A precision control method for the transfer and assembly of giant segments
By setting baselines and monitoring points during the closure of the mega-section, and making real-time adjustments and data corrections, the problem of insufficient closure accuracy was solved, achieving efficient precision control and ensuring that the closure meets the standards.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CSSC HUANGPU WENCHONG SHIPBUILDING CO LTD
- Filing Date
- 2023-07-25
- Publication Date
- 2026-05-26
Smart Images
Figure CN116946321B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of shipbuilding technology, and in particular to a precision control method for the transfer and assembly of giant sections. Background Technology
[0002] The modular construction method is one of the most effective ways to achieve efficient final assembly. With the continuous improvement of hoisting and relocation capabilities, the trend of modular construction is becoming increasingly significant. This has led to the parallel construction of multiple modular sections in different locations, followed by relocation and assembly, thereby shortening the construction cycle, improving site utilization, making the final assembly production line schedule more flexible, and increasing the capacity of the final assembly plant. However, this places higher demands on the precision of modular assembly. Summary of the Invention
[0003] This invention provides a method for controlling the accuracy of transporting and assembling giant sections, ensuring that the accuracy of the assembly joint of the sections and the overall accuracy of the ship meet the relevant requirements of shipbuilding quality standards after assembly.
[0004] This application provides a method for precision control of the transfer and assembly of giant segments, including:
[0005] For two or more sections to be moved and joined, one section is designated as the positioning section and kept in its original position. The remaining sections are moved and joined with the positioning section.
[0006] Using the track center of the docking area where the positioning section is located and the track center of the bow half of the ship as the benchmark, draw a hull map centerline that runs through the entire ship, which serves as the loading centerline for the positioning section and the centerline for positioning the assembled and transported section.
[0007] Based on the centerline of the hull of the positioning section, the distance between the hull and the track of the deployed railcar is measured. Based on the measurement results, a centerline baseline is drawn within the track center of the off-site assembly section construction and relocation path. The distance to the track is consistent with the distance between the centerline of the positioning section and the track in the assembly slipway area.
[0008] Before relocation, establish relocation monitoring baselines;
[0009] During the transfer process, before loading onto the barge, lowering onto the pier, unloading onto the barge, and finally assembling and lowering onto the pier, the assembly section is lifted. A total station is set up on each of the port and starboard sides to check the level of 6 horizontal markers on both sides using a unified reference point to determine whether the hull deflection is ≤50mm. If not, the trolley load is adjusted for leveling.
[0010] Pre-cut the end face of the closure;
[0011] After the assembly is in place, stop the vehicle to check the attitude of the assembly section, measure and check the height difference of 6 horizontal points on both sides of the assembly section, level the overall level of the assembly section, slowly lower it to the predetermined baseline height, tighten the steel bracket, and unload the load-bearing vehicle.
[0012] Check the deviation of the bottom centerline and longitudinal section line from the ground reference, check the alignment of the hull shell and internal structure of the assembled section, and ensure that the closure gap is uniform and meets the welding specifications.
[0013] In some embodiments, the deployment of migration monitoring baselines includes:
[0014] The outline of the modular vehicle and the center inspection line of the modular vehicle were marked on the surface of the docking slip and the semi-submersible barge deck.
[0015] Modular vehicle deployment and path mapping, vehicle path monitoring. Track trolley deployment and inspection, checking trolley position during deployment, and adjusting the trolley centerline to the theoretical track centerline;
[0016] Based on the location of the piers in the layout diagram, the upper surface piers are leveled on the final closure site, using the baseline of the positioning section as the height reference.
[0017] In some embodiments, the method for controlling the precision of transporting and assembling the mega-section further includes:
[0018] During the process of moving the unloading section to the designated closure point, two or three stop checkpoints are set up to measure and check the height difference of six horizontal points on both sides of the closure section, as well as the deviation of the ship's bottom centerline and longitudinal section line from the ground reference. The measurement data is fed back so that the modular vehicle can make timely fine adjustments before the closure of the section.
[0019] In some embodiments, the pre-cutting of the closing end face includes:
[0020] By collecting accuracy data of the positioning section and the merging section's merging end face, ground sample data, and the hull waterline reference data of each of the two sections, the merging state is simulated and mounted. The merging gap is matched at 6-10mm, the centerline alignment meets the ship standard, and the reference line correction values in the three directions of ship length, ship width, and molded depth are given and implemented, as well as the information on the remaining trimming of the merging end face.
[0021] Compared with the prior art, the above-described method for controlling the accuracy of transporting and assembling giant sections has the following advantages:
[0022] By planning the baseline for the giant sections built in different locations, a unified baseline is ensured during the parallel construction and relocation and assembly of two or more giant sections, reducing the accuracy error after assembly.
[0023] During the relocation process, monitoring points were set up on the hull's outer plating, including horizontal monitoring points on both sides, observation points and lines along the centerline of the hull bottom plating and the centerline of the modular vehicle. Furthermore, a hull centerline map, modular vehicle outline, and centerline map were marked along the transport path according to the vehicle deployment requirements. During each lifting and lowering of the assembled section, leveling was performed first, and then the hull baseline was compared with the map baseline to ensure that every movement during relocation was controllable and that data could be fed back in a timely manner for timely attitude adjustments.
[0024] Before the mega-sections are joined in place, data on the joining end faces are measured and collected. Measurements are made with reference to the centerline, waterline, and ground line benchmarks. The two joining end faces are simulated and analyzed. The centerline and waterline benchmarks of the joining section are corrected. Based on the simulated joining gap, the flatness and allowance of the joining end faces are trimmed to ensure that the deviation of the centerlines of the two sections, the alignment of the hull structure, and the weld gap meet the relevant accuracy requirements after joining. Attached Figure Description
[0025] The accompanying drawings illustrate, by way of example and not limitation, the various embodiments discussed herein.
[0026] Figure 1 Flowchart for overall section closure accuracy control;
[0027] Figure 2 Schematic diagram of the dock surface for assembling the main section / dock surface for assembling the main section / semi-submersible barge deck surface;
[0028] Figure 3 A schematic diagram of the slab bottom of the assembled section;
[0029] Figure 4 A grid diagram showing the positioning of the main assembly sections at the final assembly point on the loading dock;
[0030] Figure 5 A grid diagram of the closure section on a slipway at a different location;
[0031] Figure 6 A schematic diagram of the monitoring markings for the closure section;
[0032] Figure 7 This is a schematic diagram of the monitoring stations set up during the relocation of the assembled main section;
[0033] Figure 8 Schematic diagram of the monitoring station setup for the relocation and closure of the closure section. Detailed Implementation
[0034] In order to gain a more detailed understanding of the features and technical content of the embodiments of this application, the implementation of the embodiments of this application will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for reference and illustration only and are not intended to limit the embodiments of this application.
[0035] The following is combined Figures 1 to 8 The method for controlling the precision of transporting and merging giant sections according to an embodiment of the present invention will be described in detail.
[0036] This invention provides a method for controlling the accuracy of transporting and assembling giant sections, such as... Figure 1 As shown, the specific implementation steps are as follows:
[0037] Before the relocation and assembly, the baseline for the assembled mega-sections is determined. When assembling two or more mega-sections, one of them is used as the positioning section, which remains stationary during the assembly process. The remaining sections are then relocated and connected to it.
[0038] like Figure 2 and Figure 3 As shown, the hull centerline should run through the entire ship to ensure overall accuracy after assembly. A hull centerline should be drawn through the entire ship, using the track center of the loading area on the slipway where the positioning section is located and the track center of the bow half as references. This centerline serves as the loading centerline for the positioning section and the centerline for positioning the assembled and transported section.
[0039] Based on the centerline of the positioning section, measure the distance between the centerline and the track where the deployed railcar is located. Based on the measurement results, draw a centerline baseline along the track center within the construction and relocation path of the off-site merging section, ensuring the distance to the track is consistent with the distance between the centerline of the positioning section and the track distance in the merging slipway area. Adjustments will be made to any tracks where the distance between the hull center and the track cannot be met.
[0040] like Figure 4 and Figure 4 As shown, before the relocation, a relocation monitoring baseline network was established, and the outline of the modular vehicles and the center inspection line of the modular vehicles were marked on the ground and the semi-submersible barge deck in the final section closure area. The modular vehicles were deployed and their travel paths were mapped, and the vehicle travel paths were monitored. The track trolleys were deployed and inspected; during deployment, the trolley positions were checked, and the trolley centerlines were adjusted to align with the theoretical track centerlines.
[0041] According to the location of the piers, the upper surface of the piers is leveled on the final assembly site, using the baseline of the positioning section as the height reference. When placing the piers on the semi-submersible barge deck, it is only necessary to level the upper surface of all the piers (to a uniform height).
[0042] like Figure 6 and Figure 7As shown, during the transfer process, the attitude and travel path accuracy of the assembled section are monitored. First, the assembled section is lifted, and a total station is set up on each of the port and starboard sides to check the level of six horizontal markers on both sides using a unified reference point. The hull deflection is determined by measuring the six horizontal points. If the deflection is ≤50mm, the load of the trolley is adjusted for leveling. The above operations are repeated before loading onto the barge, lowering onto the pier, unloading from the barge, and before the final assembly and placement on the pier to avoid deformation of the hull baseline of the assembled section due to uneven loading of the modular vehicle and the track trolley, which would cause misalignment in the height direction after assembly.
[0043] During the transfer and assembly process, i.e., after being unloaded and moved to the designated assembly point, the attitude and travel path accuracy of the assembly section are monitored, and two to three stop checkpoints are set up. The elevation difference of six horizontal points on both sides of the assembly section and the deviation of the ship's bottom centerline / longitudinal section line from the ground reference are measured and checked. The measurement data is fed back to allow the modular vehicle to make timely fine adjustments before the section is assembled.
[0044] Pre-cutting of the closure end face: By collecting the accuracy data of the closure end face of the positioning section and the closure section, ground sample data, and the waterline reference data of each of the two sections, the closure state is simulated and mounted. The closure gap is matched with 6-10mm, the center line alignment meets the ship standard, and the reference line correction values in the three directions of ship length, ship width, and molded depth are given and corrected, as well as the information on the remaining cutting of the closure end face.
[0045] like Figure 8 As shown, after the sections are joined in place, the final joining accuracy is checked. The attitude of the joined section is inspected while the vehicle is stopped. The height difference of six horizontal points on both sides of the joined section is measured and checked. The overall level of the joined section is adjusted, and it is slowly lowered to the predetermined baseline height. The steel brackets are tightened, and the load-bearing vehicle is unloaded. The deviation between the bottom centerline / longitudinal section line and the ground reference is checked, as well as whether the joining gap is uniform and whether the gap size meets the welding specifications. Next, the alignment of the two hull sections, such as the deck, outer bottom plate, and side outer plating, is checked. Then, the internal structure of the two sections is checked, such as the alignment of each platform and longitudinal bulkhead structure.
[0046] This invention establishes a three-dimensional data monitoring network for mega-sections constructed in different locations. It covers multiple precision control benchmarks for mega-sections during parallel construction and relocation / merging. Full-process precision monitoring is achieved through comprehensive precision data measurement and comparison with theoretical benchmarks. Simultaneously, by measuring, comparing, and analyzing the data from the merging end face, the end face is pre-trimmed, ensuring the precision after merging.
[0047] This invention establishes a three-dimensional data monitoring network by planning the baseline of the giant sections constructed in different locations. This network covers the accuracy control benchmarks for multiple giant sections during parallel construction and the relocation and closure process. It provides rapid, accurate measurement and data feedback throughout the entire process, ensuring that deviations between the track parallelism of the railcar, the entry of the modular vehicle, the placement of the railcar, and the movement of the modular vehicle and the closure section, and the baseline in the monitoring network, are kept within an adjustable margin. Simultaneously, by measuring and analyzing the data from the closure end face, the positioning benchmark of the closure section is corrected. Furthermore, after correction, the end face is pre-trimmed to ensure that the overall closure gap meets welding requirements, further improving the accuracy after closure and minimizing the deviation of the centerline and structural misalignment after the section closure.
[0048] The technical solutions described in the embodiments of this application can be combined arbitrarily without conflict.
[0049] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A precision control method for the transfer and assembly of giant sections, characterized in that, The method includes: For two or more sections to be moved and joined, one section is designated as the positioning section and kept in its original position. The remaining sections are moved and joined with the positioning section. Using the track center of the docking area where the positioning section is located and the track center of the bow half of the ship as the benchmark, draw a hull map centerline that runs through the entire ship, which serves as the loading centerline for the positioning section and the centerline for positioning the assembled and transported section. Based on the centerline of the hull of the positioning section, the distance between the hull and the track of the deployed railcar is measured. Based on the measurement results, a centerline baseline is drawn within the track center of the off-site assembly section construction and relocation path. The distance to the track is consistent with the distance between the centerline of the positioning section and the track in the assembly slipway area. Before relocation, establish relocation monitoring baselines; During the transfer process, before loading onto the barge, lowering onto the pier, unloading onto the barge, and finally assembling and lowering onto the pier, the assembly section is lifted. A total station is set up on each of the port and starboard sides to check the level of 6 horizontal markers on both sides using a unified reference point to determine whether the hull deflection is ≤50mm. If not, the trolley load is adjusted for leveling. Pre-cut the end face of the closure; After the assembly is in place, stop the vehicle to check the attitude of the assembly section, measure and check the height difference of 6 horizontal points on both sides of the assembly section, level the overall level of the assembly section, slowly lower it to the predetermined baseline height, tighten the steel bracket, and unload the load-bearing vehicle. Check the deviation of the bottom centerline and longitudinal section line from the ground reference, check the alignment of the hull shell and internal structure of the assembled section, and ensure that the closure gap is uniform and meets the welding specifications.
2. The precision control method for the transfer and assembly of giant sections according to claim 1, characterized in that, The deployment of the migration monitoring baseline includes: The outline of the modular vehicle and the center inspection line of the modular vehicle were marked on the surface of the docking slip and the semi-submersible barge deck. Modular vehicle deployment and path mapping, vehicle path monitoring; track trolley deployment and inspection, trolley position check during deployment, and trolley centerline adjustment to the theoretical track centerline. Based on the location of the piers in the layout diagram, the upper surface piers are leveled on the final closure site, using the baseline of the positioning section as the height reference.
3. The precision control method for the transfer and assembly of giant sections according to claim 1, characterized in that, Also includes: During the process of moving the unloading section to the designated closure point, two or three stop checkpoints are set up to measure and check the height difference of six horizontal points on both sides of the closure section, as well as the deviation of the ship's bottom centerline and longitudinal section line from the ground reference. The measurement data is fed back so that the modular vehicle can make timely fine adjustments before the closure of the section.
4. The precision control method for the transfer and assembly of giant sections according to claim 1, characterized in that, The pre-cutting of the closure end face includes: By collecting accuracy data of the positioning section and the merging section's merging end face, ground sample data, and the hull waterline reference data of each of the two sections, the merging state is simulated and mounted. The merging gap is matched at 6-10mm, the centerline alignment meets the ship standard, and the reference line correction values in the three directions of ship length, ship width, and molded depth are given and implemented, as well as the information on the remaining trimming of the merging end face.