowchart for generating dock pier schemes;

[0074] Figure 4 This is the iterative flowchart for Region I of the process for generating dock pier schemes;

[0075] Label Explanation:

[0076] T: Deformation compensation amount (mm), width of the actual hull plating line shape and theoretical line shape tolerance zone in the form value table.

[0077] R1: First offset radius, straight-line distance between the center of the lifting dock 4 and the intersection point of the ship's hull frame.

[0078] R2: Second offset radius, the straight-line distance between the center of the lifting dock 4 and the ship's frame.

[0079] h: Minimum distance a vessel may be from the bottom of the dock chamber when entering dry dock

[0080] [H0]: Maximum design height of the lifting dock pier

[0081] H: The distance from the bottom of the ship to the bottom of the dock chamber, determined by h.

[0082] G: Empty ship weight

[0083] W: Loading weight

[0084] S: Area of ​​the end face of the lifting dock support section

[0085] K1: According to relevant standards, the check hull weight coefficient K1 is used for selecting the support piers in the flat bottom area of ​​the ship. For example, according to GJB4000-2000, K1=1.

[0086] K2: According to relevant specifications, the check hull weight coefficient K2 is used for selecting the supporting dock piers in the curved hull area. For example, according to GJB4000-2000, K2 = 0.5.

[0087] P11: Pressure distribution of the first-stage lifting dock pier on the flat bottom of the ship

[0088] P12: Pressure distribution of the second-stage lifting dock pier on the flat bottom of the ship

[0089] P13: Pressure Distribution of the Third-Level Lifting Dock Block on Flat Bottom

[0090] P21: Pressure distribution of the first lifting dock pier at the bottom of the curved hull

[0091] P22: Pressure distribution of the second-stage lifting dock pier at the bottom of the curved hull

[0092] P23: Pressure Distribution of the Third-Level Lifting Dock Pier at the Bottom of the Curved Ship

[0093] Q1: According to relevant specifications, what is the maximum permissible uniformly distributed load for the first-tier structural support of the dock piers?

[0094] Q2: According to relevant specifications, the maximum permissible uniformly distributed load for the dock piers in the second-tier structural section of the hull is...

[0095] Q3: According to relevant specifications, what is the maximum permissible uniformly distributed load for the dock piers in the third-tier structural section of the hull?

[0096] K11: Pressure distribution ratio coefficient for the first gear of the flat-bottom design, related to the Q1 linearity.

[0097] K12: Pressure distribution ratio coefficient for the second gear of the flat-bottom design, related to the Q2 linearity.

[0098] K13: Pressure distribution ratio coefficient for the third gear of the flat-bottom design, related to the Q3 linearity.

[0099] Here, Q1:Q2:Q3 = K11:K12:K13

[0100] K21: Pressure distribution ratio coefficient for the first gear of the curved hull, related to the Q1 linearity.

[0101] K22: Pressure distribution ratio coefficient for the second gear of the curved hull, related to the Q2 linearity.

[0102] K23: Pressure distribution ratio coefficient for the third gear of the curved hull, related to the Q3 linearity.

[0103] Here, Q1:Q2:Q3 = K21:K22:K23

[0104] N11: Number of first-stage lifting dock piers on the flat bottom of the ship

[0105] N12: Number of second-stage lifting dock piers on flat-bottomed ships

[0106] N13: Number of third-level lifting dock piers on flat-bottomed ships

[0107] N21: Number of first-stage lifting dock piers at the bottom of the curved hull

[0108] N22: Number of second-stage lifting dock piers at the bottom of the curved hull

[0109] N23: Number of third-level lifting dock piers at the bottom of the curved ship

[0110] P10: Unit pressure value of flat bottom P10=(K1·(G+W)) / (N11·K11+N12·K12+N13·K13)

[0111] P20: Unit pressure value at the bottom of the curved hull P20=(K1·(G+W)) / (N21·K21+N22·K22+N23·K23)

[0112] [P]: Allowable design pressure of the lifting dock pier

[0113] OP11: Generate the pressure of the first level lifting dock pier on the flat bottom of the ship.

[0114] OP12: Generate the second-stage lifting dock pressure for the flat bottom of the ship.

[0115] OP13: Generate the pressure of the third level lifting dock pier on the flat bottom of the ship.

[0116] OP21: Generate the pressure of the first lifting dock pier at the bottom of the curved ship.

[0117] OP22: Generating the pressure of the second-stage lifting dock pier at the bottom of the curved ship.

[0118] OP23: Generating the pressure of the third-level lifting dock pier at the bottom of the curved ship.

[0119] 1: Dry dock structure; 2: Working area; 3: Lifting device column number; 4: Lifting dock pier; 5: Reinforcing structure; 6: Filling material; 7: Shore unit; 71: Calculation and control unit; 72: Shore power unit. Detailed Implementation

[0120] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0121] like Figure 1 , 2 As shown, the dry dock structure mainly consists of the dry dock structure 1, the working area 2, the lifting device columns numbered 3, the lifting dock piers 4, the reinforcing structure 5, the filling material 6, and the shore unit 7. Each lifting dock pier has a unique coordinate number 3. The extension length and support pressure of the lifting dock pier 4 can be remotely controlled. The shore calculation and control unit 71 can analyze and calculate, and formulate a pier placement plan based on the input data. The shore power unit 72 places the piers in sequence according to the pier placement plan analyzed and calculated by the shore control unit 71.

[0122] like Figure 3 As shown in the embodiment of the present invention, a method for automatically generating dock pier layout schemes is provided:

[0123] S1: The dry dock is a dry dock with a lifting dock pier device. The calculation control unit inputs the outer plate shape, compensation amount T, weight G, minimum distance h, lifting height [H0], dock pier pressure [P], input K1, K2 values, load Q1, Q2, Q3 values, pressure coefficients K11, K12, K13, K21, K22, K23, offset radius R1 and R2 and other constants.

[0124] S2: Extract the rib line shape and the outer plate shape of the middle longitudinal girder, and extract the absolute coordinates and corresponding height values ​​of the rib intersection points.

[0125] S3: The grade is determined by the offset radii R1 and R2 and the coordinates of the intersection points of the ribs, longitudinals and skeletons to classify the ship bottom plate into grades that can safely withstand uniformly distributed loads.

[0126] S4: Select the reference point of the reference lifting dock pier and the reference point of the ship structure. The two reference points coincide and the three-dimensional coordinate system is unified.

[0127] S5: The support points of the flat bottom structure are divided into grades according to the allowable uniformly distributed load, and the support points of the curved bottom structure are divided into grades according to the allowable uniformly distributed load.

[0128] S6: Extract the spatial coordinates and quantity of the lifting dock piers at each of the support points of the flat bottom and curved bottom of the ship;

[0129] S7: Eliminate lifting dock piers (discontinuities) located within structural openings that are unsuitable for providing support;

[0130] S8: Analyze, calculate and output the extension height H of each lifting dock pier for the ship to lower into the dock;

[0131] S9: Determine if the height of each lifting dock pier is within the maximum design height [H0] range, i.e., whether H≤[H0]. If the condition is met, calculate the coordinate values ​​of each dock pier in the output dimension coordinate system, output the corresponding dock pier number coordinates based on the coordinate values, and filter the number of lifting dock piers N11, N12, N13, N21, N22, and N23 corresponding to each structural file. If the condition is not met, remove lifting dock piers with insufficient height, and output the coordinates and height values ​​of the independent support positions. At the same time, analyze and calculate the coordinate values ​​of each dock pier in the output dimension coordinate system, output the corresponding dock pier number coordinates based on the coordinate values, and filter the number of lifting dock piers N11, N12, N13, N21, N22, and N23 corresponding to each structural file. Based on the dock pier layout drawing in the design stage, assess whether the hull structure of the removed dock pier area needs independent auxiliary support. If it is needed, configure the support after dry docking based on the output independent support data; if it is not needed, ignore the output independent support data.

[0132] S10: Input the loaded weight W, excluding the empty ship weight, into the shore-based calculation control unit 71.

[0133] S11: The onshore calculation and control unit 71 automatically analyzes and iteratively calculates the preferred pressure unit values ​​P10 and P20 based on the input constant values, and outputs the pressure unit values ​​P10 and P20.

[0134] S12: The shore-based calculation control unit 71 automatically analyzes and calculates P11, P12, P12, P21, P22, and P23 based on the input constant values.

[0135] S13: Determine whether the calculated values ​​of P11, P12, P21, P22, and P23 satisfy the boundary conditions for the allowable design pressure of the lifting dock and the supporting force of the ship structure. That is, whether they simultaneously satisfy P11≤Q1·S and P11≤[P] and P12≤Q2·S and P13≤Q3·S and P21≤Q1·S, P21≤[P] and P21≤Q2·S and P21≤Q3·S.

[0136] S14: When the values ​​of P11, P12, P12, P21, P22, and P23 meet the boundary conditions, output the pressure unit values ​​P10 and P20 for the lifting dock pier's execution action. Further, automatically analyze and calculate the final pressure output for each lifting dock pier's execution action, outputting the support pressure values ​​OP11, OP12, OP13, OP21, OP22, and OP23, and the dock pier extension height H, and outputting the results. When the values ​​of P11, P12, P12, P21, P22, and P23 do not meet the boundary conditions, the loading weight W needs to be reduced to control the ship's weight upon entering the dock, and the pressure unit values ​​P10, P20, and the values ​​of P11, P12, P12, P21, P22, and P23 need to be recalculated. When W is close to 0 or cannot be reduced further, the lifting dock pier conditions cannot meet the ship's entry into the dock, and the traditional fixed dock pier arrangement scheme is selected.

[0137] S15: Output the number of the lifting dock that meets the conditions, the pressure corresponding to each number, and the height value corresponding to each number.

[0138] Among them, the shore control unit 71 imports the following hull data:

[0139] (1) Import the hull hull line data to extract the flat bottom area, curved bottom area and absolute height based on the hull baseline.

[0140] (2) Import the rib spacing and longitudinal rib spacing to extract the load distribution points of the outer plate structure of the ship.

[0141] (3) Import the empty ship's hull weight G and the load weight W when entering the dock to calculate the support force required for several lifting dock piers.

[0142] (4) Import the minimum distance h allowed from the bottom of the dock chamber during the ship design phase to calculate the extension height of the lifting dock pier.

[0143] (5) Import the verification hull weight coefficients K1 and K2 for the flat bottom area and curved bottom area, respectively, to calculate the pressure distribution of each lifting dock pier. According to recognized standards, the dock piers in the flat bottom area provide the primary support force (supporting the hull weight), and the dock piers in the curved bottom area provide the secondary support force (providing the anti-capsizing moment fulcrum). Select the verification hull weight coefficients K1 and K2 for the support dock piers in the flat bottom area and curved bottom area respectively, according to the relevant standards. For example, according to GJB4000-2000, select K1 = 1 and K2 = 0.5.

[0144] (6) Import the maximum design height of the lifting dock [H0] to determine whether the working height of the lifting dock can meet the support conditions of a certain point on the hull plate.

[0145] (7) Import the allowable design pressure [P] of the lifting dock pier to determine whether the support force of the lifting dock pier can meet the support conditions of a certain point on the outer plate of the ship.

[0146] (8) Import Q1, Q2, Q3: Used to calculate the pressure distribution ratio coefficients K11, K12, K13, K21, K22, and K23 for the lifting dock piers. The load-bearing capacity of typical nodes in the hull structure is divided into several levels. This invention uses three levels to illustrate the uniformly distributed load on the hull outer plate structure. Q1, Q2, and Q3 are the maximum allowable uniformly distributed loads of the dock piers at typical nodes of the hull structure, calculated according to relevant specifications. The pressure distribution ratio coefficients for the flat bottom are K11:K12:K13 = Q1:Q2:Q3; and the pressure distribution ratio coefficients for the curved bottom are K21:K22:K23 = Q1:Q2:Q3. The pressure distribution ratio coefficients are used to adjust the support force applied to the hull structure by each lifting dock pier, so that the ratio of the predetermined force to the maximum allowable uniformly distributed load is the same for each stressed part of the hull structure, controlling the absolute deformation of the hull structure caused by the support force of the lifting dock piers, thereby improving the accuracy of the hull's docking.

[0147] (9) Because the actual shape of the hull plating differs from the theoretical shape in the form value table, and because some hull height values ​​do not include the bottom plating thickness, the tolerance zone width T for compensation is determined based on the generally accepted acceptable tolerance values ​​for hull structure construction and the determined hull plating thickness. The tolerance zone width T for deformation can avoid adverse effects caused by the dock piers contacting the hull plating before the instructions.

[0148] (10) Import the offset radius R of the hull outer plate division index. R1 is the straight-line distance between the center of the lifting dock 4 and the intersection point of the hull frame, and R2 is the straight-line distance between the center of the lifting dock 4 and the hull frame. Since the lifting dock 4 and the hull structure are in surface-to-surface contact, the distance between the center of the lifting dock 4 and the theoretical position of the hull profile is within a certain range. The actual uniformly distributed load that the hull structure can withstand is close to the uniformly distributed load at the theoretical calculation point. It can be considered that the straight-line distance between the center of the lifting dock 4 and the intersection point of the hull frame is within the value range of R1, and the uniformly distributed load that the hull structure can withstand is the same as the uniformly distributed load at the theoretical calculation point. According to the specifications and classical mechanical calculations, the hull outer plate is divided into several grades according to the characteristics of the hull structure. This invention exemplifies the following division rules: First grade: the area within the offset radius R1, such as the area near the intersection point of the mid-longitudinal girder, flat keel, or hull frame, or strong rib. Second grade: the area within the offset radius R2 but outside the range of R1, such as the area near the rib, longitudinal girder, or longitudinal bone. Third gear: Areas outside the first and second gears, such as the gaps between ribs, longitudinal struts, or longitudinal bones.

[0149] (11) Import the absolute coordinate dimensions of underwater hull structure openings or protrusions or reserved operation areas such as seabed gates and anti-roll fins. Map the absolute coordinate dimensions into the dock coordinate system and remove the coordinate numbers of lifting dock piers for parts of the hull that are not suitable for support, so as to protect the non-strong structural parts of the hull from damage.

[0150] Among them, the onshore calculation and control unit 71 performs analytical calculations and formulates pier placement schemes based on input data, including:

[0151] (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.

[0152] (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.

[0153] (3) Filter the coordinate numbers of the lifting dock piers corresponding to the first, second, and third sections of the flat hull, and filter the coordinate numbers of the lifting dock piers corresponding to the first, second, and third sections of the curved hull. Since the unique coordinate number of each lifting dock pier is data that can be recognized by the shore calculation and control unit 71, the selected coordinate numbers are the lifting dock piers that initially participate in the support of this pier arrangement scheme, while other lifting dock piers remain in a fully retracted state.

[0154] (4) Based on the dock layout diagram, minimum distance h, and maximum height [H0] in the ship's technical documents, determine the distance H between the ship's bottom and the bottom of the dock chamber when the ship enters the dock. The preferred distance H is slightly greater than h+T, which is beneficial for minimizing the hull extension before the dock is raised and lowered to ensure the stability of the dock.

[0155] (5) Extract the theoretical required extension height of each pier from the data in the form value table. Compare the theoretical required extension height with the maximum allowable lifting height [H0], and eliminate piers with insufficient height to ensure that the piers provide effective support for the hull structure. When the minimum distance plus deformation compensation (h+T) is greater than the maximum height [H0], the piers cannot safely provide effective support for the hull. In this case, the pier placement scheme switches to the traditional pier placement scheme, and the piers do not participate in the placement. When the piers in the curved bottom area exceed the maximum allowable lifting height [H0] and require support pillars, independent rigid support pillars or other auxiliary supports need to be added separately after the ship is dry-docked. This result is part of the pier placement scheme. The effective support of the piers for the hull structure in the pier placement scheme facilitates the safe implementation of ship placement and dry-dock engineering.

[0156] (6) Select the number of eligible lifting dock piers N11, N12, N13, N21, N22, N23 and their numbers for each graded area. Clarify the number of dock piers within each hull area grade to facilitate balanced distribution of support to the lifting dock piers.

[0157] (7) Distribute the supporting force to each lifting dock pier. The weight coefficient for a flat bottom is K1, and the weight coefficient for a curved bottom is K2. The typical hull structure allows for uniformly distributed loads and hull deformation that are positively correlated with the applied forces. The uniformly distributed loads of each typical structure are dimensionless as shown in equations (1) and (2):

[0158] Q1:Q2:Q3=K11:K12:K13 ······ Equation (1)

[0159] Q1:Q2:Q3=K21:K22:K23 ······Equation (2)

[0160] (8) The pressure distribution ratio coefficients are given as shown in equations (3) and (4). The actual support force ratio of each section of the hull structure is the same as the corresponding pressure ratio coefficient. It is preferable to distribute the pressure in this way so that the force on each section of the hull structure is relatively uniform, avoiding the situation where the support force on a certain part reaches the upper limit of the allowable uniformly distributed load of the hull structure while other parts are far from reaching the upper limit of the allowable uniformly distributed load of the hull structure, and avoiding the situation where the support force of a certain lifting dock pier is insufficient.

[0161] P11:P12:P13=K11:K12:K13 ······ Equation (3)

[0162] P21:P22:P23=K21:K22:K23 ······ Equation (4)

[0163] (9) Analytical calculation of unit pressure value. Unit pressure value is the unit of measurement for the minimum supporting force provided by the lifting dock pier. The unit pressure value of flat bottom is shown in equation (5). The unit pressure value of curved bottom is shown in equation (6).

[0164] P10=(K1·(G+W)) / (N11·K11+N12·K12+N13·K13)······Equation (5)

[0165] P20=(K2·(G+W)) / (N21·K21+N22·K22+N23·K23)·····Equation (6)

[0166] From equation (5), we know the pressure values ​​distributed in each lifting dock of the flat bottom of the ship:

[0167] P11=K11·P10, P12=K12·P10, P13=K13·P10.

[0168] From equation (6), we know the pressure distribution values ​​of each lifting dock on the flat bottom of the ship:

[0169] P21=K21·P20, P22=K22·P20, P23=K23·P20.

[0170] (10) When the pressure distribution of the lifting dock piers simultaneously meets the requirements

[0171] P11≤Q1·S and P11≤[P] and P12≤Q2·S and P13≤Q3·S and

[0172] When P21≤Q1·S and P21≤[P] and P21≤Q2·S and P21≤Q3·S, that is, when the unit pressure value P10 of the flat bottom and the unit pressure value P20 of the curved bottom meet the above conditions, the pressure distribution of each dock pier meets the pier placement requirements. Otherwise, it is necessary to control the weight of the ship entering the dock by reducing the loading weight W or to use the traditional pier placement method to achieve dock entry.

[0173] (11) Optimizing dry dock operations reduces the number of supports, facilitating the movement of personnel and cargo, and increasing the area covered by a single paint repair operation. To reduce the number of dock support piers, an iterative calculation of the unit pressure value is optimized while maintaining stability. The process is as follows: Figure 4 As shown.

[0174] (12) When only the first-level lifting dock pier provides support, and the second and third-level lifting dock piers do not participate in the support.

[0175] That is, P12 = 0, P13 = 0, P22 = 0, P23 = 0;

[0176] Unit pressure value P10=(K1·(G+W)) / N11:······Equation (7)

[0177] Unit pressure value P20=(K2·(G+W)) / N21;·····Equation (8)

[0178] From equations (7) and (8), we know that P11 = P10 and P21 = P20.

[0179] If both conditions are met

[0180] When P11≤Q1·S and P11≤[P] and P21≤Q1·S and P21≤[P], then only the first-level area needs to bear the support force of the lifting dock pier to meet the dock entry requirements; otherwise, the second-level structure needs to participate in the support.

[0181] (13) When the first and second level lifting docks provide support, and the third level support point lifting dock does not participate in the support, that is, P13 = 0, P23 = 0;

[0182] Unit pressure value P10=(K1·(G+W)) / (N11·K11+N12·K12)······Equation (9)

[0183] Unit pressure value P20=(K2·(G+W)) / (N21·K21+N22·K22)······Equation (10)

[0184] From equations (9) and (10), we know that P11 = K11·P10; P12 = K12·P10; P21 = K21·P20; P22 = K22·P20; if all of these conditions are met...

[0185] When P11≤Q1·S and P12≤Q1·S and P11≤[P] and P21≤Q1·S and P22≤Q1·S and P21≤[P], then only the first and second gear areas need to bear the support force of the lifting dock pier to meet the dock entry requirements. Otherwise, the unit pressure value is solved according to formulas (5) and (6).

[0186] (14) Based on 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.

[0187] OP11=P10·K11; OP12=P10·K12; OP13=P10·K13

[0188] OP21=P20·K21; OP22=P20·K22; OP23=P20·K23

[0189] (15) Output the number of the lifting dock piers participating in the pier arrangement scheme, the support pressure of each dock pier, and the support height of each dock pier to form the final pier arrangement scheme.

[0190] (16) Automatic generation of pier design. For any ship, the ship attribute values ​​such as hull form data, rib spacing, longitudinal rib spacing, empty ship weight G, and minimum distance h are constant values. The origin of the hull absolute coordinate system is generally selected as the 0 rib position of the flat keel to keep it in the same coordinate system as the data in the hull form diagram.

[0191] (17) The maximum design height [H0], allowable design pressure [P], matrix spacing of the lifting dock and the dimensions of the supporting parts of the lifting dock are constant values ​​for the dry dock with lifting dock device.

[0192] (18) According to the specifications, the hull weight coefficient K1 in the flat bottom area and the hull weight coefficient K2 in the curved bottom area are constant values. The tolerance zone width T for hull deformation is constant. The maximum allowable uniformly distributed load Q of the typical support reaction force of the hull structure calculated according to the specifications is also constant. The offset radii R1 and R2 determined by the dimensions of the lifting dock support and the maximum allowable uniformly distributed load Q of the typical support reaction force of the hull structure are also constant values.

[0193] (19) Automatic generation of dock placement scheme: Import all known steady values ​​into the shore control unit 71, input the load weight W when the ship enters the dock (the load weight W when the ship enters the dock needs to be determined according to the ship's loading situation when entering the dock, and is a manually input value), specify the reference lifting dock pier, and automatically generate the dock placement scheme according to the preset process algorithm.

Claims

1. A method for automatically generating dock block layout schemes, applicable to dry docks with lifting dock block devices, characterized in that, The steps are as follows: S1: Input the following parameters into the calculation control unit: outer plate shape, deformation compensation amount T, lightship weight G, minimum allowable distance h between the ship and the bottom of the dock chamber when entering the dry dock, maximum design height H0 of the lifting dock pier, and allowable design pressure P of the lifting dock pier. 许 The following parameters are considered: hull weight coefficient K1 for selecting support piers in the flat-bottom area and K2 for selecting support piers in the curved-bottom area; the maximum allowable uniformly distributed load Qn for each grade of support pier structure (n=1, 2, 3); pressure coefficient K; and offset radius R. Offset radius R includes offset radius R1 and offset radius R2. Offset radius R1 is the straight-line distance between the center of the lifting pier and the intersection point of the hull frame, and offset radius R2 is the straight-line distance between the center of the lifting pier and the hull frame. Based on the hull structural characteristics, the hull plating is divided into several grades: Grade 1: the area within offset radius R1; Grade 2: the area within offset radius R2 but outside offset radius R1; Grade 3: the area outside Grades 1 and 2. In Qn, Q1 is the maximum allowable uniformly distributed load of support piers in the first grade of the hull structure; Q2 is the maximum allowable uniformly distributed load of support piers in the second grade of the hull structure; and Q3 is the maximum allowable uniformly distributed load of support piers in the third grade of the hull structure. S2: Extract the rib profile and the outer profile of the middle longitudinal girder, and extract the absolute coordinates and corresponding height values ​​of the rib intersections; S3. Classify the level of uniform load that the bottom plate can safely withstand based on the offset radius R and the coordinates of the intersection points of ribs, longitudinals and skeletons. S4: Select the reference point of the reference lifting dock pier and the reference point of the ship structure. The two reference points coincide and the three-dimensional coordinate system is unified. S5: Extract the spatial coordinates and quantity of the lifting dock piers at each grade of the support points for flat-bottom and curved-bottom structures; among them, the support points for flat-bottom structures are graded according to the allowable uniformly distributed load, and the support points for curved-bottom structures are graded according to the allowable uniformly distributed load; remove lifting dock piers located within structural openings that are not suitable for providing support. S6: Analyze, calculate and output the distance H between the bottom of the ship and the bottom of the dock chamber, which is determined by h when the ship enters the dry dock and is placed on each lifting dock pier. S7: Determine whether the height of each lifting dock is within the design maximum height H0 of the lifting dock, i.e., whether H≤H0; S8: Input the loaded weight W in addition to the empty ship weight into the shore calculation and control unit. The shore calculation and control unit will automatically analyze and iteratively calculate the pressure unit P value of each lifting dock pier according to the input constant value, and output the pressure unit P value; and automatically analyze and calculate the pressure distribution P1n of each lifting dock pier at the flat bottom and the pressure distribution P2n of each lifting dock pier at the curved bottom according to the input constant value. S9: Determine whether the calculated values ​​of P1n and P2n satisfy the boundary conditions for the allowable design pressure of the lifting dock pier and the support force of the hull structure; that is, whether each P1n simultaneously satisfies P1n≤Qn·S and P2n≤Qn·S, where S is the end face area of ​​the lifting dock pier support part; when each P1n and P2n value satisfies the boundary conditions, output the flat bottom unit pressure value P10 and curved bottom unit pressure value P20 of the lifting dock pier's action, and further automatically analyze and calculate the final pressure of each lifting dock pier's action, output the pressure values ​​of each level of the flat bottom lifting dock pier in the generated scheme OP1n, the pressure values ​​of each level of the curved bottom lifting dock pier in the generated scheme OP2n, and the distance H between the bottom of the ship entering the dry dock and the bottom surface of the dock chamber determined according to h, and output the results; S10: Output the number of the lifting dock piers that meet the conditions, the pressure corresponding to each number, and the height value corresponding to each number, and automatically generate the pier placement plan.

2. The method for automatically generating dock pier layout scheme according to claim 1, characterized in that: In S1, the pressure distribution ratio coefficients for the flat bottom are K11:K12:K13 = Q1:Q2:Q3; and the pressure distribution ratio coefficients for the curved bottom are K21:K22:K23 = Q1:Q2:Q3. Wherein, K11 is the pressure distribution ratio coefficient for the first stage of the flat bottom, K12 is the pressure distribution ratio coefficient for the second stage of the flat bottom, K13 is the pressure distribution ratio coefficient for the third stage of the flat bottom, K21 is the pressure distribution ratio coefficient for the first stage of the curved bottom, K22 is the pressure distribution ratio coefficient for the second stage of the curved bottom, and K23 is the pressure distribution ratio coefficient for the third stage of the curved bottom.

3. The method for automatically generating dock pier layout scheme according to claim 2, characterized in that: In S6, the distance H between the bottom of the ship and the bottom of the dock chamber, determined by h, is calculated and output analytically for each lifting dock pier to facilitate the ship's entry into the dry dock. This includes: (1) Based on the ship's technical documents, the dock layout diagram, the minimum allowable distance h between the ship and the bottom of the dock chamber when entering the dry dock, and the maximum design height H0 of the lifting dock, determine the distance H between the ship's bottom and the bottom of the dock chamber when entering the dry dock based on h. Take H to be greater than h+T, which is conducive to the minimum distance of the hull extension before the lifting dock is safely supported, and to maintain the stability of the dock. (2) Extract the theoretical required extension height of each lifting dock pier from the data in the model value table, compare the theoretical required extension height with the maximum design height H0 of the lifting dock pier, and eliminate lifting dock piers with insufficient height to ensure that the lifting dock pier provides effective support to the ship structure. (3) Select the number of lifting dock piers N11, N12, N13, N21, N22, N23 and dock pier number that meet the requirements of each grade area, and clarify the number of dock piers in each hull area grade to facilitate balanced distribution of support to the lifting dock piers. Among them: N11 is the number of lifting dock piers in the first grade of flat hull, N12 is the number of lifting dock piers in the second grade of flat hull, N13 is the number of lifting dock piers in the third grade of flat hull, N21 is the number of lifting dock piers in the first grade of curved hull, N22 is the number of lifting dock piers in the second grade of curved hull, and N23 is the number of lifting dock piers in the third grade of curved hull. (4) Distribute the supporting force to each lifting dock pier, and dimensionlessly transform the uniformly distributed load of each typical structure into the typical structure, as shown in equations (1) and (2): Q1:Q2:Q3=K11:K12:K13······Equation (1) Q1:Q2:Q3=K21:K22:K23······Equation (2) (5) The pressure distribution ratio coefficient is given, as shown in equations (3) and (4). The ratio of the actual support force on each section of the hull structure is the same as the corresponding pressure ratio coefficient. By distributing the pressure in this way, the force on each section of the hull structure is relatively uniform, avoiding the situation where the support force on a certain part reaches the upper limit of the allowable uniformly distributed load of the hull structure while other parts are far from reaching the upper limit of the allowable uniformly distributed load of the hull structure, and avoiding the situation where the support force of a certain lifting dock pier is insufficient. P11:P12:P13=K11:K12:K13 ······Equation (3) P21:P22:P23=K21:K22:K23······ Equation (4) In the formula: P11 is the pressure distribution of the first lifting dock pier of the flat bottom, P12 is the pressure distribution of the second lifting dock pier of the flat bottom, P13 is the pressure distribution of the third lifting dock pier of the flat bottom, P21 is the pressure distribution of the first lifting dock pier of the curved bottom, P22 is the pressure distribution of the second lifting dock pier of the curved bottom, and P23 is the pressure distribution of the third lifting dock pier of the curved bottom. (6) Analytical calculation of unit pressure value. The unit pressure value is the unit of measurement for the minimum supporting force provided by the lifting dock pier. The unit pressure value of the flat bottom is shown in Equation (5), and the unit pressure value of the curved bottom is shown in Equation (6). P10 = (K1·(G+W)) / (N11·K11+N12·K12+N13·K13) ·····Equation (5) P20 = (K2·(G+W)) / (N21·K21+N22·K22+N23·K23) ·····Equation (6) From equation (5), we know the pressure values ​​distributed in each lifting dock at the bottom of the flat ship: P11=K11·P10, P12=K12·P10, P13=K13·P10 From equation (6), we know the pressure distribution values ​​of each lifting dock on the flat bottom of the ship: P21=K21·P20, P22=K22·P20, P23=K23·P20 (7) When the pressure distribution of the lifting dock piers simultaneously meets the requirements P11≤Q1·S and P11≤P 许 And P12≤Q2·S and P13≤Q3·S and P21≤Q1·S and P21≤P 许 When P21 ≤ Q2·S and P21 ≤ Q3·S When the unit pressure value P10 of the flat bottom and the unit pressure value P20 of the curved bottom meet the above conditions, the pressure distribution of each dock pier meets the requirements for dock placement. Otherwise, it is necessary to control the weight of the ship entering the dock by reducing the loading weight W or to use the traditional dock placement method to achieve dock entry.

4. The method for automatically generating dock pier layout scheme according to claim 3, characterized in that: When the minimum distance plus deformation compensation h + T is greater than the maximum design height H0 of the lifting dock pier, the lifting dock pier cannot safely provide effective support for the hull. In this case, the lifting dock pier arrangement scheme switches to the traditional dock pier arrangement scheme, and each lifting dock pier does not participate in the arrangement. When the lifting dock pier in the curved bottom area exceeds the maximum design height H0 of the lifting dock pier and requires support pillars, it is necessary to add independent rigid support pillars or other auxiliary supports after the ship is dry docked. This result is part of the pier arrangement scheme. In the pier arrangement scheme, the lifting dock piers provide effective support for the hull structure, which is conducive to the safe implementation of ship landing and dry docking.

5. The method for automatically generating dock pier layout scheme according to claim 4, characterized in that: In S7, if the conditions are met, the coordinate values ​​of each dock pier in the output dimension coordinate system are calculated, and the corresponding dock pier number coordinates are output based on the coordinate values. The number of lifting dock piers corresponding to each structural section, N11, N12, N13, N21, N22, and N23, are filtered. If the conditions are not met, lifting dock piers with insufficient height are removed, and the coordinates and height values ​​of the independent support positions are output. At the same time, the coordinate values ​​of each dock pier in the output dimension coordinate system are calculated and analyzed, and the corresponding dock pier number coordinates are output based on the coordinate values. The number of lifting dock piers corresponding to each structural section, N11, N12, N13, N21, N22, and N23, are filtered. Based on the dock pier layout drawing in the design stage, it is evaluated whether the hull structure of the dock pier area to be removed needs independent auxiliary support. If it needs to be, the support is configured after dry docking based on the output independent support data. If it does not need to be, the output independent support data is ignored.

6. The method for automatically generating dock pier layout scheme according to claim 5, characterized in that: In S7, to reduce the number of support piers for the lifting dock, iterative calculation of the unit pressure value is used while maintaining stability. This includes: (1) When only the first-level lifting dock pier provides support, and the second and third-level support points do not participate in the support, That is, P12=0, P13=0, P22=0, P23=0; Unit pressure value P10 = (K1·(G+W)) / N11:······Equation (7) Unit pressure value P20 = (K2·(G+W)) / N21; ... Equation (8) From equations (7) and (8), we know that P11 = P10, P21 = P20 If both conditions are met P11≤Q1·S and P11≤P 许 And P21≤Q1·S and P21≤P 许 hour If only the first-level area bears the support force of the lifting dock pier, the dock entry requirements can be met; otherwise, the second-level structure needs to participate in the support. (2) When the first and second gear lifting docks provide support, and the third gear support point lifting dock does not participate in the support, that is, P13=0, P23=0; Unit pressure value P10 = (K1·(G+W)) / (N11·K11+N12·K12) ······Equation (9) Unit pressure value P20 = (K2·(G+W)) / (N21·K21+N22·K22) ······Equation (10) From equations (9) and (10), we know that P11 = K11·P10; P12 = K12·P10; P21 = K21·P20; P22 = K22·P20; If both conditions are met P11≤Q1·S and P12≤Q1·S and P11≤P 许 And P21≤Q1·S and P22≤Q1·S and P21≤P 许 hour Then only the first and second gear areas need to bear the support force of the lifting dock pier to meet the dock entry requirements; otherwise, the unit pressure value should be solved according to formulas (5) and (6). (3) Based on 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. OP11= P10·K11; OP12= P10·K12; OP13= P10·K13 OP21= P20·K21; OP22= P20·K22; OP23= P20·K23.

7. The method for automatically generating dock pier layout scheme according to claim 6, characterized in that: In S9, when the values ​​of P1n and P2n do not meet the boundary conditions, it is necessary to reduce the loading weight W, control the docking weight, and recalculate the unit pressure P10 of the flat bottom, the unit pressure P20 of the curved bottom, the pressure distribution P1n of each level of the flat bottom lifting dock, and the pressure distribution P2n of each level of the curved bottom lifting dock.

8. The method for automatically generating dock pier layout scheme according to claim 7, characterized in that: In S9, when the load weight W is close to 0 or cannot be reduced further, the conditions for raising and lowering dock piers cannot meet the requirements for the ship to enter the dock, and the traditional fixed dock pier arrangement scheme is selected.

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