A method for controlling the precision of a container ship binding bridge with no allowance and fast loading

Abstract

The application discloses a kind of container ship binding bridge no allowance fast hoisting precision control method, the application is measured every column relative level difference data D1 with center column lower mouth center point as reference zero point in platform general assembly stage, it is measured every with the horizontal difference data D2 of corresponding position angle joint of binding bridge column on hatch coaming with ship center as reference zero point, the horizontal data D1 of lower mouth of binding bridge column is calculated out with the horizontal data D2 of corresponding binding bridge column lower mouth angle joint position of hatch coaming, and the cutting allowance data D3 required for lower mouth of binding bridge column is calculated out, according to the allowance cutting D3 calculated in advance, the allowance of lower mouth of binding bridge column is cut in general assembly stage (platform) stage, so as to realize the quick unhooking of binding bridge erection and loading stage, save the hoist usage time, reduce the construction risk of operating personnel, reduce the erection operation time, improve the shipbuilding efficiency, shorten the construction period.

Description

Technical Field

[0001] This invention belongs to the field of shipbuilding technology, and in particular relates to a method for controlling the accuracy of rapid, margin-free installation of lashing bridges on container ships. Background Technology

[0002] Currently, most mainstream shipyards adopt a construction model that uses large modular sections for assembly. This improves the utilization rate of the dry dock and ensures construction quality while reducing crane usage time, increasing the work efficiency of operators, and enabling rapid unhooking of assembled sections, thus shortening the dry dock construction cycle. The lashing bridge is one of the important large outfitting components of a container ship, and its assembly efficiency directly affects the overall dry dock construction cycle.

[0003] The traditional method for tying and hoisting bridges is as follows:

[0004] After the lashing bridge is assembled on the platform, it is directly hoisted to the corresponding position of the compartment hatch coaming. Then, based on the actual matching state of the corresponding position of the lower opening of the lashing bridge column and the lower opening of the hatch coaming column (due to the easy deformation of the hatch coaming in the horizontal direction, the horizontal data deviation is large, resulting in a large amount of allowance to be trimmed at the lower opening of the lashing bridge column), the lashing bridge legs are trimmed. The crane cannot release the hook before the allowance trimming is completed. This construction method requires the use of the crane for a long time, which will occupy a lot of crane resources. Moreover, the working space on the ship is small, which increases the construction difficulty and safety risks for the workers, prolongs the lashing bridge hoisting time, and results in low hoisting efficiency.

[0005] A Chinese invention application with publication number CN115158589A discloses a method for installing a lashing bridge without any margin, comprising the following steps: S10, measuring the lashing bridge data, using the upper opening of the lashing bridge as a reference J, and measuring the height H1 of each support column of the lashing bridge; S20, measuring the data of the actual ship's hatch coaming, determining several measurement points on the upper surface of the hatch coaming, wherein each measurement point corresponds to the lower opening position of the lashing bridge, and measuring the height H2 of several measurement points; S30, using the support column height H1 of the lashing bridge and the height H2 of the measurement points, calculating the margin C that needs to be cut at the lower opening of the lashing bridge; S40, based on the calculated margin C... First, the excess material at the bottom of the lashing bridge is removed, and then the lashing bridge with no excess material is mounted onto the upper surface of the hatch coaming. However, this method still has some problems: First, this method is only applicable to cases where the hatch coaming is flat and symmetrical. If the hatch coaming has complex unevenness, this method becomes particularly difficult. Second, the uniform preset value Z determined by this method only ensures that the excess material at the bottom of all lashing bridges is greater than or equal to zero, without considering the existence of the maximum gap, let alone the possible deformation during hoisting of the lashing bridge during actual mounting. Third, this method uses three-dimensional point cloud acquisition software to simulate the state, making the calculation process complex and tedious, and requiring high personnel skills. Summary of the Invention

[0006] To address the problems existing in the prior art, the present invention aims to provide a method for rapid and precise installation of container ship lashing bridges with no margin. This invention achieves rapid docking in the overall assembly state by controlling the precision process of the lashing bridge segments. It further controls the precision process of the overall assembly state of the lashing bridge and measures and collects data on the horizontal height difference at the bottom of the lashing bridge columns. Then, it measures and collects data on the horizontal height difference at the corresponding positions of the corner joints at the bottom of the completed compartment hatches and the relative height of the columns, thus simulating the actual installation state of the lashing bridge on the ship. This allows for the pre-calculation of the margin required to be trimmed at the bottom of each lashing bridge column, and the pre-trimming of this margin before hoisting (platform stage). This improves crane utilization efficiency, reduces operational risks for construction personnel, increases loading efficiency, effectively shortens the dock construction cycle, and reduces the frequency and duration of crane use during subsequent construction, effectively improving the integrity of intermediate products in hull construction.

[0007] To achieve the above and other related objectives, the present invention adopts the following technical solution:

[0008] This invention provides a method for rapid, margin-free installation of container ship lashing bridges with precision control, comprising the following steps:

[0009] S1. Precision control during the fabrication of the bridge plate, including the calculation and trimming of the interface allowance in the width direction of the bridge plate:

[0010] A horizontal jig is made to support the bridge segments, and ground lines are marked on the ground for positioning. During the construction of the bridge segments, the spacing between the bridge columns, main dimensions, and straightness of the lower opening are monitored. After the construction of the left and right segments of the bridge segments is completed, the two-dimensional precision measurement data is compared with the theoretical design values. The interface allowance of the left and right segments of the bridge segments in the width direction is calculated and simulated. Based on the interface allowance, the left and right segments of the bridge segments are trimmed in advance, and a mating inspection line is made at the mating edge to facilitate direct welding of the left and right butt joints.

[0011] S2. Precision control of the overall state of the bridge assembly, and calculation of the horizontal data D1 at the bottom of the middle column of the bridge pier:

[0012] A horizontal jig is made on the tying bridge assembly platform. Then, the tying bridge assembly is quickly positioned and connected through the alignment inspection line. The positioning process is monitored, and the verticality of the tying bridge and the interface dimensions of the tying bridge pieces are recorded to ensure that they are within the tolerance range allowed by the process standard. After the tying bridge assembly is positioned, the joints between the tying bridge pieces are welded. After welding, the horizontal data D1 of the bottom of the tying bridge column is collected with the center point of the bottom of the tying bridge center column as the reference zero point. The measurement results are recorded in the accuracy data table.

[0013] S3. Calculate the horizontal data D2 for the lower corner joint position of the lashing bridge post corresponding to the hatch coaming:

[0014] First, based on the construction drawings of the lashing bridge, find the center position of the hatch coaming structure, set the hull center as the reference zero point, and draw a line at the lower corner joint position of the lashing bridge column corresponding to the hatch coaming. Finally, measure the horizontal data D2 of the lower corner joint position of the lashing bridge column by the horizontal height difference of the lower corner joint position of the lashing bridge column and the relative height difference of the pre-assembled box column, and record the measurement results in the accuracy data table.

[0015] S4. Calculate the required cutting allowance D3 at the bottom of the bridge pier using the precision data table:

[0016] For the horizontal data D1 of the bottom opening of the lashed bridge column already calculated in the accuracy data table and the horizontal data D2 of the corner joint position of the bottom opening of the lashed bridge column corresponding to the hatch coaming, the cutting allowance D3 of the bottom opening of each lashed bridge column is calculated by the formula D3=D1-D2+E+F. F in the calculation formula is the hoisting deformation value, and E in the calculation formula is a uniform preset value. By selecting the maximum positive value of the difference between D1 and D2, and according to the maximum allowable gap X between the bottom opening of the lashed bridge column and the hatch coaming in the process standard requirements, the uniform preset value E=D1-D2-X can be calculated.

[0017] S5. Based on the calculated cutting allowance data D3 at the bottom of the binding bridge column, cut the bottom of the binding bridge column and make edge cables at the edge of the binding bridge piece. When mounting the binding bridge, monitor the verticality of the binding bridge to ensure that the verticality status of the binding bridge is consistent with the verticality data recorded when the overall assembly is in the same state.

[0018] As a preferred technical solution, in step S1, after completing the fabrication of the left and right segments of the bridge body, the specific steps for calculating and trimming the interface allowance in the width direction of the bridge body include: measuring the main dimensions of the left and right segments of the bridge body and the distance between adjacent columns using a total station; comparing the distance between the left column closest to the left side of the segment joint and the right column closest to the right side of the segment joint with the theoretical design value; obtaining the interface allowance values ​​of the left and right segments of the bridge body in the width direction through simulation analysis and calculation; trimming the allowance of the left and right segments of the bridge body in advance according to the interface allowance values; and making a mating inspection line at the joint edge of the left and right segments of the bridge body to facilitate direct welding of the left and right joints.

[0019] As a preferred technical solution, in step S2, when performing rapid positioning and docking of the tying bridge assembly, the straightness of the lower opening of the column, the column spacing, the angle of the docking interface, and the main dimensions should all meet the accuracy indicators in the assembly process standard requirements.

[0020] As a preferred technical solution, in step S2, the measurement step of the horizontal data D1 of the lower end of the bridge column includes: selecting two measurement points on the left end face and the right end face of the lower end of each bridge column, and measuring and calculating the horizontal data D1 of the lower end of the bridge column through the measurement point on the left end of the lower end of the bridge column and the corresponding measurement point on the right end of the lower end of the bridge column.

[0021] As a further preferred technical solution, in step S3, during the measurement of the horizontal data D2 at the lower corner of each lashing bridge column corresponding to the hatch coaming, two measurement points need to be selected and collected. The positions of the measurement points are consistent with the positions of each measurement point when measuring and calculating the horizontal data D1 at the lower corner of the lashing bridge column.

[0022] As a preferred technical solution, in step S3, the pre-assembled column needs to be partially pre-assembled before measuring the relative height difference of the pre-assembled column, and then the horizontal data D2 of the lower corner joint position of the tied bridge column is measured and recorded.

[0023] As a preferred technical solution, in step S3, the calculation of the horizontal data D2 of the lower corner joint position of the lashing bridge column corresponding to the hatch coaming should be carried out after the compartment is assembled, the hatch is formed, and welding and fire correction have been completed.

[0024] As a preferred technical solution, in step S4, when the difference D1-D2 between the horizontal data D1 at the bottom of the lashing bridge column and the horizontal data D2 at the corner joint position of the lashing bridge column corresponding to the hatch coaming is positive, it indicates that there is a docking gap; when the difference D1-D2 is negative, it indicates that there is a cutting allowance.

[0025] As a preferred technical solution, in step S4, the unified preset value E is determined according to the actual situation, and the preset value E can be negative. The additional value of hoisting deformation F is the amount of deformation generated at the bottom of the column during the hoisting of the lashed bridge, which was collected from the previous hoisting deformation state of the same series of ship types.

[0026] As a preferred technical solution, in step S5, edge cables can be made at the edge of the cut binding bridge piece.

[0027] As described above, the present invention has the following beneficial effects:

[0028] (1) The present invention provides a method for controlling the precision of rapid assembly of container ship lashing bridges without margin. By controlling the precision of the lashing bridge piece manufacturing process, the present invention ensures that no margin can be achieved in the subsequent assembly stage through monitoring, thereby improving the assembly efficiency and thus greatly improving the overall assembly efficiency during the installation process.

[0029] (2) The present invention provides a method for rapid and accurate installation of container ship lashing bridges without margin. The present invention uses precise measurement and comprehensive calculation methods to calculate in advance the margin required to be trimmed at the bottom of each lashing bridge column, so that the lashing bridge can be trimmed before installation, thereby improving the crane utilization efficiency and reducing the operational risks for construction workers.

[0030] (3) The present invention provides a method for rapid and accurate installation of lashing bridges on container ships with no margin. The present invention simulates the actual installation state of the lashing bridge on the ship and accurately measures the position corresponding to the corner joint of the lashing bridge column on the hatch coaming and the relative height difference between the column and the container ship, thereby effectively improving the installation efficiency of the lashing bridge and reducing the operational risks during the construction process.

[0031] (4) The present invention provides a method for rapid and precise installation of container ship lashing bridges without margin. This invention improves the integrity of intermediate products in hull construction by pre-calculating and cutting margins, reducing the frequency and duration of crane use in subsequent construction processes, thereby effectively improving the efficiency of dock construction and shortening the dock construction cycle.

[0032] (5) The container ship lashing bridge rapid mounting accuracy control method of the present invention can avoid the risk of mounting errors or accidents caused by improper operation, and improve the safety and reliability of the construction process. Attached Figure Description

[0033] Figure 1 This is a flowchart illustrating the precision control method for rapid, margin-free installation of container ship lashing bridges according to the present invention.

[0034] Figure 2This is a schematic diagram illustrating the key points of precision control during the binding of the bridge assembly in this invention.

[0035] Figure 3 This is a stern side view of the docking of the lashing bridge and hatch coaming in this invention.

[0036] Figure 4 This is a top view of the compartment hatch enclosure in this invention.

[0037] The specific explanations of the reference numerals in the attached drawings are as follows: 1. Attachment column 2. Attachment column lower opening 3. Hatch coaming 4. Center column 4. Center point of the upper opening of the center column 41. Center point of the lower opening of the center column 42. Center of the hull 5. Box column 6. Measuring point at the left end of the lower opening of the Attachment column 71. Measuring point at the left end of the lower opening of the Attachment column 72. Detailed Implementation

[0038] To better understand the purpose, structure, and function of this invention, the technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments.

[0039] In the description of this invention, it should be noted that the positional relationships indicated by terms such as "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" are based on the positional relationships shown in the accompanying drawings and are only for the purpose of facilitating the description of the embodiments of this invention and simplifying the description. They are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific direction, and therefore should not be construed as a limitation of this invention.

[0040] This embodiment provides a method for rapid, margin-free installation of container ship lashing bridges with precision control, comprising the following steps:

[0041] S1. Precision control during the fabrication of the bridge plate, including the calculation and trimming of the interface allowance in the width direction of the bridge plate:

[0042] The horizontal construction method was adopted in the bridge segment fabrication stage. To ensure accuracy and quality, a horizontal jig was constructed to support the bridge segments, with an allowable deviation of ±1mm in horizontal height. Ground lines were then marked on the ground for positioning, controlling the right-angle dimensions between the bridge segment interface and the upper platform. During the bridge segment fabrication process, a total station was used to monitor the spacing of the bridge column 1, its main dimensions, and the straightness of the lower opening 2.

[0043] After completing the fabrication of the left and right segments of the bridge body, the main dimensions of the left and right segments, as well as the spacing between adjacent columns 1, were measured using a total station. The spacing between the left column closest to the left side of the segment joint and the right column closest to the right side of the segment joint was compared with the theoretical design values. Simulation analysis was used to calculate the allowance values ​​for the joints of the left and right segments in the width direction, i.e., the length data of the joints in the width direction. Based on these allowance values, the left and right segments of the bridge body were pre-trimmed to allow for rapid assembly without excess material. Finally, alignment inspection lines were fabricated at the joint edges of the left and right segments of the bridge body to facilitate direct welding of the left and right joints. Each segment had a single-sided alignment line of 150mm, and both sides were guaranteed to be 300mm during the joint.

[0044] S2. Precision control of the overall state of the tying bridge assembly, and calculation of the horizontal data D1 at the lower end of the tying bridge column:

[0045] After the bridge sections are fabricated, the normal vertical construction method is used to fabricate the bridge assembly platform. During the fabrication of the bridge assembly platform, the state of the bridge assembly is precisely controlled.

[0046] In this embodiment, firstly, a horizontal jig is fabricated on the tying bridge assembly platform. The maximum allowable horizontal height difference deviation range during jig fabrication is ±1mm. Then, according to the alignment inspection line, a 300mm gap must be maintained on both sides during docking to achieve rapid positioning and docking of the tying bridge assembly. The positioning process of the tying bridge assembly is monitored using a total station, and the status of the tying bridge assembly is precisely controlled to ensure that the verticality of the tying bridge and the interface dimensions of the tying bridge pieces are both within the tolerance range allowed by the process standard requirements.

[0047] During the positioning and docking of the tying bridge assembly, ensure that the straightness of the lower opening 2 of the tying bridge column, the spacing of the columns 1, the main dimensions of the tying bridge, the angle dimensions of the docking interface, and the verticality of the tying bridge all meet the precision indicators required by the assembly process standards: straightness of the lower opening 2 of the tying bridge column ±3mm, spacing of the columns 1 ±5mm, angle dimensions ±5mm, main dimensions ±5mm, and verticality of the upper and lower openings 2 of the tying bridge column 1 ±5mm. Figure 2 As shown, ADB represents the straightness of the lower opening 2 of the column, DH and DG represent the spacing between columns 1, the angle between AB and CD is an angular dimension, AB and EF represent the main dimensions of the tying bridge, and AE, CD, and BF represent the verticality of the upper and lower openings 2 of the tying bridge columns 1. Detailed verticality data must be recorded to ensure that the verticality of the tying bridge in its assembled state is consistent with that in its mounted state.

[0048] After completing the overall positioning of the tying bridge assembly, the joints between the tying bridge sections are welded. Following welding, a total station is used to collect horizontal data D1 at the bottom 2 of each tying bridge column, and the measurement results are recorded in the accuracy data table. For example... Figure 3 As shown, two measurement points are selected on the left end face and the right end face of the lower opening 2 of each tie-down bridge column. Using the left end measurement point 71 and the corresponding right end measurement point 72 of the lower opening 2 of the tie-down bridge column, with the center point 42 of the lower opening of the tie-down bridge center column as the reference zero point, the center point 42 of the lower opening of the center column near the bow of the tie-down bridge is the center of the edge of the lower opening 2 of the center column near the bow, and the center point 42 of the lower opening of the center column near the stern of the tie-down bridge is the center of the edge of the lower opening 2 of the center column near the stern. The horizontal data D1 of the lower opening 2 of the tie-down bridge column is measured and calculated.

[0049] S3, Calculate the horizontal data D2 for the lower corner joint position of the lashing bridge column corresponding to hatch coaming 3:

[0050] In this embodiment, after the bulkhead is assembled and the hatch is formed and welded and heat-straightened, firstly, according to the lashing bridge assembly drawings, the center position of the hull bulkhead structure of the hatch coaming 3 is located, and the hull center 5 is set as the reference zero point in the height direction. The hull center 5 is the corner joint position corresponding to the center point 42 of the lower opening of the lashing bridge center column on the hatch coaming 3. Then, in the bow, stern, and width directions, lines are drawn at the corner joint positions of the lower opening 2 of the lashing bridge column corresponding to the hatch coaming 3 for level measurement. Finally, the horizontal data D2 of the corner joint position of the lower opening 2 of the lashing bridge column is measured using a total station. The horizontal data D2 is the horizontal height difference of the corner joint position of the lower opening 2 of the lashing bridge column and the relative height difference of the pre-assembled box column 6. The measurement results are recorded in the accuracy data table. Two measurement points need to be collected for each corner joint position of the lower opening 2 of the lashing bridge column, such as... Figure 4 As shown, the measurement point locations are consistent with the locations used when measuring and calculating the horizontal data D1 at the bottom 2 of the tied bridge column, namely, measurement point 71 at the left end and measurement point 72 at the right end. The pre-installed box column 6 needs to be partially pre-installed before measurement, that is, the horizontal data D2 at the corner joint position of the bottom 2 of the tied bridge column is measured and recorded in the segmented pre-installation state of the box column 6.

[0051] S4. Calculate the required cutting allowance D3 at the bottom 2 of the tied bridge column using the precision data table:

[0052] like Figure 2As shown, the horizontal data D1 of the lower opening 2 of the lashing bridge column, calculated in the accuracy data table, and the horizontal data D2 of the corner joint position of the lower opening 2 of the lashing bridge column corresponding to the hatch coaming 3 are fitted and calculated. Finally, according to the calculation formula: D3 = D1 - D2 + E + F, the cutting allowance D3 of the lower opening 2 of each lashing bridge column is obtained. When the difference between D1 and D2 is positive, it represents the docking clearance; when the difference between D1 and D2 is negative, it represents the cutting allowance. E in the calculation formula is a uniform preset value determined according to the actual situation. The preset value can be negative. Generally, by selecting the largest positive value among the differences between D1 and D2, and according to the maximum allowable gap X between the lower opening 2 of the lashing bridge column and the hatch coaming 3 in the process standard requirements, the uniform preset value E = D1 - D2 - X can be calculated. In this embodiment, in order to ensure that the maximum allowable gap between the lower opening 2 of all lashing bridge columns and the hatch coaming 3 is 5mm, that is, X = 5mm, the uniform preset value E = D1 - D2 - 5. In the calculation formula, F is the hoisting deformation value, which is the amount of deformation generated at the lower opening 2 of the lashed bridge column collected during the hoisting deformation state of the same series of ships in the past, that is, during the hoisting of the lashed bridge.

[0053] In this embodiment, the hull center 5 is taken as the reference zero point in the height direction. The horizontal data D1 of the lower opening 2 of the lashing bridge column 1 and the horizontal data D2 of the corner joint position of the lower opening 2 of the lashing bridge column corresponding to the hatch coaming 3 are measured by a total station, as shown in Table 1 below. Furthermore, since the hull center 5 corresponds to the corner joint position of the central column 4 of the lashing bridge, D1 and D2 of the central column 4 are 0mm. Since a positive difference indicates the presence of a butt joint gap, and considering that the maximum allowable gap between the lower opening 2 of the lashing bridge column and the hatch coaming 3 is +5mm, for the position with the largest gap in Table 1, "+13", calculation shows that subtracting 8mm will ensure a maximum gap of +5mm. Therefore, the preset value E = -8 can be obtained. Using the calculation formula D3 = D1 - D2 + E + F, the cutting allowance data D3 of the lower opening 2 of each lashing bridge column can be obtained. In this embodiment, considering that the hooks on both sides cause deformation with the sides higher than the middle during the hoisting of the ties, it is considered that the three ties in the middle need to be cut with an additional 5mm allowance. That is, when calculating the allowance data D3 to be cut at the bottom 2 of the three ties in the middle, the hoisting deformation additional value F = -5mm, and the three ties in the middle need to be cut with an additional 5mm allowance.

[0054] Table 1. Precision data of the required cutting allowance for the lower opening of the bridge pier.

[0055]

[0056] S5. Based on the calculated cutting allowance data D3 for the lower opening 2 of the lashed bridge column, the lower opening 2 of the lashed bridge column is cut. Simultaneously, while the lashed bridge is in its mounted state, the verticality of the lashed bridge is controlled using a total station to ensure consistency between the verticality data recorded during the mounted state and the verticality data recorded during the assembly state. At this point, the center point 41 of the upper opening of the center column near the bow, the center point 42 of the lower opening of the center column near the bow, and the center 5 of the hull near the bow are all on a straight line. Similarly, the center points 41 of the upper opening of the center column near the stern, the center point 42 of the lower opening of the center column near the stern, and the center 5 of the hull near the stern are all on a straight line, thereby reducing the deviation in the docking gap of the lower opening 2 of the column caused by the verticality of the lashed bridge. The center point 41 of the upper opening of the central pillar near the bow of the tying bridge is the center of the edge of the upper opening of the central pillar near the bow, and the center point 41 of the upper opening of the central pillar near the stern of the tying bridge is the center of the edge of the upper opening of the central pillar near the stern.

[0057] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Those skilled in the art can make various changes or equivalent substitutions to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings of this invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are protected by this invention.

Claims

1. A method for precise control of rapid, margin-free installation of lashing bridges on container ships, characterized in that, Includes the following steps, S1. Precision control during the fabrication of the bridge plate, including the calculation and trimming of the interface allowance in the width direction of the bridge plate: A horizontal jig is made to support the bridge section body, and a ground line is marked on the ground for positioning. During the production of the bridge section body, the spacing, main dimensions, and straightness of the bottom opening (2) of the bridge column (1) are monitored. After the production of the left and right sections of the bridge section body is completed, the two-dimensional precision measurement data is compared with the theoretical design value. The interface allowance of the left and right sections of the bridge section body in the width direction is calculated and simulated. According to the interface allowance, the left and right sections of the bridge section body are trimmed in advance, and a mating inspection line is made at the mating edge to facilitate direct welding of the left and right mating seams. S2. Precision control of the overall state of the tying bridge assembly, and calculation of the horizontal data D1 of the lower opening (2) of the tying bridge column: A horizontal jig is made on the tying bridge assembly platform. Then, the tying bridge assembly is quickly positioned and connected through the alignment inspection line. The positioning process is monitored, and the verticality of the tying bridge and the interface size of the tying bridge pieces are recorded and ensured to be within the tolerance range allowed by the process standard. After the tying bridge assembly is positioned, the joint between the tying bridge pieces is welded. After the welding is completed, the horizontal data D1 of the lower opening (2) of the tying bridge column is collected with the center point (42) of the lower opening of the tying bridge column as the reference zero point. The measurement results are recorded in the accuracy data table. S3, Calculate the horizontal data D2 of the corner joint position of the lower opening (2) of the lashing bridge column corresponding to the hatch coaming (3): First, according to the construction drawings of the lashing bridge, find the center position of the hatch coaming (3) structure, set the hull center (5) as the reference zero point, draw a line at the corner joint position of the lower opening (2) of the lashing bridge column corresponding to the hatch coaming (3), and finally, measure the horizontal data D2 of the corner joint position of the lower opening (2) of the lashing bridge column by the horizontal height difference of the corner joint position of the lashing bridge column and the relative height difference of the pre-assembled box column (6), and record the measurement results in the accuracy data table; S4. Calculate the required cutting allowance D3 at the bottom (2) of the tied bridge column using the precision data table: For the horizontal data D1 of the bottom opening (2) of the lashed bridge column (3) and the horizontal data D2 of the corner joint position of the bottom opening (2) of the lashed bridge column (3) that have been measured in the accuracy data table, the cutting allowance data D3 of the bottom opening (2) of each lashed bridge column is calculated by the calculation formula D3=D1-D2+E+F. F in the calculation formula is the hoisting deformation value, and E in the calculation formula is the uniform preset value. By selecting the maximum positive value of the difference between D1-D2, according to the maximum allowable gap X between the bottom opening (2) of the lashed bridge column and the hatch cofferdam (3) in the process standard requirements, the uniform preset value E=D1-D2-X can be calculated. S5. According to the calculated cutting allowance data D3 for the lower opening (2) of the tie-up bridge column, cut the lower opening (2) of the tie-up bridge column. When tying up the tie-up bridge, monitor the verticality of the tie-up bridge to make the verticality status of the tie-up bridge consistent with the verticality data recorded when the overall group is in the verticality status.

2. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S1, after the fabrication of the left and right segments of the bridge body is completed, the specific steps for calculating and trimming the interface allowance in the width direction of the bridge body include: measuring the main dimensions of the left and right segments of the bridge body and the distance between adjacent columns (1) using a total station; comparing the distance between the left column closest to the left side of the segment joint and the right column closest to the right side of the segment joint with the theoretical design value; obtaining the interface allowance values ​​of the left and right segments of the bridge body in the width direction through simulation analysis; trimming the allowance of the left and right segments of the bridge body in advance according to the interface allowance values; and making a mating inspection line at the joint edge of the left and right segments of the bridge body to facilitate direct welding of the left and right joints.

3. A method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1 or 2, characterized in that, In step S2, when performing rapid positioning and docking of the tying bridge assembly, the straightness of the lower opening of the column (1), the column spacing, the angle of the docking interface, and the main dimensions should all meet the accuracy indicators in the process standard requirements of the assembly.

4. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S2, the measurement steps for the horizontal data D1 of the lower end (2) of the bridge column include: selecting two measurement points on the left end face and the right end face of the lower end (2) of each bridge column, and measuring and calculating the horizontal data D1 of the lower end (2) of the bridge column through the measurement point (71) on the left end of the lower end (2) and the corresponding measurement point (72) on the right end of the lower end (2).

5. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 4, characterized in that, In step S3, during the measurement of the horizontal data D2 of the corner joint position of each lashing bridge column (2) corresponding to the hatch coaming (3), two measurement points need to be selected and collected. The position of the measurement points is consistent with the position of each measurement point when measuring and calculating the horizontal data D1 of the lashing bridge column (2).

6. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S3, the pre-assembled box column (6) needs to be partially pre-assembled before measuring the relative height difference of the pre-assembled box column (6), and then the horizontal data D2 of the corner joint position of the lower end (2) of the bridge column is measured and recorded.

7. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S3, the calculation of the horizontal data D2 of the corner joint position of the lower opening (2) of the lashing bridge column corresponding to the hatch coaming (3) should be carried out after the compartment is assembled, the hatch is formed, and welding and fire correction have been completed.

8. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S4, when the difference D1-D2 between the horizontal data D1 of the lower opening (2) of the tying bridge column and the horizontal data D2 of the corner joint position of the lower opening (2) of the tying bridge column corresponding to the hatch coaming (3) is positive, it indicates that there is a docking gap. When the difference D1-D2 is negative, it indicates that there is a cutting allowance.

9. The method for controlling the accuracy of rapid, margin-free installation of container ship lashing bridges according to claim 1, characterized in that, In step S4, the unified preset value E can be negative, and the additional value of hoisting deformation F is the amount of deformation generated at the lower end (2) of the column during hoisting of the lashed bridge, which was collected from the previous hoisting deformation state of the same series of ship types.

Images