A method of ship construction

Abstract

This invention discloses a shipbuilding method, comprising the following steps: Step S10, assembling the hull below the waterline in a dry dock to form a half-hull; Step S20, lowering water in the dry dock to float the half-hull, and using a tugboat to transfer the floating half-hull from the dry dock to a production berth in the water for positioning; Step S30, hoisting the hull sections according to the assembly sequence; Step S40, after the main hull is assembled, removing the conformal fittings, releasing the hull positioning, opening the berth's water deflector, and using a tugboat to transfer the floating hull from the production berth in the water to the dry dock for finishing the outer plating painting and equipment debugging; Step S50, using a tugboat to transfer the floating hull from the dry dock to the outfitting wharf for outfitting operations and pre-sea trial preparations. This shipbuilding method of the present invention completes shipbuilding by combining a dry dock and a production berth, improving the efficiency of dry dock utilization and saving production costs.

Description

Technical Field

[0001] This invention belongs to the field of shipbuilding technology, and specifically relates to a shipbuilding method. Background Technology

[0002] A dry dock is a place where ships are assembled. Ships are generally assembled in a dry dock. The dry dock period is an important performance indicator for shipyards to receive ships. Therefore, the utilization efficiency of the dry dock determines the profitability of the shipyard. Improving the turnover efficiency of the dry dock will increase the efficiency of the enterprise. Summary of the Invention

[0003] To address the above problems, the present invention provides a ship construction method.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A shipbuilding method, characterized by comprising the following steps: Step S10: Complete the assembly of the hull below the waterline in the dock to form a half-hull. Step S20: The dock is drained to make half of the hull float. The hull in the floating state is transferred from the dock to the production berth in the water for positioning by a tugboat. The water baffle of the production berth is returned to its position. The position of the half of the hull is adjusted according to the position of the dock pier on the riverbed. The dock pier extends to lift the half of the hull out of the floating state. The winch tightens the iron chain connected to the hull. Step S30: Hoist the segments according to the segment assembly sequence; Step S40: After the main hull is assembled, remove the conformal tooling, release the hull positioning, remove the dock support, open the berth water deflector, and the tugboat will transfer the floating hull from the production berth in the water to the dock to complete the outer panel painting and equipment debugging. Step S50: The tugboat will transfer the hull, which is in a floating state, from the dry dock to the outfitting pier for outfitting operations and pre-sea trial preparations.

[0005] Furthermore, in step S10, important equipment located below the waterline and on the hull's centerline, such as the main engine and drive shaft, are installed and well-sealed. Outfitting components and pipelines of the hull below the waterline are pre-installed and the outer plate openings are well-sealed. Ballast tanks are ready for use. The hull outer plate paint is completed. Draft markings are pre-installed. First, water is added to the hull bottom ballast tanks. Then, all exposed openings in the half-hull are temporarily sealed to prevent backflow. Finally, conformal tooling is added based on finite element calculation results and shipyard standards.

[0006] Furthermore, in step S20, the production berth in the water body includes two wharves spaced apart along the width of the water body. The bottom of the wharves is fixed in the bottom sediment of the water body, forming a hull berth between the two wharves. Multiple liftable underwater dock piers are fixed in the bottom sediment below the hull berth, and the distribution of these piers is the same as that of the dock piers within the dock. Bridge cranes that can move along the length of the wharves are erected across the two wharves, spanning the hull berth. At both ends of the two wharves near the hull berth... At least one set of gantry cranes is provided in a mirror symmetry; the length direction of the half-hull is parallel to the length direction of the wharf; multiple fully automatic winches are symmetrically provided on opposite sides of the two wharf length directions, and the fully automatic winches are connected to the lifting brackets on the outer plate of the half-hull via chains; the half-hull is adjusted according to the position of the liftable underwater dock piers so that the transverse strong frame of the half-hull is vertically parallel to the centroid of the upper surface of the multiple liftable underwater dock piers, and then the dock piers are raised. The liftable underwater dock piers first contact the outer plate of the hull and gradually lift the half-hull out of the floating state, and then the fully automatic winches tighten the iron chains to fix the half-hull.

[0007] Furthermore, the production berth in the water body also includes two fixed wave-breaking plates and two movable wave-breaking plates. The two fixed wave-breaking plates are respectively fixed to the bottom of the two wharves on opposite sides, and their upper and lower ends are respectively fixedly connected to the wharves and the bottom sediment of the water body. The two movable wave-breaking plates are located at both ends of the berth along its length. After the tugboat leaves the production berth, the movable wave-breaking plates begin to move and close the production berth.

[0008] Furthermore, a horizontal track is provided in the riverbed located on the outer sides of both ends of the berth. A pulley is fixed at the lower end of the movable wave deflector, and the pulley is slidably connected to the horizontal track. The upper end face of the movable wave deflector is a toothed end face. A motor is fixed on the dock, and the output shaft of the motor is connected to a gear. The gear meshes with the upper end face of the movable wave deflector.

[0009] Furthermore, the liftable underwater dock is placed on an underwater dock base fixed in the bottom sediment of the water body. A rubber pad is installed on the top surface of the liftable underwater dock that contacts the hull plate. Two piezoresistive pressure sensors are pre-installed in the rubber pad. The piezoresistive pressure sensors are connected to the shore-based monitoring processor via signal lines for cross-verification of data accuracy. Each liftable underwater dock is connected to a hydraulic control valve, and the two ends of the hydraulic control valve are connected to the liftable underwater dock and the shore-based monitoring processor, respectively.

[0010] Furthermore, based on the hull upright buoyancy calculation table, the maximum draft in the upright buoyancy state and the maximum force on the dock piers in the no-buoyancy state are calculated. These values ​​are then set within the production berth, when the hull's H1... (船体正浮状态下的最大吃水值-0.3m)≤h (船体吃水) ≤H2 (船体正浮状态下的最大吃水值-1m) or f (坞墩受力) ≤F (船体无浮力状态下坞墩最大受力) At a value of 0.8, shipbuilding is in a safe production state.

[0011] Furthermore, step S30 specifically includes the following steps; Step S31. The port and starboard sections are pre-assembled on the shore. The lifting brackets on the port and starboard outer plates are pre-installed. Based on the finite element calculation results and shipyard standards, conformal tooling is added inside the section. Then, the bridge crane lifts the section to the hull positioning location for pre-positioning installation. Step S32. After the pre-positioning installation is completed, the bridge crane slowly reduces the pulling force while adjusting the ballast water of the hull to keep the hull in a positive floating state. Step S33. After the section is joined to the main hull, hangers are installed on the outer plates on both sides of the newly added section. The two ends of the iron chain are connected to the hangers on the outer plates of the hull and the fully automatic winch, respectively. The winch tightens the iron chain to fix the hull.

[0012] Furthermore, in step S33, when the angle between the iron chain and the outer plate of the hull is ≤35°, the iron chain is not used for fixing after the sections are hoisted and joined together.

[0013] Furthermore, in step S40, after the main hull is assembled, the conformal tooling inside the hull is first removed, then the support and chain fixing of the liftable dock pier are removed, and after the movable wave deflector is opened, the tugboat transfers the floating hull from the production berth to the dock. In the dock, the outer hull is repainted, the propeller and superstructure are hoisted, and the equipment is debugged.

[0014] Furthermore, in step S50, after the hull has completed the painting of the outer hull plating, the installation of the propeller, and the commissioning of important equipment, the tugboat will transfer the main hull, which is in a floating state, from the dock to the outfitting wharf for outfitting operations and pre-sea trial preparations.

[0015] The shipbuilding method provided by this invention completes shipbuilding by combining a dock and a production berth, which shortens the shipbuilding cycle in the dock by about 50%, increases the dock turnover efficiency by about 100%, and improves the dock turnover efficiency and shipyard benefits. Attached Figure Description

[0016] Figure 1 This is a front view of the method for building ships in the Yangtze River as described in an embodiment of the present invention.

[0017] Figure 2 This is a top view of the method for building ships in the Yangtze River as described in an embodiment of the present invention.

[0018] Figure 3This is a dockside diagram of the method for building ships in the Yangtze River as described in an embodiment of the present invention.

[0019] Figure 4 This is a transfer diagram of the method for building ships in the Yangtze River as described in an embodiment of the present invention.

[0020] Figure 5 This is a schematic diagram of the structure of the liftable underwater dock pier described in an embodiment of the present invention.

[0021] Figure 6 This is as described in the embodiments of the present invention. Figure 2 Sectional view of AA.

[0022] Figure 7 for Figure 6 View from the BB direction.

[0023] Among them, 1-Half-hull 1, 101-Section, 102-Shaping tooling, 2-Dock 2, 201-Water, 202-Riverbed, 203-Fixed wave baffle, 204-Mobile wave baffle, 3-Dock, 301-Dock pier, 302-Dock gate, 4-Fully automatic winch, 401-Iron chain, 5-Tugboat, 6-Gantry crane, 7-Bridge crane, 701-Lifting tool, 702-Railway, 8-Liftable underwater dock pier, 801-Underwater dock pier base, 802-Hydraulic control valve, 9-Shore-based monitoring processor, 10-Production site, 11-Rubber pad, 12-Pierre resistance pressure sensor, 121-Signal line, 13-Horizontal rail, 14-Motor, 15-Gear, 16-Pulley. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0025] The production berth in this embodiment of the invention is located in the Yangtze River.

[0026] like Figures 1-5As shown, the production berth in the water body includes two wharves 2 spaced apart from the shore towards the middle of the Yangtze River. The bottom of the wharves 2 is fixed in the riverbed 202, forming a hull berth between the two wharves 2. Multiple liftable underwater dock piers 8 are fixed in the riverbed 202 below the hull berth. The distribution of the multiple liftable underwater dock piers 8 is the same as the distribution of the dock piers 301 in the dock 3. A bridge crane 7 that can move along the length of the wharf 2 is erected across the hull berth on the two wharves 2. At least one set of gantry cranes 6 is mirror-symmetrically arranged at both ends of the two wharves 2 near the hull berth. The length of the half-hull 1 is parallel to the length of the wharf 2. Multiple fully automatic winches 4 are symmetrically arranged on opposite sides of the length of the two wharves 2. The fully automatic winches 4 are connected to the lifting brackets on the outer plate of the half-hull 1 through iron chains 401.

[0027] In this embodiment, the two bridge cranes 7 have different heights and different maximum transport capacities to facilitate flexible cross-use in production.

[0028] In this embodiment, tracks 702 are symmetrically arranged along the length of the two docks 2, and the lower end of the gantry crane 6 is slidably connected to the tracks 702. Of course, in other embodiments, the gantry crane 6 can also adopt other common structural forms to be slidably connected to the docks 2.

[0029] In this embodiment, the production berth in the water body also includes two fixed wave-breaking plates 203 and two movable wave-breaking plates 204. The two fixed wave-breaking plates 203 are respectively fixed to the bottom of the two wharves 2 on opposite sides, and their upper and lower ends are respectively fixedly connected to the wharf 2 and the riverbed 202. The two movable wave-breaking plates 204 are located at both ends of the berth along its length. After the tugboat 5 leaves the production berth, the movable wave-breaking plates 204 begin to move and close the production berth.

[0030] A horizontal track 13 is provided in the riverbed 202 located on the outer side of both ends of the berth. A pulley 16 is fixed at the lower end of the movable wave deflector 204, and the pulley 16 is slidably connected to the horizontal track 13. The upper end face of the movable wave deflector 204 is a toothed end face. A motor 14 is fixed on the dock 202. The output shaft of the motor is connected to a gear 15, and the gear 15 is toothed with the upper end face of the movable wave deflector 202.

[0031] Understandably, once the movable wave deflectors on both sides are in place, the four wave deflectors are sealed, meaning the water in the berth is not connected to the outside. When water needs to be injected or released into the berth, the water level is controlled by a pump, thus minimizing the impact of river water levels on production. Furthermore, the liftable underwater dock pier 8 is placed on an underwater dock pier base fixed in the riverbed 202. A rubber pad layer 11 is installed on the top surface of the liftable underwater dock pier 8 that contacts the hull plate. Two piezoresistive pressure sensors 12 are pre-installed within the rubber pad layer 11. The piezoresistive pressure sensors 12 are connected to the shore-based monitoring processor 9 via signal lines 121 for cross-verification of data accuracy. Each liftable underwater dock pier 8 is connected to a hydraulic control valve 802, with both ends of the hydraulic control valve 802 connected to the liftable underwater dock pier 8 and the shore-based monitoring processor 9, respectively.

[0032] Understandably, adding a piezoresistive pressure sensor 12 to the rubber pad layer 11 allows for real-time transmission of force to the shore-based monitoring processor 9, aiming to ensure production safety. For example, if the ballast water does not balance the hull during the hoisting of sections, the force on one side of the dock increases while the force on the other side decreases. The monitoring room can then monitor the force on the dock at any time and adjust its buoyancy accordingly.

[0033] The maximum draft under upright buoyancy is calculated based on the hull upright buoyancy calculation table, and the maximum force on the dock piers under no buoyancy is calculated. These values ​​are then set within the production berth, when the hull's H1... (船体正浮状态下的最大吃水值-0.3m) ≤h (船体吃水) ≤H2 (船体正浮状态下的最大吃水值-1m) or f (坞墩受力) ≤F (船体无浮力状态下坞墩最大受力) At a value of 0.8, shipbuilding is in a safe production state.

[0034] In this embodiment, a shipbuilding method specifically includes the following steps: Step S10: Complete the assembly of the hull below the waterline in the dock 3 to form half hull 1; Step S20: Dock 3 releases water to make half-hull 1 float. The tugboat 5 is used to transfer the floating half-hull 1 from dock 3 to the production berth in the water for positioning. Specifically: First, the movable wave deflector 204 is returned to its position. Then, the half-hull 1 is adjusted according to the position of the liftable underwater dock piers 8 so that the transverse strong frame of the half-hull 1 is vertically parallel to the centroid of the upper surface of the multiple liftable underwater dock piers 8. The dock piers are then raised. The liftable underwater dock piers 8 first contact the outer plate of the ship and gradually lift the half-hull 1 out of the floating state. Then, the fully automatic winch 4 tightens the iron chain 401 to fix the half-hull 1. Step S30: Hoist segment 101 according to the assembly sequence of segment 101; Step S40: After the main hull is assembled, remove the conformal tooling 102, release the hull positioning, cancel the dock support, open the berth water baffle, and the tugboat 5 will transfer the floating hull from the production berth in the water to the dock 3 to complete the outer panel painting and equipment debugging. In step S50, the tugboat 5 will transfer the hull, which is in a floating state, from the dock 3 to the outfitting wharf 2 for outfitting operations and pre-sea trial preparations.

[0035] In step S10, important equipment such as the main engine and drive shaft located below the waterline and on the ship's centerline in the half-hull 1 are installed and well-sealed. Outfitting components and pipelines of the hull below the waterline are pre-installed and the openings in the outer plates are well-sealed. The ballast tanks are ready for use. The paint on the outer plates of the hull is completed. The water level gauge markings are pre-installed. First, water is added to the ballast tanks at the bottom of the hull. Then, all exposed openings in the half-hull 1 are temporarily sealed to prevent water backflow. Finally, based on the finite element calculation results and shipyard standards, 102 conformal tooling pieces are added.

[0036] Furthermore, step S30 specifically includes the following steps; Step S31. The port and starboard sections 101 are pre-assembled on the shore base. The lifting brackets on the port and starboard outer plates are pre-installed. Based on the finite element calculation results and shipyard standards, shape-conserving fixtures 102 are added to section 101. Then, the bridge crane 7 lifts section 101 to the hull positioning location for pre-positioning installation. Step S32. After the pre-positioning installation is completed, the bridge crane 7 slowly reduces the pulling force and at the same time adjusts the ballast water of the hull to keep the hull in a positive floating state. Step S33. After section 101 is joined to the main hull, both ends of the chain 401 are connected to the lifting bracket on the outer plate of the hull and the fully automatic winch 4, respectively. The winch tightens the chain 401 to fix the hull. When the angle between the chain 401 and the outer plate of the hull is ≤35°, the chain 401 is not needed to fix the section 101 after it is hoisted and joined.

[0037] In step S40, after the main hull is assembled, the conformal tooling 102 is first removed, then the support of the liftable underwater dock pier 8 and the fixing of the iron chain 401 are removed. After the movable wave deflector 204 is opened, the tugboat 5 transfers the floating hull from the production berth to the dock 3. In the dock 3, the outer plate painting is completed, the propeller and superstructure are hoisted, and the equipment is debugged.

[0038] In step S50, after the hull has completed the painting of the outer hull plating, the installation of the propeller and the debugging of important equipment, the tugboat 5 will transfer the hull in the floating state from the dock 3 to the outfitting wharf 2 for outfitting operations and pre-trial preparations.

[0039] When the hull is assembled to a floating state in the dry dock, it is moved from the dock to the wharf. After the ship is moored, hydraulic rods on the riverbed lift the hull (most of the weight is offset by the buoyancy of the river water). Then, the lifting lugs on both sides of the hull are connected to iron chains, and the fully automatic winches on the shore tighten the iron chains to the designed tension, lowering the wharf's flood barrier to the riverbed. At this point, the hull is completely fixed and unaffected by the external environment. Afterward, the gantry cranes on the wharf can transport the sections and begin normal ship construction and assembly, just like in the dry dock. At the same time, gantry cranes are arranged symmetrically on both sides of the hull as supplementary transport capacity to improve work efficiency. The gantry cranes and the gantry cranes share the same rails, and the area beneath the gantry cranes serves as a cargo and pedestrian walkway. Many fully automatic winches are set up on the side of the wharf closest to the ship. For each additional section, lifting lugs are installed on the outer plates on both sides and tightened with iron chains.

[0040] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection claimed by the appended claims and their equivalents is defined.

Claims

1. A method for ship construction, characterized in that, Includes the following steps: Step S10: Complete the assembly of the hull below the waterline in the dock to form a half-hull. Step S20: The dock is flooded to make half of the hull float, and a tugboat is used to transfer the floating half of the hull from the dock to the production berth in the water for positioning. Step S30: Hoist the hull sections according to the assembly sequence; Step S40: After the main hull is assembled, remove the conformal tooling, release the hull restraints, and the tugboat will transfer the floating hull from the production berth in the water to the dry dock to complete the outer panel painting and equipment debugging. Step S50: The tugboat will transfer the hull, which is in a floating state, from the dry dock to the outfitting pier for outfitting operations and pre-sea trial preparations. In step S20, the production berth in the water body includes two wharves spaced apart along the width of the water body. The bottom of the wharves is fixed in the bottom sediment of the water body, forming a hull berth between the two wharves. Multiple liftable underwater dock piers are fixed in the bottom sediment below the hull berth. The distribution of the multiple liftable underwater dock piers is the same as the distribution of dock piers in the dock. A bridge crane that can move along the length of the wharf is erected across the two wharves and spans the hull berth. Mirror images are displayed at both ends of the two wharves near the hull berth. At least one set of gantry cranes is symmetrically arranged; the length direction of the half-hull is parallel to the length direction of the wharf; multiple fully automatic winches are symmetrically arranged on opposite sides of the two wharf length directions, and the fully automatic winches are connected to the lifting brackets on the outer plate of the half-hull via chains; the half-hull is adjusted according to the position of the liftable underwater dock, so that the transverse strong frame of the half-hull is vertically parallel to the centroid of the upper surface of the multiple liftable underwater docks, and then the docks are raised. The liftable underwater docks first contact the outer plate of the hull and gradually lift the half-hull out of the floating state, and then the fully automatic winches tighten the iron chains to fix the half-hull. The production berth in the water body also includes two fixed wave-breaking plates and two movable wave-breaking plates. The two fixed wave-breaking plates are respectively fixed to the bottom of the two wharves on opposite sides, and their upper and lower ends are respectively fixedly connected to the wharves and the bottom sediment of the water body. The two movable wave-breaking plates are located at both ends of the berth along its length. After the tugboat leaves the production berth, the movable wave-breaking plates begin to move and close the production berth.

2. The shipbuilding method according to claim 1, characterized in that, In step S10, the equipment located below the waterline and on the hull's centerline in the half-hull is installed and well-sealed; the outfitting components and pipelines of the hull below the waterline are pre-installed and the openings in the outer plating are well-sealed; the ballast tanks are ready for use; the paint on the outer plating is completed; and the waterline markings are pre-installed. First, water is added to the ballast tanks at the bottom of the hull; then, all exposed openings in the half-hull are temporarily sealed to prevent water backflow; finally, conformal tooling is added based on the finite element calculation results and shipyard standards.

3. The shipbuilding method according to claim 1, characterized in that, A rubber pad is installed on the top surface of the liftable dock that contacts the hull plate. Two piezoresistive pressure sensors are pre-installed in the rubber pad. The piezoresistive pressure sensors are connected to the shore-based monitoring processor via signal lines for cross-verification of data accuracy. Each liftable dock is connected to a hydraulic control valve, with its two ends connected to the liftable dock and the shore-based monitoring processor, respectively.

4. A shipbuilding method according to claim 3, characterized in that, A horizontal track is provided in the riverbed located on the outer sides of both ends of the berth. A pulley is fixed at the lower end of the movable wave deflector and is slidably connected to the horizontal track. The upper end face of the movable wave deflector is toothed. A motor is fixed on the dock. The output shaft of the motor is connected to a gear, which meshes with the upper end face of the movable wave deflector.

5. A shipbuilding method according to claim 1, characterized in that, Step S30 specifically includes the following steps; Step S31. The port and starboard sections are pre-assembled on the shore. The lifting brackets on the port and starboard outer plates are pre-installed. Based on the finite element calculation results and shipyard standards, conformal tooling is added inside the section. Then, the bridge crane lifts the section to the hull positioning location for pre-positioning installation. Step S32. After the pre-positioning installation is completed, the bridge crane slowly reduces the pulling force while adjusting the ballast water of the hull to keep the hull in a positive floating state. Step S33. After the section is joined to the main hull, hangers are installed on the outer plates on both sides of the newly added section. The two ends of the iron chain are connected to the hangers on the outer plates of the hull and the fully automatic winch, respectively. The winch tightens the iron chain to fix the hull.

6. A shipbuilding method according to claim 5, characterized in that, In step S33, when the angle between the iron chain and the outer plate of the ship is ≤35°, the iron chain is not used for fixing after the sections are hoisted and joined together.

7. A shipbuilding method according to claim 1, characterized in that, In step S40, after the main hull is assembled, the conformal tooling inside the hull is first removed, then the support and chain fixing of the liftable dock piers are removed, and the tugboat transfers the floating hull from the production berth to the dry dock after the movable wave deflector is opened. In the dry dock, the outer hull is painted, the propeller and superstructure are hoisted, and the equipment is debugged. In step S50, after the outer hull is painted, the propeller is installed, and the important equipment is debugged, the tugboat transfers the floating hull from the dry dock to the outfitting wharf for outfitting operations and pre-sea trial preparations.

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