Construction method for measuring and correcting carrying dislocation of container ship lashing bridge

Abstract

The invention discloses a construction method for measuring and correcting carrying dislocation of a container ship lashing bridge, and belongs to the technical field of shipbuilding. The method comprises the steps of measuring and recording lashing bridge structure carrying dislocation, lashing bridge structure design output correction information and lashing bridge carrying process. Recording measurement data is clear and easy to understand, and meanwhile, an agreed recording method can obtain a dislocation value and a dislocation direction at the same time in the process of calculating the dislocation value; the method for outputting the binding bridge carrying dislocation correction data information and the indication information thereof is simple and visual, and has high application value. According to the method, by designing information output and combining a proposed dislocation measuring method, a lashing bridge carrying department can obtain a reasonable dislocation numerical value interval in the carrying process, targeted process correction can be carried out, the purpose of reducing subsequent correction operation (additional flitch reinforcement and additional welding) is achieved, and the operation efficiency is improved.

Description

Technical Field

[0001] This invention relates to a construction method for measuring and correcting misalignment of lashing bridges on container ships, which belongs to the technical field of shipbuilding. Background Technology

[0002] Laplock bridges are a crucial structural element of container ships, serving to secure containers and prevent them from tilting or falling during transport. Common laplock bridge structures are fixed to the main hull structure via several structural supports. Due to their high-stress nature, the main hull structure typically provides aligning reinforcements at the support locations. Because of their grid-like structure, laplock bridges are prone to lateral deformation during construction, leading to misalignment between the laplock bridge supports and the aligning reinforcements during loading. According to structural design requirements, misalignment exceeding a certain value necessitates corrective measures. Currently, the industry commonly employs two methods: adding reinforcing plates and enlarging the weld legs through welding. The specific method used depends on the magnitude of the misalignment.

[0003] During the installation process, the thickness of the lashing bridge support walls, the thickness of the main hull reinforcement plates, and their relative relationship are not predictable, making it difficult for construction personnel to directly obtain numerical information on misalignment. Therefore, the current industry practice is to rely on experience or provide the measured misalignment data to the design department after the lashing bridge installation is completed to confirm whether additional reinforcement is needed. This approach is inefficient and prone to omissions or over-reinforcement. With the rapid development of the domestic shipbuilding industry, shipowners are increasingly demanding higher quality management standards from shipyards. In future container ship lashing bridge installations, shipowners will inevitably require shipyards to provide detailed accuracy data and misalignment correction plans. Based on current construction techniques, more manpower and resources must be invested in surveying and additional reinforcement, which will have a very negative impact on shipyards' ability to control construction costs.

[0004] Therefore, it is necessary to propose a new construction process for measuring and correcting misalignment of container ship lashing bridges. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a construction method for measuring and correcting misalignment during the installation of lashing bridges on container ships. This method, through process control, can effectively reduce the amount of correction work caused by misalignment during the manufacturing and installation of lashing bridges, thereby reducing the additional costs incurred by shipyards in correcting lashing bridge installation misalignment.

[0006] The above-mentioned "misalignment exceeding a certain value requires corresponding corrective measures" refers to a "certain value" that is generally determined by agreement between the shipyard and the shipowner, and includes half the wall thickness of the lashing bridge support. There are two wall thicknesses for lashed bridge supports. Misalignment within this range is considered "reasonable error" and does not require corrective measures. However, this value is relative and depends on the wall thickness of the lashed bridge support, the wall thickness of the main hull reinforcement plate, and the relative relationship between the two.

[0007] The technical solution adopted in this invention is: a construction method for measuring and correcting misalignment of lashing bridges on container ships, comprising the following steps:

[0008] S1. Measure and record the misalignment of the lashed bridge structure.

[0009] S1.1 A specific location on the top plate of the hatch is used as a measurement reference point, and the ocean strike point is marked on the side of the top plate of the hatch. The number of measurement reference points can be freely set according to the size of the lashing bridge structure.

[0010] S1.2 Measure and record the positioning data of the reinforcement structure during the main hull structure construction phase and the positioning data of the lashed bridge support during the lashed bridge installation phase;

[0011] During the construction of the main hull structure, the construction unit measured and recorded the positioning data of the lashing bridge reinforcement structure relative to the measurement reference point to obtain the structural positioning data.

[0012] During the installation of the S1.4 tying bridge, the installation unit measures and records the positioning data of the tying bridge support relative to the measurement reference point to obtain the support positioning data;

[0013] S1.5 Calculate the misalignment value: Subtract the structural positioning data from the support positioning data to obtain the misalignment data between the ties bridge support and the reinforcement structure;

[0014] S2, Output information of ligature bridge structure design

[0015] S2.1 Misalignment Handling Rules for Tie-in Bridges: Misalignment ≤ 1 / 3 of the support tube wall thickness is not corrected; misalignment > 1 / 3 of the support tube wall thickness and ≤ 1 / 2 of the support tube wall thickness is compensated by increasing the weld leg through welding; misalignment > 1 / 2 of the support tube wall thickness requires additional reinforcement with a plate.

[0016] S2.2 outputs correction information for different positions of the tying bridge structure.

[0017] By combining the wall thickness of the lashed bridge support, the wall thickness of the main hull reinforcement plate, and their relative relationship, whether internal or external, correction information is obtained. The correction information includes the areas that do not need to be corrected, the areas that need to be corrected by welding to increase the weld leg, and the areas that need to be reinforced with additional plates.

[0018] S3, lashing bridge equipped

[0019] Based on the obtained misalignment information and correction information between the ties and reinforcement structures of the bridge, the following steps are performed:

[0020] S3.1 Before the correction work, it should be ensured that the roots of a certain number of lashing bridge supports are welded to the main hull structure, and the number of lashing bridge supports welded should be sufficient to ensure that the lashing bridge does not tip over during the installation process.

[0021] S3.2 For misalignments that are relatively small, before welding, the construction personnel shall take measures such as pulling, pressing, and pushing to correct the misalignment of the support column that needs to be corrected until the misalignment is within the range that does not need to be corrected.

[0022] S3.3 For supports that cannot be corrected to a level where the misalignment does not require correction through measures, after the bridge tying work is completed, the misalignment size is measured: based on the range of the correction information where the misalignment is located, the misalignment is corrected by adding additional plates for reinforcement or by welding to increase the misalignment of the weld leg.

[0023] Furthermore, step 1.2 specifically includes the following sub-steps:

[0024] S1.2.1 Measurement point coding: refers to the coding assigned to the set reference points so that the reference points for measuring the positioning data of the reinforcement structure during the main hull structure construction stage are consistent with the reference points for measuring the positioning data of the lashed bridge support during the lashed bridge installation stage.

[0025] S1.2.2 Tie-up Bridge Support Station Number: Refers to the ties-up bridge support at a specific location. Each ties-up bridge support consists of two supports, defined as the bow and stern pillars based on their position on the ship.

[0026] Furthermore, in the aforementioned support positioning data, structural positioning data, and data on misalignment between the bridge support and the reinforcing structure, positive values ​​are recorded for data measured in the outward direction from the ship, and negative values ​​are recorded for data measured in the mid-ship direction.

[0027] Further corrections are as follows:

[0028] Correction standards for the position of the outer wall of the support column: If the misalignment is ≤1 / 3 of the support column wall thickness, no correction is required; if the misalignment is >1 / 3 of the support column wall thickness and ≤1 / 2 of the support column wall thickness, weld to increase the weld leg; if the misalignment is >1 / 2 of the support column wall thickness, additional reinforcement plates are required.

[0029] The standard for correcting the position of the inner wall of the support column is as follows: If the misalignment is ≤1 / 3 of the sum of the support column wall thickness and the difference between the inner and outer wall thicknesses, no correction is needed; if the misalignment is >1 / 3 of the sum of the support column wall thickness and the difference between the inner and outer wall thicknesses but ≤1 / 2 of the sum of the support column wall thickness and the difference between the inner and outer wall thicknesses, additional welding to enlarge the weld leg is required; if the misalignment is >1 / 2 of the sum of the support column wall thickness and the difference between the inner and outer wall thicknesses, additional reinforcement with a plate is required. The difference between the inner and outer wall thicknesses refers to the difference between the thickness of the external reinforcement structure and the thickness of the support column wall.

[0030] The standard for correcting the position of the inner wall on the other side of the support column is as follows: If the misalignment is ≤1 / 3 of the sum of the support column wall thickness and the difference between the inner and outer wall thicknesses, no correction is required; if the misalignment is >1 / 3 of the sum ...

[0031] The standard for correcting the position of the outer wall on the other side of the support column is as follows: If the misalignment is ≤1 / 3 of the support column wall thickness, no correction is required; if the misalignment is >1 / 3 of the support column wall thickness and ≤1 / 2 of the support column wall thickness, weld to increase the weld leg; if the misalignment is >1 / 2 of the support column wall thickness, additional reinforcement plates are required.

[0032] Furthermore, the base of the tie-bridge support column connected to the lower end of the A-frame oblique tube does not have the conditions for correcting misalignment, so this support column is selected as the support column required to be welded in step S3.1.

[0033] Compared with existing technologies, this invention has the following advantages: Currently, the industry standard for measuring the misalignment of lashed bridge supports typically uses weld marks on the hatch top plate of the hull reinforcement structure as a reference. This method has significant errors, lacks persuasiveness, and is even not recognized by shipowners or classification societies. This new method, by introducing a fixed reference object, measures the positional data of the reinforcement structure and the lashed bridge supports separately during construction and installation phases. Through agreed-upon calculation methods, it can accurately obtain the misalignment information of both, resulting in a rigorous measurement method and persuasive data.

[0034] Traditional methods for correcting misalignment (and reinforcement structure) in bridge pier assembly primarily rely on the assembly results for correction. This involves measuring the misalignment after welding and then developing a correction plan. The drawback of this approach is that the lack of effective correction measures leads to extensive post-assembly repair work (additional reinforcement plates, additional welding), resulting in wasted resources. This paper proposes using design information output, combined with a proposed misalignment measurement method, to allow the bridge pier assembly department to obtain a reasonable misalignment range during the assembly process. This enables targeted process corrections, reducing subsequent repair work (additional reinforcement plates, additional welding) and improving operational efficiency. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the existing technology for correcting misalignment of bridge support columns.

[0037] Figure 2 This is a schematic diagram of the measurement reference point setting.

[0038] Figure 3 This is a schematic diagram of the positioning and measurement method for reinforcement structures during the construction of the main hull structure.

[0039] Figure 4 This is a schematic diagram of the support positioning and measurement method during the installation of the bridge ties.

[0040] Figure 5 This is a schematic diagram of the selection of measurement points.

[0041] Figure 6 This is a schematic diagram of the ties and reinforcement structures of the bridge.

[0042] Figure 7 This is a schematic diagram of a bridging bridge structure with an A-frame design.

[0043] Figure 8 This is a flowchart illustrating the method used in this application. Detailed Implementation

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0047] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0048] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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 on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0049] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0050] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0051] This construction method aims to reduce the degree of misalignment and the number of corrections required for bridge ties by strengthening process control. To achieve this goal, the proposed method includes the following procedures:

[0052] I. A new method for measuring and recording misalignment in lashed bridge structures;

[0053] II. Output information of the new lashed bridge structure design;

[0054] III. New lashing bridge installation process.

[0055] The specific technical solution is as follows:

[0056] I. A new method for measuring and recording misalignment in lashed bridge structures

[0057] The misalignment deviation of the lashing bridge structure mainly manifests at the base of the lashing bridge struts and their corresponding main hull reinforcement structure. Since certain precision deviations can occur during the construction and installation of the main hull structure, using the ship's centerline and BL line as references to measure the misalignment data of the lashing bridge structure is not meaningful. Traditional methods often use weld marks on the hatch top plate of the main hull reinforcement structure as a reference to measure the misalignment data of the lashing bridge struts. This method has a large error and is not convincing. Therefore, this paper proposes a new method for measuring and recording the lashing bridge installation misalignment, with the following specific requirements:

[0058] Step 1.1 To avoid the impact of accuracy deviations during the construction and assembly of the main hull structure, this case requires a specific location on the hatch top plate as the measurement reference point, with a punch mark placed on the side of the hatch top plate, such as... Figure 2 As shown, the number of measurement reference points can be freely set according to the structural dimensions of the tiesupped bridge.

[0059] Step 1.2 To obtain the misalignment data between the lashing bridge supports and the reinforcing structure after the lashing bridge is installed, this case requires measuring and recording the positioning data of the reinforcing structure during the main hull structure construction phase and the positioning data of the lashing bridge supports during the lashing bridge installation phase. To make the data clear, concise, and easy to calculate, this case designs a recording table, the regional table format of which is shown in Table 1.

[0060] Table 1. Data Recording and Calculation Table for Misalignment of Tie-in Bridge

[0061]

[0062] in:

[0063] Step 1.2.1 Measurement point coding: refers to the coding assigned to the reference point set in step (1) to ensure that the reference point for measuring the positioning data of the reinforcement structure during the main hull structure construction stage is consistent with the reference point for measuring the positioning data of the lashed bridge support during the lashed bridge mounting stage.

[0064] Step 1.2.2 Laying Bridge Support Station Number: This refers to the lacing bridge support at a specific location. Each "station" of the lacing bridge support consists of two supports, which are defined as the bow support and stern support based on their position on the ship.

[0065] Step 1.3 This case requires that during the construction of the main hull structure, the construction unit must measure and record the positioning data of the lashing bridge reinforcement structure relative to the measurement reference point. The measurement method is as follows: Figure 3 , Figure 5 This is for illustrative purposes. It is also agreed that data measured outwards from the ship will be recorded as positive values ​​(+), and data measured midway from the ship will be recorded as negative values ​​(-). According to the agreed rules, Figure 3 In this case, a3, a4, a5, and a6 are recorded as positive values; a1 and a2 are recorded as negative values.

[0066] Step 1.4 This case requires that during the bridge erection process, the erection unit must measure and record the positioning data of the bridge support relative to the measurement reference point. The measurement method is as follows: Figure 4 , Figure 5 This is for illustrative purposes. It is also agreed that data measured outwards from the ship will be recorded as positive values ​​(+), and data measured midway from the ship will be recorded as negative values ​​(-). According to the agreed rules, Figure 4 Record positive values ​​for b3, b4, b5, and b6; record negative values ​​for b1 and b2.

[0067] Step 1.5 Calculate the misalignment value: According to steps 1.3 and 1.4, fill the measured data into the table, and use the support positioning data (lash bridge) data - structural positioning data (main hull) data (calculated with signs) to obtain the misalignment data between the lash bridge support and the reinforcement structure. If the obtained value is "+", it can be determined that the lash bridge support (support) is misaligned in the outward direction of the ship. If the obtained value is "-", it can be determined that the lash bridge support (support) is misaligned in the inward direction of the ship, as shown in Table 2.

[0068] Table 2 Partial Measurement Data Recording Table

[0069]

[0070] The calculated data is recorded as a misalignment value for reference in subsequent misalignment corrections.

[0071] II. New lashed bridge structure design output information

[0072] Currently, the industry commonly employs two methods: adding reinforcing plates and increasing the weld leg through welding. The specific method used depends on the magnitude of the misalignment. For example, misalignments ≤ 1 / 3 of the support tube wall thickness do not require correction; misalignments > 1 / 3 but ≤ 1 / 2 of the support tube wall thickness can be corrected by increasing the weld leg; and misalignments > 1 / 2 of the support tube wall thickness require additional reinforcing plates. In traditional methods, there is a lack of effective collaboration between manufacturing and design departments. Correction methods for misalignment in bridge assembly are often result-oriented, meaning that after misalignment, the design department determines the correction plan and instructs manufacturing based on the measured misalignment. The drawback of this approach is that minor errors often lead to additional reinforcement, resulting in a significant waste of manpower and resources.

[0073] In view of the above issues, this case requires the design department to provide information on the misalignment correction scheme for the lashed bridge when providing production data (drawings), as follows:

[0074] Step 2.1 When the design department provides the manufacturing department with production data (drawings), the design department is required to provide the shipowner's approved rules for handling misalignment of the lashing bridge, and to convert the "relative values" into "absolute values". In the process of converting the values, the wall thickness of the lashing bridge support, the wall thickness of the main hull reinforcement plate, and the relative relationship between the two should be fully considered, as shown in the following example.

[0075] Step 2.1.1 Misalignment correction rules approved by the shipowner and class: Misalignment ≤ 1 / 3 of the support tube wall thickness is not corrected; misalignment > 1 / 3 of the support tube wall thickness and ≤ 1 / 2 of the support tube wall thickness is repaired by welding to increase the weld leg; misalignment > 1 / 2 of the support tube wall thickness is reinforced with additional plates.

[0076] Step 2.2.2 The form of the ligature bridge support and reinforcement structure is as follows: Figure 6 Illustration: The wall thickness of the support tube is 12mm, and the thicknesses of the external and internal reinforcement structures are 15mm and 17mm respectively. The thickness difference is located on one side of the centerline of the support.

[0077] Step 2.2.3 According to the rules, Figure 6 middle:

[0078] a. Position correction standard: Misalignment ≤ 4mm (12 / 3=4), no correction; Misalignment > 4mm and ≤ 6mm (12 / 2=6), weld to increase weld leg; Misalignment > 6mm, additional reinforcement plate is required;

[0079] b. Position correction standard: misalignment ≤ 7mm (12 / 3+3=7), no correction; misalignment > 7mm and ≤ 9mm (12 / 2+3=9), weld to increase weld leg; misalignment > 9mm, additional reinforcement plate is required.

[0080] c. Position correction standards: Misalignment ≤ 9mm (12 / 3+5=9), no correction; misalignment > 9mm and ≤ 11mm (12 / 2+5=11), weld to increase weld leg; misalignment > 11mm, additional reinforcement plate is required;

[0081] Position correction standard: If the misalignment is ≤4mm (12 / 3=4), no correction is required; if the misalignment is >4mm and ≤6mm (12 / 2=6), weld to increase the weld leg; if the misalignment is >6mm, additional reinforcement plate is required.

[0082] To make the data intuitive and easy to understand, this project designs a table for the design information output to guide the manufacturing department. The format of the regional table is shown in Table 3.

[0083] Table 3. Data on Misalignment Correction for Partially Tied Bridges

[0084]

[0085] The values ​​in the table represent the misalignment between the lashing bridge struts and reinforcements. "+" indicates misalignment outwards from the ship, and "-" indicates misalignment inwards from the ship. Specific indications are defined as follows:

[0086] For misalignment on the outer side of the support column: [-7, +4] no correction is needed. For misalignment on the outer side (+4, +6] and misalignment on the inner side (-9, -7), weld to increase the weld leg. For misalignment on the outer side greater than 6mm and misalignment on the inner side greater than 9mm, add a reinforcement plate.

[0087] For misalignment of the inner side of the support column: [-4, +9] no correction is needed. For misalignment outward (+9, +11] and misalignment inward [-6, -4], weld to increase the weld leg. For misalignment outward greater than 11mm and misalignment inward greater than 6mm, add a reinforcement plate.

[0088] III. New lashing bridge installation process

[0089] In traditional shipbuilding section assembly processes, minor structural misalignments can be corrected using methods such as tension, compression, jacking, and thermal correction. This approach is suitable for corrections where misalignment information is readily available. However, the traditional lashing bridge assembly process cannot directly obtain misalignment information between the lashing bridge supports and reinforcing structures, making targeted corrections impossible. In this case, however, steps one and two indirectly obtain misalignment information between the lashing bridge supports and reinforcing structures, as well as a reasonable or easily manageable range of misalignment values. This allows the lashing bridge assembly operation to draw upon traditional misalignment correction methods used in section assembly. Specific requirements are as follows:

[0090] Step 3.1 Through Step 1 and Step 2, the bridge tying construction personnel can clearly obtain the misalignment data of the bridge piers and the "reasonable error" range. For misalignments with a small difference between the two, the construction personnel are required to take measures such as pulling, pressing, and pushing before welding to correct the piers whose misalignment exceeds the "reasonable error" range to within the "reasonable error" range, or to correct the misalignment that requires additional reinforcement plates to the amount of misalignment that needs to be repaired by welding to increase the weld leg through the above correction methods.

[0091] Step 3.2 In accordance with the requirements of Step 3.1, in order to ensure the safety of the modification process, this case requires that during the installation of the lashing bridge, before the modification work, a certain number of lashing bridge support roots should be welded to the main hull structure. The number of lashing bridge support welds should be based on ensuring that the lashing bridge will not capsize during the installation process.

[0092] Step 3.3 Common bridging bridge structures generally have an A-frame type structure (such as...) Figure 7 As shown, the tie-up bridge support connected to the lower end of the A-frame rhomboid tube does not have the conditions for correcting misalignment at its root due to its structural type. Therefore, this support can be selected as the support to be welded in step 3.2. For tie-up bridges without an A-frame structure, the support to be welded in step 3.2 should be selected according to the actual situation.

[0093] Step 3.4 After the bridge tying and mounting work is completed, the misalignment dimensions need to be measured, verified, and recorded for future reference. For misalignments that require additional reinforcement with additional plates, the traditional method should be used for reinforcement.

[0094] In summary, the new lashing bridge installation process is as follows: Figure 8 As shown.

[0095] This case proposes establishing a new reference object as the basis for measuring the main hull reinforcement structure and the lashing bridge supports, a practice not found in current construction techniques. Furthermore, the tables used to record the measurement data in the plan are clear and easy to understand, and the agreed-upon recording method allows for the simultaneous acquisition of both the misalignment value and direction during the calculation of the misalignment. To enable the lashing bridge mounting unit to assess the support misalignment correction scheme, the design department is required to provide the manufacturing department's lashing bridge mounting misalignment correction data when providing production information—a practice unprecedented in the industry. The design tables and their accompanying instructions for providing the design department with lashing bridge mounting misalignment correction data are concise, intuitive, and highly applicable.

[0096] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A construction method for measuring and correcting misalignment on lashing bridges of container ships, characterized in that, Includes the following steps: S1. Measure and record the misalignment of the lashed bridge structure. S1.1 A specific location on the top plate of the hatch is used as a measurement reference point, and the ocean strike point is marked on the side of the top plate of the hatch. The number of measurement reference points can be freely set according to the size of the lashing bridge structure. S1.2 Measure and record the positioning data of the reinforcement structure during the main hull structure construction phase and the positioning data of the lashed bridge support during the lashed bridge installation phase; During the construction of the main hull structure, the construction unit measured and recorded the positioning data of the lashing bridge reinforcement structure relative to the measurement reference point to obtain the structural positioning data. During the installation of the S1.4 tying bridge, the installation unit measures and records the positioning data of the tying bridge support relative to the measurement reference point to obtain the support positioning data; S1.5 Calculate the misalignment value: Subtract the structural positioning data from the support positioning data to obtain the misalignment data between the ties bridge support and the reinforcement structure; S2, Output information of ligature bridge structure design S2.1 Rules for handling misalignment of tie-down bridges: Misalignment ≤ 1 / 3 of the support tube wall thickness is not corrected; misalignment > 1 / 3 of the support tube wall thickness and ≤ 1 / 2 of the support tube wall thickness is compensated by increasing the weld leg through welding. If the misalignment is greater than 1 / 2 of the support pipe wall thickness, additional reinforcement plates are required. S2.2 outputs correction information for different positions of the tying bridge structure. By combining the wall thickness of the lashed bridge support, the wall thickness of the main hull reinforcement plate, and their relative relationship, whether internal or external, correction information is obtained. The correction information includes the areas that do not need to be corrected, the areas that need to be corrected by welding to increase the weld leg, and the areas that need to be reinforced with additional plates. S3, lashing bridge equipped Based on the obtained misalignment information and correction information between the ties and reinforcement structures of the bridge, the following steps are performed: S3.1 Before the correction work, it should be ensured that the roots of a certain number of lashing bridge supports are welded to the main hull structure, and the number of lashing bridge supports welded should be sufficient to ensure that the lashing bridge does not tip over during the installation process. S3.2 For misalignments that are small in difference between the two, before welding, the construction personnel shall take measures of pulling, pressing and pushing to correct the misalignment of the support column that needs to be corrected until the misalignment is within the range that does not need to be corrected before welding. S3.3 For supports that cannot be corrected to a level where the misalignment does not require correction through measures, after the bridge tying work is completed, the misalignment size is measured: based on the range of the correction information where the misalignment is located, the misalignment is corrected by adding additional plates for reinforcement or by welding to increase the misalignment of the weld leg.

2. The construction method for measuring and correcting misalignment of lashing bridges on container ships according to claim 1, characterized in that: Step 1.2 specifically includes the following sub-steps: S1.2.1 Measurement point coding: refers to the coding assigned to the set reference points so that the reference points for measuring the positioning data of the reinforcement structure during the main hull structure construction stage are consistent with the reference points for measuring the positioning data of the lashed bridge support during the lashed bridge installation stage. S1.2.2 Tie-up Bridge Support Station Number: Refers to the ties-up bridge support at a specific location. Each ties-up bridge support consists of two supports, defined as the bow and stern pillars based on their position on the ship.

3. The construction method for measuring and correcting misalignment of lashing bridges on container ships according to claim 2, characterized in that: In the aforementioned support positioning data, structural positioning data, and data on misalignment between the bridge support and the reinforcing structure, positive values ​​are recorded for data measured outward from the ship, and negative values ​​are recorded for data measured in the midship direction.

4. The construction method for measuring and correcting misalignment of lashing bridges on container ships according to claim 3, characterized in that, The correction information is as follows: Correction standards for the position of the outer wall of the support column: If the misalignment is ≤1 / 3 of the support column wall thickness, no correction is required; if the misalignment is >1 / 3 of the support column wall thickness and ≤1 / 2 of the support column wall thickness, weld to increase the weld leg; if the misalignment is >1 / 2 of the support column wall thickness, additional reinforcement plates are required. The standard for correcting the position of the inner wall of the support column is as follows: if the misalignment is ≤1 / 3 of the sum of the support column wall thickness and the difference between the wall thickness and the outer wall thickness, no correction is required; if the misalignment is >1 / 3 of the sum of the sum of the support column wall thickness and the outer wall thickness but ≤1 / 2 of the sum of the sum of the support column wall thickness and the outer wall thickness, additional welding to enlarge the weld leg is required; if the misalignment is >1 / 2 of the sum of the sum of the sum of the support column wall thickness and the outer wall thickness, additional reinforcement with a plate is required; the difference between the outer wall thickness and the outer wall thickness refers to the difference between the thickness of the external reinforcement structure and the thickness of the support column wall. The standard for correcting the position of the inner wall on the other side of the support column is as follows: If the misalignment is ≤ 1 / 3 of the sum of the difference between the support column wall thickness and the inner wall thickness, no correction is required; if the misalignment is > 1 / 3 of the sum of the difference between the support column wall thickness and the inner wall thickness and ≤ 1 / 2 of the sum of the difference between the support column wall thickness and the inner wall thickness, weld to increase the weld leg; if the misalignment is > 1 / 2 of the sum of the difference between the support column wall thickness and the inner wall thickness, additional reinforcement plates are required; the difference in inner wall thickness refers to the difference between the thickness of the inner reinforcement structure and the thickness of the support column wall. The standard for correcting the position of the outer wall on the other side of the support column is as follows: If the misalignment is ≤1 / 3 of the support column wall thickness, no correction is required; if the misalignment is >1 / 3 of the support column wall thickness and ≤1 / 2 of the support column wall thickness, weld to increase the weld leg; if the misalignment is >1 / 2 of the support column wall thickness, additional reinforcement plates are required.

5. The construction method for measuring and correcting misalignment of lashing bridges on container ships according to claim 4, characterized in that: The binding bridge with an A-frame structure, whose support root is connected to the lower end of the A-frame oblique tube, does not have the conditions to correct misalignment. Therefore, this support is selected as the support to be welded in step S3.1.

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