Immersed tube transportation construction method and immersed tube joint

Abstract

The invention relates to the technical field of reinforced concrete immersed tube construction, in particular to an immersed tube transportation construction method and an immersed tube joint. The immersed tube transportation construction method comprises the steps that prefabricated tube joint sections of an immersed tube are transported to a preset installation position on the water through a ship, at least two tube joint sections are manufactured into immersed tube joints of the immersed tube on a semi-submersible barge at the preset installation position on the water, and the immersed tube joints are integral tube joints or segmental tube joints. The longitudinal length of the pipe joint section is smaller than that of the immersed pipe joint, the longitudinal cracking possibility of the pipe joint section in the long-distance lightering process can be reduced, the transverse prestressed tendons are distributed on the pipe joint section in the longitudinal direction at intervals, and then the transverse cracking possibility of the pipe joint section in the long-distance lightering process can be reduced. According to the immersed tube joint installation method, the cracking possibility of the finally installed immersed tube joint is smaller, and the immersed tube joint with the long longitudinal length is adopted for immersion installation, so that compared with immersion installation of the tube joint sections, the installation efficiency is higher.

Description

Technical Field

[0001] The invention relates to the technical field of reinforced concrete immersed tube construction, in particular to an immersed tube transportation construction method and an immersed tube section. Background Art

[0002] In the prior art, the method for constructing a immersed tube is as follows: the immersed tube is prefabricated in a dry dock as an integral pipe section, temporary water-stopping heads are arranged at both ends of each integral pipe section, and then the dry dock is filled with water to float the integral pipe section, and the immersed tube is towed to the construction and installation site by its own buoyancy, sunk in a pre-dug trench (foundation trench), and the internal facilities of the tunnel are constructed, thereby forming a complete underwater passage. However, this floating method is generally not suitable for long-distance transportation because of the following factors: (1) It requires navigation closure, which has a greater impact; (2) When floating, the draft buoyancy of the integral pipe section is used, so the draft of the integral pipe section needs to meet the freeboard conditions (10-30cm exposed on the top), so it needs to be carried out under calm conditions, otherwise the integral pipe section is prone to being overturned and falling into the water, resulting in the inability to continue floating; (3) Because floating requires draft conditions, and the integral pipe section is generally 10-11m high, a higher draft condition is required, and inland rivers are difficult to meet the water depth, resulting in a large dredging workload; (4) The floating efficiency is low. The above reasons result in the prefabrication site of the immersed tube being not far from the construction and installation trench, so a fixed dry dock needs to be set up not far from the construction and installation trench. However, due to factors such as geographical location and land price cost, it is difficult to set up a fixed dry dock not far from the construction and installation trench in some areas, and the cost of a fixed dry dock is high.

[0003] In view of the above-mentioned problem that it is difficult to set up a fixed dry dock not far from the construction and installation trench, the paper "Research on Key Technologies and Construction Management for Floating and Sinking of Prefabricated Immersed Tunnels on Semi-submersible Barges" discloses the prefabrication of integral pipe segments through a mobile dry dock scheme, using a 16,000t semi-submersible barge as a prefabrication platform for the prefabrication of integral pipe segments. The long integral pipe segment is composed of a plurality of short pipe segment segments to form an overall structure. After the prefabrication is completed, it is towed to the tunnel construction site. After the semi-submersible barge dives, the pipe segment floats and moves out of the semi-submersible barge, and is floated and sunk into place. This method uses barge transportation, which does not require navigation closure. The integral pipe segment is fixed on the semi-submersible barge for transportation. The required draft is relatively shallow (about 6m), and it can better overcome wind and wave problems and can be transported over longer distances. The transportation efficiency is much higher than floating transportation, so there is no need to set up a fixed dry dock not far from the construction and installation trench. However, this method requires a semi-submersible barge as a prefabrication platform and a transportation platform. The prefabrication includes the prefabrication of multiple short pipe segments and the casting of multiple short pipe segments into an integral pipe segment. During transportation, the integral pipe segment needs to be towed to a preset installation location (about 25 nautical miles from the tunnel construction site, Luntou Bio-Island, by water, less than 30 nautical miles, and does not involve crossing the sea area), and the semi-submersible barge needs to be submerged for the installation of the integral pipe segment, which results in a long semi-submersible barge usage time for the construction of a single integral pipe segment, and the cost of the semi-submersible barge is very expensive, resulting in a high overall cycle and cost. In addition, the applicant of this application found that this method of transporting integral pipe segments by semi-submersible barge is prone to cracking of the integral pipe segment due to the deformation of the semi-submersible barge during water transportation, which results in a high construction risk. The integral pipe segment is also prone to cracking during the diving process of the semi-submersible barge, which results in a high construction risk. The Chinese patent application with publication number CN113581397A discloses a staged prefabrication and sinking process for underwater construction, which discloses that pipe segments are first assembled into integral pipe segments on a semi-submersible barge, and then transported to a preset installation position for installation by the semi-submersible barge. The applicant of this application found that the staged prefabrication and sinking process for underwater construction also involves transporting the integral pipe segments by a semi-submersible barge. Due to the deformation of the semi-submersible barge during water transportation, the integral pipe segments are easily cracked, which leads to a higher construction risk; and the integral pipe segments are also easily cracked during the diving process of the semi-submersible barge, which leads to a higher construction risk.

[0004] In view of the problem that it is difficult to set up a fixed dry dock near the construction and installation trench, the integral pipe segments are easily cracked when they are prefabricated by semi-submersible barges and then transported to the preset position for installation. The Chinese patent application with publication number CN111980067A discloses "a construction method for transporting immersed tubes over long distances by using a barge-on process, which adopts the following steps: (1) prefabrication and outfitting of immersed tubes; (2) barge-on of immersed tubes, including pre-pressing the semi-submersible barge on the bottom, overlapping the semi-submersible barge with the wharf, transferring the immersed tubes from the prefabrication site to the barge by a hydraulic transfer trolley, and floating the semi-submersible barge after the immersed tubes are in place. The hydraulic transfer trolley is used to level the immersed tube through hydraulic adjustment, the support system of the immersed tube is converted on the semi-submersible barge, the hydraulic transfer trolley is lowered, and the semi-submersible barge is connected to the tugboat; (3) After the tugboat tows the semi-submersible barge to the submergence pit, the semi-submersible barge is moored on the pre-selected and installed anchor blocks; (4) The immersed tube is submerged under pressure for water tightness test and then lowered; (5) The immersed tube is floated to the sinking area. ", the invention application reduces the risk of cracking of the integral immersed tube during long-distance transportation to a certain extent by setting rubber piers on the semi-submersible barge, so that the prefabrication site is not restricted by distance, the site selection is more favorable, and the construction cost is greatly reduced. However, when the integral pipe section of the immersed tube is transported to the preset sinking position by the semi-submersible barge, and the integral pipe section is removed by the semi-submersible barge and then sunk and installed, the risk of cracking of the integral pipe section is still relatively high. Summary of the invention

[0005] The purpose of the present invention is to provide a immersed tube transportation construction method and immersed tube segments to address the problem in the prior art that immersed tubes are transported to a preset sinking position by a semi-submersible barge, and the immersed tube segments are moved out and then sunk and installed by the semi-submersible barge, but the risk of cracking of the immersed tube segments is still relatively high.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] In a first aspect, the present invention provides a method for transporting and constructing an immersed tube, comprising the following steps:

[0008] S1. transporting the prefabricated immersed tube segments to a preset installation position on water by ship; wherein the segments are reinforced concrete structures, and the segments include a plurality of transverse prestressed tendons, and the plurality of transverse prestressed tendons are longitudinally spaced and distributed along the segments;

[0009] S2. At a preset installation position on water, at least two pipe segments are made into a submerged pipe segment of a submerged pipe on a semi-submerged barge, and the submerged pipe segment is an integral pipe segment or a segmental pipe segment; wherein, making the integral pipe segment of the submerged pipe includes the following steps: tying steel bars at the post-cast strip, and then pouring the post-cast strip between two adjacent pipe segments; or, welding the pre-buried steel structure at the ends of two adjacent pipe segments; the pipe segment used to make the segmental pipe segment of the submerged pipe is also provided with a longitudinal prestressed pipe with longitudinal prestressed tendons, and making the segmental pipe segment of the submerged pipe includes the following steps: inserting the longitudinal prestressed tendons into the corresponding longitudinal prestressed pipe of each pipe segment of the segmental pipe segment, and then pouring the post-cast strip between two adjacent pipe segments, and tensioning and fixing the longitudinal prestressed tendons, and then grouting into the longitudinal prestressed pipe;

[0010] S3. Float out the submerged tube segments by diving with a semi-submersible barge, and then sink and install the submerged tube segments.

[0011] The immersed tube transportation and construction method of the present invention transports the prefabricated immersed tube segments to a preset installation position on the water by a ship, and at the preset installation position on the water, at least two segments are made into immersed tube segments of the immersed tube on a semi-submersible barge, the immersed tube segments are integral segments or segmental segments, and the longitudinal length of the segment segments is smaller than the longitudinal length of the immersed tube segments, which can reduce the possibility of longitudinal cracking of the immersed tube segments during long-distance transportation, and the segment segments are provided with transverse prestressed tendons at intervals along the longitudinal direction, thereby reducing the possibility of transverse cracking of the immersed tube segments during long-distance transportation, so that the finally installed immersed tube segments are less likely to crack, and the use of immersed tube segments with a longer longitudinal length for sinking and installation has a higher installation efficiency than sinking and installation of segment segments.

[0012] Preferably, in step S1, at least two pipe segments respectively fixed on the semi-submersible barge are transported to a preset installation position on water by a semi-submersible barge. At least two pipe segments can be transported to a preset installation position on water by a semi-submersible barge synchronously.

[0013] Preferably, before step S1, all the segments of the immersed tube segments are prefabricated on a semi-submersible barge, so that there is no need to set up a fixed dry dock prefabrication plant, which can reduce the barge transportation distance.

[0014] Preferably, before step S1, all the segments of the immersed tube are prefabricated in a prefabrication plant, and then all the segments of the immersed tube are successively barged to a semi-submersible barge through the dock of the prefabrication plant and fixed. The segments can be prefabricated in the same prefabrication plant and then transported over long distances to different preset installation locations on the water.

[0015] Preferably, the bottom plate of each pipe segment is provided with the transverse prestressed reinforcement, and the step of barging all the pipe segments of the immersed tube segment to the semi-submersible barge comprises:

[0016] S01, determine the preset position range of the shipboard support for supporting the pipe segment on the semi-submersible barge and the fixed piers when the pipe segment is prefabricated in the prefabrication plant, and exclude the lateral position of the corresponding pipe segment when the SPMT vehicle transports the pipe segment according to the preset position range of the shipboard support and the fixed pier; then determine the number of required SPMT vehicles according to the weight of the pipe segment; then obtain all the layout position points of the required SPMT vehicles corresponding to the pipe segment according to the number of required SPMT vehicles, excluding the lateral position of the SPMT vehicle when transporting the pipe segment, and the layout requirements; in step S01, the layout requirements are: arrange the SPMT vehicles in a row below the pipe segment, and arrange the SPMT vehicles symmetrically in the transverse direction of the pipe segment;

[0017] S02. Arrange the SPMT cars at the bottom of the pipe segment according to the layout positions of the SPMT cars, and each row of SPMT cars forms a train set, and sleepers are arranged on the train set;

[0018] S03, lift the pipe segment by the SPMT vehicle to separate the pipe segment from the fixed pier;

[0019] S04, use the SPMT vehicle to drive the pipe segments from the prefabrication plant to the semi-submersible barge via the dock;

[0020] S05. Use the SPMT vehicle to support the hydraulic cylinder to lower the pipe segment until it falls on the sleepers supported on the ship;

[0021] S06, the SPMT car support hydraulic cylinder continues to descend so that the sleepers on the SPMT car do not contact the pipe segment;

[0022] S07, the SPMT vehicle returns to the wharf, and the single-section pipe segment barge-in is completed;

[0023] S08. Repeat steps S04-S07 to carry out the loading of the next pipe segment until all the pipe segments of the immersed tube are loaded.

[0024] A method for barging all pipe segments of an immersed tube segment onto a semi-submersible barge, wherein transverse prestressed tendons are arranged on the bottom plate of the pipe segment, so that the SPMT vehicle can be fully distributed under the bottom plate; after the layout position of the SPMT vehicle is determined, it can support the pipe segment and meet the bearing capacity when barging; and the transverse position of the SPMT vehicle at the pipe segment is staggered with the transverse position of the pipe segment corresponding to the fixed pier, so that after the pipe segment is prefabricated, the SPMT vehicle can be arranged under the prefabricated pipe segment, realizing the force conversion between the fixed pier and the SPMT vehicle; and the SPMT vehicle is staggered at the pipe segment. The lateral position of the segment is staggered with the lateral position of the corresponding pipe segment on the ship support, so that the SPMT vehicle can transport the pipe segment from the dock to the semi-submersible barge without being disturbed by the ship support, and then the pipe segment can be converted from the sleeper support on the SPMT vehicle to the ship support, and the SPMT vehicle continues to unload the force, so that the sleepers on the top of the vehicle group do not contact the pipe segment, so that the SPMT vehicle can return to the dock, and then the SPMT vehicle is used to realize the overall barge process of the pipe segment. This process reduces the difficulty of controlling cracks in the pipe segment during the barge process because of the large stroke adaptive adjustment ability and walking flexibility of the SPMT vehicle. In addition, the barge pipe segment, compared with the barge immersed pipe segment, has a shorter longitudinal length, which can reduce the possibility of longitudinal cracking; at the same time, the transverse prestressing of the bottom plate can also reduce the possibility of transverse cracking during the barge process, and is beneficial to the force during the operation of the immersed tube.

[0025] Preferably, before step S02, the process further includes the following steps:

[0026] The layout positions of the four rows of fixed piers are determined according to the layout positions of the SPMT vehicle, so that the four rows of fixed piers are staggered with the layout positions, and the fixed piers distributed transversely along the pipe segment are symmetrically arranged about the longitudinal center axis of the pipe segment; then the pipe segment is prefabricated so that the two side walls and the two middle walls of the pipe segment are correspondingly arranged on the four rows of fixed piers.

[0027] It can ensure the balanced stress during prefabricated pipe segmentation and ensure better crack control effect of prefabricated pipe segmentation.

[0028] Preferably, when the SPMT vehicle is arranged so that the two middle walls of the pipe segment cannot be arranged directly above the corresponding fixed piers, the fixed piers are arranged at a certain distance away from the two middle walls of the corresponding pipe segment through finite element analysis, so that the vehicle group of the SPMT vehicle can be arranged between the two middle walls, so as to better control the cracking of the pipe segment.

[0029] Preferably, between steps S02 and S03, the vehicle group is divided into four zones along the transverse center axis and the longitudinal center axis of the pipe segment, and the hydraulic suspensions of all SPMT vehicles in each zone are connected in series through oil pipes; the four zones are connected in parallel through oil pipes;

[0030] In step S03, the train groups in the four zones synchronously lift the pipe segments in stages;

[0031] Between steps S03 and S04, the vehicle group is divided into three zones, the vehicle group below the front half of the forward direction of the pipe segment is regarded as one zone, and the vehicle group below the rear half of the forward direction of the pipe segment is divided into two zones along the longitudinal center axis of the pipe segment; the hydraulic suspensions of all SPMT vehicles in each zone are connected in series through oil pipes, and the three zones are connected in parallel through oil pipes;

[0032] In step S04, the vehicle groups of the three zones support the pipe segments.

[0033] During the process of converting the force of the pipe segment from the prefabricated fixed support to the support of the SPMT vehicle, the SPMT vehicle forms a 4-point synchronous lifting, and the vehicle groups in the 4 zones synchronously lift the pipe segment in stages, ensuring that the bottom plate of the pipe segment is evenly and hierarchically stressed when being lifted, which can improve the crack control effect. During the barge loading process, the SPMT vehicle forms a 3-point synchronous lifting, and the vehicle groups in the 3 zones support the pipe segment, ensuring that the three areas of the bottom plate are always in the same plane when being lifted, with even force, which can improve the crack control effect.

[0034] Preferably, in step S04 and step S05, the control method for the pipe segment to be lifted up and landed on the sleepers supported on the ship comprises:

[0035] Step 1: Design of a multi-parameter system for construction control; the multi-parameter system includes: feedback of the real-time status of control parameters and regulation parameters through monitoring parameters, control of control parameters through real-time regulation of regulation parameters, and control objectives through control of control parameters;

[0036] Among them, the control objectives include smooth movement of the SPMT during the process of loading and unloading, safety of the semi-submersible barge, and no cracking of the pipe segments;

[0037] The control parameters include wind speed and wave height, tide level change speed, height difference between the dock surface and the stern deck, floating state of the semi-submersible barge, deflection of the semi-submersible barge deck surface, and maximum difference in oil pressure in three zones of the SPMT vehicle;

[0038] Monitoring parameters include wind and wave monitoring, tide level monitoring, dock elevation monitoring, stern deck elevation monitoring, semi-submersible barge four-corner draft monitoring, semi-submersible barge deflection monitoring, SPMT vehicle oil pressure monitoring, pipe segment front end coordinate monitoring, and semi-submersible barge cabin water level monitoring;

[0039] Control parameters include barge loading speed and semi-submersible barge load adjustment;

[0040] Step 2: Construction preparation before loading based on the multi-parameter system, including the following steps:

[0041] (1) Establish control indicators for control parameters:

[0042] According to the analysis of the response of wind and waves to the motion of the semi-submersible barge under the moored state, the control indicators of wind speed and wave height are set;

[0043] According to the analysis of the semi-submersible barge's load-adjusting capacity, set the control index of the tide level change speed;

[0044] According to the analysis of the SPMT vehicle's travel capacity, the control index of the height difference between the dock surface and the stern deck surface is set;

[0045] According to the SPMT vehicle's traveling ability and the semi-submersible barge's stability safety analysis, set the control index of the semi-submersible barge's floating state;

[0046] According to the force analysis of pipe segments, the control indicators of the deck deflection of the semi-submersible barge and the maximum difference of the three-zone oil pressure of the SPMT vehicle are set;

[0047] (2) Advance control before the launch:

[0048] Wind speed, wind direction and wave height are fed back through wind and wave monitoring. If the wind speed and wave height exceed the control index, the barge construction will not be carried out;

[0049] Tidal level monitoring reflects the speed of tidal level changes, and determines whether to carry out the barge construction according to the speed of tidal level changes. If the speed of tidal level changes exceeds the control index and the semi-submersible barge's load-adjusting capacity cannot cope with the rapid tidal level changes, the barge construction will not be carried out;

[0050] Set the barge loading speed according to the SPMT vehicle's traveling capacity, and formulate a semi-submersible barge loading plan for the barge loading construction according to the barge loading speed and tide level change speed;

[0051] Step 3: Start the barge construction, implement the set barge speed and load adjustment plan, from the dock to the semi-submersible barge, use the SPMT vehicle to drive the pipe segments to the barge, and then make real-time adjustments based on the monitoring data until the pipe segments are pierced to the shipboard support on the semi-submersible barge;

[0052] During the loading process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators:

[0053] By controlling the loading speed and the semi-submersible barge load adjustment to control the height difference between the dock surface and the semi-submersible barge stern deck surface, and by controlling the semi-submersible barge load adjustment to control the buoyancy of the semi-submersible barge, the corresponding control indicators are met to ensure the smooth operation of the SPMT vehicle;

[0054] During the process of loading and unloading, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators:

[0055] The buoyancy of the semi-submersible barge is controlled by adjusting the load of the semi-submersible barge so as to meet the corresponding control indicators and ensure the stability and safety of the semi-submersible barge during the process of landing and landing;

[0056] And / or, by adjusting the oil pressure of the SPMT vehicle, the maximum difference of the oil pressure in the three zones of the SPMT vehicle is controlled so as to meet the corresponding control index to ensure that the pipe segments do not crack during the loading process;

[0057] During the pier dropping process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators: the deflection of the deck surface of the semi-submersible barge during the pier dropping process is controlled by adjusting the load of the semi-submersible barge to meet the corresponding control indicators to ensure that the pipe segments do not crack.

[0058] The process of barge-in of pipe segments can be controlled by designing and constructing a multi-parameter system. A multi-parameter system including monitoring parameters, control parameters and regulating parameters can be established. The monitoring parameters feedback the real-time data of the control parameters and the regulating parameters, and the regulating parameters regulate the control parameters. The real-time data of the control parameters meet the corresponding control indicators, so as to realize safe and rapid barge-in of pipe segments; the maximum difference of the oil pressure in the three zones of the transport equipment is controlled by regulating the oil pressure of the transport equipment to ensure that the pipe segments do not crack during the barge-in process; the support height on board is adjusted based on numerical calculation before the barge-in, and the deflection of the semi-submersible barge is controlled based on the semi-submersible barge load adjustment during the pier landing process to ensure that the pipe segments do not crack during the pier landing process; the loading adjustment plan is formulated according to the barge-in speed and tide level changes before the barge-in is implemented, and the height difference between the dock surface and the stern deck surface and the floating state of the semi-submersible barge are controlled based on the barge-in speed adjustment and the semi-submersible barge load adjustment during the barge-in process to meet the corresponding control indicators, so as to ensure the smooth movement of the transport equipment and the stability of the semi-submersible barge during the barge-in process, and realize the safe barge-in of pipe segments.

[0059] Preferably, before step S04, the semi-submersible barge is stern-to-side and moored to the dock by means of a cable 54; then a 40mm-50mm thick steel plate is laid at the joint between the dock and the semi-submersible barge; and then the onboard support is arranged on the deck of the semi-submersible barge; wherein the lateral arrangement position of the onboard support on the semi-submersible barge is determined according to the arrangement position point of the SPMT vehicle.

[0060] Preferably, 8 rows of shipboard supports are arranged at intervals in the transverse direction on the semi-submersible barge, of which 4 rows of shipboard supports correspond to the two side walls and two middle walls of the pipe segment, and the other 4 rows of shipboard supports are located between two adjacent rows of SPMT vehicles, and the shipboard supports distributed transversely along the semi-submersible barge are symmetrically arranged about the longitudinal center axis of the pipe segment. After the pipe segment is transferred from the dock to the semi-submersible barge, it is placed on the 8 rows of shipboard supports. During the conversion process, the deck of the semi-submersible barge is subjected to uniform and smaller stress, reducing the deformation of the deck of the semi-submersible barge.

[0061] Preferably, in step S02, the sleepers on the train set are wedge-shaped sleepers, which include an upper sleeper block and a lower sleeper block, which are stacked vertically, the upper sleeper block has a flat top surface and an inclined bottom surface, the lower sleeper block has an inclined top surface and a flat bottom surface, and the bottom surface of the upper sleeper block is fitted with the bottom surface of the upper sleeper block;

[0062] In step S02, setting the wedge-shaped sleepers on the train set includes the following steps: setting the lower sleeper block on the train set, and then knocking the upper sleeper block into between the bottom surface of the pipe segment and the top surface of the lower sleeper block from the side.

[0063] The wedge-shaped sleepers facilitate the conversion of the pipe segments from prefabricated fixed support forces to SPMT vehicle group support forces, ensuring that the force conversion is in place, which is beneficial to controlling cracking of the pipe segments during barge loading.

[0064] Preferably, in step S1, at least one pipe segment is transported to a preset installation position on water by several transport ships respectively;

[0065] Between step S1 and step S2, the pipe segments on the transport ship are respectively transferred to the semi-submersible barge at the preset installation position.

[0066] This construction method can set the semi-submersible barge at the preset installation position as a platform for the production of integral pipe segments, and use at least two transport ships to realize the circular transportation of pipe segments, which can improve the overall transportation and installation efficiency. Among them, the transport ship is an engineering ship that can transport immersed pipe segments. The transport tonnage of the transport ship is preferably less than the tonnage of the semi-submersible barge at the preset installation position. The transport ship can also be a semi-submersible barge, whose tonnage is less than the tonnage of the semi-submersible barge at the preset installation position. The transport tonnage of the transport ship is suitable for an engineering ship greater than or equal to 8,000 tons, such as an 8,000t square barge or semi-submersible barge.

[0067] Preferably, before step S1, the pipe segments are prefabricated in a prefabrication plant, and then at least one section of the pipe segments is barged onto a transport ship via a dock, and then the pipe segments on the transport ship are fixed.

[0068] Preferably, before step S1, pipe segments are prefabricated on a transport vessel.

[0069] Preferably, the onboard support for supporting the pipe segment on the semi-submersible barge is a slideway arranged longitudinally along the deck of the semi-submersible barge, and sliders are longitudinally spaced as sleepers on the slideway, and the sliders are temporarily fixed on the slideway, and the sliders are used to support the pipe segment;

[0070] A push mechanism is provided on the side of the slideway, and a push piece is pre-buried at the bottom of the pipe segment. The push mechanism can exert a force on the push piece along the longitudinal direction of the semi-submersible barge;

[0071] In step S2, the fixation of the pipe segment on the semi-submersible barge is removed, and the temporary fixation of the slider on the slideway is removed, and then the pushing member embedded at the bottom of the pipe segment is pushed by the pushing mechanism to push the pipe segment to adjust the distance between two adjacent pipe segments on the semi-submersible barge, and then the immersed pipe segment is manufactured.

[0072] By using the slideway as the support on board, the installation is more convenient, and the sliding block is used as a sleeper to support the pipe segment, so that when at least two pipe segments are made into a submerged pipe segment, the longitudinal position of the pipe segment on the deck of the semi-submersible barge can be changed through the slideway, the sliding block and the pushing mechanism, which makes it easy to adjust and realize the pouring of the post-casting strip or the welding of the steel structure.

[0073] Preferably, the transverse width of the pipe segment is greater than or equal to 30m; the longitudinal length of the pipe segment is less than 40m; and the longitudinal length of the immersed tube segment is greater than or equal to 40m.

[0074] The lateral width of the pipe segment is greater than or equal to 30m, and there is a problem of lateral crack control; the longitudinal length of the immersed tube segment is greater than or equal to 40m, and the problem of longitudinal cracking needs to be considered during ship transportation; while the longitudinal length of the pipe segment is less than 40m, and the possibility of longitudinal cracking during ship transportation is small.

[0075] Preferably, in step S1, the prefabricated immersed tube segments are transported across the sea by ship to a preset installation position on the water, which can realize long-distance transportation across the sea and solve the problem of easy cracking of the immersed tube segments during long-distance transportation across the sea.

[0076] Preferably, in step S3, the immersed tube segment is floated out by diving the semi-submersible barge, and then the immersed tube segment is sunk and installed, including the diving process of the semi-submersible barge, and the diving process of the semi-submersible barge is controlled by the semi-submersible barge intelligent loading adjustment system, and the semi-submersible barge intelligent loading adjustment system includes a loading adjustment scheme calculation module, a control decision module, a stability safety risk assessment module and an initial state re-making module;

[0077] The load adjustment scheme calculation module can use the initial state information and seawater density to calculate the load adjustment scheme for the diving condition;

[0078] The control decision module guides the operation of the initial state reconstruction module, the load adjustment scheme calculation module and the control system by receiving and sending instructions;

[0079] The stability safety risk assessment module can call the real-time monitoring data of the monitoring system to assess the stability safety risk of the semi-submersible barge during the diving process. When there is no safety risk, the control decision module sends a control instruction to the control system, and the control system adjusts the load according to the original load adjustment plan;

[0080] When there is a safety risk: the stability safety risk assessment module issues an early warning and sends a control demand instruction to the control decision module;

[0081] After receiving the instruction of the control demand, the control decision module sends a reset instruction to the initial state remaking module, and at the same time sends an instruction to receive the initial state information and recalculate to the load adjustment scheme calculation module;

[0082] After receiving the reset instruction, the initial state remaking module calls the real-time monitoring data of the monitoring system to reset the initial state information. After receiving the new initial state information, the load adjustment scheme calculation module recalculates the new load adjustment scheme for the diving condition and sends it to the control decision module;

[0083] After receiving the new load adjustment plan, the control decision module sends an instruction to the control system to execute the new load adjustment plan, and the control system adjusts the load according to the new load adjustment plan.

[0084] During the diving process of the semi-submersible barge, the semi-submersible barge intelligent load adjustment system is used. The load adjustment scheme calculation module can use the initial state information and seawater density to calculate the load adjustment scheme for the diving condition. The stability safety risk assessment module evaluates the real-time safety risk. When there is no safety risk, the load adjustment is carried out according to the original load adjustment scheme to complete the diving or floating operation; when there is a safety risk, the control decision module instructs the initial state reconstruction module to re-acquire the new initial state information based on the real-time monitoring data, and pass the new initial state information to the load adjustment scheme calculation module. The load adjustment scheme calculation module re-formulates the load adjustment scheme for the diving condition based on the new initial state information, so that the control system can use the re-customized load adjustment scheme for load adjustment to ensure the safety of the diving or floating operation. Even if new risks may arise during the diving process, the adjustment plan can still be re-customized in real time to ensure the safety of subsequent diving or floating operations and complete automatic control.

[0085] Preferably, the pipe segment further comprises a top plate, a bottom plate, a first side wall, a first middle wall, a second middle wall and a second side wall, the first side wall, the first middle wall, the second middle wall and the second side wall are sequentially arranged along the transverse direction of the pipe segment, and the transverse prestressed tendons comprise a first prestressed steel strand and a second prestressed steel strand;

[0086] The first prestressed steel strands are arranged in the bottom plate, the first prestressed steel strands are arranged transversely along the bottom plate, and the first prestressed steel strands are distributed at intervals longitudinally along the bottom plate;

[0087] The first prestressed steel strand includes a first passing point, a second passing point, a third passing point, a fourth passing point and a fifth passing point, the first passing point is located below the first side wall, the second passing point is located between the first side wall and the first middle wall, the third passing point is located between the first middle wall and the second middle wall, the fourth passing point is located between the second middle wall and the second side wall, and the fifth passing point is located below the second side wall, the first prestressed steel strand is vertically arranged in a wave shape, the first passing point, the third passing point and the fifth passing point are wave troughs, and the second passing point and the fourth passing point are wave crests;

[0088] The second prestressed steel strands are arranged in the top plate, the second prestressed steel strands are arranged transversely along the top plate, and the second prestressed steel strands are distributed at intervals longitudinally along the top plate;

[0089] The second prestressed steel bundle includes a sixth passing point, a seventh passing point, an eighth passing point, a ninth passing point and a tenth passing point. The sixth passing point is located above the first side wall, the seventh passing point is located between the first side wall and the first middle wall, the eighth passing point is located between the first middle wall and the second middle wall, the ninth passing point is located between the second middle wall and the second side wall, and the tenth passing point is located above the second side wall. The second prestressed steel bundle is arranged in a wave shape in the vertical direction. The sixth passing point, the eighth passing point and the tenth passing point are located at the crest of the wave, and the seventh passing point and the ninth passing point are located at the trough of the wave.

[0090] A first transverse prestressed steel bundle is arranged in the bottom plate of the pipe segment and is spaced longitudinally along the pipe segment to meet the longitudinal support conditions, and the first transverse prestressed steel bundle has a first passing point corresponding to the first side wall, a second passing point corresponding to between the first side wall and the first middle wall, a third passing point corresponding to between the first middle wall and the second middle wall, a fourth passing point corresponding to between the second middle wall and the second side wall, and a fifth passing point corresponding to the second side wall, and the first prestressed steel bundle is arranged in a wave shape in the vertical direction, the first passing point, the third passing point and the fifth passing point are troughs, and the second passing point and the fourth passing point are peaks, so that all parts of the bottom plate can meet the support conditions of the SPMT vehicle, and then the SPMT vehicles can be fully distributed under the bottom plate, so that the transportation of the pipe segment by the SPMT vehicle can provide sufficient support force and can reduce the degree of cracking of the pipe segment, and then the SPMT vehicle can be used to transport the pipe segment. However, the setting of the first prestressed steel strand will cause the middle wall position corresponding to the top plate to arch upward, that is, the stress of the top plate will be affected. By setting a transverse second prestressed steel strand in the top plate, the second prestressed steel strand can overcome the stress effect of the first prestressed steel strand on the top plate, and the setting form of the first prestressed steel strand and the second prestressed steel strand conforms to the load form of the bottom plate and top plate of the immersed tube segment during the operation period, meets the stress state of the immersed tube segment during the operation period, and can also reduce the reinforcement amount of the bottom plate and top plate, saving costs. That is, it can simultaneously provide assistance for the transverse crack control of SPMT vehicle loading and long-distance construction transportation and stress during the operation period.

[0091] Preferably, the spacing of the second prestressed steel bundles on the top plate is 2-3 times the spacing of the first prestressed steel bundles on the bottom plate. When the spacing of the second prestressed steel bundles is less than 2 times the spacing of the first prestressed steel bundles, the number of the second prestressed steel bundles will be too large, which is economically uneconomical. When the spacing of the second prestressed steel bundles is greater than 3 times the spacing of the first prestressed steel bundles, it is easy to cause the immersed tube to crack when transporting the immersed tube by the SPMT vehicle.

[0092] Preferably, the spacing of the first prestressed steel bundles on the bottom plate is 1-2m, and the spacing of the second prestressed steel bundles on the top plate is 2-6m. When the spacing of the first prestressed steel bundles is less than 1m, too many prestressed pipes are not conducive to the stress of the immersed tube structure. When the spacing of the first prestressed steel bundles is greater than 2m, it is easy to cause the immersed tube to crack when transporting the immersed tube by the SPMT vehicle.

[0093] In a second aspect, the present invention provides a pipe segment, the pipe segment is a reinforced concrete structure, the pipe segment includes a top plate, a bottom plate, a first side wall, a first middle wall, a second middle wall, and a second side wall, the first side wall, the first middle wall, the second middle wall, and the second side wall are sequentially arranged along the transverse direction of the pipe segment, and the pipe segment is provided with transverse prestressed tendons at intervals along the longitudinal direction, and the transverse prestressed tendons include a first prestressed steel strand and a second prestressed steel strand;

[0094] The first prestressed steel strands are arranged in the bottom plate, the first prestressed steel strands are arranged transversely along the bottom plate, and the first prestressed steel strands are distributed at intervals longitudinally along the bottom plate;

[0095] The first prestressed steel strand includes a first passing point, a second passing point, a third passing point, a fourth passing point and a fifth passing point, the first passing point is located below the first side wall, the second passing point is located between the first side wall and the first middle wall, the third passing point is located between the first middle wall and the second middle wall, the fourth passing point is located between the second middle wall and the second side wall, and the fifth passing point is located below the second side wall, the first prestressed steel strand is vertically arranged in a wave shape, the first passing point, the third passing point and the fifth passing point are wave troughs, and the second passing point and the fourth passing point are wave crests;

[0096] The second prestressed steel strands are arranged in the top plate, the second prestressed steel strands are arranged transversely along the top plate, and the second prestressed steel strands are distributed at intervals longitudinally along the top plate;

[0097] The second prestressed steel strand includes a sixth passing point, a seventh passing point, an eighth passing point, a ninth passing point and a tenth passing point, the sixth passing point is located above the first side wall, the seventh passing point is located between the first side wall and the first middle wall, the eighth passing point is located between the first middle wall and the second middle wall, the ninth passing point is located between the second middle wall and the second side wall, and the tenth passing point is located above the second side wall, the second prestressed steel strand is vertically arranged in a wave shape, the sixth passing point, the eighth passing point and the tenth passing point are located at the wave crest, and the seventh passing point and the ninth passing point are located at the wave trough;

[0098] The spacing of the second prestressed steel strands on the top plate is 2-3 times the spacing of the first prestressed steel strands on the bottom plate.

[0099] A first transverse prestressed steel bundle is arranged in the bottom plate of the pipe segment and is spaced longitudinally along the pipe segment to meet the longitudinal support conditions, and the first transverse prestressed steel bundle has a first passing point corresponding to the first side wall, a second passing point corresponding to between the first side wall and the first middle wall, a third passing point corresponding to between the first middle wall and the second middle wall, a fourth passing point corresponding to between the second middle wall and the second side wall, and a fifth passing point corresponding to the second side wall, and the first prestressed steel bundle is arranged in a wave shape in the vertical direction, the first passing point, the third passing point and the fifth passing point are troughs, and the second passing point and the fourth passing point are peaks, so that all parts of the bottom plate can meet the support conditions of the SPMT vehicle, and then the SPMT vehicles can be fully distributed under the bottom plate, so that the transportation of the pipe segment by the SPMT vehicle can provide sufficient support force and can reduce the degree of cracking of the pipe segment, and then the SPMT vehicle can be used to transport the pipe segment. However, the setting of the first prestressed steel bundle will cause the middle wall position corresponding to the top plate to arch upward, that is, the stress of the top plate will be affected. By setting the second prestressed steel bundle in the top plate, the second prestressed steel bundle can overcome the stress of the first prestressed steel bundle on the top plate, and the setting form of the first prestressed steel bundle and the second prestressed steel bundle conforms to the load form of the bottom plate and the top plate of the immersed tube segment during the operation period, meets the stress state of the immersed tube segment during the operation period, and can also reduce the reinforcement amount of the bottom plate and the top plate, saving costs. The setting spacing of the second prestressed steel bundle on the top plate is 2-3 times the setting spacing of the first prestressed steel bundle on the bottom plate, which can simultaneously help the SPMT vehicle to load and control the lateral cracks during long-distance construction and transportation, as well as the stress during the operation period. When the spacing of the second prestressed steel bundle is less than 2 times the spacing of the first prestressed steel bundle, the number of the second prestressed steel bundles will be too large, and the economy will be poor. When the spacing of the second prestressed steel bundle is greater than 3 times the spacing of the first prestressed steel bundle, the immersed tube will crack when the SPMT vehicle transports the immersed tube.

[0100] Preferably, the spacing of the first prestressed steel bundles on the bottom plate is 1-2m, and the spacing of the second prestressed steel bundles on the top plate is 2-6m. When the spacing of the first prestressed steel bundles is less than 1m, too many prestressed pipes are not conducive to the stress of the immersed tube structure. When the spacing of the first prestressed steel bundles is greater than 2m, the immersed tube will crack when transporting the immersed tube by the SPMT vehicle.

[0101] Preferably, the pipe segment is provided with a longitudinal prestressed pipe with longitudinal prestressed tendons.

[0102] Preferably, a steel structure is pre-embedded at the end of the pipe segment.

[0103] In a third aspect, an immersed tube segment comprises at least two of the above-mentioned segment sections.

[0104] It is capable of long-distance transportation and can achieve transverse and longitudinal crack control during long-distance transportation, reducing the possibility of cracking of integral pipe sections during transportation.

[0105] Preferably, when the immersed tube segment is an integral segment: adjacent segments are connected by post-cast strips, the post-cast strips have steel bars, and the steel bars of the post-cast strips overlap the steel bars of the adjacent segments;

[0106] Or, adjacent pipe segments are welded through pre-buried steel structures at the ends;

[0107] When the immersed tube segment is a segmental segment, adjacent segments are connected by post-cast strips, and the segment is provided with a longitudinal prestressed pipe with longitudinal prestressed tendons. The integral segment also includes longitudinal prestressed tendons, which pass through the corresponding longitudinal prestressed pipes of all segments and the post-cast strips between two adjacent segments, and concrete is poured in the longitudinal prestressed pipes.

[0108] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0109] 1. The immersed tube transportation construction method described in the present invention transports the prefabricated immersed tube segments to a preset installation position on the water by a ship. At the preset installation position on the water, at least two segments are made into immersed tube segments of the immersed tube on a semi-submersible barge. The immersed tube segments are integral segments or segmental segments, and the longitudinal length of the segment segments is smaller than the longitudinal length of the immersed tube segments, which can reduce the possibility of longitudinal cracking of the segment segments during long-distance transportation. In addition, transverse prestressed tendons are distributed along the longitudinal intervals of the segment segments, thereby reducing the possibility of transverse cracking of the segment segments during long-distance transportation, so that the finally installed immersed tube segments are less likely to crack. In addition, the use of immersed tube segments with a longer longitudinal length for sinking and installation has a higher installation efficiency than sinking and installation of segment segments.

[0110] 2. The pipe segment described in the present invention can simultaneously help with SPMT vehicle loading, lateral crack control during long-distance construction transportation, and stress during operation.

[0111] 3. The immersed tube segment described in the present invention can be transported over long distances and can achieve transverse and longitudinal crack control during long-distance transportation, thereby reducing the possibility of cracking of the immersed tube segment during transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0112] Figure 1 It is a schematic diagram of the structure of segmental pipe segments and pipe segment segments;

[0113] Figure 2is a schematic diagram of the placement of pipe segments on a semi-submersible barge (the semi-submersible barge is not shown);

[0114] Figure 3 This is a schematic diagram of crack control under a semi-submersible barge;

[0115] Figure 4 It is a schematic diagram of the arrangement of fixed piers during the prefabrication of pipe segments;

[0116] Figure 5 It is a schematic diagram of supporting force control which is beneficial to controlling cracking of pipe segments;

[0117] Figure 6 is a schematic diagram of a prefabricated pipe segment;

[0118] Figure 7 It is a schematic diagram of the SPMT car and sleepers arranged under the base plate after the pipe segment is prefabricated;

[0119] Figure 8 It is a schematic diagram of the load pattern on the pipe segments transported by the SPMT vehicle;

[0120] Fig. 9 It is a schematic diagram of the longitudinal arrangement of the SPMT cars and sleepers along the pipe segment;

[0121] Fig.10 It is a plan view of the arrangement of the SPMT cars and sleepers at the bottom of the tube segment;

[0122] Fig.11 It is a schematic diagram of the structure of a wedge-shaped sleeper;

[0123] Fig.12 It is a schematic diagram of the partition of the SPMT vehicle when the force of the fixed pier is converted into the force of the SPMT vehicle;

[0124] Fig.13 It is a schematic diagram of the arrangement of supports on board;

[0125] Fig.14 It is a schematic diagram of the support force of the pipe segment under the support of the SPMT vehicle to meet the requirements of crack control;

[0126] Fig.15 It is a stress diagram of the pipe segment under the support of the SPMT vehicle to meet the requirements of crack control;

[0127] Fig.16 It is a schematic diagram of the partition when the SPMT vehicle transports the pipe segments;

[0128] Fig.17 This is a schematic diagram of the process of the SPMT vehicle transporting pipe segments into the semi-submersible barge;

[0129] Fig.18 It is a control flow diagram of the multi-parameter system of construction control;

[0130] Fig.19 It is a control logic diagram of the multi-parameter system of construction control;

[0131] Fig. 20 It is a schematic diagram of the arrangement of monitoring points;

[0132] Fig.21 It is a schematic diagram of the analysis of setting the control index of the maximum difference of the three-zone oil pressure of the transport equipment and the deflection of the deck surface of the semi-submersible barge through the force analysis of the pipe segment;

[0133] Fig. 22 It is a schematic diagram that simplifies the ship's forces into the midpoint as the moment center and the front and rear gravity as the forces for calculation;

[0134] Fig.23 It is a schematic diagram of the load adjustment table of the load adjustment plan;

[0135] Fig.24 It is a schematic diagram showing that the semi-submersible barge cabin is divided into the bow cabin, the middle cabin and the stern cabin;

[0136] Fig.25 It is a schematic diagram of fixing the pipe segment in the semi-submersible barge;

[0137] Fig.26 It is a schematic diagram of making three pipe sections on a semi-submersible barge into immersed pipe sections;

[0138] Fig. 27 This is a schematic diagram of the principle of the semi-submersible barge intelligent load adjustment system;

[0139] Fig.28 It is a schematic diagram of the principle of the initial state reset module and the load adjustment scheme calculation module;

[0140] Fig.29 It is a schematic diagram of the load adjustment scheme calculation module iteratively formulating the load adjustment scheme for each calculation condition;

[0141] Fig.30 It is a schematic diagram of the principle of the stability safety risk assessment module;

[0142] Fig.31 It is a schematic diagram of the structural form of the prestressed steel tendon;

[0143] Fig.32 It is a schematic diagram of the structural form of the tensioning end;

[0144] Fig.33 is a schematic diagram of the arrangement of the first prestressed steel strand and the second prestressed steel strand of the pipe segment;

[0145] Fig.34 is a schematic diagram of tensioning of the first prestressed steel tendon and the second prestressed steel tendon of the pipe segment;

[0146] Fig.35 It is a schematic diagram of the pipe segments connected by the end embedded steel structure;

[0147] Fig.36 It is a schematic diagram of a pipe segment.

[0148] Icons: 1. Pipe segment; 11. Top plate; 12. Bottom plate; 13. First side wall; 14. First middle wall; 15. Second middle wall; 16. Second side wall; 21. First prestressed steel strand; 211. First passing point; 212. Second passing point; 213. Third passing point; 214. Fourth passing point; 215. Fifth passing point; 22. Second prestressed steel strand; 221. Sixth passing point; 222. Seventh passing point; 223. Eighth passing point; 224. Ninth passing point; 225. Tenth passing point; 23. Tensioning end; 31. Fixed buttress; 32. Auxiliary buttress; 321. Bottom formwork; 4. SP MT car; 41. Sleeper; 411. Lower sleeper block; 412. Upper sleeper block; 5. Semi-submersible barge; 51. Onboard support; 511. Sliding block; 52. Ballast tank; 521. Stern cabin; 522. Middle cabin; 523. Bow cabin; 531. Coordinate monitoring point of the front end of the pipe section; 532. Wharf surface elevation monitoring point; 533. Stern deck surface elevation monitoring point; 534. Deflection monitoring point of semi-submersible barge; 535. Draft monitoring point of the four corners of semi-submersible barge; 54. Cable; 55. Bottom steel support; 6. Immersed tube section; 61. Post-cast strip; 62. Longitudinal prestressed tendons; 63. Steel structure; 631. Embedded tendons; 7. Wharf. DETAILED DESCRIPTION

[0149] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0150] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0151] Example 1

[0152] The present invention provides a immersed tube transportation construction method, comprising the following steps:

[0153] S1. transporting the prefabricated immersed tube segment 1 to a preset installation position on water by ship; wherein the segment 1 is a reinforced concrete structure, and the segment 1 includes transverse prestressed tendons, and the transverse prestressed tendons are longitudinally spaced and distributed along the segment 1;

[0154] As an optional embodiment, the ship for transporting the pipe segments 1 can be a semi-submersible barge 5 or a transport ship smaller than the semi-submersible barge 5 . The semi-submersible barge 5 can generally transport at least two pipe segments 1 , and the transport ship can generally transport at least one pipe segment 1 .

[0155] When the ship transporting the pipe segment 1 is a transport ship, in step S1, at least one pipe segment 1 is transported to the preset installation position on the water by several transport ships; between step S1 and step S2, the pipe segment 1 on the transport ship is transferred to the semi-submersible barge 5 at the preset installation position. That is, the semi-submersible barge 5 is first moved to the preset installation position on the water, and when the transport ship transports the pipe segment 1 to the preset installation position on the water, the pipe segment 1 on the transport ship is transferred to the semi-submersible barge 5, and when the pipe segment 1 transported by at least two transport ships is transferred to the semi-submersible barge 5, it is connected to form a submerged pipe segment 6, as shown in step S3. This construction method can set the semi-submersible barge 5 at the preset installation position as a platform for making the submerged pipe segment 6, and use at least two transport ships to realize the circular transportation of the pipe segment 1, which can improve the overall transportation and installation efficiency. Regarding the transfer of the pipe segment 1 transported by the transport ship to the semi-submersible barge 5, a transport trolley, SPMT vehicle 4 or other methods of moving the pipe segment 1 can be set on the transport ship.

[0156] When the ship transporting the pipe segments 1 adopts a semi-submersible barge 5, in step S1, at least two pipe segments 1 respectively fixed on the semi-submersible barge 5 are transported to the preset installation position on the water by the semi-submersible barge 5, and at least two pipe segments 1 can be transported to the preset installation position on the water by the semi-submersible barge 5 synchronously. Figure 2 As shown, three pipe segments 1 are fixed on the semi-submersible barge 5, respectively, and are located on the sleepers of the onboard support 51 of the semi-submersible barge 5, and the three pipe segments 1 are not connected, and are arranged at intervals along the longitudinal direction of the semi-submersible barge 5. After at least two pipe segments 1 of the prefabricated immersed tube are transported to the preset installation position on the water by the semi-submersible barge 5 at one time, the semi-submersible barge 5 can be directly used as a prefabrication platform to connect at least two pipe segments 1 on the semi-submersible barge 5 to form an immersed tube segment 6. In this way, there is no need to transfer the pipe segments 1 to the semi-submersible barge 5 at the preset installation position on the water by a transport ship.

[0157] As an optional embodiment, the pipe segment 1 can be prefabricated on a ship or in a prefabrication plant, and then transferred to the ship via the dock 7 .

[0158] When the vessel for transporting the pipe segment 1 is a transport ship, before step S1, the pipe segment 1 is prefabricated in a prefabrication plant, and then at least one section of the pipe segment 1 is barged onto the transport ship through the dock 7, and then the pipe segment 1 on the transport ship is fixed. Alternatively, before step S1, the pipe segment 1 is prefabricated on the transport ship, and there is no need to set up a fixed dry dock prefabrication plant, which can reduce the barge transportation distance.

[0159] When the ship transporting the pipe segment 1 uses a semi-submersible barge 5, at least two pipe segment segments 1 are prefabricated on the semi-submersible barge 5 before step S1; there is no need to set up a fixed dry dock prefabrication plant, which can reduce the barge transportation distance. Alternatively, before step S1, at least two pipe segment segments 1 are prefabricated in a prefabrication plant, and then at least two pipe segment segments 1 are successively barged onto the semi-submersible barge 5 through the dock 7 of the prefabrication plant and then fixed. The pipe segment segments 1 can be prefabricated in the same prefabrication plant and then transported over long distances to different preset installation locations on the water.

[0160] S2. At a preset installation position on water, at least two pipe segments 1 are made into a submerged pipe segment 6 of a submerged pipe on a semi-submersible barge 5. The submerged pipe segment 6 is an integral pipe segment or a segmental pipe segment. The integral pipe segment of the submerged pipe includes the following steps: tying steel bars at a post-casting strip 61, and then casting the post-casting strip 61 between two adjacent pipe segments 1; or, welding the steel structures 63 pre-buried at the ends of two adjacent pipe segments 1, such as Fig.35 and Fig.36 As shown; the segmental pipe segment 1 used for making the immersed pipe is also provided with a longitudinal prestressed pipe with longitudinal prestressed tendons 62. The segmental pipe segment of the prefabricated immersed pipe includes the following steps: the longitudinal prestressed tendons 62 are inserted into the corresponding longitudinal prestressed pipe of each segmental pipe segment 1 of the segmental pipe segment, and then the post-casting strip 61 between the two adjacent segments 1 is cast, and the longitudinal prestressed tendons 62 are tensioned and fixed, and then grouting is injected into the longitudinal prestressed pipe. The segmental pipe segment is as shown Figure 1 As shown;

[0161] Compared with tying steel bars at the post-cast strip 61 to connect adjacent pipe segments 1 to form an integral pipe segment, the longitudinal prestressed tendons 62 are used for tensioning and fixing. When pouring the post-cast strip 61, it is not necessary to tie steel bars, and at least two pipe segments 1 can be connected to form a segmental pipe segment, and the overall installation can be achieved without tying steel bars, which is more efficient. Moreover, after the segmental pipe segment is subsequently sunk and installed, the longitudinal prestressed tendons 62 can be cut, thereby making the service capacity of the immersed pipe segment 6 better during operation.

[0162] In some embodiments, the onboard support 51 on the semi-submersible barge 5 for supporting the pipe segment 1 is a slideway arranged longitudinally along the deck of the semi-submersible barge 5, and sliders 511 are longitudinally spaced on the slideway as sleepers, and the sliders 511 are temporarily fixed on the slideway, and the sliders 511 are used to support the pipe segment 1; a pushing mechanism is provided on the side of the slideway, and a pushing piece is pre-embedded at the bottom of the pipe segment 1, and the pushing mechanism can apply a force along the longitudinal direction of the semi-submersible barge 5 to the pushing piece; in step S2, the fixation of the pipe segment 1 on the semi-submersible barge 5 is removed, and the temporary fixation of the slider 511 on the slideway is removed, and then the pushing piece pre-embedded at the bottom of the pipe segment 1 is pushed by the pushing mechanism, so that the pipe segment 1 is pushed to adjust the distance between two adjacent pipe segment segments 1 on the semi-submersible barge 5; then an integral pipe segment or a segmental pipe segment of the submerged tube is made. By using the slideway as the shipboard support 51, the installation is more convenient, and the slider 511 is used as a sleeper to support the pipe segment 1, so that when at least two pipe segments 1 are made into a submerged tube segment 6, the longitudinal position of the pipe segment 1 on the deck of the semi-submersible barge 5 can be changed by the slideway, the slider 511 and the pushing mechanism, so that it can be easily adjusted to realize the production of integral pipe segments or segmental pipe segments.

[0163] S3. The semi-submersible barge 5 is used to float out the immersed tube segment 6, and then the immersed tube segment 6 is sunk and installed.

[0164] Since the length of the immersed tube segment 6 is longer than that of the segment 1, the possibility of cracking of the immersed tube segment 6 when it is submerged by the semi-submersible barge 5 is increased. Therefore, the possibility of cracking of the immersed tube segment 6 when the semi-submersible barge 5 is reduced by controlling the deflection deformation of the deck surface of the semi-submersible barge 5 and the stability and safety of the semi-submersible barge 5. Figure 3 As shown in the figure, the control condition is that the submerged load adjustment scheme needs to control the deflection of the semi-submersible barge 5. The load adjustment scheme takes into account the floating state of the semi-submersible barge 5 (heel and pitch of the semi-submersible barge 5) to meet the stability and safety of the semi-submersible barge 5. At the same time, it is necessary to minimize the change in the deformation of the semi-submersible barge 5 and control the cracking of the submerged tube segment 6 when the semi-submersible barge 5 dives. The specific approach introduces the control of the static bending moment, that is, the load adjustment scheme needs to control the static bending moment of the semi-submersible barge 5 as much as possible under the combined effect of the deadweight, buoyancy, and ballast water weight. Distribution principle: Under the premise that the load adjustment scheme meets the floating state and deflection control of the semi-submersible barge 5, it is necessary to combine the characteristics of the pipelines, valves, and ballast pumps of the ballast tank 52 of the semi-submersible barge 5 to select a load adjustment scheme with high load adjustment efficiency. The specific approaches include reducing the number of cabins that need to be adjusted and giving priority to water transfer between cabins.

[0165] In some embodiments, in step S3, during the diving process of the semi-submersible barge 5, the semi-submersible barge 5 intelligent load adjustment system is used for control, and the semi-submersible barge 5 intelligent load adjustment system includes a load adjustment scheme calculation module, a control decision module, a stability safety risk assessment module and an initial state re-making module; the load adjustment scheme calculation module can use the initial state information and the seawater density to calculate the load adjustment scheme of the diving condition, and the stability safety risk assessment module evaluates the real-time safety risk. When there is no safety risk, the load adjustment is carried out according to the original load adjustment scheme to complete the diving or floating operation; when there is a safety risk, the control decision module instructs the initial state re-making module to obtain new initial state information according to the real-time monitoring data, and transmits the new initial state information to the load adjustment scheme calculation module. The load adjustment scheme calculation module re-formulates the load adjustment scheme of the diving condition according to the new initial state information, so that the control system can use the re-customized load adjustment scheme to adjust the load and ensure the safety of the diving or floating operation. Even if new risks may arise during the diving process, the adjustment scheme can still be re-customized in real time to ensure the safety of subsequent diving operations and complete automatic control.

[0166] Specifically, the semi-submersible barge 5 is submerged so that the submerged tube can be hinged and floated out, and then the submerged tube section 6 is sunk and installed, including the diving process of the semi-submersible barge 5. The diving process of the semi-submersible barge 5 is controlled by the semi-submersible barge 5 intelligent load adjustment system. The semi-submersible barge 5 intelligent load adjustment system includes a load adjustment scheme calculation module, a control decision module, a stability safety risk assessment module and an initial state re-making module.

[0167] The load adjustment scheme calculation module can use the initial state information and seawater density to calculate the load adjustment scheme for the diving condition;

[0168] The control decision module guides the operation of the initial state reconstruction module, the load adjustment scheme calculation module and the control system by receiving and sending instructions;

[0169] The stability safety risk assessment module can call the real-time monitoring data of the monitoring system to assess the stability safety risk of the semi-submersible barge 5 during the diving process. When there is no safety risk, the control decision module sends a control command to the control system, and the control system adjusts the load according to the original load adjustment plan;

[0170] When there is a safety risk: the stability safety risk assessment module issues a warning and sends an instruction on the control demand to the control decision module; after receiving the instruction on the control demand, the control decision module sends a reset instruction to the initial state reconstruction module, and at the same time sends an instruction to receive the initial state information and recalculate to the load adjustment scheme calculation module; after receiving the reset instruction, the initial state reconstruction module calls the real-time monitoring data of the monitoring system to reset the initial state information, and after receiving the new initial state information, the load adjustment scheme calculation module recalculates the new load adjustment scheme for the diving condition and sends it to the control decision module; after receiving the new load adjustment scheme, the control decision module sends an instruction to execute the new load adjustment scheme to the control system, and the control system adjusts the load according to the new load adjustment scheme.

[0171] The immersed tube transportation construction method described in this embodiment is to transport the prefabricated immersed tube segment 1 by ship to a preset installation position on the water. At the preset installation position on the water, at least two segments of the segment 1 are made into immersed tube segments 6 of the immersed tube on a semi-submersible barge 5. The immersed tube segment 6 is an integral segment or a segmental segment. The longitudinal length of the segment 1 is smaller than the longitudinal length of the immersed tube segment 6, which can reduce the possibility of longitudinal cracking of the segment 1 during long-distance transportation. In addition, the segment 1 is provided with transverse prestressed tendons at intervals along the longitudinal direction, which can reduce the possibility of transverse cracking of the immersed tube segment 6 during long-distance transportation, so that the finally installed immersed tube segment 6 is less likely to crack. In addition, the immersed tube segment 6 with a longer longitudinal length is used for sinking and installation, and its installation efficiency is higher than that of the segment 1.

[0172] In this embodiment, the transverse width of the pipe segment 1 is greater than or equal to 30m, and there is a problem of transverse crack control; the longitudinal length of the immersed tube segment 6 is greater than or equal to 40m, and the problem of longitudinal cracking needs to be considered during ship transportation, while the longitudinal length of the pipe segment 1 is less than 40m, and the possibility of longitudinal cracking during ship transportation is small, that is, in step S1, compared with directly transporting the immersed tube segment 6 by ship, the possibility of longitudinal cracking when transporting the pipe segment 1 by ship in this scheme is reduced.

[0173] In the prior art, the concrete immersed tube segments 6 will not crack when floated, but floating transportation can generally only be used for short-distance transportation. Compared with floating transportation, in some embodiments, in step S1, the prefabricated immersed tube segment segments 1 are transported across the sea by ship to a preset installation position on the water, which can realize long-distance transportation across the sea and solve the problem that the immersed tube segments 6 are prone to cracking during long-distance transportation across the sea.

[0174] In some embodiments, the pipe segment 1 further comprises a top plate 11, a bottom plate 12, a first side wall 13, a first middle wall 14, a second middle wall 15 and a second side wall 16, the first side wall 13, the first middle wall 14, the second middle wall 15 and the second side wall 16 are sequentially arranged in the transverse direction of the pipe segment 1, and the transverse prestressed tendons comprise a first prestressed steel strand 21 and a second prestressed steel strand 22;

[0175] The first prestressed steel strand 21 is arranged in the bottom plate 12, the first prestressed steel strand 21 is arranged transversely along the bottom plate 12, and the first prestressed steel strand 21 is spaced longitudinally along the bottom plate 12; the first prestressed steel strand 21 includes a first passing point 211, a second passing point 212, a third passing point, a fourth passing point and a fifth passing point, the first passing point 211 is located below the first side wall 13, the second passing point 212 is located between the first side wall 13 and the first middle wall 14, the third passing point is located between the first middle wall 14 and the second middle wall 15, the fourth passing point is located between the second middle wall 15 and the second side wall 16, and the fifth passing point is located below the second side wall 16. The first prestressed steel strand 21 is arranged in a wave shape in the vertical direction, the first passing point 211, the third passing point and the fifth passing point are wave troughs, and the second passing point 212 and the fourth passing point are wave peaks;

[0176] The second prestressed steel strand 22 is arranged in the top plate 11, the second prestressed steel strand 22 is arranged transversely along the top plate 11, and the second prestressed steel strand 22 is spaced apart longitudinally along the top plate 11; the second prestressed steel strand 22 includes a sixth passing point 221, a seventh passing point 222, an eighth passing point 223, a ninth passing point 224 and a tenth passing point 225, the sixth passing point is located above the first side wall 13, the seventh passing point is located between the first side wall 13 and the first middle wall 14, the eighth passing point is located between the first middle wall 14 and the second middle wall 15, the ninth passing point is located between the second middle wall 15 and the second side wall 16, and the tenth passing point is located above the second side wall 16. The second prestressed steel strand is arranged in a wave shape in the vertical direction, the sixth passing point, the eighth passing point and the tenth passing point are located at the wave crest, and the seventh passing point and the ninth passing point are located at the wave trough.

[0177] A transverse first prestressed steel strand 21 is arranged in the bottom plate 12 of the pipe segment 1 and is longitudinally spaced and distributed along the pipe segment 1 to meet the longitudinal support condition, and the transverse first prestressed steel strand 21 has a first passing point 211 corresponding to the first side wall 13, a second passing point 212 corresponding to between the first side wall 13 and the first middle wall 14, a third passing point corresponding to between the first middle wall 14 and the second middle wall 15, a fourth passing point corresponding to between the second middle wall 15 and the second side wall 16, and a fifth passing point corresponding to the second side wall 16, and The first prestressed steel bundle 21 is arranged in a wave shape in the vertical direction, with the first passing point 211, the third passing point and the fifth passing point being the troughs, and the second passing point 212 and the fourth passing point being the peaks, so that all parts of the bottom plate 12 can meet the support conditions of the SPMT vehicle 4, and the SPMT vehicle 4 can be fully distributed under the bottom plate 12, so that the use of the SPMT vehicle 4 to transport the pipe segment 1 can provide sufficient support force and reduce the degree of cracking of the pipe segment 1, so that the SPMT vehicle 4 can be used to transport the pipe segment 1 by barge. However, the setting of the first prestressed steel bundle 21 will cause the middle wall position corresponding to the top plate 11 to arch upward, that is, the stress of the top plate 11 will be affected. By setting a transverse second prestressed steel bundle in the top plate 11, the second prestressed steel bundle can overcome the stress effect of the first prestressed steel bundle 21 on the top plate 11, and the setting form of the first prestressed steel bundle 21 and the second prestressed steel bundle conforms to the load form of the bottom plate 12 and the top plate 11 of the immersed tube segment 6 during the operation period, meets the stress state of the immersed tube segment 6 during the operation period, and can also reduce the amount of reinforcement of the bottom plate 12 and the top plate 11, saving costs. That is, it can simultaneously provide assistance for the transverse crack control of the SPMT vehicle 4 for barge-in and long-distance construction transportation, as well as the stress during the operation period. Furthermore, the setting spacing of the second prestressed steel bundle on the top plate 11 is 2-3 times the setting spacing of the first prestressed steel bundle 21 on the bottom plate 12. When the spacing between the second prestressed steel bundles is less than 2 times the spacing between the first prestressed steel bundles 21, the number of second prestressed steel bundles will be too large, resulting in poor economic efficiency. When the spacing between the second prestressed steel bundles is greater than 3 times the spacing between the first prestressed steel bundles 21, it is easy to cause cracks in the pipe segment 1 when the SPMT vehicle 4 transports the pipe segment 1. The spacing between the first prestressed steel bundles 21 on the bottom plate 12 is 1-2m, and the spacing between the second prestressed steel bundles on the top plate 11 is 2-6m. When the spacing between the first prestressed steel bundles 21 is less than 1m, too many prestressed pipes are not conducive to the stress of the pipe segment 1 structure. When the spacing between the first prestressed steel bundles 21 is greater than 2m, it is easy to cause cracks in the pipe segment 1 when the SPMT vehicle 4 transports the pipe segment 1.

[0178] Example 2

[0179] This embodiment provides a method for transporting and constructing an immersed tube, wherein at least two pipe segments 1 are prefabricated in a prefabrication plant, and then the at least two pipe segments 1 are sequentially barged onto a semi-submersible barge 5 through a dock 7 of the prefabrication plant to be fixed. The pipe segments 1 sequentially barged onto the semi-submersible barge 5 are spaced apart in the longitudinal direction of the semi-submersible barge 5 and are respectively fixed.

[0180] In this embodiment, the semi-submersible barge 5 is equipped with an information monitoring system including the semi-submersible barge 5 four-corner draft monitoring, ballast tank 52 liquid level monitoring, semi-submersible barge 5 deflection monitoring, tide level monitoring, and component (such as pipe segment 1) front-end coordinate monitoring. The semi-submersible barge 5 floating state is fed back through the four-corner draft monitoring, the ballast tank 52 water volume is fed back through the ballast tank 52 liquid level monitoring, the semi-submersible barge 5 deflection is fed back through the deflection monitoring, the tide level change and change speed are fed back through the tide level monitoring, and the component barge speed is fed back through the component front-end coordinate monitoring. The monitoring system can provide real-time data support for the semi-submersible barge 5 rapid load adjustment decision. The semi-submersible barge 5 is equipped with a ballast pump and a valve control system. The control system can accept control instructions to realize automatic control of the ballast tank 52 valve and ballast pump switch, and can also be controlled by manual operation. The semi-submersible barge 5 is equipped with an intelligent load adjustment system, which can calculate and generate a load adjustment plan based on the information of the load, the tidal deformation, the barge speed, the density at sea, and other information. The load adjustment system is equipped with a database, which can store the load adjustment data of engineering cases, and can correct and improve the parameterized calculation model based on the monitoring data analysis, gradually improve the reliability of the calculated load adjustment plan, and provide decision support for the dynamic regulation of the control system.

[0181] Specifically, the steps of prefabricating all the segments 1 of the immersed tube segment 6 and barging them onto the semi-submersible barge 5 include:

[0182] S01, determine the preset position range of the shipboard support 51 on the semi-submersible barge 5 for supporting the pipe segment 1 and the fixed pier 31 when the pipe segment 1 is prefabricated, and exclude the lateral position of the pipe segment 1 corresponding to the SPMT vehicle 4 when the pipe segment 1 is transported according to the preset position range of the shipboard support 51 and the fixed pier 31; then determine the number of required SPMT vehicles 4 according to the weight of the pipe segment 1; then obtain all the layout position points of the required SPMT vehicles 4 corresponding to the pipe segment 1 according to the number of required SPMT vehicles 4, excluding the lateral position of the SPMT vehicle 4 when transporting the pipe segment 1, and the layout requirements; in step S01, the layout requirements are: arrange the SPMT vehicles 4 in a row below the pipe segment 1, and arrange the SPMT vehicles 4 symmetrically in the transverse direction of the pipe segment 1;

[0183] Before step S02, the process also includes a prefabrication step of the pipe segment 1. Before the prefabrication, the process also includes an optimized design of the pipe segment 1:

[0184] The SPMT vehicle 4 is a self-propelled flatbed trailer (self-propelled modular flatbed vehicle) produced and assembled in a modular manner, which can be configured into various structures, sizes and weights according to different requirements for loading goods. The basic components of the SPMT are a 4-axis or 6-axis module group and a power head. In this design, the large stroke adaptive adjustment capability and walking flexibility of the SPMT vehicle 4 are taken into consideration. Compared with the transport trolley, it can reduce the difficulty of controlling the cracking of the pipe segment 1 during the floating barge process. Since the SPMT vehicle 4 has a small carrying capacity and a large size, and the pipe segment 1 is heavy, more SPMT vehicle 4 groups are required, which basically need to be fully laid under the pipe segment 1, but the pipe segment 1 can only support the area at the middle wall and side wall. Therefore, it is necessary to consider how to achieve the support and transportation of the pipe segment 1 through the fully laid SPMT vehicle 4 groups. This embodiment adopts a solution: develop a pipe segment 1 with transverse prestress to reduce the control requirements of the pipe segment 1 on the supporting force. The optimized design of the pipe segment 1 is carried out to form a layout plan of transverse prestressed tendons to meet the support of the 4 groups of SPMT vehicles on the barge, while reducing the difficulty of floating barge and crack control of the pipe segment 1, and can meet the operational force requirements of the subsequent immersed tube. In addition, longitudinal prestress can also be set. After the pipe segment 1 is barged to the preset installation position on the water, the pipe segment 1 is connected in series on the semi-submersible barge 5 to form a segmented pipe segment for overall unloading and sinking installation. Among them, the longitudinal prestress setting is a preferred option, and the longitudinal prestress may not be set. In addition, it is also necessary to consider the position that needs to be adjusted when the pipe segment 1 is made into the immersed tube segment 6 on the semi-submersible barge 5. A pre-buried jacking piece can be designed at the bottom of the pipe segment 1 to meet the jacking force requirements and avoid directly pushing the concrete of the pipe segment 1 to cause concrete cracking.

[0185] Based on this, this application takes the example of setting transverse prestress and longitudinal prestress at the same time in pipe segment 1 to carry out the following construction description, which is as follows:

[0186] The prefabrication steps of pipe segment 1 are as follows:

[0187] The arrangement positions of the four rows of fixed buttresses 31 are determined according to the arrangement positions of the SPMT vehicle 4, so that the four rows of fixed buttresses 31 are staggered with the arrangement positions, and the fixed buttresses 31 distributed transversely along the pipe segment 1 are symmetrically arranged about the longitudinal center axis of the pipe segment 1; then the pipe segment 1 is prefabricated so that the two side walls and the two middle walls of the pipe segment 1 are correspondingly arranged on the four rows of fixed buttresses 31, as shown in FIG. Figure 4As shown. It can ensure the force balance when prefabricating the pipe segment 1, and ensure that the crack control effect of the prefabricated pipe segment 1 is better. When prefabricating the pipe segment 1, it is necessary to pre-embed the transverse prestressed pipeline according to the design of the pipe segment 1. After the pipe segment 1 reaches the strength requirement, the transverse prestressed tendons are penetrated in the transverse prestressed pipeline, and then the transverse prestress is tensioned through the tensioning end 23. After the tensioning is completed, the transverse prestressed pipeline is grouted, as shown in FIG. Fig.34 As shown. When prefabricating the pipe segment 1, it is also necessary to pre-embed the longitudinal prestressed pipe according to the design of the pipe segment 1, and the longitudinal prestressed pipe should be arranged away from the transverse prestressed pipe. In addition, it is also necessary to pre-embed the jacking piece at the bottom of the pipe segment 1 to meet the jacking force requirements of the subsequent segmental pipe segment and avoid direct jacking of the pipe segment 1 concrete to cause concrete cracking.

[0188] Optionally, auxiliary buttresses 32 may be provided between the four rows of fixed buttresses 31, such as Figure 5 As shown, the auxiliary pier 32 also needs to be offset from the layout position of the SPMT vehicle 4. The auxiliary pier 32 cannot be used as the main supporting area. The purpose of the auxiliary pier 32 is to ensure that the bottom plate 12 surface tends to be horizontal. The support force should be set relatively small, which is conducive to the support force control of the pipe segment 1 to control the cracking.

[0189] In this embodiment, a high-position prefabrication method is adopted on the fixed pier 31. The height and layout of the fixed pier 31 need to take into account the layout requirements of the SPMT vehicle 4, such as Figure 6 As shown, fixed buttresses 31 and auxiliary buttresses 32 are provided, and bottom templates 321 are provided on the auxiliary buttresses 32 and the fixed buttresses 31. The immersed tube segment 6 is prefabricated in the longitudinal direction by segment segments 1, and a wet joint of 1m is reserved between adjacent segment segments 1. After the segment segments 1 are transported to the preset installation position on the water, segmental segments are made on the semi-submersible barge 5 (casting post-casting strips 61 and tensioning longitudinal prestressed tendons 62); the segment segments 1 are completely separated to prevent damage to the joints of the segment segments 1 during transport and reduce the possibility of longitudinal cracking during transport.

[0190] Design principles of fixed pier 31: Fixed pier 31 consists of a steel pier at the bottom and a sleeper pad at the top. The height of the steel pier is between the lowest height and the driving height of the SPMT vehicle 4 (the lowest height of the SPMT vehicle 4 is 1.2m, the driving height is 1.5m, and the height of the steel pier can be set to 1.35m). The total height of the fixed pier 31 is greater than the "lowest height of the SPMT + the height of the sleeper pad (the sleeper pad on the SPMT vehicle 4 during transportation)", and less than the "SPMT driving height + the height of the sleeper pad". The height design of the fixed pier 31 must ensure:

[0191] ① Ensure that the SPMT vehicle 4 travels smoothly to the bottom plate 12 of the pipe segment 1, and place sleeper blocks on it;

[0192] ② Ensure that after the SPMT vehicle 4 is lifted, the sleeper pads above the steel pier can be removed smoothly;

[0193] ③ Ensure that the SPMT vehicle 4 can move smoothly during the transportation of the pipe segment 1 (without being affected by the steel pier).

[0194] After the pipe segment 1 is prefabricated, a push piece is embedded in the bottom of the pipe segment 1, and the pipe segment 1 is placed on a fixed pier 31. The arrangement of the fixed pier 31 needs to take into account the support and walking requirements of the SPMT vehicle 4. The fixed pier 31 is arranged at the side wall and the middle wall, and is evenly arranged along the longitudinal direction of the pipe segment 1, one every 2m. When the layout position of the SPMT vehicle 4 makes it impossible to set the two middle walls of the pipe segment 1 directly above the corresponding fixed pier 31, the fixed pier 31 is set at a certain distance away from the side of the two middle walls of the corresponding pipe segment 1 through finite element analysis. The vehicle group that can set the SPMT vehicle 4 between the two middle walls can better control the cracking of the pipe segment 1.

[0195] S02, according to the layout position of the SPMT car 4, the SPMT car 4 is arranged at the bottom of the pipe segment 1, and each row of the SPMT cars 4 forms a train set, and sleepers 41 are arranged on the train set, such as Figure 7 As shown; the sleepers 41 are arranged at equal intervals in the longitudinal direction of the pipe segment 1, one every 2m.

[0196] That is, the SPMT vehicle 4 is driven to the bottom of the pipe segment 1, the SPMT vehicle 4 is arranged along the longitudinal direction of the pipe segment 1, and the vehicle group is arranged symmetrically along the transverse direction of the pipe segment 1. The SPMT vehicle 4 group must meet the load-bearing requirements of the pipe segment 1. In addition, the layout of the SPMT vehicle 4 needs to avoid the fixed piers 31 and the support 51 on the ship to ensure the smooth walking track of the SPMT vehicle 4. For example, if the pipe segment 1 weighs 34,000 tons, the SPMT vehicle 4 needs 1020 axles, 15 rows, and 60 axles per row. The load capacity is about 40,000 tons, which is greater than the total weight of the pipe segment 1 and meets the load requirement.

[0197] In some embodiments, in step S02, the sleepers 41 on the train set are wedge-shaped sleepers, such as Fig.11As shown, the wedge-shaped sleeper includes an upper sleeper block 412 and a lower sleeper block 411, the upper sleeper block 412 and the lower sleeper block 411 are stacked vertically, the upper sleeper block 412 has a flat top surface and an inclined bottom surface, the lower sleeper block 411 has an inclined top surface and a flat bottom surface, and the bottom surface of the upper sleeper block 412 is arranged in close contact with the bottom surface of the upper sleeper block 412; in step S02, the wedge-shaped sleeper is arranged on the train set, including the following steps: the lower sleeper block 411 is arranged on the train set, and then the upper sleeper block 412 is knocked from the side into the space between the bottom surface of the pipe segment 1 and the top surface of the lower sleeper block 411. Specifically, all 4 sets of SPMT trains are adjusted to a uniform height of 1300mm, and then all the supporting wedge-shaped sleepers are knocked to the bottom of the pipe segment 1 with a hand hammer to ensure that the loads on each force point on the supporting beam are uniform, and the area of ​​each supporting point is about 0.8m×0.8m.

[0198] S03, lift the pipe segment 1 by the SPMT vehicle 4, so that the pipe segment 1 is separated from the fixed pier 31, as shown in FIG. Figure 8-Figure 10 As shown;

[0199] Optionally, between steps S02 and S03, the vehicle group is divided into four zones along the transverse center axis and the longitudinal center axis of the tube segment 1, such as Fig.12 As shown, the hydraulic suspensions of all SPMT vehicles 4 in each zone are connected in series through oil pipes; the four zones are connected in parallel through oil pipes;

[0200] In step S03, the vehicle groups in the four zones synchronously and gradedly lift the pipe segment 1. A four-point synchronous lifting is formed, and the vehicle groups in the four zones synchronously and gradedly lift the pipe segment 1, ensuring that the force on the bottom plate 12 is uniform and hierarchical when being lifted, which can improve the crack control effect. Specifically, the SPMT vehicle 4 is lifted, and the pipe segment 1 is converted from the support of the fixed pier 31 to the support of the SPMT vehicle 4. During the lifting process, the four zones are synchronously lifted, that is, the SPMT vehicle 4 is divided into four zones, and the hydraulic suspension in each zone is connected in series through the oil pipe, and the direct oil circuits between zones are connected in parallel, thereby forming an adaptive four-point support. Through the cracking risk analysis of the pipe segment 1, a control index of the oil pressure difference of the four zones is established. During the lifting process, the oil pressure difference of the four zones is controlled within the control index. When it exceeds the control index, the lifting needs to be stopped for adjustment. During the lifting process, the posture and stress monitoring of the pipe segment 1 are carried out. The jacking process adopts graded jacking, which is divided into four levels of 25%, 50%, 75%, and 100% according to the oil pressure. After each level of jacking is completed, the oil pressure difference of the four zones is adjusted to zero as much as possible before the next level of jacking. The last level of jacking is slowed down, and the process is monitored until the pipe segment 1 is separated from the fixed pier 31.

[0201] Before step S04, the semi-submersible barge 5 is stern-to-side and moored to the side of the pier 7 by means of the cable 54; then a 40mm-50mm thick steel plate is laid at the joint between the pier 7 and the semi-submersible barge 5; and then a shipboard support 51 is arranged on the deck of the semi-submersible barge 5; wherein, the transverse arrangement position of the shipboard support 51 on the semi-submersible barge 5 is determined according to the arrangement position of the SPMT vehicle 4, and the shipboard support 51 on the semi-submersible barge 5 for supporting the pipe segment 1 is a slideway arranged longitudinally along the deck of the semi-submersible barge 5, and sliders 511 are arranged longitudinally at intervals on the slideway as sleepers, and the sliders 511 are temporarily fixed on the slideway, and the sliders 511 are used to support the pipe segment 1, and a jacking mechanism (such as a jack) is arranged on the side of the slideway, and a jacking member is pre-buried at the bottom of the pipe segment 1, so that the jacking mechanism can apply a force to the jacking member along the longitudinal direction of the semi-submersible barge 5. wherein, the height and arrangement of the slideway need to take into account the walking requirements of the SPMT vehicle 4. In addition, the left and right sides of the slideway are provided with a limited structure, such as a groove structure on the top surface of the slideway, which can guide and limit the sliding of the slider 511. After the semi-submersible barge 5 is stern-to-side and moored to the side of the pier 7 by the cable 54, a 40mm-50mm thick steel plate is laid to meet the requirements of the SPMT vehicle 4 for barge-on, and then the shipboard support 51 is arranged on the deck surface of the semi-submersible barge 5, and the error in the mooring position of the semi-submersible barge 5 can be avoided to prevent the shipboard support 51 from being misaligned with the SPMT vehicle 4, and it can be ensured that the shipboard support 51 will not interfere with the barge-on movement of the SPMT vehicle 4.

[0202] Further, such as Fig.13 As shown, 8 rows of ship supports 51 are arranged at intervals on the semi-submersible barge 5, of which 4 rows of ship supports 51 correspond to the two side walls and two middle walls of the pipe segment 1, and the other 4 rows of ship supports 51 are located between two adjacent rows of SPMT vehicles 4. The ship supports 51 distributed transversely along the semi-submersible barge 5 are symmetrically arranged about the longitudinal center axis of the pipe segment 1. After the pipe segment 1 is transferred from the dock 7 to the semi-submersible barge 5, it is placed on the top sliders 511 of the 8 rows of ship supports 51. During the conversion process, the deck of the semi-submersible barge 5 is subjected to uniform and smaller force, reducing the deformation of the deck of the semi-submersible barge 5. The ship supports 51 are arranged at equal intervals in the longitudinal direction, one every 2m.

[0203] S04, the pipe segment 1 is driven by the SPMT vehicle 4 from the prefabrication plant to the semi-submersible barge 5 via the dock 7; Figure 13-Figure 15 As shown, under the support of the SPMT vehicle 4, the force on the pipe segment 1 meets the requirements of crack control.

[0204] Optionally, between steps S03 and S04, the vehicle group is divided into three zones, such as Fig.16As shown, the vehicle group under the front half of the pipe segment 1 in the forward direction is regarded as one zone, and the vehicle group under the rear half of the pipe segment 1 in the forward direction is divided into two zones along the longitudinal center axis of the pipe segment 1; the hydraulic suspensions of all SPMT vehicles 4 in each zone are connected in series through oil pipes, and the three zones are connected in parallel through oil pipes;

[0205] In step S04, the vehicle groups in the three zones support the pipe segments 1. A three-point synchronous lifting is formed, and the vehicle groups in the three zones support the pipe segments 1, ensuring that the three zones of the bottom plate 12 are always located in the same plane when being lifted, and the force is evenly applied, which can improve the crack control effect.

[0206] In step S03, after the lifting is completed, the SPMT vehicle 4 is switched from zone 4 to zone 3. The hydraulic suspension in each zone is connected in series through the oil pipe, and the direct oil circuits between zones are connected in parallel to form an adaptive three-point support. During the transfer process, the difference in oil pressure in the three zones is controlled to move the pipe segment 1 to the front of the wharf 7.

[0207] Since the immersed tube segment 6 includes at least two segments 1, and it is best to prefabricate them together, and in order to better control the barge, all the segments 1 of the immersed tube segment 6 can be synchronously moved to the front of the wharf 7, and then all the segments 1 of the immersed tube segment 6 are sequentially barged. Then, the semi-submersible barge 5 ballast tank 52 is adjusted to adjust the barge speed of the segment 1, and the oil pressure difference in zone 3 is adjusted to control the floating state of the semi-submersible barge 5 and the height difference between the deck surface of the semi-submersible barge 5 and the wharf 7, to ensure that the SPMT vehicle 4 moves in order, the semi-submersible barge 5 is stable and safe, and the force of the segment 1 meets the crack control requirements. The specific process of the barge is as follows:

[0208] In step S04, Fig.17 As shown, in the pre-selected operation window, the pipe segment 1 is driven by the SPMT vehicle 4 to be transferred from the dock 7 to the semi-submersible barge 5; through theoretical analysis, a suitable operation window (with small wind and waves and appropriate tidal changes) is selected as the pre-selected operation window;

[0209] During the process of loading, the loading speed is controlled within 0.5m / min to 1m / min, and the load is adjusted through the ballast tank 52 of the semi-submersible barge 5, and the height difference between the dock 7 and the stern deck surface and the floating state of the semi-submersible barge 5 are controlled to meet the control requirements of the SPMT vehicle 4 walking and the stability and safety of the semi-submersible barge 5. The floating state of the semi-submersible barge 5 includes heel and pitch. Specifically, the height difference between the dock 7 and the stern deck surface of the semi-submersible barge 5 is controlled within ±5cm, and the heel and pitch of the semi-submersible barge 5 are controlled within 1°.

[0210] S05, the SPMT vehicle 4 supports the hydraulic cylinder to descend, and the pipe segment 1 is lowered until it falls on the support 51 on the ship (the slider 511 on the slideway);

[0211] In some embodiments, in step S04 and step S05, the control method of the pipe segment 1 being lifted up and dropped onto the sleepers of the support 51 on the ship comprises:

[0212] Step 1: Design of multi-parameter system for construction control; see Fig.18 and Fig.19 ,The multi-parameter system includes: feedback of the real-time conditions of the control parameters and the regulation parameters through the monitoring parameters, the control of the control parameters is achieved through the real-time regulation of the regulation parameters, and the control target is achieved through the control of the control parameters;

[0213] Among them, the control objectives include the smooth movement of the SPMT vehicle 4 during the process of loading and unloading, the stability and safety of the semi-submersible barge 5, and the pipe segment 1 not cracking;

[0214] The control parameters include wind speed and wave height, tide level change speed, height difference between the dock 7 and the stern deck, floating state of semi-submersible barge 5, deflection of the deck surface of semi-submersible barge 5, and maximum difference in oil pressure in three zones of SPMT vehicle 4; the floating state of semi-submersible barge 5 includes longitudinal inclination and transverse inclination; Fig.16 As shown, the front end of the SPMT vehicle 4 is symmetrically divided into two zones, namely, the first zone and the second zone, and the rear end is divided into one zone, namely, the third zone;

[0215] Monitoring parameters include wind and wave monitoring, tide level monitoring, 7-side elevation monitoring of the dock, stern deck elevation monitoring, 5-corner draft monitoring of semi-submersible barge, 5-deflection monitoring of semi-submersible barge, 4-oil pressure monitoring of SPMT vehicle, 1-front end coordinate monitoring of pipe segment, 5-cabin water level monitoring of semi-submersible barge;

[0216] The monitoring parameters need to be monitored and fed back in real time by deploying a monitoring system. In one or more embodiments, the monitoring system is deployed as follows:

[0217] The first monitoring point is arranged on the pier 7 and the stern of the semi-submersible barge 5 to obtain the height difference between the pier 7 and the stern deck in real time. Fig. 20 The elevation monitoring point 532 of the pier 7) and the first monitoring point of the stern deck surface ( Fig. 20 The height difference between the pier 7 surface and the stern deck surface is fed back by using the height difference of the stern deck surface elevation monitoring point 533). Preferably, a first monitoring point is arranged on each side of the front edge of the pier 7 and the stern deck surface, and a first monitoring point is arranged on each side of the stern deck surface, so that the stern elevation can be obtained more accurately. The above-mentioned arrangement of the first monitoring points can more accurately obtain the elevation of the pier 7 surface and the ship.

[0218] Arrange the second monitoring point at the front end of pipe segment 1 ( Fig. 20 The pipe segment front end coordinate monitoring point 531) obtains the real-time coordinates of the front end of the pipe segment 1 in real time, and the barge speed of the pipe segment 1 is fed back through the real-time coordinates of the front end of the pipe segment 1;

[0219] The third monitoring point is arranged at the four corners of the semi-submersible barge ( Fig. 20 The semi-submersible barge four corner draft monitoring point 535) obtains the draft of the semi-submersible barge 5 four corners in real time, and the buoyancy state of the semi-submersible barge 5 is fed back through the semi-submersible barge 5 four corner draft monitoring;

[0220] The fourth monitoring point is arranged in the cabin of the semi-submersible barge 5 to obtain the water level of the cabin of the semi-submersible barge 5 in real time, and the amount of ballast water in the cabin is fed back through the water level of the cabin of the semi-submersible barge 5 to support the load adjustment of the semi-submersible barge 5;

[0221] The fifth monitoring point is arranged at the bow, stern and longitudinal mid-span of the semi-submersible barge 5 ( Fig. 20 The semi-submersible barge deflection monitoring point 534 in the semi-submersible barge is used to obtain the elevation of the semi-submersible barge 5 deflection measurement point in real time, and the sixth monitoring point is set to obtain the tide level in real time. The tide level change and the speed of change are fed back through the tide level monitoring, and the deflection of the semi-submersible barge 5 is fed back through the tide level and the elevation of the semi-submersible barge 5 deflection measurement point. More preferably, a plurality of fifth monitoring points are evenly arranged in the longitudinal direction of the semi-submersible barge 5, so that the longitudinal deflection of the semi-submersible barge 5 can be obtained more accurately, which is conducive to analyzing the longitudinal load adjustment required for the semi-submersible barge 5.

[0222] The control parameters include the speed of loading, the load adjustment of the semi-submersible barge 5 and the height of the support 51 on board;

[0223] Step 2: Construction preparation before loading based on the multi-parameter system, including the following steps:

[0224] (1) Establish control indicators for control parameters:

[0225] According to the analysis of the wind and wave response to the semi-submersible barge 5 in the moored state, the control indicators of wind speed and wave height are set;

[0226] In one or more embodiments, optionally, numerical calculations are performed to analyze the influence of wind speed, wave height, etc. on the motion response of the semi-submersible barge 5 in the moored state, and wind speed and wave height with less influence of wind and waves on the motion response of the semi-submersible barge 5 are selected as control indicators; for example: the analysis results show that when the wind speed is below level 3 and the wave height is less than 0.5m, the wind and waves have less influence on the motion response of the semi-submersible barge 5, and the wind speed less than or equal to level 3 and the wave height less than or equal to 0.5m are used as the control indicators of wind and waves.

[0227] According to the analysis of the load-adjusting capacity of the semi-submersible barge 5, the control index of the tide level change speed is set;

[0228] In one or more embodiments, optionally, according to the analysis of the loading capacity of the semi-submersible barge 5, it is selected to carry out the transfer during the rising tide, considering that the ballast water transfer capacity of the semi-submersible barge 5 can replace the weight of the immersed tube, the weight of the upper part of the immersed tube during the transfer process makes the semi-submersible barge 5 sink as much as possible due to the weight of the semi-submersible barge 5 floating due to the rising tide, and the tide level change speed is less than 1m / h;

[0229] According to the analysis of the walking ability of the SPMT vehicle 4, a control index of the height difference between the dock 7 and the stern deck is set; in one or more embodiments, optionally, according to the analysis of the walking ability of the SPMT vehicle 4, the height difference between the dock 7 and the stern deck is set to be controlled within ±5 cm;

[0230] According to the walking ability of the SPMT vehicle 4 and the stability and safety analysis of the semi-submersible barge 5, the control index of the floating state of the semi-submersible barge 5 is set; in one or more embodiments, optionally, according to the walking ability of the SPMT vehicle 4 and the stability and safety analysis of the semi-submersible barge 5, the longitudinal inclination and the transverse inclination of the semi-submersible barge 5 are set to be controlled within 1°;

[0231] According to the stress analysis of pipe segment 1, Fig.21 As shown, the control indexes of the deck surface deflection of the semi-submersible barge 5 and the maximum difference of the oil pressure in the three zones of the SPMT vehicle 4 are set; in one or more embodiments, optionally, according to the force analysis of the pipe segment 1, the maximum difference of the oil pressure in the three zones of the SPMT vehicle 4 is set to be controlled within 5%, and the deck surface deflection of the semi-submersible barge 5 is controlled to be controlled within 10 cm;

[0232] (2) Advance control before the launch:

[0233] Wind speed, wind direction and wave height are fed back through wind and wave monitoring. If the wind speed and wave height exceed the control index, the barge construction will not be carried out;

[0234] Tidal level monitoring reflects the speed of tidal level changes, and determines whether to carry out the barge construction according to the speed of tidal level changes. If the speed of tidal level changes exceeds the control index and the semi-submersible barge 5 loading capacity cannot cope with the rapid tidal level changes, the barge construction will not be carried out;

[0235] In one or more embodiments, the barge construction operation window is optionally selected: observe the wind, wave and tide conditions near the barge loading area, analyze the wind, wave and tide changes in the next few days or months in combination with the tide table, and select a time period that meets the control indicators of wind, wave and tide and has relatively good wind, wave and tide conditions;

[0236] The loading speed is set according to the travel capacity of the SPMT vehicle 4, and the loading plan of the semi-submersible barge 5 for the loading construction is formulated according to the loading speed and the speed of tide level change;

[0237] In one or more embodiments, Fig. 22 As shown in the figure, the calculation of the loading scheme for the barge is as follows: the barge speed is set to 1m / min, the tide level change is considered, and the loading adjustment during the barge process is calculated and analyzed according to the moment balance principle to obtain the loading scheme for the barge. The calculation and analysis method is as follows: the force on the semi-submersible barge 5 is simplified to the midpoint as the moment center, and the front and rear gravity are used as the acting force for calculation. The formula for calculating the barge moment is: (F1+F W )×L1=F2×L2;

[0238] Where: F1——barge weight (unit: kN); F W ——ballast water weight at the stern (unit: kN); L1——distance from the stern weight to the centroid (unit: m); F2——ballast water weight at the bow (unit: kN); L2——distance from the bow weight to the centroid (unit: m).

[0239] Calculation of inclination angle: The weight of the pipe segment 1 on the barge causes the change in inclination angle of the semi-submersible barge 5 (i.e. the height difference of the dock 7 that may occur between the ship and the shore dock 7): ΔH = F2*L2 / M;

[0240] Where: ΔH——change in the inclination angle of the semi-submersible barge: unit: cm; F2——weight of the bow ballast water: unit: t; L2——distance from the bow weight to the moment center: unit: m; M——moment of trim per centimeter: unit: t·m / cm;

[0241] For example, the specific loading and unloading plan calculated is as follows:

[0242] Step 1: 12% loading (barge), when the stern is higher than the dock 7100mm, roll-on / roll-off loading is carried out; Step 2: 24% loading (barge), adjust the ballast water, and control the height difference between the dock 7 and the semi-submersible barge 5 deck within 0 to -10cm; Step 3: 36% loading (barge), adjust the ballast water, and control the height difference between the dock 7 and the semi-submersible barge 5 deck within 0 to -10cm; Step 4: 48% loading (barge), adjust the ballast water, and control the height difference between the dock 7 and the semi-submersible barge 5 deck within 0 to -10cm; Step 5: 60% loading (barge), adjust the ballast water, and control the height difference between the dock 7 and the semi-submersible barge 5 deck within 0 to -10cm; The height difference of the deck of submersible barge 5 is controlled within 0 to -10cm; Step 6: 72% loaded (barge), adjust the ballast water, and the height difference between pier 7 and the deck of semi-submersible barge 5 is controlled within 0 to -10cm; Step 7: 84% loaded (barge), adjust the ballast water, and the height difference between pier 7 and the deck of semi-submersible barge 5 is controlled within 0 to -10cm; Step 8: 96% loaded (barge), adjust the ballast water, and the height difference between pier 7 and the deck of semi-submersible barge 5 is controlled within 0 to -10cm; Step 9: 100% loaded (barge), adjust the ballast water, and the height difference between pier 7 and the deck is controlled within 0 to -10cm.

[0243] like Fig.23 As shown, in the calculated loading adjustment scheme, it can be seen that in each process of barge loading, the amount of ballast water in each ballast tank 52 needs to be adjusted accordingly.

[0244] In one or more embodiments, in step 2, numerical calculation is used to analyze the influence of the loading adjustment scheme on the floating state of the semi-submersible barge 5 and the height difference between the dock 7 and the stern deck surface, and fully understand how to adjust the loading of the semi-submersible barge 5 to cope with the control needs of the floating state of the semi-submersible barge 5 and the height difference between the dock 7 and the stern deck surface under different tidal changes, which serves as a basis for rapid control decisions during the barge loading process, and assists in formulating the loading adjustment scheme of the semi-submersible barge 5 for the barge loading construction. For example, when the stern deck surface is higher than the dock 7 surface, Fig.24 As shown, the height difference between the dock 7 and the stern deck surface can be adjusted by pressurizing water in the middle cabin 522. When the semi-submersible barge 5 has a stern trim, the floating state of the semi-submersible barge 5 can be adjusted by pressurizing water in the bow cabin 523 and draining water from the stern cabin 521.

[0245] Step 3: Start the barge construction, implement the set barge speed and load adjustment plan, from the dock 7 to the semi-submersible barge 5, drive the pipe segment 1 to the barge by the SPMT vehicle 4, and then perform real-time regulation according to the monitoring data until the pipe segment 1 falls to the ship support 51 on the semi-submersible barge 5;

[0246] Monitor the floating state of the semi-submersible barge 5, control the heel within the range of ±0.2m, and the longitudinal heel within 0-0.3m (stern heel). If the attitude of the semi-submersible barge 5 exceeds the control target, timely adjust the load according to the monitoring data, and combine the control decision instructions of the intelligent load adjustment system, and the crew with rich operating experience will perform manual adjustment.

[0247] During the loading process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators:

[0248] By controlling the loading speed and the load adjustment of the semi-submersible barge 5, the height difference between the dock 7 and the stern deck of the semi-submersible barge 5 is controlled, and by adjusting the load of the semi-submersible barge 5, the floating state of the semi-submersible barge 5 is controlled so as to meet the corresponding control indicators to ensure the smooth operation of the SPMT vehicle 4;

[0249] During the process of loading and unloading, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators:

[0250] The buoyancy of the semi-submersible barge 5 is controlled by adjusting the load of the semi-submersible barge 5 so as to meet the corresponding control indicators to ensure the stability and safety of the semi-submersible barge 5 during the process of launching and landing;

[0251] and / or, by adjusting the oil pressure of the SPMT vehicle 4 to control the maximum difference of the oil pressure in the three zones of the SPMT vehicle 4, so as to meet the corresponding control index, to ensure that the pipe segment 1 does not crack during the loading process;

[0252] During the pier dropping process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators: the deflection of the deck surface of the semi-submersible barge 5 is controlled by adjusting the load of the semi-submersible barge 5 during the pier dropping process so that the corresponding control indicators are met to ensure that the pipe segment 1 does not crack.

[0253] In one or more embodiments, in step 3, when there is a large difference between the actual tidal level change and the predicted tidal level change, the height difference between the pier 7 and the stern deck of the semi-submersible barge 5 and the floating state of the semi-submersible barge 5 are controlled by adjusting the loading speed and coordinating the loading of the semi-submersible barge 5, so as to meet the corresponding control indicators. This solution is different from the predicted tidal level change, which makes the loading scheme of the semi-submersible barge 5 formulated in step 2 for the barge construction based on the predicted tidal level not fully applicable, so it is necessary to re-formulate the loading scheme of the semi-submersible barge 5.

[0254] Furthermore, when the actual tidal level change is greater than the predicted tidal level change, and the semi-submersible barge 5's load-adjusting capacity cannot cope with the regulation demand of the rapid tidal level change, the height difference between the dock 7 and the stern deck and the floating state of the semi-submersible barge 5 can be controlled by speeding up the loading speed and coordinating the semi-submersible barge 5's load-adjusting to meet the corresponding control indicators;

[0255] When the actual tidal level change is smaller than the predicted tidal level change, and the loading capacity of the semi-submersible barge 5 cannot meet the regulation demand of the predetermined barge loading speed, the barge loading speed can be slowed down, waiting for the tide, and the semi-submersible barge 5 can be coordinated with the loading to control the height difference between the dock 7 and the stern deck surface, and the floating state of the semi-submersible barge 5, so as to meet the corresponding control indicators.

[0256] In one or more embodiments, in step 3, whether to perform regulation is determined based on whether the real-time data of the control parameter exceeds 80% of the control index. If the real-time data of the control parameter is within 80% of the control index, the barge is not regulated and continues to be loaded. If the real-time data of the control parameter exceeds 80% of the control index, regulation is required until the real-time data of the control parameter is within 50% of the control index, and then regulation is stopped. Under the condition of ensuring that the index can meet the preliminary requirements, the efficiency of loading and regulation can be improved.

[0257] In one or more embodiments, in step 3, when the last three axles of the SMPT vehicle group at the bottom of the pipe segment 1 are barged, the deck surface of the semi-submersible barge 5 is controlled to slightly exceed the pier 7 (e.g., within 5m), and the barge crack control effect and barge stability are better. After all the SMPT vehicle groups at the bottom of the pipe segment 1 are barged, they continue to move to the landing position, and then the pipe segment 1 is landed on the slider 511 of the ship support 51 of the semi-submersible barge 5.

[0258] In one or more embodiments, the above considers:

[0259] 1) Set the loading speed of pipe segment 1, and the general rate is stable at 1min / m.

[0260] 2) Before the implementation of the barge, the operation window is optimized and the speed of tide level change satisfies: during the barge process, the weight of the pipe segment 1 increases so that the amount of the semi-submersible barge 5 sinking is as large as possible due to the increase in tide level, which makes the semi-submersible barge 5 float.

[0261] 3) Before the transfer, a certain amount of ballast water is reserved in the bow, stern and middle cabin 522 of the semi-submersible barge 5 to prevent the tide level from changing too quickly and requiring water to be discharged overboard.

[0262] 4) During the barge loading process, the barge loading speed of pipe segment 1, the speed of tide level change, the height difference between the semi-submersible barge 5 and the dock 7, and the floating state of the semi-submersible barge 5 are monitored in real time.

[0263] 5) During the barge loading process, the pipe segment 1 is barged at a preset speed of 1 min / m. According to the monitoring of the height difference between the semi-submersible barge 5 and the dock 7 and the floating state of the semi-submersible barge 5, the load of the semi-submersible barge 5 is adjusted in time. The load adjustment principle is: the height difference between the semi-submersible barge 5 and the dock 7 is controlled by adjusting the ballast water in the middle cabin 522 of the semi-submersible barge 5, and the floating state of the semi-submersible barge 5 is controlled by adjusting the ballast water in the bow and stern cabins of the semi-submersible barge 5.

[0264] 6) When the height difference between the semi-submersible barge 5 and the wharf 7 and the floating state of the semi-submersible barge 5 are close to the control requirements for barge loading, the barge loading speed is slowed down or stopped, and the barge loading is continued at the predetermined speed after the loading is completed.

[0265] After the pipe segment 1 falls on the ship support 51 on the semi-submersible barge 5, step S06 is performed:

[0266] S06, the supporting hydraulic cylinder of SPMT car 4 continues to descend so that the sleeper 41 of the car group does not contact the pipe segment 1;

[0267] S07, SPMT vehicle 4 returns to wharf 7, and the loading of single-section pipe segment 1 is completed;

[0268] The sleepers 41 are provided to prevent the SPMT vehicle 4 from directly contacting the pipe segment 1 , and to avoid a large cracking process caused by direct contact between the SPMT vehicle 4 of the steel structure 63 and the concrete of the pipe segment 1 .

[0269] like Fig.25 As shown, after all the pipe segments 1 are loaded onto the barge, the semi-submersible barge 5 is sealed and reinforced. The sealing and reinforcement uses the bottom steel bracket 55 and other thrust members as the main limiting devices, supplemented by steel wire ropes. After the pipe segment 1 is in place, the forklift places the bottom steel bracket 55 at the predetermined position, welds and reinforces it, and the steel wire rope uses a basket screw to further tighten the pipe segment 1.

[0270] In the present embodiment, the method of loading the pipe segment 1 by the SPMT vehicle 4 greatly expands the supportable area and reduces the control requirements for the supporting force by setting a transverse prestress on the bottom plate 12 of the pipe segment 1, so that the SPMT vehicle 4 can be fully distributed under the bottom plate 12; after determining the layout position of the SPMT vehicle 4, it can meet the support of the pipe segment 1 and the bearing capacity when loading; and the lateral position of the SPMT vehicle 4 at the pipe segment 1 is staggered with the lateral position of the pipe segment 1 corresponding to the fixed pier 31, so that after the prefabricated pipe segment 1, the SPMT vehicle 4 can be arranged under the prefabricated pipe segment 1, so as to realize the force conversion between the fixed pier 31 and the SPMT vehicle 4; and The lateral position of the SPMT vehicle 4 at the pipe segment 1 is offset with the lateral position of the pipe segment 1 corresponding to the support 51 on the ship, so that the SPMT vehicle 4 can transport the pipe segment 1 from the dock 7 to the semi-submersible barge 5 without being disturbed by the support 51 on the ship, and then the pipe segment 1 can be converted from the support of the sleepers 41 on the SPMT vehicle 4 to the support 51 on the ship, and the SPMT vehicle 4 continues to unload the force, so that the top of the vehicle group does not contact the pipe segment 1, so that the SPMT vehicle 4 can be returned to the dock 7, and then the SPMT vehicle 4 is used to realize the overall barge process of the pipe segment 1. In this process, due to the large stroke adaptive adjustment capability and walking flexibility of the SPMT vehicle 4, the difficulty of controlling the cracking of the pipe segment 1 during the barge process is reduced.

[0271] The present invention greatly expands the support area and reduces the control requirements for the supporting force by setting transverse prestress on the bottom plate 12 of the pipe segment 1, so that the SPMT vehicle 4 can be fully distributed under the bottom plate 12, and then the SPMT vehicle 4 is used to realize the overall barge process of the pipe segment 1. In this process, the difficulty of controlling the cracking of the pipe segment 1 during the barge process is reduced due to the large stroke adaptive adjustment capability and walking flexibility of the SPMT vehicle 4.

[0272] The above method completes the bargeing of the first pipe segment 1, and executes step S08 and repeats steps S04-S07 to complete the bargeing and fixing operations of the second, third, ... Nth pipe segment 1 of the immersed tube segment 6 until the bargeing of all pipe segments 1 of the immersed tube segment 6 is completed.

[0273] After all the segments 1 of the immersed tube segment 6 are barged onto the semi-submersible barge 5 and fixed, the following method is used to continue the construction:

[0274] S1. The prefabricated immersed tube segment 1 is transported to a preset installation position on water by a semi-submersible barge 5; at least two segments 1 are mounted on the semi-submersible barge 5; since the segments 1 are separately fixed on the ship support 51 on the semi-submersible barge 5, and at least two segments 1 are not made into immersed tube segments 6, the longitudinal length of the segment 1 is smaller than the longitudinal length of the immersed tube segment 6, which can reduce the possibility of longitudinal cracking of the segment 1 during long-distance transportation; and transverse prestressed tendons are distributed at intervals along the longitudinal direction of the segment 1, which can reduce the possibility of transverse cracking of the immersed tube segment 6 during long-distance transportation, making the finally installed immersed tube segment 6 less likely to crack; after the prefabricated immersed tube segment 1 is transported to the preset installation position on water by the semi-submersible barge 5, a position with less wind and waves is selected for anchoring the semi-submersible barge 5.

[0275] S2, at a preset installation position on water, at least two pipe segments 1 are made into immersed pipe segments 6 of immersed pipes on a semi-submersible barge 5, such as Fig.26 As shown; wherein, the production of the immersed tube segment 6 of the immersed tube includes the following steps: in step S2, the sealing and reinforcing structure of the pipe segment segment 1 on the semi-submersible barge 5 is removed, and then the temporary fixation of the slider 511 on the slideway is removed, and then the pre-buried pushing member at the bottom of the pipe segment segment 1 is pushed by the pushing mechanism (jack, etc.), so that the pipe segment segment 1 is pushed to adjust the distance between the two adjacent sections of the pipe segment segment 1 on the semi-submersible barge 5, and ensure the casting distance of the wet joint where the post-cast strip 61 is located; then the template is installed to cast the wet joint, that is, to cast the post-cast strip 61 between the two adjacent sections of the pipe segment segment 1. In this embodiment, when the pipe segment 1 is prefabricated, the pipe segment 1 is also provided with a longitudinal prestressed pipe of longitudinal prestressed tendons 62; therefore, in step S2, the longitudinal prestressed tendons 62 are inserted into the longitudinal prestressed pipes of at least two sections of the pipe segment 1; then the post-cast strip 61 between the two adjacent sections of the pipe segment 1 is cast, and then the longitudinal prestressed tendons 62 are tensioned and fixed, and then grouting is injected into the longitudinal prestressed pipe; the longitudinal prestressed tendons 62 connect the pipe segment 1 in series to form a segmented pipe segment, which is then shipped and installed as a whole. Compared with tying steel bars at the post-cast strip 61 to connect adjacent pipe segments 1 to form an integral pipe segment, tensioning and fixing by the longitudinal prestressed tendons 62, it is not necessary to tie steel bars when casting the post-cast strip 61, and at least two sections of the pipe segment 1 can also be connected to form a segmented pipe segment, which can achieve overall installation and has higher installation efficiency. Moreover, after the segmented pipe segment is subsequently sunk and installed, the longitudinal prestressed tendons 62 can be cut, thereby improving the service capacity of the immersed tube segment 6 during operation.

[0276] S3, the semi-submersible barge 5 is submerged to float out the immersed tube segment 6 of the immersed tube, and then the immersed tube segment 6 of the immersed tube is sunk and installed. Compared with the sinking and installation of the segment 1, the installation efficiency is higher by using the immersed tube segment 6 with a longer longitudinal length for sunk and installed.

[0277] In step S3, since the length of the immersed tube segment 6 is longer than that of the segment 1, the possibility of cracking thereof when it is submerged through the semi-submersible barge 5 is increased. Therefore, the possibility of cracking of the immersed tube segment 6 when the semi-submersible barge 5 is reduced by controlling the deflection deformation of the deck surface of the semi-submersible barge 5 and the stability and safety of the semi-submersible barge 5.

[0278] After the semi-submersible barge 5 dives until the submerged tube segment 6 self-floats and detaches from the support 51 on the ship, the submerged tube segment 6 is unloaded from the barge by winching and then sunk and installed.

[0279] In step S3, before the semi-submersible barge 5 dives, the posture of the semi-submersible barge 5 is adjusted first, with a stern inclination of -30cm and a transverse inclination of 0cm. Try to reduce the deflection arch. When diving, priority is given to controlling the draft at the four corners of the longitudinal and transverse inclinations so that no large inclination angle occurs, and maintaining the posture of the semi-submersible barge 5 before diving. Then, the weight partitions corresponding to the statistical information of the ballast volume in the three areas of the bow, the middle of the ship and the stern are controlled according to the overall moment balance of the ballast volume (controlling the deflection deviation), and the ballast is distributed as evenly as possible in each cabin in the area. The main hull of the ship is evenly filled with water as a whole. The tower is generally not filled with water first, and the tower is usually filled with water after all the cabins of the main hull are filled.

[0280] In step S3, the immersed tube segment 6 of the immersed tube is floated out by diving the semi-submersible barge 5, and then the immersed tube segment 6 of the immersed tube is sunk and installed, including the diving process of the semi-submersible barge 5. The diving process of the semi-submersible barge 5 is controlled by the intelligent loading system of the semi-submersible barge 5, such as Fig. 27 As shown, the semi-submersible barge 5 intelligent load adjustment system includes a load adjustment scheme calculation module, a control decision module, a stability safety risk assessment module and an initial state re-making module;

[0281] The load adjustment scheme calculation module can use the initial state information and seawater density to calculate the load adjustment scheme for the diving condition; in this embodiment, the initial state is the initial state used for each calculation of the load adjustment scheme, such as the initial state before diving, or when diving to 10m, it is necessary to recalculate the load adjustment scheme and remake the state into the initial state. The initial state information includes the empty ship weight distribution, cargo weight distribution, current ballast water weight distribution and current draft, and the empty ship weight distribution, cargo weight distribution and current ballast water weight distribution are all distributed along the longitudinal direction of the semi-submersible barge 5. The empty ship weight distribution refers to the weight distribution of the semi-submersible barge 5, and the cargo weight distribution includes the distribution of the pipe segment 1 and the onboard support 51.

[0282] The calculation of the load adjustment scheme calculation module includes the following steps:

[0283] like Fig.28As shown, firstly, a number of calculation conditions of the loading adjustment scheme are automatically allocated according to the draft in the initial state, and each calculation condition of the loading adjustment scheme corresponds to a predetermined draft; the calculation conditions of the loading adjustment scheme are automatically allocated according to the draft in the initial state. For example, if the draft in the initial state is 6.3m, the calculation conditions can be set as drafts of 7m, 8m, 9m, ..., which are respectively defined as condition one, condition two, condition three, ...; if the draft in the initial state is 8.8m, the calculation conditions can be set as drafts of 9m, 10m, 11m, which are respectively defined as condition one, condition two, condition three, ...

[0284] Then, according to the predetermined draft to be reached for each calculation condition, the amount of ballast water that needs to be added to each ballast tank 52 is calculated using the initial state information and seawater density. Then, according to the amount of ballast water that needs to be added, a loading adjustment plan corresponding to each calculation condition is formulated. Principles of formulation: 1. Principles of formulation of loading adjustment plan: Adopt the principle of four-corner balanced loading adjustment, the middle cabin 522 controls the heave and sink, the four corner cabins control the heel and pitch, the ballasting is "first in the middle, then the two ends", and the drainage is "first at the two ends, then in the middle". 2. Fully understand the design principles of the piping, ballast pumps, and valves of the ballast tanks 52 of the semi-submersible barge 5, and select a loading adjustment plan with high loading adjustment efficiency, including a small number of ballast tanks 52 that need to be adjusted, and try to use water transfer between tanks, etc., and combine the crew's operating habits and the operating experience of previous engineering cases to refine the requirements for formulating the loading adjustment plan, which can greatly reduce the number of subsequent iterative calculations. 3. The loading adjustment plan should control the heel and trim of the semi-submersible barge 5 to zero at the current stage. The center of buoyancy can be calculated according to the predetermined draft and the overall dimensions of the semi-submersible barge 5. According to the formulated loading adjustment plan, the weight distribution of ballast water is calculated. Combined with the weight distribution of the empty ship and the weight distribution of the cargo, the weight and center of gravity of the semi-submersible barge 5-cargo system are calculated to obtain the heel and trim of the semi-submersible barge 5. When the heel and trim are not zero, return to formulate a new loading adjustment plan until the requirements of zero heel and trim are met.

[0285] The formulation of the load adjustment plan includes the following steps for each calculation condition:

[0286] A1. According to the design principles of the semi-submersible barge 5 ballast tank 52 pipelines, ballast pumps and valves, formulate a load adjustment plan with high load adjustment efficiency under the current calculation conditions;

[0287] A2. Fig.29 As shown, it is calculated to determine whether the loading adjustment scheme of the current calculation condition can control the heel and trim of the semi-submersible barge 5 at the current stage to be zero; when the loading adjustment scheme of the current calculation condition can control the heel and trim of the semi-submersible barge 5 at the current stage to be zero, the loading adjustment scheme of the current calculation condition is completed; when the loading adjustment scheme of the current calculation condition cannot control the heel and trim of the semi-submersible barge 5 at the current stage to be zero, the loading adjustment scheme of the current calculation condition is re-formulated, and steps A1 and A2 are repeated until the loading adjustment scheme of the current calculation condition that meets the conditions is obtained.

[0288] like Fig.28 As shown, after step A2, there is also step A3, which is to perform safety verification of the semi-submersible barge 5 to determine whether it is safe; if it is safe, then enter the formulation of the load adjustment plan for the next calculation condition; if it is not safe, then repeat steps A1-A3 until the load adjustment plan for the current calculation condition satisfies the safety verification of the semi-submersible barge 5. According to the formulated load adjustment plan for the current calculation condition, the mature calculation theory in the design of the semi-submersible barge 5 is used to verify the stability and force safety of the semi-submersible barge 5. If it is safe, then enter the calculation of the load adjustment plan for the next calculation condition; if it is not safe, then return to formulate a new load adjustment plan until the stability and force safety of the semi-submersible barge 5 are met.

[0289] The next calculation condition has the same calculation idea and will use the data of the previous calculation condition. After all calculation conditions are calculated, the diving load adjustment plan is output.

[0290] The control decision module guides the operation of the initial state reconstruction module, the load adjustment scheme calculation module and the control system by receiving and sending instructions;

[0291] The stability safety risk assessment module can use the real-time monitoring data of the monitoring system to assess the stability safety risk of the semi-submersible barge during the diving process, such as Fig.30 As shown in Figure 2, the evaluation method of the stability safety risk assessment module is:

[0292] The draft depth of the semi-submersible barge 5 is calculated by using the four-corner draft monitoring data. Combined with the overall dimensions of the semi-submersible barge 5, the buoyancy center of the semi-submersible barge 5-cargo system can be calculated. The ballast water weight analysis of the semi-submersible barge 5 is calculated by using the ballast tank 52 water level monitoring data. Combined with the empty ship weight distribution and cargo weight distribution, the center of gravity of the semi-submersible barge 5-cargo system can be calculated.

[0293] Then, using the stability calculation theory in the design of the semi-submersible barge 5, the relative position of the center of buoyancy and the center of gravity, and the weight of the semi-submersible barge 5-cargo system, the control indexes of the heel and trim to ensure the stability of the semi-submersible barge 5 can be calculated;

[0294] The heel and trim of the semi-submersible barge 5 are calculated by using the four-corner draft monitoring data. The calculated heel and trim of the semi-submersible barge 5 are compared with the control index to evaluate the stability and safety of the semi-submersible barge 5. When the heel and trim monitoring data of the semi-submersible barge 5 exceed 80% of the control index, it is considered that there is a safety risk in the stability of the semi-submersible barge 5 and it needs to be regulated.

[0295] When there is no safety risk, the control decision module sends a control instruction to the control system, and the control system adjusts the load according to the original load adjustment plan; that is, it adjusts the load according to the diving condition calculated by the load adjustment plan calculation module using the initial state information and seawater density to complete the diving or floating operation.

[0296] When there is a safety risk: the stability safety risk assessment module issues an early warning and sends a control demand instruction to the control decision module;

[0297] After receiving the instruction of the control demand, the control decision module sends a reset instruction to the initial state remaking module, and at the same time sends an instruction to receive the initial state information and recalculate to the load adjustment scheme calculation module; Fig. 27 and Fig.28 As shown, the initial state re-creation module calls the ballast tank 52 water level monitoring of the monitoring system to obtain the current ballast water weight distribution; the initial state re-creation module calls the four-corner draft monitoring of the monitoring system to obtain the current draft depth.

[0298] After receiving the reset instruction, the initial state remaking module calls the real-time monitoring data of the monitoring system to reset the initial state information. That is, when receiving the reset instruction of the control decision module, the state is reset to the initial state. The initial state information can be reset according to the real-time monitoring data of the monitoring system. After receiving the new initial state information, the load adjustment scheme calculation module recalculates the new load adjustment scheme for the diving condition and sends it to the control decision module;

[0299] After receiving the new load adjustment plan, the control decision module sends an instruction to the control system to execute the new load adjustment plan, and the control system adjusts the load according to the new load adjustment plan.

[0300] That is, when the control decision module does not receive the control demand instruction from the stability safety risk assessment module, it sends an instruction to the control system to execute the original load adjustment plan. When the control decision module receives the control demand instruction from the stability safety risk assessment module, specifically:

[0301] ① Send an instruction to the initialization state remaking module to remake the initial state information, and after the remaking is completed, send the remade initial state information to the load adjustment scheme calculation module.

[0302] ② Send an instruction to the load adjustment plan calculation module to receive the initial state information of the initial state reconstruction module and recalculate the load adjustment plan.

[0303] ③ Call the new load adjustment plan calculated by the load adjustment plan calculation module, and send an instruction to the control system to execute the new load adjustment plan.

[0304] By adopting the above control method, the semi-submersible barge 5 can be guaranteed to automatically dive, and the safety of the dive can be guaranteed.

[0305] Example 3

[0306] The present embodiment provides a pipe segment 1, which is a reinforced concrete structure. The pipe segment 1 includes a top plate 11, a bottom plate 12, a first side wall 13, a first middle wall 14, a second middle wall 15, and a second side wall 16. The first side wall 13, the first middle wall 14, the second middle wall 15, and the second side wall 16 are sequentially arranged along the transverse direction of the pipe segment 1. The pipe segment 1 is longitudinally spaced with transverse prestressed tendons, which include a first prestressed steel strand 21 and a second prestressed steel strand 22.

[0307] like Fig.33 As shown, the first prestressed steel strands 21 are arranged in the bottom plate 12, the first prestressed steel strands 21 are arranged transversely along the bottom plate 12, and the first prestressed steel strands 21 are spaced apart longitudinally along the bottom plate 12;

[0308] The first prestressed steel strand 21 includes a first passing point 211, a second passing point 212, a third passing point 213, a fourth passing point 214 and a fifth passing point 215. The first passing point 211 is located below the first side wall 13, the second passing point 212 is located between the first side wall 13 and the first middle wall 14, the third passing point 213 is located between the first middle wall 14 and the second middle wall 15, the fourth passing point 214 is located between the second middle wall 15 and the second side wall 16, and the fifth passing point 215 is located below the second side wall 16. The first prestressed steel strand 21 is vertically arranged in a wave shape, the first passing point 211, the third passing point 213 and the fifth passing point 215 are troughs, and the second passing point 212 and the fourth passing point 214 are crests.

[0309] The second prestressed steel strands 22 are arranged in the top plate 11, the second prestressed steel strands 22 are arranged transversely along the top plate 11, and the second prestressed steel strands 22 are spaced apart longitudinally along the top plate 11;

[0310] The second prestressed steel strand 22 includes a sixth passing point 221, a seventh passing point 222, an eighth passing point 223, a ninth passing point 224 and a tenth passing point 225, the sixth passing point 221 is located above the first side wall 13, the seventh passing point 222 is located between the first side wall 13 and the first middle wall 14, the eighth passing point 223 is located between the first middle wall 14 and the second middle wall 15, the ninth passing point 224 is located between the second middle wall 15 and the second side wall 16, and the tenth passing point 225 is located above the second side wall 16. The second prestressed steel strand 22 is vertically arranged in a wave shape, the sixth passing point 221, the eighth passing point 223 and the tenth passing point 225 are located at the wave crest, and the seventh passing point 222 and the ninth passing point 224 are located at the wave trough;

[0311] The spacing of the second prestressed steel strands 22 on the top plate 11 is 2-3 times the spacing of the first prestressed steel strands 21 on the bottom plate 12. Preferably, the spacing of the first prestressed steel strands 21 on the bottom plate 12 is 1-2m, and the spacing of the second prestressed steel strands 22 on the top plate 11 is 2-6m.

[0312] A transverse first prestressed steel strand 21 is arranged in the bottom plate 12 of the pipe segment 1 and is longitudinally spaced and distributed along the pipe segment 1 to meet the longitudinal support condition, and the transverse first prestressed steel strand 21 has a first passing point 211 corresponding to the first side wall 13, a second passing point 212 corresponding to between the first side wall 13 and the first middle wall 14, a third passing point corresponding to between the first middle wall 14 and the second middle wall 15, a fourth passing point corresponding to between the second middle wall 15 and the second side wall 16, and a fifth passing point corresponding to the second side wall 16, and The first prestressed steel bundle 21 is arranged in a wave shape in the vertical direction, with the first passing point 211, the third passing point and the fifth passing point being the troughs, and the second passing point 212 and the fourth passing point being the peaks, so that all parts of the bottom plate 12 can meet the support conditions of the SPMT vehicle 4, and the SPMT vehicle 4 can be fully distributed under the bottom plate 12, so that the use of the SPMT vehicle 4 to transport the pipe segment 1 can provide sufficient support force and reduce the degree of cracking of the pipe segment 1, so that the SPMT vehicle 4 can be used to transport the pipe segment 1 by barge. However, the setting of the first prestressed steel bundle 21 will cause the middle wall position corresponding to the top plate 11 to arch upward, that is, the stress of the top plate 11 will be affected. By setting a transverse second prestressed steel bundle in the top plate 11, the second prestressed steel bundle can overcome the stress effect of the first prestressed steel bundle 21 on the top plate 11, and the setting form of the first prestressed steel bundle 21 and the second prestressed steel bundle conforms to the load form of the bottom plate 12 and the top plate 11 of the immersed tube segment 6 during the operation period, meets the stress state of the immersed tube segment 6 during the operation period, and can also reduce the reinforcement amount of the bottom plate 12 and the top plate 11, saving costs. The setting spacing of the second prestressed steel bundle in the top plate 11 is 2-3 times the setting spacing of the first prestressed steel bundle 21 in the bottom plate 12, which can simultaneously help the SPMT vehicle 4 to load and control the transverse cracks during long-distance construction and transportation, as well as the stress during the operation period.

[0313] like Fig.31 and Fig.32 As shown, tensioning ends 23 are provided at both ends of the first prestressed steel strand 21 and the second prestressed steel strand 22, which can tension the first prestressed steel strand 21 and the second prestressed steel strand 22 to provide sufficient prestress. Fig.33As shown, the first passing point 211 and the fifth passing point are arranged at the vertical center of the bottom plate 12, and the sixth passing point and the tenth passing point are arranged at the vertical center of the top plate 11, which is convenient for tensioning. The first prestressed steel strand 21 and the second prestressed steel strand are both smooth curves to improve the quality of prestressing. The first prestressed steel strand 21 and the second prestressed steel strand 22 can also be made of steel strands, such as Fig.31 shown.

[0314] Among them, the first prestressed steel bundle 21 and the second prestressed steel bundle are arranged symmetrically in the transverse direction of the pipe segment 1, which can better adapt to the transverse balanced arrangement of the pipe segment 1. The prestressed steel bundle is designed symmetrically, such as the first prestressed steel bundle 21, that is, the first passing point 211 and the fifth passing point, and the second passing point 212 and the fourth passing point are symmetrically arranged. The first passing point 211 and the fifth passing point are arranged at the center of the base plate 12 (appropriate adjustments can be made), which is conducive to the operation of prestressed tensioning construction. The second passing point 212, the third passing point, and the fourth passing point are arranged as close to the upper or lower surface of the base plate 12 as possible when meeting the structural requirements of the prestressed pipeline and the thickness of the steel bar protective layer. The prestressed steel bundle is designed as a smooth curve through 5 passing points.

[0315] Furthermore, the distances between the second passing point 212 and the fourth passing point and the top surface of the bottom plate 12 are greater than or equal to the thickness of the steel bar protective layer on the top surface of the bottom plate 12, the distance between the third passing point and the bottom surface of the bottom plate 12 is greater than or equal to the thickness of the steel bar protective layer on the bottom surface of the bottom plate 12, the distances between the seventh passing point and the ninth passing point and the bottom surface of the top plate 11 are greater than or equal to the thickness of the steel bar protective layer on the bottom surface of the top plate 11, and the distance between the eighth passing point and the top surface of the top plate 11 is greater than or equal to the thickness of the steel bar protective layer on the top surface of the top plate 11, thereby ensuring the structural force safety. Among them, the distances between the second passing point 212 and the fourth passing point and the top surface of the bottom plate 12 are equal to the thickness of the steel bar protective layer on the top surface of the bottom plate 12, the distance between the third passing point and the bottom surface of the bottom plate 12 is equal to the thickness of the steel bar protective layer on the bottom surface of the bottom plate 12, the distances between the seventh passing point and the ninth passing point and the bottom surface of the top plate 11 are equal to the thickness of the steel bar protective layer on the bottom surface of the top plate 11, and the distance between the eighth passing point and the top surface of the top plate 11 is equal to the thickness of the steel bar protective layer on the top surface of the top plate 11, which can set prestress to the maximum extent and reduce the setting of reinforcement.

[0316] This embodiment not only considers the full distribution design of the SPMT vehicle 4, but also considers the stress characteristics of the immersed tube tunnel during operation. The prestressed steel strands can meet the stress requirements of the pipe segment 1 during operation, and can resist the load of the SPMT vehicle 4. This design can prevent the pipe segment 1 from cracking and can greatly reduce the reinforcement of reinforced concrete.

[0317] Advantages of the above pipe segment 1:

[0318] (1) It can meet the crack control requirements of the pipe segment 1 during transportation by the SPMT vehicle 4.

[0319] (2) Considering that the load form on the bottom plate 12 of the immersed tube segment 6 during the operation period is the same as the load form when supported by the SPMT vehicle 4 (similar to the uniformly distributed load effect), adding prestress in the top plate 11 and the bottom plate 12 is beneficial to the force safety of the immersed tube segment 6 during the operation period.

[0320] In some embodiments, the pipe segment section 1 is also provided with a longitudinal prestressed pipe with longitudinal prestressed tendons 62, which can be used to make a segmental pipe segment.

[0321] In some embodiments, a steel structure 63 is pre-embedded at the end of the pipe segment 1, which can be used to make an integral pipe segment.

[0322] Example 4

[0323] This embodiment provides an immersed tube segment 6, comprising at least two segment sections 1 described in Embodiment 3. It can be transported over long distances, and can achieve transverse and longitudinal crack control during long-distance transportation, thereby reducing the possibility of cracking of the immersed tube segment 6 during transportation.

[0324] In some embodiments, adjacent pipe segments 1 are connected by post-cast strips 61, and post-cast strips 61 may be provided with connecting steel bars to overlap the steel bars of adjacent pipe segments 1, that is, the immersed tube segment 6 is an integral pipe segment in embodiments 1 and 2.

[0325] In some embodiments, when the pipe segment 1 is provided with a longitudinal prestressed pipe with longitudinal prestressed tendons 62, adjacent pipe segments 1 are connected by post-cast strips 61, and no steel bars are arranged in the post-cast strips 61. The immersed pipe segment 6 also includes longitudinal prestressed tendons 62, which are passed through the corresponding longitudinal prestressed pipes of all pipe segments 1 and the post-cast strips 61 between two adjacent pipe segments 1, and concrete is poured in the longitudinal prestressed pipes. The arrangement of the longitudinal prestressed tendons 62 is as follows: Fig.34 As shown, the longitudinal prestressed tendons 62 connect the pipe segments 1 in series to form a segmented pipe segment, which is shipped and installed as a whole. That is, the immersed pipe segment 6 is another immersed pipe segment 6 in Examples 1 and 2, such as Figure 1 shown.

[0326] In some embodiments, adjacent pipe segments 1 are welded by pre-buried steel structures 63 at the ends, that is, the immersed pipe segment 6 is another integral pipe segment in embodiments 1 and 2, such as Fig.26 As shown, this welding method is faster than connecting the steel bars and pouring the post-casting strip 61. Fig.35 and 36 As shown, the embedded steel structure 63 is an embedded steel plate, which is embedded in the end of the pipe segment 1 through embedded ribs 631 , and the ends of adjacent pipe segments 1 are all embedded with steel structures 63 .

[0327] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A immersed tube transportation construction method, characterized in that: The following steps are involved: S1. transporting the prefabricated immersed tube segments to a preset installation position on water by ship; The pipe segment is a reinforced concrete structure, and the pipe segment includes a plurality of transverse prestressed tendons, and the plurality of transverse prestressed tendons are longitudinally spaced and distributed along the pipe segment; S2. At a preset installation position above water, at least two pipe segments are made into a submerged pipe segment on a semi-submersible barge, and the submerged pipe segment is an integral pipe segment or a segmental pipe segment; The process of manufacturing the integral pipe segment of the immersed tube includes the following steps: Tie the steel bars at the post-casting joint, and then cast the post-casting joint between two adjacent pipe segments; Or, welding the embedded steel structure at the ends of two adjacent pipe segments; The segmental pipe section for making the immersed tube is also provided with a longitudinal prestressed pipe of longitudinal prestressed tendons. The segmental pipe section for making the immersed tube includes the following steps: The longitudinal prestressed tendons are inserted into the corresponding longitudinal prestressed pipe of each pipe segment of the segmental pipe segment, and then the post-cast strip between two adjacent pipe segments is cast, and the longitudinal prestressed tendons are tensioned and fixed, and then grouting is injected into the longitudinal prestressed pipe; S3. Float out the submerged tube segments by diving with a semi-submersible barge, and then sink and install the submerged tube segments.

2. The immersed tube transportation construction method according to claim 1, characterized in that: In step S1, at least two pipe segments respectively fixed on the semi-submersible barge are transported to a preset installation position on water by a semi-submersible barge.

3. The immersed tube transportation construction method according to claim 2, characterized in that: Before step S1, all the pipe segments of the immersed tube are prefabricated on the semi-submersible barge.

4. The immersed tube transportation construction method according to claim 2, characterized in that: Before step S1, all the segments of the immersed tube segment are prefabricated in a prefabrication plant; then all the segments of the immersed tube segment are successively barged onto a semi-submersible barge through the dock of the prefabrication plant and fixed.

5. The immersed tube transportation construction method according to claim 4, characterized in that: The bottom plate of each pipe segment is provided with the transverse prestressed reinforcement, and the steps of barging all the pipe segments of the immersed tube segment to the semi-submersible barge include: S01. Determine the preset position range of the shipboard support on the semi-submersible barge used to support the pipe segment and the fixed piers when the pipe segment is prefabricated in the prefabrication plant, and exclude the lateral position of the corresponding pipe segment when the pipe segment is transported by the SPMT vehicle according to the preset position range of the shipboard support and the fixed piers; The number of SPMT vehicles required is then determined based on the weight of the pipe segments; Then, according to the number of required SPMT vehicles, excluding the lateral position of the SPMT vehicles when transporting pipe segments, and the layout requirements, all layout position points of the required SPMT vehicles corresponding to the pipe segments are obtained; In step S01, the layout requirement is: the SPMT vehicles are arranged in a row below the pipe segment, and the SPMT vehicles are arranged symmetrically in the transverse direction of the pipe segment; S02. Arrange the SPMT cars at the bottom of the pipe segment according to the layout positions of the SPMT cars, and each row of SPMT cars forms a train set, and sleepers are arranged on the train set; S03, lift the pipe segment by the SPMT vehicle to separate the pipe segment from the fixed pier; S04, use the SPMT vehicle to drive the pipe segments from the prefabrication plant to the semi-submersible barge via the dock; S05. Use the SPMT vehicle to support the hydraulic cylinder to lower the pipe segment until it falls on the sleepers supported on the ship; S06, the SPMT car support hydraulic cylinder continues to descend so that the sleepers on the SPMT car do not contact the pipe segment; S07, the SPMT vehicle returns to the wharf, and the single-section pipe segment barge-in is completed; S08. Repeat steps S04-S07 to load the next pipe segment until all the pipe segments of the immersed tube are loaded.

6. The immersed tube transportation construction method according to claim 5, characterized in that: Before step S02, the process also includes the following steps: Determine the arrangement positions of the four rows of fixed buttresses according to the layout positions of the SPMT vehicle, so that the four rows of fixed buttresses are staggered with the layout positions, and the fixed buttresses distributed transversely along the pipe segment are symmetrically arranged about the longitudinal center axis of the pipe segment; Then, the pipe segment is prefabricated so that two side walls and two middle walls of the pipe segment are correspondingly arranged on the four rows of fixed piers.

7. The immersed tube transportation construction method according to claim 6, characterized in that: When the layout position of the SPMT vehicle makes it impossible to set the two middle walls of the pipe segment directly above the corresponding fixed piers, the fixed piers are set a certain distance away from the two middle walls of the corresponding pipe segment through finite element analysis.

8. The immersed tube transportation construction method according to claim 5, characterized in that: Between steps S02 and S03, the vehicle group is divided into four zones along the transverse center axis and the longitudinal center axis of the pipe segment, and the hydraulic suspensions of all SPMT vehicles in each zone are connected in series through oil pipes; the four zones are connected in parallel through oil pipes; In step S03, the train groups in the four zones synchronously lift the pipe segments in stages; Between steps S03 and S04, the vehicle group is divided into three zones, the vehicle group below the front half of the forward direction of the pipe segment is regarded as one zone, and the vehicle group below the rear half of the forward direction of the pipe segment is divided into two zones along the longitudinal center axis of the pipe segment; the hydraulic suspensions of all SPMT vehicles in each zone are connected in series through oil pipes, and the three zones are connected in parallel through oil pipes; In step S04, the vehicle groups of the three zones support the pipe segments.

9. The immersed tube transportation construction method according to claim 8, characterized in that: In step S04 and step S05, the control method for the pipe segment to be lifted up and dropped onto the sleepers supported on the ship includes: Step 1: Design of a multi-parameter system for construction control; the multi-parameter system includes: feedback of the real-time status of control parameters and regulation parameters through monitoring parameters, control of control parameters through real-time regulation of regulation parameters, and control objectives through control of control parameters; Among them, the control objectives include smooth movement of the SPMT during the process of loading and unloading, safety of the semi-submersible barge, and no cracking of the pipe segments; The control parameters include wind speed and wave height, tide level change speed, height difference between the dock surface and the stern deck, floating state of the semi-submersible barge, deflection of the semi-submersible barge deck surface, and maximum difference in oil pressure in three zones of the SPMT vehicle; Monitoring parameters include wind and wave monitoring, tide level monitoring, dock elevation monitoring, stern deck elevation monitoring, semi-submersible barge four-corner draft monitoring, semi-submersible barge deflection monitoring, SPMT vehicle oil pressure monitoring, pipe segment front end coordinate monitoring, and semi-submersible barge cabin water level monitoring; Control parameters include barge loading speed and semi-submersible barge load adjustment; Step 2: Construction preparation before loading based on the multi-parameter system, including the following steps: (1) Establish control indicators for control parameters: According to the analysis of the response of wind and waves to the motion of the semi-submersible barge under the moored state, the control indicators of wind speed and wave height are set; According to the analysis of the semi-submersible barge's load-adjusting capacity, set the control index of the tide level change speed; According to the analysis of the SPMT vehicle's travel capacity, the control index of the height difference between the dock surface and the stern deck surface is set; According to the SPMT vehicle's traveling ability and the semi-submersible barge's stability safety analysis, set the control index of the semi-submersible barge's floating state; According to the force analysis of pipe segments, the control indicators of the deck deflection of the semi-submersible barge and the maximum difference of the three-zone oil pressure of the SPMT vehicle are set; (2) Advance control before the implementation of the ship loading: Wind speed, wind direction and wave height are fed back through wind and wave monitoring. If the wind speed and wave height exceed the control index, the barge construction will not be carried out; Tidal level monitoring reflects the speed of tidal level changes, and determines whether to carry out the barge construction according to the speed of tidal level changes. If the speed of tidal level changes exceeds the control index and the semi-submersible barge's load-adjusting capacity cannot cope with the rapid tidal level changes, the barge construction will not be carried out; Set the barge loading speed according to the SPMT vehicle's traveling capacity, and formulate a semi-submersible barge loading plan for the barge loading construction according to the barge loading speed and tide level change speed; Step 3: Start the barge construction, implement the set barge speed and load adjustment plan, from the dock to the semi-submersible barge, use the SPMT vehicle to drive the pipe segments to the barge, and then make real-time adjustments based on the monitoring data until the pipe segments are pierced to the shipboard support on the semi-submersible barge; During the loading process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators: By controlling the loading speed and the semi-submersible barge load adjustment to control the height difference between the dock surface and the semi-submersible barge stern deck surface, and by controlling the semi-submersible barge load adjustment to control the buoyancy of the semi-submersible barge, the corresponding control indicators are met to ensure the smooth operation of the SPMT vehicle; During the process of loading and unloading, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators: The buoyancy of the semi-submersible barge is controlled by adjusting the load of the semi-submersible barge so as to meet the corresponding control indicators and ensure the stability and safety of the semi-submersible barge during the process of landing and landing; And / or, by adjusting the oil pressure of the SPMT vehicle, the maximum difference of the oil pressure in the three zones of the SPMT vehicle is controlled so as to meet the corresponding control index to ensure that the pipe segments do not crack during the loading process; During the pier dropping process, when the real-time data of the corresponding control parameters do not meet the corresponding control indicators: the deflection of the deck surface of the semi-submersible barge during the pier dropping process is controlled by adjusting the load of the semi-submersible barge to meet the corresponding control indicators to ensure that the pipe segments do not crack.

10. The immersed tube transportation construction method according to claim 5, characterized in that: Before step S04, the semi-submersible barge is brought to the stern and moored to the dock side by cables; Then lay 40mm-50mm thick steel plates at the joint between the dock and the semi-submersible barge; Then, the shipboard support is arranged on the deck of the semi-submersible barge; Among them, the lateral layout position supported on the semi-submersible barge on the ship is determined according to the layout position of the SPMT vehicle.

11. The immersed tube transportation construction method according to claim 10, characterized in that: Eight rows of shipboard supports are arranged at intervals on the semi-submersible barge, of which four rows of shipboard supports correspond to the two side walls and two middle walls of the pipe segment, and the other four rows of shipboard supports are located between two adjacent rows of SPMT vehicles. The shipboard supports distributed transversely along the semi-submersible barge are symmetrically arranged about the longitudinal center axis of the pipe segment.

12. The immersed tube transportation construction method according to claim 5, characterized in that: In step S02, the sleepers on the train set are wedge-shaped sleepers, which include an upper sleeper block and a lower sleeper block, which are stacked vertically, the upper sleeper block has a flat top surface and an inclined bottom surface, the lower sleeper block has an inclined top surface and a flat bottom surface, and the bottom surface of the upper sleeper block is fitted with the bottom surface of the upper sleeper block; In step S02, setting the wedge-shaped sleepers on the train set includes the following steps: setting the lower sleeper block on the train set, and then knocking the upper sleeper block into between the bottom surface of the pipe segment and the top surface of the lower sleeper block from the side.

13. The immersed tube transportation construction method according to claim 1, characterized in that: In step S1, at least one pipe segment is transported to a preset installation position on water by several transport ships respectively; Between step S1 and step S2, the pipe segments on the transport ship are respectively transferred to the semi-submersible barge at the preset installation position.

14. The immersed tube transportation construction method according to claim 13, characterized in that: Before step S1, the pipe segments are prefabricated in a prefabrication plant, and then at least one section of the pipe segments is barged onto a transport ship via a dock, and then the pipe segments on the transport ship are fixed.

15. The immersed tube transportation construction method according to claim 13, characterized in that: Prior to step S1 , pipe segments are prefabricated on a transport vessel.

16. The immersed tube transportation construction method according to any one of claims 1 to 15, characterized in that: The onboard support for supporting the pipe segments on the semi-submersible barge is a slideway arranged longitudinally along the deck of the semi-submersible barge, and sliders are arranged longitudinally at intervals on the slideway as sleepers. The sliders are temporarily fixed on the slideway, and the sliders are used to support the pipe segments; A push mechanism is provided on the side of the slideway, and a push piece is pre-buried at the bottom of the pipe segment. The push mechanism can exert a force on the push piece along the longitudinal direction of the semi-submersible barge; In step S2, the fixation of the pipe segment on the semi-submersible barge is removed, and the temporary fixation of the slider on the slideway is removed, and then the pushing member embedded at the bottom of the pipe segment is pushed by the pushing mechanism to push the pipe segment to adjust the distance between two adjacent pipe segments on the semi-submersible barge, and then the immersed pipe segment is manufactured.

17. The immersed tube transportation construction method according to any one of claims 1 to 15, characterized in that: The lateral width of the pipe segment is greater than or equal to 30m; the longitudinal length of the pipe segment is less than 40m; the longitudinal length of the immersed tube segment is greater than or equal to 40m.

18. The immersed tube transportation construction method according to any one of claims 1 to 15, characterized in that: In step S1, the prefabricated immersed tube segments are transported across the sea by ship to a preset installation position on water.

19. The immersed tube transportation construction method according to any one of claims 1 to 15, characterized in that: In step S3, the immersed tube segment is floated out by diving the semi-submersible barge, and then the immersed tube segment is sunk and installed, including the diving process of the semi-submersible barge. The diving process of the semi-submersible barge is controlled by the semi-submersible barge intelligent loading adjustment system. The semi-submersible barge intelligent loading adjustment system includes a loading adjustment scheme calculation module, a control decision module, a stability safety risk assessment module and an initial state re-making module; The load adjustment scheme calculation module can use the initial state information and seawater density to calculate the load adjustment scheme for the diving condition; The control decision module guides the operation of the initial state reconstruction module, the load adjustment scheme calculation module and the control system by receiving and sending instructions; The stability safety risk assessment module can call the real-time monitoring data of the monitoring system to assess the stability safety risk of the semi-submersible barge during the diving process. When there is no safety risk, the control decision module sends a control instruction to the control system, and the control system adjusts the load according to the original load adjustment plan; When there is a safety risk: the stability safety risk assessment module issues an early warning and sends a control demand instruction to the control decision module; After receiving the instruction of the control demand, the control decision module sends a reset instruction to the initial state remaking module, and at the same time sends an instruction to receive the initial state information and recalculate to the load adjustment scheme calculation module; After receiving the reset instruction, the initial state remaking module calls the real-time monitoring data of the monitoring system to reset the initial state information. After receiving the new initial state information, the load adjustment scheme calculation module recalculates the new load adjustment scheme for the diving condition and sends it to the control decision module; After receiving the new load adjustment plan, the control decision module sends an instruction to the control system to execute the new load adjustment plan, and the control system adjusts the load according to the new load adjustment plan.

20. The immersed tube transportation construction method according to any one of claims 1 to 15, characterized in that: The pipe segment also includes a top plate, a bottom plate, a first side wall, a first middle wall, a second middle wall and a second side wall, the first side wall, the first middle wall, the second middle wall and the second side wall are sequentially arranged along the transverse direction of the pipe segment, and the transverse prestressed tendons include a first prestressed steel strand and a second prestressed steel strand; The first prestressed steel strands are arranged in the bottom plate, the first prestressed steel strands are arranged transversely along the bottom plate, and the first prestressed steel strands are distributed at intervals longitudinally along the bottom plate; The first prestressed steel strand includes a first passing point, a second passing point, a third passing point, a fourth passing point and a fifth passing point, the first passing point is located below the first side wall, the second passing point is located between the first side wall and the first middle wall, the third passing point is located between the first middle wall and the second middle wall, the fourth passing point is located between the second middle wall and the second side wall, and the fifth passing point is located below the second side wall, the first prestressed steel strand is vertically arranged in a wave shape, the first passing point, the third passing point and the fifth passing point are wave troughs, and the second passing point and the fourth passing point are wave crests; The second prestressed steel strands are arranged in the top plate, the second prestressed steel strands are arranged transversely along the top plate, and the second prestressed steel strands are distributed at intervals longitudinally along the top plate; The second prestressed steel bundle includes a sixth passing point, a seventh passing point, an eighth passing point, a ninth passing point and a tenth passing point. The sixth passing point is located above the first side wall, the seventh passing point is located between the first side wall and the first middle wall, the eighth passing point is located between the first middle wall and the second middle wall, the ninth passing point is located between the second middle wall and the second side wall, and the tenth passing point is located above the second side wall. The second prestressed steel bundle is arranged in a wave shape in the vertical direction. The sixth passing point, the eighth passing point and the tenth passing point are located at the crest of the wave, and the seventh passing point and the ninth passing point are located at the trough of the wave.

21. The immersed tube transportation construction method according to claim 20, characterized in that: The spacing of the second prestressed steel strands on the top plate is 2-3 times the spacing of the first prestressed steel strands on the bottom plate.

22. The immersed tube transportation construction method according to claim 21, characterized in that: The spacing between the first prestressed steel strands on the bottom plate is 1-2m, and the spacing between the second prestressed steel strands on the top plate is 2-6m.

23. A pipe segment, the pipe segment is a reinforced concrete structure, characterized in that: The pipe segment comprises a top plate, a bottom plate, a first side wall, a first middle wall, a second middle wall and a second side wall, the first side wall, the first middle wall, the second middle wall and the second side wall are sequentially arranged along the transverse direction of the pipe segment, and the pipe segment is provided with transverse prestressed tendons at intervals along the longitudinal direction, and the transverse prestressed tendons comprise a first prestressed steel strand and a second prestressed steel strand; The first prestressed steel strands are arranged in the bottom plate, the first prestressed steel strands are arranged transversely along the bottom plate, and the first prestressed steel strands are distributed at intervals longitudinally along the bottom plate; The first prestressed steel strand includes a first passing point, a second passing point, a third passing point, a fourth passing point and a fifth passing point, the first passing point is located below the first side wall, the second passing point is located between the first side wall and the first middle wall, the third passing point is located between the first middle wall and the second middle wall, the fourth passing point is located between the second middle wall and the second side wall, and the fifth passing point is located below the second side wall, the first prestressed steel strand is vertically arranged in a wave shape, the first passing point, the third passing point and the fifth passing point are wave troughs, and the second passing point and the fourth passing point are wave crests; The second prestressed steel strands are arranged in the top plate, the second prestressed steel strands are arranged transversely along the top plate, and the second prestressed steel strands are distributed at intervals longitudinally along the top plate; The second prestressed steel strand includes a sixth passing point, a seventh passing point, an eighth passing point, a ninth passing point and a tenth passing point, the sixth passing point is located above the first side wall, the seventh passing point is located between the first side wall and the first middle wall, the eighth passing point is located between the first middle wall and the second middle wall, the ninth passing point is located between the second middle wall and the second side wall, and the tenth passing point is located above the second side wall, the second prestressed steel strand is vertically arranged in a wave shape, the sixth passing point, the eighth passing point and the tenth passing point are located at the wave crest, and the seventh passing point and the ninth passing point are located at the wave trough; The spacing of the second prestressed steel strands on the top plate is 2-3 times the spacing of the first prestressed steel strands on the bottom plate.

24. The pipe segment according to claim 23, characterized in that The spacing between the first prestressed steel strands on the bottom plate is 1-2m, and the spacing between the second prestressed steel strands on the top plate is 2-6m.

25. The pipe segment according to any one of claims 23-24, characterized in that: The pipe segments are provided with longitudinal prestressed tendons.

26. The pipe segment according to any one of claims 23-24, characterized in that: Steel structures are pre-embedded at the ends of the pipe segments.

27. An immersed tube segment, characterized in that: Comprising at least two pipe segments as described in any one of claims 24-26.

28. The immersed tube segment according to claim 27, characterized in that: When the immersed tube segment is an integral segment: adjacent segments are connected by post-cast strips, which have steel bars, and the steel bars of the post-cast strips overlap the steel bars of adjacent segments; Or, adjacent pipe segments are welded through pre-buried steel structures at the ends; When the immersed tube segment is a segmental segment, adjacent segments are connected by post-cast strips, and the segment is provided with a longitudinal prestressed pipe with longitudinal prestressed tendons. The integral segment also includes longitudinal prestressed tendons, which pass through the corresponding longitudinal prestressed pipes of all segments and the post-cast strips between two adjacent segments, and concrete is poured in the longitudinal prestressed pipes.

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