Method for adjusting butt joint of ship body ring segment

Abstract

The application provides a method for adjusting butt joint of a ship body ring segment, comprising the following steps: designing a dock pier group arrangement scheme and a hydraulic jacking device arrangement scheme and arranging the dock pier group and the hydraulic jacking device in sequence; establishing a finite element model and performing stress analysis according to the dock pier group arrangement scheme and the hydraulic jacking device arrangement scheme to obtain adjustable range parameters of the dock pier group; jacking up one side of a hull plate to lift the ring segment, so that the outer plate is separated from the upper surface of the dock pier; adjusting the height of the dock pier group according to the calculation result of the adjustable height of the dock pier group; gradually lowering the ring segment through the jacking device to make the outer plate contact with the dock pier; continuing to lower the jacking device to make the outer plate separate from the jacking device; repeating the above precision adjustment steps of one side of the ring segment to adjust the height of the other side of the hull plate to realize precise butt joint of the whole ring segment. Through the method, the ring segment with poor precision after being lifted can quickly and conveniently meet the requirements of the box position precision and the welding process, and the efficient operation of the dock is ensured.

Description

Technical Field

[0001] This application belongs to the field of shipbuilding technology and processes, and in particular relates to an adjustment method for the docking of hull sections. Background Technology

[0002] Container ships are vessels used to transport containers. They have multiple guide rails on the transverse bulkheads of the cargo hold for loading and securing containers. Therefore, the dimensional tolerances for container positions in the cargo hold area are extremely high, making precision control a key focus and challenge during construction. To improve production efficiency, container ships are often built in a segmented, multi-site manner, with each segment subsequently connected in a dry dock to form the entire ship. During the segment docking process, the ability to quickly and precisely ensure the docking areas of the hull segments meet the requirements for container positioning and welding processes, achieving accurate docking, is crucial for the efficient operation of the shipyard's dry dock.

[0003] The current traditional method used in shipyards involves using rail-mounted trolleys. Multiple sets of rails are pre-installed in the dry dock. After the ring section is lifted and placed on the piers, the trolleys are hoisted into their corresponding rails in batches. The entire ring section is then lifted, its accuracy adjusted, and finally placed in place. After completion, all rails and trolleys need to be lifted out of the dry dock. This entire construction process requires significant crane resources and takes two to three days, greatly impacting the dry dock's timeline. Furthermore, with the increasing adoption of ultra-large container ships, the hull ring sections are becoming larger. Lifting the entire ring section requires even more rail-mounted trolleys, increasing the risks associated with the lifting process and potentially leading to localized deformation of the hull or even threatening structural safety.

[0004] Therefore, there is a need to provide an improved technical solution that addresses the shortcomings of the existing technology, so as to ensure the rationality of the docking process in shipbuilding and improve shipbuilding efficiency. Summary of the Invention

[0005] In view of the shortcomings of the prior art described above, the purpose of this application is to provide an adjustment method for the docking of hull sections, which can solve a series of problems existing in the construction and docking of existing ship sections.

[0006] A method for adjusting the docking of ship hull sections includes the following steps:

[0007] Based on the center of gravity of the ring segment, design the layout scheme of the dock pier group and arrange the dock pier group so that the center of gravity of the dock pier group coincides with the center of gravity of the ring segment.

[0008] Based on the dock pier group layout scheme, a hydraulic jacking device layout scheme is designed, placing the hydraulic jacking device on the side of the hull and avoiding the dock pier group.

[0009] Based on the layout scheme of the dock pier group and the layout scheme of the hydraulic jacking device, a finite element model was established and a stress analysis was performed to obtain the adjustable range parameters of the dock pier group.

[0010] Move the ring section above the landing area;

[0011] The water in the dock was drained, allowing the ring section to gradually fall onto the completed dock pier group;

[0012] Based on the height difference between two adjacent ring segments, the target height of the ring segment to be adjusted is obtained, and the adjustment height of the dock pier group is analyzed.

[0013] Lifting one side of the hull plate will lift the ring section, causing the outer plate to detach from the upper surface of the dock pier. Adjust the height of the dock pier group according to the calculation results of the adjustment height of the dock pier group. Gradually lower the ring section through the lifting device to make the outer plate contact the dock pier. Continue to lower the lifting device to detach the outer plate from the lifting device.

[0014] Repeat the above steps for adjusting the precision on one side of the ring segment to adjust the height of the opposite side hull plate, thereby achieving precise docking of the entire ring segment.

[0015] In one implementation scheme, the arrangement principle of the dock pier group layout is as follows:

[0016] The center point of each dock pier is aligned vertically with the intersection of the horizontal and vertical segments of the ring. The dock piers are arranged primarily horizontally, with the vertical direction as a secondary direction.

[0017] The arrangement area should prioritize meeting the load-bearing requirements of the dock pier group in the midship tunnel area;

[0018] The height and surface structure of the dock piers are matched with the dock's projectile potential and the linear trend of the outer bottom plate of the ring section to ensure the stability of the ring section after it is placed on the piers.

[0019] In one embodiment, in the dock pier group layout scheme, the axial positions of the tunnel area are all horizontal dock piers arranged side by side, and several longitudinal dock piers are arranged symmetrically on both sides of the horizontal dock pier group along the length of the ship.

[0020] In one embodiment, the dock pier group includes a first dock pier and a second dock pier with different loads, wherein the load of the first dock pier is greater than that of the second dock pier; the first dock pier is used within the range of one ring before and after the annular joint, and the load of the first dock pier is between 20t and 40t.

[0021] In one embodiment, in the arrangement of the hydraulic jacking device, the hydraulic jacking device is located at the intersection of the structural strong longitudinal wall and the strong rib plate within a range of one mounting ring length on one side hull, and avoids the dock pier group.

[0022] In one embodiment, before lifting one side of the hull, the lifting device is operated sequentially at each point on that side of the hull to bring the actual load to 80% of its theoretical value. In this state, the operating status of each point and the hydraulic lifting device, as well as the deformation of the stress area of ​​the outer plate, are checked.

[0023] In one implementation, the step of obtaining the adjustable range parameters of the dock pier group through the finite element model is as follows:

[0024] Based on the layout scheme of the dock pier group and the layout scheme of the hydraulic jacking device, a finite element model is established to record the tension state of the spring unit in this area.

[0025] In the finite element model, the spring element is subjected to bidirectional force deformation. During the jacking process, the spring element of the dock pier in this area "pulls" the outer plate downwards, simulating the reaction for the first finite element analysis.

[0026] The spring units that "pull" the outer plate downwards are removed, and the dock piers that "pull" the outer plate in the first finite element analysis are eliminated. A second finite element analysis is then performed to simulate the adjustable dock pier range during a single jacking process and to determine the adjustable dock piers.

[0027] Observe the stress and deformation of the hull after the hydraulic jacking device lifts the hull. If the parameters of the hydraulic jacking device at a certain point reach the critical value, add a hydraulic jacking device at the adjacent strong cross.

[0028] Apply force at the same location in the finite element model and analyze again until the stress and deformation in the jacking analysis meet the allowable values;

[0029] If the stress and deformation conditions are met, then the springs that "pull" the outer plate downwards are eliminated, and the dock piers that "pull" the outer plate are removed, thus obtaining the final adjustable range of the dock piers.

[0030] In one embodiment, the critical value is that the von Neumann stress at the corresponding point exceeds 0.7 times the yield strength of the material or the local relative deformation exceeds 10 mm.

[0031] In one implementation, the adjustment margin for the height of the dock pier group is obtained through a third and fourth finite element analysis, wherein,

[0032] Through the third finite element analysis, the situation of the main section naturally sinking after the dock pier in the docking area of ​​only one side of the hull plate was emptied was obtained;

[0033] The fourth finite element analysis simulated the natural sinking of the entire ring section after most of the dock piers were emptied.

[0034] The smaller value is taken from the calculation results of the third and fourth finite element analyses above. This value is the adjustment margin for the height adjustment of the dock pier, which is used to ensure that even if there is an error after the dock pier is adjusted once, the height can still be adjusted to the target height.

[0035] In one implementation, the ring segment is moved above the landing area by barge, and the ring segment is towed to the landing position. The landing process of the ring segment is finely adjusted so that the position of the ring segment landing is within ±50mm of the target point.

[0036] Compared with the prior art, the technical solution provided in this application has the following beneficial effects:

[0037] The method for adjusting the docking of hull sections provided in this application solves the problems of low precision and complex docking procedures in existing ship construction and section docking. By optimizing the docking process, precise docking of multiple sections is achieved. A limited number of lifting devices are used to lift the hull plates on both sides sequentially, lifting one side first and then the opposite side, enabling accurate floating positioning and docking of large-tonnage, large-size container ship sections. Furthermore, the technical solution of this application has wide applications in the shipbuilding process, including optimizing the dock block layout in the docking area before the hull sections are floated, and using hydraulic lifting devices to adjust the docking area precision after floatation and placement. This method can quickly and conveniently bring sections with poor precision after floatation to the required container positioning precision and welding process, ensuring efficient dry dock operation. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the dock pier layout provided in this application;

[0039] Figure 2 This application provides a three-dimensional schematic diagram of the dock pier layout;

[0040] Figure 3 A schematic diagram of the port side arrangement of the hydraulic jacking device provided in this application;

[0041] Figure 4 A schematic diagram of the hydraulic lifting device provided in this application;

[0042] Figure 5 A schematic diagram of the deformation calculated by finite element method for the natural sinking of the hull after the port side hydraulic jacking device first lifts and then releases the force.

[0043] Figure 6 The deformation diagram is calculated using finite element analysis to illustrate the deformation of the ship as it naturally sinks after being lifted by the starboard hydraulic jacking device and then released from its load.

[0044] Explanation of reference numerals in the attached figures:

[0045] 1. Hull side; 2. Bottom outer plating; 3. Hydraulic jacking device; 31. Hydraulic control unit; 32. Hydraulic guide unit; 33. Hydraulic support head; 34. Pad plate; 4. Dock block assembly; 41. First dock block; 411. Side dock block; 412. Docking dock block; 413. Transverse dock block; 42. Second dock block; 51. Hull rib plate; 52. Bottom longitudinal girder; 53. Bottom angle steel; 54. Strong transverse beam; 55. Mid-longitudinal beam; 56. Cross-shaped rigid crossbar. Detailed Implementation

[0046] This application provides a method for adjusting the docking of hull sections, which greatly improves the accuracy of hull section docking and the construction efficiency of shipbuilding. The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and principles of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. The structures, proportions, sizes, etc., shown in the accompanying drawings are only used to complement the content disclosed in the specification, for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modification to the structure, change in the proportional relationship, or adjustment of the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention. Furthermore, terms such as "upper," "lower," "front," "rear," and "middle" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this invention. Changes or adjustments in their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this invention.

[0047] For ease of description, the direction of ship length extension is defined as the length direction, and the direction of ship width is defined as the width direction or transverse direction.

[0048] See Figures 1-4 This application discloses a method for adjusting the docking of hull segments, including the following steps:

[0049] Based on the center of gravity of the ring segment, a dock pier group layout scheme is designed and dock pier group 4 is arranged so that the center of gravity of dock pier group 4 coincides with the center of gravity of the ring segment.

[0050] Based on the dock block group layout scheme, a hydraulic jacking device layout scheme is designed, with the hydraulic jacking device 3 placed below the hull side 1 and avoiding the dock block group 4.

[0051] Based on the layout scheme of the dock pier group and the layout scheme of the hydraulic jacking device, a finite element model was established and a stress analysis was performed to obtain the adjustable range parameters of dock pier group 4.

[0052] Move the ring section above the landing area;

[0053] The water in the dock was drained, allowing the ring section to gradually fall onto the completed dock pier group 4.

[0054] Based on the height difference between two adjacent ring segments, the target height of the ring segment to be adjusted is obtained, and the adjustment height of the dock group 4 is analyzed.

[0055] Lift one side of the hull plate to lift the ring section, so that the outer plate is separated from the upper surface of the dock pier. Adjust the height of dock pier group 4 according to the calculation results of the adjustment height. Gradually lower the ring section through the lifting device to make the outer plate contact the dock pier. Continue to lower the lifting device to separate the outer plate from the lifting device.

[0056] Repeat the above steps for adjusting the precision on one side of the ring segment to adjust the height of the opposite side hull plate, thereby achieving precise docking of the entire ring segment.

[0057] The following details the technical solutions for achieving precise docking of ring segments. It should be understood that before docking the ring segments, a dock pier group layout plan and a hydraulic jacking device layout plan should be completed. The actual ring segment docking process is carried out based on the above two layout plans.

[0058] S1: Based on the center of gravity of the ring segment, design the dock pier group layout scheme and arrange dock pier group 4 so that the center of gravity of dock pier group 4 coincides with the center of gravity of the ring segment; based on the dock pier group layout scheme, design the hydraulic jacking device layout scheme, and arrange the hydraulic jacking device 3 below the hull side 1, avoiding dock pier group 4.

[0059] Specifically, in one implementation scheme, the arrangement principle of the dock pier group layout is as follows:

[0060] a) The center point of each dock pier is aligned vertically with the intersection of the horizontal and vertical segments of the ring. The dock piers are arranged primarily horizontally, with the vertical direction as a secondary direction.

[0061] b) The layout of the dock piers in the cabin ring section should be kept as consistent as possible in the construction site and docking site, so that the layout of the dock piers and the height measurement work can be coordinated and considered in a consistent manner.

[0062] c) The dock group 4 includes a first dock 41 and a second dock 42 with different loads. The load of the first dock 41 is greater than that of the second dock 42. The first dock 41 is used within the range of one ring before and after the ring joint, and the load of the first dock 41 is between 20t and 40t.

[0063] d) The arrangement area should prioritize meeting the load-bearing requirements of dock block group 4 in the midship tunnel area;

[0064] e) Reserve the longitudinal girder strong section for the interface in advance;

[0065] f) The height and surface structure of the dock piers should match the tug-of-war and the linear trend of the outer bottom plate of the ring section to ensure the stability of the ring section after it is placed on the piers.

[0066] g) Steel dock piers with engineering plastics are preferred to improve the structural strength and hardness of the dock piers.

[0067] Furthermore, in the dock pier group layout scheme, the axial position of the tunnel area is a horizontal dock pier 413 arranged side by side, and several longitudinal dock piers are arranged symmetrically on both sides of the horizontal dock pier 413 along the length of the ship.

[0068] Specifically, in one embodiment, the hydraulic jacking device 3 is located at the intersection of the structural longitudinal wall and the hull rib 51 within a range of one mounting ring length on one side, avoiding the dock pier group 4; see also Figure 4 The hydraulic jacking device 3 is located below the bottom outer plate 2, and its contact point during jacking corresponds to the position of the bottom longitudinal girder 52. The hydraulic jacking device 3 includes a hydraulic support head 33 that directly contacts the bottom outer plate 2. A pad 34 can also be placed between the hydraulic support head 33 and the bottom outer plate 2 to reduce pressure and prevent stress concentration on the outer plate, which could cause structural damage. The bottom of the hydraulic jacking device 3 is also provided with a hydraulic guide part 32. The hydraulic jacking device 3 can be moved as a whole to different jacking areas through the hydraulic control part 31.

[0069] S2: Add temporary cable-carrying equipment at the four corners of the loop section, and add towing boards to the outer plate of the loop section to facilitate the application of external force during towing;

[0070] S3: Move the ring segment above the landing area;

[0071] Specifically, the ring section is moved to the area above the landing pier by barge, and the landing process of the ring section is fine-tuned so that the position of the ring section pier is within ±50mm of the target point, which facilitates precise docking later; the adjustment method can use winches and cables to assist in the position adjustment.

[0072] S4: Drain the water in the dock and allow the ring segment to gradually fall onto the completed dock pier group. Use a total station to measure the accuracy of the two ring segments to be connected after they are placed on the pier, including the height difference, lateral tilt, longitudinal tilt and torsion of the ring segment.

[0073] S5: Based on the layout scheme of the dock pier group and the layout scheme of the hydraulic jacking device, a finite element model is established and a stress analysis is performed to obtain the adjustable range parameters of dock pier group 4.

[0074] Specifically, based on the height difference between two adjacent ring segments, the target height of the ring segment to be adjusted is obtained, and the adjustment height of the dock pier group 4 is analyzed.

[0075] Operate the jacking device sequentially at each point on the side plate to make the actual load reach 80% of its theoretical value. In this state, check the operation status of each point and the hydraulic jacking device 3, as well as the deformation of the stress area of ​​the outer plate.

[0076] Lift one side of the hull plate to raise the ring section, causing the outer plate to detach from the upper surface of the dock pier. In this state, check the operation status of each point and the lifting device, as well as the deformation of the stress area of ​​the outer plate. Based on the calculation results of the adjustment height of dock pier group 4, adjust the height of dock pier group 4 to ensure that its error is within ±5mm. Gradually lower the ring section through the lifting device to make the outer plate contact the dock pier. Continue to lower the lifting device to detach the outer plate from the lifting device.

[0077] Repeat the above steps for adjusting the accuracy of one side of the ring segment to adjust the height of the opposite side hull plate. After both sides are lifted, measure the accuracy of the ring segment again to ensure that the butt joint of the ring segment meets the welding requirements and achieves precise docking of the entire ring segment.

[0078] In the above embodiment, the step of obtaining the adjustable range parameters of the dock pier group 4 through the finite element model is as follows:

[0079] Based on the layout scheme of the dock pier group and the layout scheme of the hydraulic jacking device, a finite element model is established to record the tension state of the spring unit in this area.

[0080] In the finite element model, the spring element is subjected to bidirectional force deformation. During the jacking process, the spring element of the dock pier in this area "pulls" the outer plate downwards, simulating the reaction for the first finite element analysis.

[0081] The spring units that "pull" the outer plate downwards are removed, and the dock piers that "pull" the outer plate in the first finite element analysis are eliminated. A second finite element analysis is then performed to simulate the adjustable dock pier range during a single jacking process and to determine the adjustable dock piers.

[0082] Observe the stress and deformation of the hull after the hydraulic jacking device 3 is lifted. If the parameter of the hydraulic jacking device 3 at a certain point reaches the critical value, then add a hydraulic jacking device 3 at the adjacent strong cross. The critical value is that the von Neumann stress at the corresponding point exceeds 0.7 times the yield strength of the material or the local relative deformation exceeds 10 mm.

[0083] Apply force at the same location in the finite element model and analyze again until the stress and deformation in the jacking analysis meet the allowable values;

[0084] If the stress and deformation conditions are met, then the springs that "pull" the outer plate downwards are eliminated, and the dock piers that "pull" the outer plate are removed, thus obtaining the final adjustable range of the dock piers.

[0085] See Figures 5-6In the above implementation, the adjustment margin for the height of the dock pier group 4 is further obtained through the third and fourth finite element analyses, wherein,

[0086] Through the third finite element analysis, the situation of the main section naturally sinking after the dock pier in the docking area of ​​only one side of the hull plate was emptied was obtained;

[0087] The fourth finite element analysis simulated the natural sinking of the entire ring section after most of the dock piers were emptied.

[0088] The smaller value is taken from the calculation results of the third and fourth finite element analyses above. This value is the adjustment margin for the height adjustment of the dock pier, which is used to ensure that even if there is an error after the dock pier is adjusted once, the height can still be adjusted to the target height.

[0089] The technical solution of this application will be further elaborated below, taking into account the segment docking process of a certain type of ship during actual shipbuilding:

[0090] Please see Figure 1-3 Taking the docking and adjustment of the ship's hull segments in the container dock as an example, the docking of the stern segment and the cargo hold mega segment is completed. The stern segment has been placed on the support. The cargo hold mega segment consists of 6 rings, each approximately 15 meters long. The precise docking and adjustment method for the cargo hold mega segment is as follows:

[0091] Design the layout scheme of the dock pier group and the hydraulic jacking device:

[0092] See Figure 1 The diagram shows the outer plate plan as presented in the overall plan of the cargo hold annular section. The dock piers are arranged according to the principle of symmetry, with the center point of each dock pier aligned with the intersection of the horizontal and vertical points of the annular section to ensure the stability of the annular section when it is lowered into place.

[0093] The docking piers are primarily lateral, with longitudinal lateral support as a secondary consideration. High precision is required in the docking area, and the first ring segment of the docking area utilizes the first docking pier 41. The first docking pier 41 is a high-load docking pier, with a compression amount less than the adjustment height, preventing the flat bottom height from becoming uncontrollable due to uneven stress during pier raising and lowering. Due to the heavy weight in the tunnel area, five transverse docking piers 413 are arranged at the intersection of the center longitudinal beam 55 and the strong transverse beam 54. Due to the heavy weight on the sides, 16 transverse side docking piers 411 (eight on each side) are arranged in the transverse and longitudinal strong structural cross in the side area, while four longitudinal docking piers 412 (two on each side) are arranged near the docking interface. All first docking piers 41 are made of engineering plastics, which have strong compressive strength and excellent adjustability. To facilitate subsequent height adjustments, positions for some strong longitudinal girder cross rigid blocks 56 are reserved in advance.

[0094] See Figure 2The diagram shows a 3D schematic of the dock pier arrangement. The height of the dock piers should take into account both the dock's projectile potential and the linear trend of the outer bottom plate of the ring section, so as to ensure that the ring section is in the best possible condition after the piers are in place, and to control the accuracy of the ring section within an adjustable range.

[0095] See Figure 3 The diagram shows the arrangement of the hydraulic jacking device 3 on the port side. Within the first ring section of the docking area, 20 hydraulic jacking devices 3, each weighing 350 tons, are arranged at the transverse and longitudinal strong structural positions, excluding the dock piers.

[0096] Finite element model analysis is performed. In the finite element model:

[0097] A finite element model of the giant ring section of the cargo hold area was established. The ring structure model was mainly composed of plate elements, with secondary components such as longitudinal skeletons simulated using beam elements. The first dock pier 41 at the bottom was simulated using plate elements, and the engineering plastics were simulated using springs. To avoid local deformation of the outer plate, each liquefaction jacking device 3 was limited to no more than 200 tons. Concentrated forces were applied according to the positions of the liquefaction jacking devices 3, and the tensile changes of the spring elements in that area were observed for confirmation. If the spring elements that were originally under pressure became under tension, it could be understood that the area had been lifted by the hydraulic jacking device 3, the dock pier group 4 was decompressed, and construction could proceed on site.

[0098] Further analysis based on the calculation results from the previous step revealed that the spring elements in the finite element calculation exhibit bidirectional deformation under stress, which is inconsistent with the actual pressure bearing capacity of dock pier 4. During the jacking process, the spring elements of dock pier 4 in this area of ​​the model were "pulling" the outer plate downwards, thus having a counteracting effect. Therefore, a second calculation was performed. The dock pier 4 that was "pulling" the outer plate in the first calculation was removed, and the calculation was performed again to simulate the adjustable range of dock pier 4 during a single jacking process as closely as possible to reality. In the third calculation, the force of the port side hydraulic jacking device 3 was removed from the model, and the deformation value of the ring segment naturally sinking under gravity only after the dock piers in the port side docking area were emptied was obtained. In the fourth analysis, the force of the hydraulic jacking device 3 was removed, and the entire ring segment naturally sinking under gravity only after all the dock piers in the first ring were emptied was obtained. Therefore, the adjustment margin of the adjustable height of dock pier 4 can be obtained, and the arrangement scheme of 20 hydraulic jacking devices 3 can theoretically achieve precise docking.

[0099] In practice:

[0100] At each point on the port side, operate the hydraulic jacking device 3 in sequence until the actual load reaches 80% of the theoretical value. In this state, check the operation status of each point and the hydraulic jacking device 3, as well as the deformation of the bottom outer plate 2. After confirming that everything is correct, simultaneously raise the hydraulic jacking device 3 to gradually and slowly lift the hull 1, so that the bottom outer plate 2 gradually detaches from the upper surface of the dock pier 4. In this state, check the operation status of each point and the hydraulic jacking device 3, as well as the deformation of the stress area of ​​the bottom outer plate 2.

[0101] Adjust the height of the dock pier group 4, and gradually lower the hull 1 using the hydraulic jacking device 3 so that the bottom outer plate 2 is in complete contact with the dock pier; continue to lower the hydraulic jacking device 3 so that the bottom outer plate 2 gradually separates from the hydraulic jacking device 3; move the hydraulic jacking device 3 to the starboard side of the hull 1, and repeat the above steps so that the starboard side of the hull 1 also falls on the adjusted dock pier group 4.

[0102] After the two lifting operations are completed, the accuracy of the first ring of the hull is measured again to ensure that the joint between the two rings meets the welding requirements and the welding gap is controlled within 16mm, thus achieving precise docking.

[0103] In summary, this application provides a method for adjusting the docking of hull sections, solving the problems of low precision and complex docking procedures in existing shipbuilding and section docking. By optimizing the docking process, precise docking of multiple sections is achieved. A limited number of lifting devices are used to lift the hull plates on both sides sequentially, lifting one side first and then the opposite side, enabling accurate floating positioning and docking of large-tonnage, large-size container ship sections. Furthermore, the technical solution of this application has wide applications in the shipbuilding process, including optimizing the dock block arrangement in the docking area before the hull sections are floated, and using hydraulic lifting devices to adjust the docking area precision after floatation and placement. This method can quickly and conveniently bring sections with poor precision after floatation to the required container positioning precision and welding process, ensuring efficient dock operation. Therefore, this application effectively overcomes the various shortcomings of existing technologies and has high industrial applicability.

[0104] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A method for adjusting the docking of ship hull segments, characterized in that, Includes the following steps: Based on the center of gravity of the ring segment, design the layout scheme of the dock pier group and arrange the dock pier group so that the center of gravity of the dock pier group coincides with the center of gravity of the ring segment. Based on the dock pier group layout scheme, a hydraulic jacking device layout scheme is designed, placing the hydraulic jacking device on the side of the hull and avoiding the dock pier group. Based on the dock pier group layout scheme and the hydraulic jacking device layout scheme, a finite element model was established and stress analysis was performed to obtain the adjustable range parameters of the dock pier group. The steps for obtaining the adjustable range parameters of the dock pier group using the finite element model are as follows: Based on the dock pier group layout scheme and the hydraulic jacking device layout scheme, a finite element model was established, and the tensile state of the spring units in this area was recorded. The spring units in the finite element model are subjected to bidirectional stress deformation. During the jacking process, the dock pier spring units in this area of ​​the finite element model "pull" the outer plate downwards, simulating the reaction for the first finite element analysis. The spring units that "pull" the outer plate downwards were then removed, and the first finite element analysis was cancelled. In the first finite element analysis, the dock piers that "pull" the outer plate are used for a second finite element analysis to simulate the adjustable dock pier range during a single jacking process, thus determining the adjustable dock piers. The stress and deformation of the hull after the hydraulic jacking device is used to observe the stress and deformation of the hull. If the parameters of the hydraulic jacking device at a certain point reach the critical value, a hydraulic jacking device is added at the adjacent strong cross. Force is applied at the same location in the finite element model and analyzed again until the stress and deformation in the jacking analysis meet the allowable values. Under the condition that the stress and deformation meet the requirements, the springs that "pull" the outer plate downwards are removed, and the dock piers that "pull" the outer plate are canceled, thus obtaining the final adjustable dock pier range. The third finite element analysis was used to obtain the situation where the main section naturally sank after the dock piers in the dock area on only one side were emptied; the fourth finite element analysis was used to simulate the situation where the entire ring section naturally sank after most of the dock piers were emptied; the smaller value of the calculation results of the third and fourth finite element analyses was taken as the adjustment margin for the dock pier height adjustment. Move the ring section above the landing area; The water in the dock was drained, allowing the ring section to gradually fall onto the completed dock pier group; Based on the height difference between two adjacent ring segments, the target height of the ring segment to be adjusted is obtained, and the adjustment height of the dock pier group is analyzed. Lifting one side of the hull plate will lift the ring section, causing the outer plate to detach from the upper surface of the dock pier. Adjust the height of the dock pier group according to the calculation results of the adjustment height of the dock pier group. Gradually lower the ring section through the lifting device to make the outer plate contact the dock pier. Continue to lower the lifting device to detach the outer plate from the lifting device. Repeat the above steps for adjusting the precision on one side of the ring segment to adjust the height of the opposite side hull plate, thereby achieving precise docking of the entire ring segment.

2. The adjustment method for docking hull segments according to claim 1, characterized in that, The layout principles of the dock pier group arrangement scheme are as follows: The center point of each dock pier is aligned vertically with the intersection of the horizontal and vertical segments of the ring. The dock piers are arranged primarily horizontally, with the vertical direction as a secondary direction. The arrangement area should prioritize meeting the load-bearing requirements of the dock pier group in the midship tunnel area; The height and surface structure of the dock piers are matched with the dock's projectile potential and the linear trend of the outer bottom plate of the ring section to ensure the stability of the ring section after it is placed on the piers.

3. The adjustment method for docking hull segments according to claim 2, characterized in that, In the dock pier group layout scheme, the axial position of the tunnel area is a row of transverse dock piers, and several longitudinal dock piers are symmetrically arranged on both sides of the transverse dock pier group along the length of the ship.

4. The adjustment method for docking hull segments according to claim 2, characterized in that, The dock pier group includes a first dock pier and a second dock pier with different loads. The load of the first dock pier is greater than that of the second dock pier. The first dock pier is used within the range of one ring before and after the ring joint, and the load of the first dock pier is greater than or equal to 20t and does not exceed 40t.

5. The adjustment method for docking hull segments according to claim 1, characterized in that, In the hydraulic jacking device layout scheme, the hydraulic jacking device is set at the intersection of the strong longitudinal wall and the strong rib plate of the structure within the range of one loading ring length on one side, and avoids the dock pier group.

6. The adjustment method for docking hull segments according to claim 1, characterized in that, Before lifting one side of the hull, operate the lifting device sequentially at each point on that side of the hull to bring the actual load to 80% of its theoretical value. In this state, check the operation status of each point and the hydraulic lifting device, as well as the deformation of the stress area of ​​the outer plate.

7. The adjustment method for docking hull segments according to claim 1, characterized in that, The critical value is that the von Neumann stress at the corresponding point exceeds 0.7 times the yield strength of the material or the local relative deformation exceeds 10 mm.

8. The adjustment method for docking hull segments according to claim 1, characterized in that, The ring segment is moved above the pier area by barge and dragged to the pier position. The pier section is then fine-tuned during the pier sectioning process so that the position of the ring section pier is within ±50mm of the target point.

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