Construction method of anti-twist box subassembly

Abstract

This application discloses a construction method for assembling anti-torsion box sections, comprising the following steps: pre-setting an adjustable flexible support system on the assembly jig and marking the jig reference line, which includes the ground jig center line, rib inspection lines, section port projection lines, and outer plate and inner longitudinal wall inspection lines; hoisting the S-side plates of the anti-torsion box sections onto the assembly jig, aligning the section inner longitudinal wall inspection lines with the jig inner longitudinal wall inspection lines; measuring the section deck surface level using a total station and adjusting the height using the flexible support system; positioning the section bow and stern directions based on the ground rib inspection lines, and positioning the section forward and backward directions based on the overall section center line and length dimensions, reserving welding compensation allowance in the length direction; positioning and welding at the lower port of the section; and assembling the section joints after assembly. This application, while ensuring construction quality, reduces crane operations and significantly shortens the construction cycle and cost compared to previous assembly methods, as well as the docking period.

Description

Technical Field

[0001] This application relates to the technical field of ship construction methods, and more particularly to a construction method for an anti-torsion box section assembly. Background Technology

[0002] In the construction of 16,000 TEU container ships, the construction processes for anti-torsion box sections and hatch coaming sections have been conservative due to a lack of experience. These sections are fabricated separately and hoisted piecemeal during the dock phase, resulting in long assembly cycles and hindering the dock's overall schedule. Simultaneously, the current method for assembling and positioning anti-torsion box sections is inefficient and time-consuming, impacting the utilization of high-altitude resources in the dock and reducing the overall dock schedule. Specifically, the existing positioning method relies on cranes to adjust the section's attitude for extended periods to achieve positioning accuracy, consuming significant crane resources. The anti-torsion box is divided into upper and lower layers, requiring consideration of data from already hoisted sections during positioning, increasing the difficulty. Furthermore, the ship's 62 S-section sideplates form 22 anti-torsion box assemblies, with each S-section taking an average of 8 hours to hoist and position, severely impacting the construction progress. Summary of the Invention

[0003] The purpose of this invention is to provide a construction method for a segmented anti-torsion box assembly, which can solve the above-mentioned problems existing in the prior art.

[0004] To achieve the above objectives, this application adopts the following technical solution: On the one hand, a construction method for a segmented anti-torsion box assembly is provided, including the following specific steps: An adjustable flexible support system is pre-installed on the main assembly jig, and jig baselines are marked. The jig baselines include the ground jig center line, rib inspection line, segment port projection line, and outer plate and inner longitudinal wall inspection line. The S-side plate of the anti-torsion box is hoisted onto the main assembly frame in sections, so that the inspection line of the longitudinal wall inside the section is aligned with the inspection line of the longitudinal wall inside the frame, with an accuracy deviation of ≤2mm. The levelness of the deck sections is measured using a total station, and the height is adjusted using the flexible support system to ensure that the level deviation of the deck sections is ≤4mm. Based on the ground rib inspection line, the segment is positioned in the bow and stern direction with an accuracy deviation of ≤2mm. Based on the center line and length dimension of the whole segment, the segment is positioned in the front and rear directions with a +5mm to +10mm welding compensation allowance in the length direction. Rigid positioning welding of channel steel is used at the lower end of the segment, and diagonal bracing anti-tipping structures are welded on both sides of the segment; After the main assembly is completed, the sections are joined together and welded after passing inspection.

[0005] Furthermore, in the above steps, the marking of the reference line of the jig includes: according to the preset position of the anti-torsion box segment, marking the center line, the rib inspection line perpendicular to the center line, the segment port projection boundary line, and the installation positioning inspection line of the outer plate and the inner longitudinal wall on the jig ground.

[0006] Furthermore, in the above steps, during the process of hoisting the S-side plate of the anti-torsion box into the main assembly frame in sections, the rib line of the section is aligned with the rib inspection line of the frame, with a precision deviation of ≤2mm.

[0007] Furthermore, in the above steps, the levelness adjustment includes: adjusting the overall levelness of the segment through the flexible support system based on the data from preset measurement points on the segment deck surface.

[0008] Furthermore, in the above steps, the total length of the section before welding is controlled within 0 to +5 mm, the deviation of the rib spacing at the segment closure is ±5 mm, and the dimensional tolerance of the longitudinal spacing of the compartment position after welding is 0 to +5 mm.

[0009] Furthermore, in the above steps, based on the segmented three-dimensional data collected by the total station, the misalignment and linear deviation of the closure joint are analyzed by computer simulation, the allowance cutting value is determined, and the cutting is completed before hoisting.

[0010] Furthermore, in the above steps, the bow and stern port allowance lines are drawn according to the overall length and adjacent rib data of the closure joint, and manual template gas cutting is used, with the gas cutting surface roughness ≤0.4mm.

[0011] Furthermore, the movable support system includes multiple independent height-adjustable movable support heads arranged along the segment length direction. Based on the weight distribution of the anti-torsion box segments and the closing stress prediction model, the pre-adjusted height value of each movable support head is calculated, and the movable support head is adjusted to the pre-adjusted height before hoisting.

[0012] Furthermore, in the above steps, differential preloads are applied to the support points according to the segment center of gravity position, so that the flexible support head generates an elastic pre-deformation δ. The calculation formula is: δ=k·(W / L)·e^(-μ·d), where: k is the material deformation coefficient, W is the segment weight, L is the support span, μ is the friction factor, and d is the horizontal distance between the support point and the segment center of gravity.

[0013] Furthermore, in the above steps, a segmented attitude feedback control system is established, which takes total station data as input and outputs adjustment commands for the movable support head in real time. Each movable support head is equipped with a servo motor drive, and the adjustment accuracy reaches ±0.1mm.

[0014] The beneficial effects of this application are as follows: By using a pre-set adjustable flexible support system and precise jig baseline, accurate references are provided for segmented hoisting and positioning, effectively improving positioning accuracy. The accuracy deviation between the alignment of the segment's inner longitudinal wall inspection line and the jig's inner longitudinal wall inspection line is controlled to ≤2mm, the segment's deck level deviation is controlled to ≤4mm, and the segment's bow-stern direction positioning accuracy deviation is controlled to ≤2mm, greatly improving the construction quality of the anti-torsion box segment assembly. The adjustable flexible support system adjusts the segment's deck level, avoiding the problem of prolonged crane resource occupation caused by difficulties in segment attitude adjustment in traditional methods, improving construction efficiency, shortening the assembly positioning cycle, and facilitating the efficient utilization of dock space resources and shortening the dock cycle. The use of rigid positioning welding of channel steel at the lower end of the segment and the welding of diagonal bracing anti-tipping structures on both sides of the segment enhances the stability of the segment during assembly and reduces safety risks during construction. Meanwhile, the allowance for welding compensation in the length direction fully considers the shrinkage deformation during the welding process, ensuring the dimensional accuracy of the anti-torsion box segments after welding, reducing rework and correction work caused by welding deformation, further improving construction efficiency and quality, and reducing construction costs. Attached Figure Description

[0015] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0016] Figure 1 This is a flowchart of the construction method for the anti-torsion box segment assembly described in the embodiments of this application. Detailed Implementation

[0017] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0019] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0020] like Figure 1 As shown, this embodiment provides a construction method for a segmented anti-torsion box assembly, including the following specific steps: S1. An adjustable flexible support system is pre-installed on the main assembly frame, and a reference line for the frame is marked. This reference line includes the ground frame centerline, rib inspection lines, segmented end projection lines, and inspection lines for the outer panel and inner longitudinal wall. Marking the reference line allows construction personnel to quickly and accurately locate the various components of the frame, reducing installation errors and significantly improving the efficiency and quality of frame assembly. Furthermore, a clear reference line provides a visual reference for subsequent quality inspections, facilitating timely detection and correction of deviations during assembly.

[0021] S2 involves hoisting the S-side plates of the anti-torsion box into the main assembly frame in sections, aligning the inspection lines on the inner longitudinal walls of each section with the inspection lines on the inner longitudinal walls of the frame, with a precision deviation of ≤2mm. Aligning the frame's baseline provides a unified reference for different components, ensuring a tight fit during assembly, preventing misalignment, significantly reducing rework rates, shortening the frame assembly cycle, and improving the overall structural stability. Simultaneously, precise alignment of the baseline effectively ensures that all dimensions of the frame meet design standards and project quality requirements.

[0022] S3 uses a total station to measure the levelness of the segmented deck surface and adjusts the height through the flexible support system to ensure that the level deviation of the segmented deck is ≤4mm. Measuring the levelness of the segmented deck can detect problems such as deck deformation and tilting in the first instance, ensuring that the flatness of the segmented deck meets the design requirements, laying a solid foundation for subsequent installation work, and avoiding poor connection of outfitting components due to levelness deviation.

[0023] S4, based on ground rib inspection lines, positions the sections in the bow and stern directions with an accuracy deviation of ≤2mm. It also positions the sections in the fore and aft directions based on the overall section centerline and length dimensions, with a +5mm to +10mm welding compensation allowance in the length direction. This segmented positioning of the fore and aft sections allows for a precise overall hull structure, ensuring orderly connection between sections and reducing dimensional deviations and assembly conflicts. This not only significantly improves construction efficiency and reduces manpower and material costs due to rework, but also guarantees a smooth hull line.

[0024] S5, the lower end of the segment is rigidly positioned and welded with channel steel, and the diagonal bracing structure is welded on both sides of the segment to prevent tipping; S6, after the overall assembly is completed, the sections are joined together and then welded after passing the inspection.

[0025] Based on the above scheme, firstly, an adjustable flexible support system is pre-installed on the main assembly jig, and a jig baseline containing multiple key inspection lines is drawn, providing a precise reference benchmark for subsequent segmented hoisting and positioning. The S-side plates of the anti-torsion box are hoisted onto the main assembly jig in segments. By aligning the longitudinal wall inspection lines of the segment with those of the jig, the initial accurate positioning of the segment in the lateral direction is ensured. Next, a total station is used to measure the levelness of the segment's deck surface, and the height is adjusted using the adjustable flexible support system to ensure the segment's deck is within the allowable range of horizontal deviation, guaranteeing the segment's flatness in the vertical direction. Then, based on the ground rib inspection lines and the main section centerline, the segment is positioned in the bow-stern and fore-and-aft directions, respectively, with reserved welding compensation allowance to provide adjustment space for subsequent welding and ensure dimensional accuracy after welding. Rigid positioning welding of channel steel is used at the lower end of the segment, and diagonal bracing anti-tipping structures are welded to both sides of the segment to further fix the segment's position and prevent displacement or tipping during subsequent construction. Finally, after the overall assembly is completed, the sections are joined together and welded after passing inspection to ensure the quality of the entire anti-torsion box section assembly.

[0026] Further, in step S1, the marking of the jig reference line includes: according to the preset position of the anti-torsion box segment, marking the center line, rib inspection lines perpendicular to the center line, segment port projection boundary lines, and installation positioning inspection lines for the outer plate and inner longitudinal wall on the jig ground. First, the center line is drawn, which acts as the "spine" of the entire jig, providing the most basic directional guidance for all subsequent positioning operations and clarifying the core position of the anti-torsion box segment in the length direction. The rib inspection lines perpendicular to the center line are used to accurately locate the segment ribs. Ribs are important strength support points in the hull structure. By marking the rib inspection lines, the accurate position of each rib in the width direction of the segment can be ensured, allowing the segment structure to be correctly spliced ​​according to design requirements during assembly. The marking of the segment port projection boundary lines is based on the final placement state of the segment on the jig, simulating the projection range of the segment port on the ground, providing an intuitive boundary reference for the initial positioning during segment hoisting, and avoiding exceeding the predetermined position during segment hoisting. The installation positioning inspection lines for the outer plates and inner longitudinal walls are key structural components for the anti-torsion box section. The outer plates determine the hull's external outline, while the inner longitudinal walls affect the hull's internal structural strength and stability. These two inspection lines provide precise positioning benchmarks for the installation of the outer plates and inner longitudinal walls, ensuring that they can perfectly fit the design position during installation.

[0027] Furthermore, in step S2, during the process of hoisting the S-side plate of the anti-torsion box into the assembly jig, the segment rib position lines are aligned with the jig rib inspection lines, with a precision deviation of ≤2mm. Ribs play a crucial supporting and connecting role in the hull structure, and are key factors determining the hull's strength and stability. The jig rib inspection lines are precise reference lines pre-marked on the jig according to design requirements, representing the ideal positions of the segment ribs on the jig. The segment rib position lines are the actual markers of the segment's own rib positions. When the segment is hoisted into the jig, through precise hoisting operations and meticulous positioning adjustments, the segment rib position lines gradually approach and ultimately align with the jig rib inspection lines. This process requires the use of specialized hoisting equipment and measuring tools, such as total stations, to monitor and provide feedback on the segment's position information in real time. Based on the measurement results, construction personnel fine-tune the segment's position to ensure that the deviations between the segment rib position lines and the jig rib inspection lines in both the horizontal and vertical directions are controlled within ≤2mm. This high-precision alignment ensures that the installation position of the segments on the jig is highly consistent with the design requirements, creating favorable conditions for subsequent welding and assembly work.

[0028] In some embodiments, step S3, leveling adjustment includes: adjusting the overall level of the deck section using the flexible support system based on data from preset measurement points on the deck section. The preset measurement points on the deck section are crucial data, predetermined based on factors such as hull structure design, stress analysis, and subsequent equipment installation requirements. Each measurement point corresponds to a specific level height value that the deck should have at a particular location, collectively forming a data network reflecting the overall levelness of the deck. The flexible support system acts as the executor of the adjustment. This system consists of multiple independently adjustable flexible support heads, each capable of height adjustment within a certain range. After obtaining the data from the preset measurement points on the deck section, construction personnel use professional measuring tools (such as levels, total stations, etc.) to measure the current actual level height of each measurement point and compare it with the preset data to calculate the deviation value for each measurement point. Based on these deviation values, the height of the flexible support heads at the corresponding locations is adjusted accordingly. For example, if the actual height of a measuring point is lower than the preset value, the movable support head near that location is raised; conversely, if the actual height is higher than the preset value, the support head is lowered. In this way, the deviations of each measuring point are gradually eliminated, ultimately ensuring that the overall levelness of the segment meets the design requirements.

[0029] In step S4, the pre-weld overall section length is controlled within 0 to +5 mm, the rib spacing deviation at the section closure is ±5 mm, and the post-weld dimensional tolerance of the longitudinal spacing of the compartments is 0 to +5 mm. Controlling the pre-weld overall section length within 0 to +5 mm takes into account the thermal expansion of the steel during welding. During welding, high temperatures cause changes in the internal crystal structure of the steel, leading to expansion. Allowing a positive tolerance (+5 mm) in the overall section length beforehand allows for welding expansion, preventing the post-weld overall section length from exceeding design requirements, ensuring the overall hull dimensions meet design standards, and maintaining the stability and strength of the hull structure.

[0030] The rib spacing deviation at the section closure joint is controlled within ±5mm. As a crucial support and connection point in the hull structure, the accuracy of the rib's position directly affects the overall strength and stability of the hull. The ±5mm deviation range was determined after comprehensively considering construction errors, measurement errors, and the hull structure's tolerance to rib deviations. Within this range, it ensures smooth docking of sections during closure and that the hull structure is subjected to loads evenly distributed among the ribs, preventing localized stress concentration due to excessive rib spacing deviations, which could compromise the hull's safety and reliability.

[0031] The post-weld dimensional tolerance for the longitudinal spacing of the bulkheads is 0 to +5 mm. Bulkheads play a crucial role in the hull, separating compartments, enhancing structural strength, and ensuring watertightness. During welding, the longitudinal spacing of the bulkheads may change due to welding deformation and other factors. Controlling the post-weld dimensional tolerance within 0 to +5 mm serves two purposes: firstly, it ensures the accuracy of the bulkhead positions, guaranteeing that the layout of the internal compartments meets design requirements; secondly, a certain positive tolerance can compensate for potential shrinkage during welding, ensuring the stability and airtightness of the bulkhead structure within the hull.

[0032] In step S6 above, based on the segmented three-dimensional data collected by the total station, the misalignment and linear deviation of the closure joint are analyzed through computer simulation, the allowance cutting value is determined, and cutting is completed before hoisting. Furthermore, the allowance lines at the bow and stern ports are drawn according to the overall assembly length and the data of adjacent ribs at the closure joint, using manual template gas cutting with a surface roughness ≤0.4mm. The total station, as a high-precision measuring instrument, can quickly and accurately collect the three-dimensional data of the segments, including the spatial position, dimensions, and shape of the segments. This data forms the basis for the subsequent computer simulation, ensuring the accuracy and reliability of the simulation. The computer simulation uses specialized software to import the collected segmented three-dimensional data and compare and analyze it with the design data. Through the simulated assembly process, the state of the segments during closure can be visually observed, including the misalignment of the closure joint and the linear deviation. This is because the hull segments may undergo certain deformations during manufacturing and transportation, resulting in differences between the actual and design dimensions. Computer simulations can identify these problems in advance, preventing situations where the closure cannot be completed or the closure quality is poor due to dimensional deviations during actual hoisting.

[0033] Based on the simulation results, the allowance cutting value is determined. Allowance cutting is to eliminate deformation that occurs during manufacturing and transportation, ensuring perfect assembly after hoisting. Completing allowance cutting before hoisting significantly improves hoisting efficiency and reduces on-site adjustment time and workload. Drawing allowance lines at the bow and stern ports based on the overall assembly length and adjacent rib data of the closure joint provides clear guidance for allowance cutting. The overall assembly length and adjacent rib data of the closure joint are crucial for determining the location and range of allowance cutting; precise marking ensures the accuracy of the allowance cutting.

[0034] Manual template-based gas cutting is used for excess material cutting. This is a traditional yet highly precise cutting method. The template ensures the straightness and shape accuracy of the cut. During the gas cutting process, cutting parameters such as gas pressure and cutting speed are controlled to maintain a surface roughness of ≤0.4mm. Lower surface roughness reduces subsequent grinding and finishing work, improving cutting quality. It also benefits welding quality, as a rough cut surface can affect weld formation and strength.

[0035] In some embodiments, the movable support system includes multiple independently height-adjustable movable support heads arranged along the segment length. Based on the weight distribution of the torsion box segment and the closing stress prediction model, the pre-adjusted height value of each movable support head is calculated, and the movable support heads are adjusted to the pre-adjusted height before hoisting. The movable support system arranges multiple independently height-adjustable movable support heads along the segment length to accommodate the support requirements of the torsion box segment at different locations. The weight distribution of the torsion box segment along its length is often uneven, and weight differences in different parts can lead to uneven settlement of the segment during placement.

[0036] The closure stress prediction model is established based on the analysis of various factors, including the structural characteristics, material properties, and subsequent closure process of the anti-torsion box segment. This model can simulate the stress conditions of the segment during the closure process and predict the magnitude and distribution of stresses that may occur in each part. By inputting the weight distribution data of the anti-torsion box segment into the closure stress prediction model, the model calculates the load that each movable support head needs to bear based on mechanical principles and structural analysis algorithms, and then derives the pre-adjusted height value of each movable support head.

[0037] Adjusting the movable support head to the pre-set height before hoisting utilizes its height-adjustable feature. By precisely adjusting the height of the support head, the segments can be placed in a relatively balanced and stable state on the support system, avoiding excessive local stress or deformation caused by uneven weight distribution. It also creates favorable conditions for subsequent closure operations, reducing additional stress caused by improper support during the closure process.

[0038] Specifically, based on the location of the segment's center of gravity, differentiated preloads are applied to the support points, causing the movable support head to generate an elastic pre-deformation δ. The calculation formula is: δ = k·(W / L)·e^(-μ·d), where: k is the material deformation coefficient, W is the segment weight, L is the support span, μ is the friction factor, and d is the horizontal distance between the support point and the segment's center of gravity. First, the key factor of the segment's center of gravity location is clarified. Due to the uneven distribution of segment weight, different support points need to bear different loads, thus generating differentiated preloads. Next, the elastic pre-deformation δ of the movable support head is calculated using a specific formula: δ = k·(W / L)·e^(-μ·d). In this formula, k represents the material deformation coefficient, reflecting the elastic deformation characteristics of the material under stress; W is the segment weight, directly affecting the load on the support system; L is the support span, related to the stiffness and stability of the support system; μ is the friction factor, reflecting the friction characteristics between the support point and the segment; and d is the horizontal distance between the support point and the segment's center of gravity, determining the magnitude of the load it needs to bear. After calculating the pre-deformation amount of each support point based on this formula, adjust the height of the flexible support head so that it generates corresponding elastic deformation when supporting the segments, thereby offsetting the deformation caused by the segment's own weight and ensuring the effective operation of the support system.

[0039] This method of applying differentiated preloads based on the segment's center of gravity offers numerous significant benefits. From a structural safety perspective, it effectively reduces segment deformation and stress concentration during the support process, greatly improving the structural stability and safety of the segments and ensuring the reliability of subsequent ship operations. In terms of construction efficiency, precise calculation of pre-deformation and adjustment of the support head height enhance the accuracy of the support system, laying a solid foundation for subsequent welding and assembly operations. It also reduces the frequency of rework and adjustments due to support issues during construction, shortens the construction cycle, accelerates construction progress, and reduces construction risks and costs. From a quality control perspective, it helps improve the first-pass yield of hull construction and reduces quality problems. Furthermore, this operation reflects the application of scientific calculation and intelligent technologies in modern shipbuilding, promoting continuous development and innovation in shipyard construction technology and enhancing the shipyard's market competitiveness.

[0040] More specifically, a segmented attitude feedback control system is established, using total station data as input and outputting real-time adjustment commands for the movable support heads. Each movable support head is equipped with a servo motor drive, achieving an adjustment accuracy of ±0.1mm. In the optimization of support systems during shipbuilding, establishing a segmented attitude feedback control system is a core element for achieving precise support. This system uses high-precision three-dimensional data acquired by a total station as input, enabling the total station to monitor the spatial position, attitude, and deformation of the segments in real time. By integrating the total station data into the control system, the system can analyze the deviation between the actual attitude and the theoretically designed attitude of the segments in real time.

[0041] Based on real-time data feedback, the segmented attitude feedback control system employs advanced control algorithms to calculate the required adjustment amount for each movable support head and outputs corresponding adjustment commands. Each movable support head is equipped with a high-precision servo motor drive. Servo motors are characterized by fast response speed and high control precision, enabling them to accurately adjust the height and position of the support head according to the commands of the control system. Through the drive of the servo motor, the adjustment accuracy of the movable support head can reach ±0.1mm, ensuring that the support system can respond to changes in segmented attitude in real time and accurately.

[0042] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other orientations or positional relationships are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no special meaning.

[0043] In the description of this specification, references to terms such as "an embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0044] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0045] The technical principles of this application have been described above with reference to specific embodiments. These descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, those skilled in the art can readily conceive of other specific embodiments of this application without inventive effort, and these embodiments will all fall within the scope of protection of this application.

Claims

1. A construction method for a segmented assembly of an anti-torsion box, characterized in that, The process includes the following steps: First, an adjustable flexible support system is pre-installed on the main assembly jig, and a jig baseline is drawn. This baseline includes the ground jig centerline, rib inspection lines, segment port projection lines, and inspection lines for the outer plate and inner longitudinal wall. Second, the S-side plates of the anti-torsion box are hoisted onto the main assembly jig in segments, ensuring the segment's inner longitudinal wall inspection line aligns with the jig's inner longitudinal wall inspection line, with a precision deviation ≤2mm. Third, the levelness of the segment deck surface is measured using a total station, and the height is adjusted using the flexible support system to ensure the segment deck level deviation is ≤4mm. Fourth, the bow and stern directions of the segments are located based on the ground rib inspection lines, with a precision deviation ≤2mm. The fore and aft directions of the segments are located based on the main section centerline and length dimensions, with a +5mm to +10mm welding compensation allowance reserved in the length direction. The lower end of the segment is rigidly positioned and welded with channel steel, and anti-tipping structures are welded on both sides of the segment. After the overall assembly is completed, the segment joints are assembled and welded after passing inspection. In the above steps, the marking of the jig reference line includes: according to the preset position of the anti-torsion box segment, marking the center line, the rib inspection line perpendicular to the center line, the segment port projection boundary line, and the installation positioning inspection line of the outer plate and inner longitudinal wall on the jig ground. In the above steps, during the process of hoisting the S-side plate of the anti-torsion box to the overall jig, the segment rib line and the jig rib inspection line are aligned with each other, with an accuracy deviation of ≤2mm. In the above steps, the levelness adjustment includes: according to the data of the preset measurement points on the segment deck surface, adjusting the overall levelness of the segment through the flexible support system.

2. The construction method of the anti-torsion box segment assembly according to claim 1, characterized in that, In the above steps, the total length of the section before welding is controlled within 0 to +5 mm, the deviation of the rib spacing at the section closure is ±5 mm, and the dimensional tolerance of the longitudinal spacing of the compartment position after welding is 0 to +5 mm.

3. The construction method of the anti-torsion box segment assembly according to claim 1, characterized in that, In the above steps, based on the segmented three-dimensional data collected by the total station, the misalignment and linear deviation of the closure joint are analyzed by computer simulation, the allowance cutting value is determined, and the cutting is completed before hoisting.

4. The construction method of the anti-torsion box segment assembly according to claim 3, characterized in that, In the above steps, the bow and stern port allowance lines are drawn according to the overall length and adjacent rib data of the closure joint. Manual template gas cutting is used, and the gas cutting surface roughness is ≤0.4mm.

5. The construction method of the anti-torsion box segment assembly according to claim 1, characterized in that, The movable support system includes multiple independent height-adjustable movable support heads arranged along the segment length direction. Based on the weight distribution of the anti-torsion box segments and the closing stress prediction model, the pre-adjustment height value of each movable support head is calculated, and the movable support head is adjusted to the pre-adjustment height before hoisting.

6. The construction method of the anti-torsion box segment assembly according to claim 5, characterized in that, In the above steps, a differentiated preload is applied to the support point according to the position of the segment center of gravity, so that the movable support head generates an elastic pre-deformation δ. The calculation formula is: δ=k·(W / L)·e^(-μ·d), where: k is the material deformation coefficient, W is the segment weight, L is the support span, μ is the friction factor, and d is the distance from the support point to the center of gravity, which is the horizontal distance between the support point and the segment center of gravity.

7. The construction method of the anti-torsion box segment assembly according to claim 6, characterized in that, In the above steps, a segmented attitude feedback control system is established. The system takes total station data as input and outputs adjustment commands for the movable support head in real time. Each movable support head is equipped with a servo motor drive, and the adjustment accuracy reaches ±0.1mm.

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