Method for folding three-section type ship body on water in dock

Abstract

The invention relates to the technical field of shipbuilding, and particularly discloses a dock three-section type ship body water closure method which comprises the following steps: driving an original semi-submerged ship to be transformed into a dock and fixing the original semi-submerged ship on a pier; lineation is conducted on the preset disconnection position of the original semi-submerged ship in the transverse ship direction, cutting is conducted along the lineation through an automatic cutting machine, and the original semi-submerged ship is divided into a stern half ship and a bow half ship; the self floating states of the bow half ship and the newly-built middle half ship are adjusted through pressurized water loading, and the middle half ship and the bow half ship with the adjusted floating states are sequentially dragged into the dock; performing preliminary traction on the middle half ship, the stern half ship and the bow half ship through a dock winch to realize coarse positioning; the dock starts to discharge water, and a positioning tool is used for conducting fine adjustment on a closure opening of the middle half ship and the stern half ship till the closure precision meets the requirement; continuously draining water to enable the middle half ship to sit on the pier, and completing the closure of the stern half ship and the middle half ship; and then the bow half ship and the middle half ship are folded in the same mode. The folding precision and quality of the three-section type ship body can be guaranteed.

Description

Technical Field

[0001] This application relates to the field of shipbuilding technology, and in particular to a method for assembling a three-section ship hull in a dry dock on water. Background Technology

[0002] The upgrade and renovation of the Huangchuan 030 semi-submersible vessel requires increasing its length from 161.6m to 216.8m and its lifting capacity from 16,500t to 30,000t. The renovation process requires splitting the original vessel into a stern half and a bow half in the dry dock. After the dry dock is flooded, the bow half is towed out, and then the newly built middle half is towed into the dry dock. Finally, the stern half, middle half, and bow half are joined together in the water in the dry dock.

[0003] In existing technologies, hull assembly on water is mostly done in two sections, relying on general winches and jacking equipment for simple positioning. This makes it impossible to specifically control the coaxiality and levelness of three-section assemblies. Due to factors such as changes in the hull's buoyancy and water flow disturbances in the aquatic environment, docking deviations are prone to occur during two-section assembly. Three-section assembly requires simultaneous coordination of the three sections, and traditional methods struggle to achieve precise synchronous docking. Furthermore, issues such as misalignment and excessive gaps are prominent, resulting in low construction efficiency and high quality risks. Summary of the Invention

[0004] The technical problem this application aims to solve is: how to address the difficulty of ensuring the accuracy and quality of assembling a three-section hull using existing technologies.

[0005] To address the aforementioned technical problems, this application proposes a method for assembling a three-section hull in a dry dock on water, comprising the following steps: Step S1, Original vessel enters the dock and is fixed in place: The original semi-submersible vessel to be modified is driven into the dock and fixed in place. Step S2, Cutting and Segmenting: Draw lines along the transverse direction at the preset break points of the original semi-submersible vessel, and use an automatic cutting machine to cut along the lines to divide the original semi-submersible vessel into a stern half and a bow half. Step S3, Float Adjustment and Transport: The bow half-ship and the newly built intermediate half-ship are adjusted to float by pressurizing water, and the intermediate half-ship and bow half-ship with adjusted float are towed into the dock in sequence. Step S4, Coarse Positioning and Fine Adjustment: The middle half-ship and the stern half-ship are initially pulled together with the bow half-ship using the dock winch to achieve coarse positioning; then the dock begins to release water, and when the middle half-ship is 0.5m away from the pier, the water release is stopped. The positioning fixture is used to fine adjust the joining joint of the middle half-ship and the stern half-ship until the joining accuracy meets the requirements; water is released again to make the middle half-ship sit on the pier, completing the joining of the stern half-ship and the middle half-ship; then the bow half-ship and the middle half-ship are joined together in the same way.

[0006] In some implementations, in step S2, the divided stern half of the boat remains open to the sea and does not float.

[0007] In some embodiments, in step S2, the stern half of the ship has ballast tanks, and each of the ballast tanks has at least one process hole on its outer bottom plate and main deck. And / or, the size of the process hole is 600mm × 400mm.

[0008] In some embodiments, step S3, the step of adjusting the buoyancy of the bow half and the newly built intermediate half by adding pressurized water, includes: The draft of the intermediate half-ship is controlled to be 0.5m to 0.8m greater than that of the bow half-ship, and the trim of the intermediate half-ship is controlled to be ≤50mm and the list is controlled to be ≤20mm.

[0009] In some embodiments, in step S4, the positioning fixture includes a panel, an elbow plate, and a limiting plate; The elbow plate is fixed to the deck of the middle half of the boat, and the limiting plate is fixed to the deck of the stern half of the boat. The limiting plate is configured to limit the position of the panel. One end of the panel is fixedly connected to the elbow plate, and the other end extends toward the limiting plate. The end of the panel away from the elbow plate is provided with an eye hole for connecting to a ship hoist. The other end of the hoist is connected to a hull jack. The panel is pulled by the hoist to achieve fine adjustment of the closure between the middle half of the boat and the stern half of the boat.

[0010] In some embodiments, along the transverse direction, there are two elbow plates that are spaced apart, and the panel is disposed between the two elbow plates and welded to the elbow plates; the panel extends along the longitudinal direction.

[0011] In some embodiments, along the transverse direction, there are two limiting plates that are spaced apart, and the panel is located between the two limiting plates, with the panel spaced apart from the limiting plates. And / or, along the transverse direction, the distance between the limiting plate and the panel is 4-6mm.

[0012] In some embodiments, the limiting plate has a first slope at the deck end away from the stern half of the ship, and the first slope faces the panel. And / or, the slope of the first slope is 45°.

[0013] In some embodiments, the panel has an arc groove on the side near the deck, and the arc groove corresponds to the junction of the middle half of the boat and the stern half of the boat.

[0014] In some embodiments, after the middle half of the boat and the stern half of the boat are joined together, the panel is welded to the deck of the middle half of the boat and the panel is welded to the deck of the stern half of the boat.

[0015] Compared with existing technologies, the three-section hull assembly method proposed in this application has the following advantages: This application divides the original semi-submersible vessel into a stern half and a bow half. After adjusting the buoyancy of the bow half and the newly built intermediate half by pressurizing water, and then using coarse positioning with a dock winch and fine adjustment with positioning fixtures, the joining accuracy of the intermediate half and the stern half with the bow half meets the preset requirements. This application, by combining positioning fixtures with refined buoyancy control, effectively overcomes adverse factors such as water flow disturbance and buoyancy changes, significantly improving joining accuracy, and strictly controlling misalignment and gaps. Furthermore, this application fills the gap in three-section hull joining technology, achieving precise dock-side joining of large-scale semi-submersible vessels, breaking the traditional limitation of only being able to perform two-section joining, and providing a replicable technical paradigm for the upgrading and transformation of similar vessels. Attached Figure Description

[0016] Figure 1 This is a step diagram of the method for assembling the three-section hull of a ship in the dry dock as described in this application.

[0017] Figure 2 This is a demonstration diagram of the original ship entering the dry dock and sitting on the pier.

[0018] Figure 3 This is a demonstration diagram of the original ship being cut into sections, as per this application.

[0019] Figure 4 This is a demonstration diagram of the buoyancy adjustment and transport of the bow half-ship and the newly built intermediate half-ship, as described in this application.

[0020] Figure 5 This is a demonstration diagram of the stern half-boat, middle half-boat and bow half-boat described in this application being joined together.

[0021] Figure 6 This is the front view of the positioning fixture described in this application.

[0022] Figure 7 This is a side view of the positioning fixture described in this application.

[0023] Figure 8 This is the main view of the panel described in this application.

[0024] Figure 9 This is a side view of the elbow plate described in this application.

[0025] Figure 10 This is a side view of the limiting plate described in this application.

[0026] Figure 11 This is a front view of the stern half-ship, middle half-ship, and bow half-ship as described in this application when they are joined together.

[0027] Figure 12 This application Figure 10 Enlarged schematic diagram of node I in the middle.

[0028] Figure 13 This is a top view of the stern half-ship, middle half-ship, and bow half-ship as described in this application when they are joined together.

[0029] Figure 14 This application Figure 11 Enlarged schematic diagram of node II in the middle.

[0030] Figure label: 100. Existing semi-submersible vessels awaiting modification; 10. Stern half ship; 11. Stern half ship deck; 20. Bow half-ship; 21. Bow half-ship deck; 30. Middle half of the boat; 31. Middle half of the boat deck; 40. Positioning fixture; 41. Panel; 411. Eyelet; 412. Arc groove; 42. Elbow plate; 421. Second slope; 43. Limiting plate; 431. First slope; 50. Hull lifting clamps; 60. Boat gourd; X, transverse direction; Y, longitudinal direction. Detailed Implementation

[0031] The specific embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this application, but are not intended to limit the scope of this application.

[0032] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" used to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and are not intended to 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.

[0033] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] Furthermore, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0036] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0037] It should be noted that, as Figure 2 As shown, the original semi-submersible vessel 100 to be modified has mutually perpendicular transverse and longitudinal directions X and Y. Specifically, for ease of explanation, the width direction of the original semi-submersible vessel 100 to be modified is defined as the transverse direction X, and the length direction of the original semi-submersible vessel 100 to be modified is defined as the longitudinal direction Y.

[0038] like Figures 1-5 As shown, this application proposes a method for assembling a three-section hull in a dry dock on water, including the following steps: Step S1: Original vessel enters the dock and is fixed in place: The original semi-submersible vessel 100 to be modified is driven into the dock and fixed in place.

[0039] Step S2, Section Cutting: Mark a line along the transverse direction X at the preset break position of the original semi-submersible vessel 100, and use an automatic cutting machine to cut along the marked line to divide the original semi-submersible vessel 100 into a stern half-vessel 10 and a bow half-vessel 20; wherein, the divided stern half-vessel 10 is open to the sea but does not float; and the stern half-vessel 10 has ballast tanks, and each ballast tank has at least one process hole on its outer bottom plate and main deck for sea passage and ventilation.

[0040] After the dock is flooded, the stern half-ship 10 remains in its original position (sitting on the pier), while the bow half-ship 20 needs to be floated and moved. If the ballast tanks of the stern half-ship 10 are sealed, according to Archimedes' principle, they will generate enormous buoyancy in the water, easily causing it to detach from the pier, leading to displacement or even capsizing. Therefore, on the one hand, process holes need to be installed on the stern half-ship 10. When the dock is flooded, seawater will flow directly into the ballast tanks through the process holes on the bottom plate, filling the tanks with water. This is equivalent to adding a huge ballast weight to the stern half-ship 10, using gravity to firmly hold it on the piers and resist buoyancy. On the other hand, when seawater flows in from the bottom, the air inside the tanks needs to be expelled. If there are no holes at the top, the compressed air inside the tanks will form an "air cushion," hindering the smooth filling of seawater and resulting in poor ballast effect. Therefore, process holes are installed on the main deck to allow air to escape smoothly, ensuring that seawater can quickly and completely fill the entire ballast tank.

[0041] It should be noted that, in the preferred embodiment, the size of the process hole is 600mm×400mm. This size can meet the needs of rapid water flow and personnel (in case of emergency) entry and exit, without excessively weakening the local structural strength of the hull due to an excessively large opening.

[0042] Step S3, Float Adjustment and Transport: The bow half-ship 20 and the newly built intermediate half-ship 30 are adjusted for buoyancy by pressurizing the water. The draft of the intermediate half-ship 30 is controlled to be 0.5m to 0.8m greater than that of the bow half-ship 20, and the longitudinal trim is controlled to be ≤50mm and the transverse trim is controlled to be ≤20mm. The intermediate half-ship 30 and the bow half-ship 20, which have been adjusted for buoyancy, are then towed into the dock in sequence.

[0043] The purpose of controlling the draft of the middle half-boat 30 to be 0.5m to 0.8m greater than that of the bow half-boat 20 is to ensure that the middle half-boat 30 can smoothly land in the preset position when the water is released and sits on the pier, avoiding "riding over" or "colliding" with the bow half-boat 20 or the stern half-boat 10. Specifically, when the dock is released and the water level gradually drops, because the middle half-boat 30 has a deeper draft, the bottom of the middle half-boat 30 will contact the pier first before the bow half-boat 20. This 0.5m to 0.8m height difference is equivalent to reserving a sinking space for the middle half-boat 30. As the water level drops, the middle half-boat 30 will smoothly "fall" into the gap between the bow half-boat 20 or the stern half-boat 10, without horizontally colliding with it.

[0044] If the middle half of the hull (30) and the bow half (20) have the same draft, the hulls may collide due to buoyancy fluctuations during the levitation process. With this elevation difference, the middle half of the hull (30) is in a lower "pit," making the docking process more stable.

[0045] In addition, controlling the trim of the middle half-ship 30 to ≤50mm is to ensure that the deck and outer plating at the joining point are aligned vertically, avoiding "steps" or "scissor differences." If the middle half-ship 30 is stern-trimmed (bow low, stern high), then during joining, the stern of the middle half-ship 30 will tilt upwards, causing misalignment with the deck of the stern half-ship 10. Therefore, the adjustment of the trim of the middle half-ship 30 mainly controls the stern trim to ensure the joining accuracy of the middle half-ship 30 and the stern half-ship 10.

[0046] Furthermore, controlling the midship section's heel to ≤20mm is to ensure that the height of the closure joint is consistent in the port and starboard directions (lateral direction), thus avoiding the tendency of the hull to capsize or lateral misalignment.

[0047] Step S4, Coarse Positioning and Fine Adjustment: The middle half-ship 30 and the stern half-ship 10 are initially pulled together with the bow half-ship 20 by the dock winch to achieve coarse positioning; then the dock begins to release water, and when the middle half-ship 30 is 0.5m away from the pier, the water release is stopped. The positioning fixture 40 is used to fine adjust the joining joint of the middle half-ship 30 and the stern half-ship 10 until the joining accuracy meets the requirements; water is released again to make the middle half-ship 30 sit on the pier, and the joining of the stern half-ship 10 and the middle half-ship 30 is completed; then the bow half-ship 20 is joined together with the middle half-ship 30 in the same way.

[0048] When the middle half of the boat (30) is 0.5m away from the pier, water release is stopped. The middle half of the boat (30) remains in a semi-floating state (or critically suspended state). At this point, the middle half of the boat (30) has not yet contacted the pier, and its weight is mainly supported by the buoyancy of the water. Only a very small portion may touch the pier (or not at all). In this state, using the hoist on the positioning fixture for traction, the middle half of the boat (30) can be moved relatively easily in the water (forward / backward, left / right, and minor roll / pitch adjustments). If water is released directly until the middle half of the boat (30) sits on the pier, its bottom will press firmly against the pier, generating enormous friction. At this point, any attempt to make fine adjustments laterally or longitudinally using the hoist will be almost ineffective and may even damage the fixture or the boat's structure.

[0049] In some implementations, such as Figure 6 and Figure 7 As shown, the positioning fixture 40 includes a panel 41, an elbow plate 42, and a limiting plate 43.

[0050] like Figure 8 , Figure 11 and Figure 12As shown, when the middle half-ship 30 and the stern half-ship 10 are closed, the elbow plate 42 is fixed to the deck 31 of the middle half-ship, and the limiting plate 43 is fixed to the deck 11 of the stern half-ship. The limiting plate 43 is configured to limit the panel 41. One end of the panel 41 is fixedly connected to the elbow plate 42, and the other end extends toward the limiting plate 43. The end of the panel 41 away from the elbow plate 42 is provided with an eye hole 411, which is used to connect with the ship hoist 60. The other end of the hoist 60 is connected to the hull lifting bracket 50. The panel 41 is pulled by the hoist 60 to achieve fine adjustment of the closure of the middle half-ship 30 and the stern half-ship 10.

[0051] In some implementations, along the transverse direction X, such as Figure 13 and Figure 14 As shown, there are two elbow plates 42, which are spaced apart. The panel 41 is located between the two elbow plates 42 and is welded to the elbow plates 42. By symmetrically arranging elbow plates 42 on both sides of the panel 41, the connection strength between the panel 41 and the deck 31 of the middle half of the ship can be strengthened. It can also provide support force for the panel 41 in the transverse X direction, which can enhance the bending stiffness of the panel 41 in the transverse X direction, so as to avoid the panel 41 from deforming during the stress process, thereby ensuring the stability of the entire positioning fixture 40.

[0052] In some implementations, such as Figure 12 As shown, panel 41 extends along the longitudinal direction Y of the ship so that it can mate with the limiting plate 43 on the deck 11 of the stern half-ship when the middle half-ship 30 and the stern half-ship 10 are joined together.

[0053] In some implementations, such as Figure 13 and Figure 14 As shown, in order to ensure that the panel 41 can interact with the limiting plate 43 and play a limiting role, there are two limiting plates 43 arranged at intervals along the transverse direction X, and the panel 41 is located between the two limiting plates 43, so that the panel 41 can play a limiting role along the transverse direction X.

[0054] In some embodiments, the panel and the limiting plate 43 are spaced apart; along the transverse X direction of the ship, the distance between the limiting plate 43 and the panel 41 is 4-6 mm. The purpose of this design is to strictly limit the relative displacement between the panel 41 and the limiting plate 43 along the transverse X direction of the ship within this range after the hull is fully seated on the pier. If subsequent external forces (such as welding stress or water flow impact) attempt to move laterally, the panel 41 will immediately hit the side wall of the limiting plate 43. Since the gap is only a few millimeters, the hull cannot actually produce any influential displacement, which achieves "precise limiting" and ensures that the lateral misalignment at the closure joint is controlled within a very small range. As a preferred embodiment, along the transverse X direction of the ship, the distance between the limiting plate 43 and the panel 41 is 5 mm.

[0055] In some implementations, such as Figure 10As shown, the limiting plate 43 has a first slope 431 at the end of the deck 11 away from the stern half of the boat, and the first slope 431 faces the panel 41. As mentioned above, water is released when the middle half of the boat 30 is 0.5m away from the pier, which means that the middle half of the boat 30 still has 0.5m of sinking distance. At this time, the panel 41 on the middle half of the boat 30 is finely adjusted by the hoist so that it can be aligned with the first slope 431 of the limiting plate 43 on the stern half of the boat 10. After the accuracy is adjusted, water is released again. During the last 0.5m of sinking, the panel 41 will slowly slide in along the first slope 431 of the limiting plate 43 and finally be precisely embedded between the two limiting plates 43. If water is released and adjusted when the boat is far from the pier, the hull may shift again due to water flow fluctuations during the subsequent 0.5m sinking, causing the panel 41 to deviate from the limiting plate 43. If the adjustment is only made at the moment of sitting on the pier, there is not enough space for it to slide in.

[0056] In addition, the 4-6m gap between the limiting plate 43 and the panel 41, along with the first slope 431 at the upper end of the limiting plate, forms a guide groove. When the panel 41 deviates slightly, it first contacts the first slope 431. The lateral force generated by the first slope 431 gently pushes the hull to the correct position, allowing the panel 41 to slide smoothly into the gap, achieving "soft guidance" and reducing the difficulty of closing.

[0057] In some embodiments, the slope of the first slope 431 is 45° to facilitate processing and to quickly guide the panel 41 to move into place along the slope.

[0058] In some embodiments, to prevent the panel 41 from being damaged by shearing force due to the height difference between the middle half-ship 30 and the stern half-ship 10 during the closing process, an arc groove 412 is provided on the side of the panel 41 near the deck, and the arc groove 412 corresponds to the junction of the middle half-ship 30 and the stern half-ship 10. The setting of the arc groove 412 can effectively prevent damage to the panel 41, thereby ensuring the subsequent closing quality.

[0059] In some implementations, such as Figure 9 As shown, along the transverse direction X, the elbow plate 42 has a second slope 421 on the side away from the panel 41. This design can reduce the weight of the entire positioning fixture 40 on the one hand; on the other hand, it can design the elbow plate 42 as a triangular reinforcing rib structure to improve its structural strength after welding with the panel 41. In the preferred embodiment, the slope of the second slope 421 is 45°.

[0060] In some implementations, the balance maintained by the winch and floating state after the hull joining precision is adjusted is temporary and easily disturbed by subsequent welding, tides, or dock operations. Therefore, after the intermediate half-ship 30 and the stern half-ship 10 are joined, the panel 41 is welded to the deck 31 of the intermediate half-ship and to the deck 11 of the stern half-ship, thus connecting the deck 31 of the intermediate half-ship and the deck 11 of the stern half-ship into a single unit. This ensures that the joining joint will not experience relative displacement during subsequent hull plating welding and interior construction.

[0061] In some embodiments, the bow half-ship 20 and the middle half-ship 30 are joined in the same way as the middle half-ship 30 and the stern half-ship 10. Specifically, as shown... Figures 11-14 As shown, when the bow half-ship 20 and the middle half-ship 30 are joined, the elbow plate 42 is fixed to the bow half-ship deck 21, and the limiting plate 43 is fixed to the middle half-ship deck 31. The limiting plate 43 is configured to limit the panel 41. One end of the panel 41 is fixedly connected to the elbow plate 42, and the other end extends towards the limiting plate 43. The end of the panel 41 away from the elbow plate 42 is provided with an eye hole 411, which is used to connect to the ship's hoist 60. The other end of the hoist 60 is connected to the hull lifting bracket 50. The panel 41 is pulled by the hoist 60 to achieve fine adjustment of the joining of the bow half-ship 20 and the middle half-ship 30. The specific steps are the same as the joining steps of the middle half-ship 30 and the stern half-ship 10, and will not be repeated.

[0062] In summary, this application proposes a method for the on-water assembly of a three-section hull in a dock. The original semi-submersible vessel is divided into a stern half-hull 10 and a bow half-hull 20. After adjusting the buoyancy of the bow half-hull 20 and the newly built intermediate half-hull 30 by pressurizing water, the assembly accuracy of the intermediate half-hull 30 and the stern half-hull 10 with the bow half-hull 20 is achieved through coarse positioning by the dock winch and fine adjustment by the positioning fixture 40. This method effectively overcomes adverse factors such as water flow disturbance and buoyancy changes by combining the positioning fixture 40 with refined buoyancy control, significantly improving assembly accuracy and strictly controlling misalignment and gaps. Furthermore, this application fills the gap in three-section hull on-water assembly technology, enabling precise on-water assembly of large-scale semi-submersible vessels in a dock, breaking the traditional limitation of only being able to perform two-section on-water assembly, and providing a replicable technical paradigm for the upgrading and transformation of similar vessels.

[0063] The above description is merely a preferred embodiment of this application. It should be noted that, for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of this application, and these improvements and substitutions should also be considered within the scope of protection of this application. The basic principles, main features, and advantages of this application have been shown and described above. For those skilled in the art, it is obvious that this application is not limited to the details of the above preferred embodiments. The embodiments should be considered exemplary and non-limiting. The scope of this application is defined by the appended claims rather than the foregoing description. Therefore, it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included within this application.

[0064] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for assembling a three-section hull in a dry dock on water, characterized in that, Includes the following steps: Step S1, Original vessel enters the dock and is fixed in place: The original semi-submersible vessel to be modified is driven into the dock and fixed in place. Step S2, Cutting and Segmenting: Draw lines along the transverse direction at the preset break points of the original semi-submersible vessel, and use an automatic cutting machine to cut along the lines to divide the original semi-submersible vessel into a stern half and a bow half. Step S3, Float Adjustment and Transport: The bow half-ship and the newly built intermediate half-ship are adjusted to float by pressurizing water, and the intermediate half-ship and bow half-ship with adjusted float are towed into the dock in sequence. Step S4, Coarse Positioning and Fine Adjustment: The middle half-ship and the stern half-ship are initially pulled together with the bow half-ship using the dock winch to achieve coarse positioning; then the dock begins to release water, and when the middle half-ship is 0.5m away from the pier, the water release is stopped. The positioning fixture is used to fine adjust the joining joint of the middle half-ship and the stern half-ship until the joining accuracy meets the requirements; water is released again to make the middle half-ship sit on the pier, completing the joining of the stern half-ship and the middle half-ship; then the bow half-ship and the middle half-ship are joined together in the same way.

2. The method for assembling a three-section hull in a dry dock on water according to claim 1, characterized in that, In step S2, the divided stern half of the boat is allowed to pass through the sea and does not float.

3. The method for assembling a three-section hull in a dry dock on water according to claim 1, characterized in that, In step S2, the stern half of the ship has ballast tanks, and each of the ballast tanks has at least one process hole on its outer bottom plate and main deck. And / or, the size of the process hole is 600mm × 400mm.

4. The method for assembling a three-section hull in a dry dock on water according to claim 1, characterized in that, In step S3, the steps of adjusting the buoyancy of the bow half and the newly built intermediate half by adding pressurized water include: The draft of the intermediate half-ship is controlled to be 0.5m to 0.8m greater than that of the bow half-ship, and the trim of the intermediate half-ship is controlled to be ≤50mm and the list is controlled to be ≤20mm.

5. The method for assembling a three-section hull in a dry dock on water according to claim 1, characterized in that, In step S4, the positioning fixture includes a panel, an elbow plate, and a limiting plate; The elbow plate is fixed to the deck of the middle half of the boat, and the limiting plate is fixed to the deck of the stern half of the boat. The limiting plate is configured to limit the position of the panel. One end of the panel is fixedly connected to the elbow plate, and the other end extends toward the limiting plate. The end of the panel away from the elbow plate is provided with an eye hole for connecting to a ship hoist. The other end of the hoist is connected to a hull jack. The panel is pulled by the hoist to achieve fine adjustment of the closure between the middle half of the boat and the stern half of the boat.

6. A method for assembling a three-section hull in a dry dock on water according to claim 5, characterized in that, Along the transverse direction of the ship, there are two elbow plates that are spaced apart, and the panel is located between the two elbow plates and welded to the elbow plates; the panel extends along the longitudinal direction of the ship.

7. A method for assembling a three-section hull in a dry dock on water according to claim 6, characterized in that, Along the transverse direction, there are two limiting plates that are spaced apart, and the panel is located between the two limiting plates, with the panel spaced apart from the limiting plates. And / or, along the transverse direction, the distance between the limiting plate and the panel is 4-6mm.

8. A method for assembling a three-section hull in a dry dock on water according to claim 7, characterized in that, The limiting plate has a first slope at the deck end away from the stern half of the ship, and the first slope faces the panel. And / or, the slope of the first slope is 45°.

9. A method for assembling a three-section hull in a dry dock on water according to claim 5, characterized in that, The panel has an arc groove on the side near the deck, and the arc groove corresponds to the junction of the middle half of the ship and the stern half of the ship.

10. A method for assembling a three-section hull in a dry dock on water according to claim 5, characterized in that, After the middle half of the boat and the stern half of the boat are joined together, the panel is welded and fixed to the deck of the middle half of the boat, and the panel is welded and fixed to the deck of the stern half of the boat.

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