BIM-based modularization, transportation and collaborative installation method for cracking furnace

Abstract

The application discloses a BIM-based cracking furnace modularization splitting, transporting and collaborative installation method and relates to the technical field of petroleum chemical equipment construction technology. A three-dimensional BIM model of a cracking furnace is first established by marking a process function section, a preliminary module is split by taking the process function section as a unit, a restriction parameter is obtained by investigating a transportation route, a module size is checked through a minimum outer package cuboid, a furnace tube system is split for an out-of-limit module and a virtual butt joint pipe section is arranged, iteration is performed until all the modules meet the transportation requirements, a hoisting point is preset, drawings are generated, and modules are accurately butt jointed in the field by relying on the virtual butt joint pipe section and a total station. The application is used for the modularization splitting, transporting and collaborative installation of the cracking furnace, realizes accurate collaboration in the whole process, avoids construction risks, and improves installation efficiency and precision.

Description

Technical Field

[0001] This invention relates to the field of petrochemical equipment construction technology. More specifically, this invention relates to a BIM-based method for the modular disassembly, transportation, and collaborative installation of a pyrolysis furnace. Background Technology

[0002] Cracking furnaces are core equipment in the petrochemical industry for producing ethylene, propylene, and other products. As a key component of ethylene production plants, they are large and complex, mainly comprising multiple functional components such as radiant sections, convection sections, and quench boiler systems. Their large size and heavy weight make overall transportation and installation impossible; therefore, modular construction technology has become the mainstream method for cracking furnace construction. This technology requires disassembling the cracking furnace into multiple prefabricated modules in the factory, transporting them, and then assembling them on-site, thereby shortening the construction cycle and improving construction quality. However, existing modular disassembly technologies for cracking furnaces still have many shortcomings. Traditional disassembly methods mainly rely on two-dimensional drawings and engineers' experience, lacking clear disassembly benchmarks and failing to consider the integrity of the cracking furnace's process functions during disassembly. Furthermore, it is difficult to comprehensively and accurately assess the impact of the disassembly plan on subsequent transportation and installation before disassembly. On the one hand, if the size limitations in the transportation route are not fully considered during disassembly, the modules may be unable to pass through during transportation, causing delays and increased costs. On the other hand, for modules that exceed size limits, there are no reasonable rules for the disconnection positions of their furnace tube systems (especially densely arranged furnace tubes that run through multiple modules). After disassembly, there is no targeted docking structure, which can easily damage the structural integrity and process continuity of the furnace tube system, causing great difficulties for on-site docking and affecting installation accuracy and long-term operational safety of the equipment. At the same time, the existing disassembly process does not pre-set lifting points, and subsequent lifting operations lack precise basis. Furthermore, there is a lack of collaborative simulation and optimization methods for the entire disassembly-transportation-installation process in a virtual environment. The above problems often only emerge during the construction phase, and the cost of solving them is high and they are difficult to solve effectively through conventional disassembly methods. Summary of the Invention

[0003] This invention provides a BIM-based method for modular disassembly, transportation, and collaborative installation of pyrolysis furnaces. It relies on the BIM model to achieve full-process collaboration in the modular construction of pyrolysis furnaces, enabling precise collaboration throughout the entire process, mitigating construction risks, and improving installation efficiency and accuracy.

[0004] To achieve these objectives and other advantages according to the present invention, a BIM-based method for modular disassembly, transportation, and collaborative installation of a pyrolysis furnace is provided, comprising the following steps: A three-dimensional BIM model of the pyrolysis furnace is established, and the components in the model are labeled with their respective process functional sections. The process functional sections include one or more of the radiant section, convection section, and quench boiler system of the pyrolysis furnace. The labeled process functional sections are used as basic units to divide the pyrolysis furnace into multiple preliminary modules in the three-dimensional BIM model. Obtain transportation restriction parameters including maximum allowable length, maximum allowable width, and minimum passage height; generate the minimum outer cuboid of each preliminary module in the 3D BIM model; and determine whether its dimensions exceed any transportation restriction parameter. Preliminary modules whose dimensions do not exceed the limits are directly defined as modules to be transported. For preliminary modules whose dimensions exceed the limits, the furnace tube system is identified inside them. On the furnace tube system of the initial module that exceeds the size limit, a disconnection position is selected from the straight pipe sections that meet the conditions according to the pre-set rules; the pre-set rules are: the midpoint of the straight pipe section between the two flanges is selected first, and if there is no such position, the straight pipe section located 150 mm to 300 mm outside the weld connecting the manifold and the furnace tube is selected. The furnace tube system is disconnected at the disconnection point in the 3D BIM model. Using the disconnection point as the dividing surface, the initial module is divided into two or more sub-modules in the 3D BIM model. Virtual connecting pipe sections with a length of 200 mm to 500 mm are generated for the ends of the two disconnected furnace tubes at the dividing surface. These virtual connecting pipe sections serve as the only spatial positioning reference for identifying subsequent manufacturing drawings and assembly interface drawings in the BIM model and do not participate in the prefabrication and transportation of the physical module. Generate the minimum outer cuboid for each submodule and re-evaluate the transportation constraint parameters. Repeat the process of size judgment, furnace tube system disconnection and segmentation until all submodules meet the transportation constraint parameters. Define these submodules as modules to be transported. Based on the center of gravity and structure of the modules to be transported, preset the lifting point positions in the 3D BIM model. Based on the model data of all modules to be transported, manufacturing drawings and assembly interface drawings including virtual docking section identifiers are generated. The theoretical coordinates of the virtual docking sections marked in the assembly interface drawings are determined based on their final spatial location in the BIM model. At the installation site, based on the markings on the assembly interface drawings, high-precision measuring equipment is used to measure the reference points on the physical modules corresponding to the markings on the virtual docking pipe sections. The measured coordinates are then compared with the theoretical coordinates marked on the drawings. The corresponding modules to be transported are then aligned and connected using the virtual docking pipe sections.

[0005] Preferably, when selecting the disconnection location, if there are multiple straight pipe sections that meet the conditions, the following steps are performed: The linear expansion coefficient of furnace tube material was obtained based on a 3D BIM model. αtube Elastic modulus E and the design operating temperature of the pyrolysis furnace piping T design,pipe With installation ambient temperature T install The difference Δ T , where Δ T = T design,pipe - T install For each candidate straight pipe section j According to the formula s th，j = E × α tube ×Δ T Calculate its reference thermal stress s th，j ; Candidate straight pipe sections based on 3D BIM model j Determine the corresponding stress concentration factor based on the geometric characteristics of the two-end connection structure. K t，j According to the formula s eq，j = K t，j × s th，j Calculate the candidate straight pipe section j Equivalent value of local thermal stress at the corresponding disconnection location s eq，j ; Compare the equivalent values ​​of local thermal stress at the corresponding disconnection locations of all candidate straight pipe sections. s eq，j ,choose s eq，j The candidate straight pipe segment with the smallest numerical value is selected, and its midpoint is used as the final disconnection point.

[0006] Preferably, after obtaining the BIM model of the module to be transported, a pre-correction of hoisting deformation is first performed to obtain a pre-corrected virtual docking section model, and then assembly interface drawings are generated. The hoisting deformation pre-correction is performed by executing the following steps: In the 3D BIM model, the module to be transported is simplified into a structural mechanics model composed of beam elements and shell elements based on its actual structure. Based on the material density of the module r Gravitational acceleration g Given the volume of each unit, calculate its self-weight load distribution; Based on the preset lifting point positions, constraints are applied, and the virtual docking section endpoints are obtained through finite element static analysis. P Three-dimensional displacement vector under gravityD ( D x , D y , D z ) and the deflection angle vector Θ about the coordinate axis i x , i y , i z ); In the 3D BIM model, the virtual docking section and its endpoints will be included. P According to the displacement vector D A three-dimensional geometric transformation is performed on a quantity that is equal in magnitude and opposite in direction to the deflection angle vector Θ to generate a pre-corrected virtual docking section model.

[0007] Preferably, after generating the pre-corrected virtual docking section model, the following steps are performed: In the 3D BIM software, the finite element static analysis of the module to be transported, including the pre-corrected virtual docking section model, is performed again to verify whether the residual displacement of the endpoint of the pre-corrected virtual docking section is less than the preset tolerance threshold under its own weight load. If not, the correction amount is adjusted and the above pre-correction steps are iterated until the requirements are met.

[0008] Preferably, the following steps are performed when generating assembly interface drawings: From the 3D BIM model, extract the distances along the pipe axis from the docking surface of the virtual pipe section to the nearest fixed constraint points or known displacement constraint points on both sides, denoted as . L 1 and L 2; Obtain the linear expansion coefficient of the pipe material α pipe Pipeline design operating temperature T design,pipe and installation ambient temperature T install According to the formula G c = α pipe ×( L 1+ L 2)×( T design,pipe - T install ), calculate the ambient temperature at the installation location. T install Below, to ensure the designed operating temperature of the pipeline. T design,pipe The theoretical value of the cold-tightening gap that needs to be reserved at the butt weld when the stress at the butt joint is minimal.G c ; The theoretical value of cold tightness G c As an assembly guidance parameter, it is marked on the assembly interface drawing at the position corresponding to the butt weld.

[0009] Preferably, when generating manufacturing drawings, the following steps are performed for the columns of the furnace body steel structure frame: Obtaining the coefficient of linear expansion of steel structure materials α steel Steel structure design temperature T design,steel Installation ambient temperature T install and the geometric length of the column H ; According to the formula Δ H = α steel × H ×( T design,steel - T install ), calculate the thermal expansion Δ in the height direction of the column between the installation temperature and the operating temperature. H ; The manufacturing drawings specify that the anchor bolt holes on the base plate of the column should be made as length compensation holes along the height direction, and the minimum length of the length compensation hole is specified. L min satisfy L min = H ×0.001+Δ H .

[0010] Preferably, when aligning and connecting modules on-site according to the assembly interface drawings, the following steps are performed: Use a total station to measure the spatial coordinates of the actual reference points on the in-place module and the module to be installed, corresponding to the virtual docking pipe section markings. The measured actual coordinates are compared with the corresponding theoretical coordinates marked in the assembly interface drawings to calculate the three-dimensional position deviation and attitude angle deviation. Based on the deviation calculation results, the hoisting equipment adjustment command is generated, which directs the hoisting equipment to make fine adjustments to the position of the module to be installed until its actual position meets the docking tolerance requirements specified in the assembly interface drawing.

[0011] Preferably, after calculating the position deviation and attitude angle deviation, the deviation value is first compared and analyzed with the historical installation deviation statistics of this type of module in the pre-stored database. If the current deviation pattern matches the historical common deviation pattern, the optimized adjustment strategy for this pattern is automatically invoked to generate the hoisting equipment adjustment command.

[0012] Preferably, when the pyrolysis furnace is divided into multiple preliminary modules in the 3D BIM model, for the convection section module containing dense tube bundles, the following steps are performed: In the 3D BIM model, a group of furnace tubes that need to maintain relative positions within the convection section module and their shared support structure are defined as a tube bundle unit. For the tube bundle unit, a detachable transport reinforcement frame is designed in the 3D BIM model, including transverse support beams and longitudinal connecting rods that are adapted to the outline of the tube bundle unit, and connected to the reserved accessory points on the support structure or furnace tube through connectors; When generating the manufacturing drawings for this convection section module, the transport reinforcement frame is included as an independent component, and its machining drawings, assembly drawings, and connection details with the tube bundle unit are also included in the manufacturing drawings. After the main body of the convection section module and the transport reinforcement frame are completed at the manufacturing site, the transport reinforcement frame is installed onto the tube bundle unit and tightened. At the installation site, the transport and reinforcement frame will be removed after the convection section module is hoisted into place and connected to the adjacent module.

[0013] Preferably, after generating drawings based on the model data of all modules to be transported, the following steps are performed: a unique identification code is generated for each module to be transported, and the code, the corresponding manufacturing drawing and assembly interface drawing number, key dimensions, weight, and center of gravity position information are associated and written into the QR code or RFID tag information corresponding to the module. The QR code or RFID tag entity is attached to a prominent position of the corresponding module to be transported.

[0014] The present invention has at least the following beneficial effects: First, this invention uses a 3D BIM model as a carrier to achieve integrated iteration of pyrolysis furnace dismantling, transportation, and installation. It eliminates risks that are only exposed in the later stages of traditional construction by advancing them to the design stage. By dismantling preliminary modules based on marked process functional sections as basic units, the decomposition boundaries are clearly defined, avoiding arbitrary cutting and damage to the process system. The transportation route is surveyed in advance to obtain limiting parameters. By comparing the minimum outer cuboid size of the modules, the risk of transportation blockage is eliminated. For modules exceeding the limit, the furnace tube system is dismantled according to rules and virtual connecting pipe sections are set up to provide accurate benchmarks for on-site restoration. On-site, relying on virtual connecting pipe sections and high-precision measurements, the modules are installed with millimeter-level precision, improving the first-time installation success rate, reducing labor intensity and skill dependence, ensuring project feasibility from the source, and avoiding on-site rework and project delays.

[0015] Secondly, this invention effectively solves the docking deviation problem caused by self-weight deformation during the hoisting of large modules by pre-correcting hoisting deformation and iterative verification. By simplifying the module to be transported into a structural mechanics model composed of beam and shell elements, the displacement and deflection parameters of the virtual docking pipe end point are obtained through finite element static analysis. Then, reverse geometric transformation is performed to compensate for deformation and generate a pre-corrected model. Subsequent iterative verification ensures that the residual displacement of the virtual docking pipe end point after pre-correction is less than the allowable threshold, which truly reflects the actual position under hoisting conditions. It is especially suitable for large modules with thin and easily deformable structures, avoiding on-site docking deviation caused by hoisting deformation, further improving construction quality and progress, and ensuring module docking accuracy.

[0016] Third, this invention fully considers the differences in hot and cold operating conditions between normal temperature installation and high temperature operation of the pyrolysis furnace. By scientifically calculating and reserving cold-tightening gaps and designing thermal expansion compensation holes for the columns, it effectively releases thermal stress and ensures long-term safe and stable operation of the equipment. The theoretical value of the cold-tightening gap is marked on the assembly interface drawings to compensate for the stress generated by the thermal expansion of the pipeline, avoiding cracking of the butt weld and flange leakage. For the steel structure columns of the furnace body, the thermal expansion in the height direction is calculated, and the anchor bolt holes are changed to long strip-shaped compensation holes to provide sufficient space for the thermal expansion of the columns, avoiding deformation of the columns or damage to the anchor bolts due to stress, ensuring the overall stability of the steel structure of the furnace body, and extending the service life of the pyrolysis furnace equipment.

[0017] Fourth, this invention targets dense tube bundles in the convection section, rationally divides the tube bundles into units, and designs a detachable transport and reinforcement frame. Strength verification ensures it can withstand transport loads, effectively constraining tube bundle displacement and vibration, preventing furnace tube deformation and damage, and guaranteeing the quality of core process components. Each module to be transported is assigned a unique identification code and a QR code / RFID tag, enabling one code to link all information. This solves the problems of chaotic and inconvenient information retrieval across multiple modules, adapts to the needs of full-process information management, reduces information management costs, and improves construction collaboration efficiency.

[0018] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Detailed Implementation

[0019] The present invention will now be described in further detail to enable those skilled in the art to implement it based on the description.

[0020] It should be understood that terms such as "having," "comprising," and "including" as used herein do not exclude the presence or addition of one or more other elements or combinations thereof. It should be noted that the experimental methods described in the following embodiments, unless otherwise specified, are conventional methods and therefore should not be construed as limiting the invention.

[0021] This invention provides a BIM-based method for modular disassembly, transportation, and collaborative installation of a pyrolysis furnace. Using a 3D BIM model as a carrier, the method enables the disassembly, transportation, and installation of the pyrolysis furnace, and includes the following steps: A 3D BIM model of the pyrolysis furnace is established. During modeling, the process function segment of each component (such as furnace tube, steel structure, wall panel, etc.) in the model needs to be labeled according to the process principle and physical structure of the pyrolysis furnace. The process function segment is a combination of components with independent process functions in the pyrolysis furnace. It usually includes the radiation segment for carrying out the pyrolysis reaction, the convection segment for recovering waste heat and preheating raw materials, and the quench boiler system for rapidly cooling the pyrolysis gas. The labeled process function segments are used as basic units. After the modeling is completed, the pyrolysis furnace is divided into multiple preliminary modules in the 3D BIM model, such as a complete radiation segment box or a convection segment module. This realizes the first decomposition from the overall equipment to a manageable large unit, and the decomposition boundary is clear, avoiding the damage to the process system that may be caused by arbitrary cutting. After the initial module division, the practical constraints of transportation feasibility are faced. The complete transportation route from the prefabrication plant to the installation site is investigated in advance. The restrictions along the route, such as bridge height limit, tunnel width limit, and road turning radius, are obtained and quantified. Transportation restriction parameters, including maximum allowable length, maximum allowable width, and minimum passage height, are obtained. The minimum enclosing cuboid of each initial module is generated in the 3D BIM model, that is, the cuboid that can completely enclose the module and has the smallest volume. Its length, width, and height dimensions are obtained. By automatically comparing the module size with the transportation restriction parameters, it is determined whether its size exceeds any transportation restriction parameter. Initial modules that exceed the size limit and cannot be directly transported are identified, fundamentally eliminating the risk of transportation blockage caused by the module size being too large. Transportation restrictions are introduced as rigid constraints in advance during the design phase. Preliminary modules that do not exceed the size limit are directly defined as modules to be transported and can directly enter the subsequent process. For preliminary modules that exceed the size limit, a refined secondary disassembly is carried out to identify the furnace tube system inside. Under the premise of meeting the transportation size requirements, the cutting and damage to equipment, especially key process pipelines (furnace tube system), is minimized as much as possible to facilitate accurate on-site restoration later. Because the furnace tubes connect to various modules, the selection of the disconnection point directly affects the feasibility of on-site connection and the safety of long-term operation. Therefore, the disconnection is chosen to be made on the furnace tube system. On the furnace tube system of the initial module with the oversized dimensions, a disconnection position is selected from the straight pipe sections that meet the conditions according to the pre-set rules. The pre-set rules are: the midpoint of the straight pipe section between the two flanges is preferred, because the flange connection itself is a standard interface designed for detachment. Disconnecting at this point has the least impact on the system and facilitates subsequent connection. If there is no such position, a straight pipe section 150 mm to 300 mm outside the weld seam connecting the manifold and the furnace tube is selected, and a certain distance is maintained from the weld seam to avoid damaging the weld seam strength. The furnace tube system is disconnected at the break point in the 3D BIM model. Using the break point as the dividing plane, the initial module is divided into two or more sub-modules in the 3D BIM model. At the furnace tube break point in the model, a virtual tube segment of a specified length needs to be generated outward. This segment is defined as the virtual connecting pipe segment. Virtual connecting pipe segments with a length of 200 mm to 500 mm are generated for the ends of the two furnace tubes that are broken at the dividing plane. This virtual connecting pipe segment is not prefabricated as a solid in the factory. It provides a unique and accurate spatial positioning benchmark and data identifier for subsequent manufacturing and installation. The minimum outer cuboid is generated for each submodule, and the transportation constraint parameters are re-evaluated. The process of size judgment, furnace tube system disconnection and segmentation is repeated until all submodules meet the transportation constraint parameters. These submodules are then defined as modules to be transported. This iterative splitting process realizes the automatic finding of reasonable module segmentation schemes in the virtual environment based on transportation constraints. After the splitting and definition of all modules are completed based on the center of gravity and structure of the modules to be transported, preparations need to be made for on-site hoisting and installation. Based on the geometric and physical properties of each module to be transported (such as center of gravity position and structural stiffness), the hoisting point positions are preset in the 3D BIM model. Based on the model data of all modules to be transported, manufacturing drawings and assembly interface drawings are generated, including virtual docking pipe section identifiers. The manufacturing drawings are used to guide the prefabrication in the factory, and the assembly interface drawings are used to guide the docking of modules on site. The unique identifier and precise theoretical coordinates of each virtual docking pipe section in the global coordinate system, as well as the docking tolerance requirements, are clearly marked. At the installation site, based on the markings on the assembly interface drawings, the corresponding modules to be transported are aligned and connected using virtual docking pipe sections. Specifically, according to the assembly interface drawings, high-precision measuring instruments such as total stations are used to first locate the actual reference points corresponding to the virtual docking pipe sections on the already positioned modules and the modules to be installed. By comparing the measured coordinates with the theoretical coordinates marked on the drawings, the installation deviation can be quantified. The hoisting equipment is then directed to fine-tune the modules based on the deviation data, so that the interfaces of the virtual docking pipe sections to be connected are precisely aligned in three-dimensional space. Finally, welding or bolting connections are completed, achieving millimeter-level precision installation of the modules. The entire on-site operation becomes clear in its objectives and controllable in its operation due to the precise data references provided by the aforementioned virtual steps.

[0022] In the aforementioned technical solution, by integrating and iterating the disassembly, transportation verification, and installation simulation within the BIM environment, potential problems such as transportation path conflicts, module size exceeding limits, and installation space interference can be identified and resolved in advance. Risks that typically surface later in construction are eliminated at the design stage, ensuring the feasibility of the engineering plan from the outset and avoiding costly on-site rework and project delays. By introducing a furnace tube disconnection method based on process and structural rules and virtual pipe sections, a clear, unique, and quantifiable benchmark is provided for complex on-site reconstruction operations, significantly improving the accuracy and efficiency of module docking. On-site installation personnel no longer need to rely on experience-based trial and error; they can achieve rapid and accurate docking simply by following drawing markings and data guidance. This significantly increases the first-time installation success rate, reduces manual labor intensity and skill dependence, and ensures equipment installation quality, especially the alignment of critical process pipelines, laying the foundation for the long-term safe and stable operation of the equipment.

[0023] In another technical solution, when selecting the disconnection location, if there are multiple straight pipe sections that meet the conditions (i.e., straight pipe sections with flanges at both ends, or straight pipe sections connected to the manifold and within a reasonable range from the outside of the connection weld), the following steps are performed: The linear expansion coefficient of furnace tube material was obtained based on a 3D BIM model. α tube Elastic modulus E and the design operating temperature of the pyrolysis furnace piping T design,pipe With installation ambient temperature T install The difference Δ T It is the temperature change of the furnace tube from the installation ambient temperature to the normal operating temperature after installation, where Δ T = T design,pipe - T installThe design operating temperature is the preset operating temperature of the furnace tubes during normal operation of the pyrolysis furnace, and the installation ambient temperature is the ambient temperature at which the module to be transported is installed and connected on site. This temperature is reasonably set based on the on-site construction season and climate conditions, and can also be obtained in real-time through on-site temperature sensors during installation, closely matching the actual installation conditions. This applies to each candidate straight pipe section. j The reference thermal stress is calculated separately for each component. The magnitude of the reference thermal stress is directly related to the elastic modulus, linear expansion coefficient, and temperature change of the furnace tube material. The larger the elastic modulus, the larger the linear expansion coefficient, and the larger the temperature change, the larger the value of the reference thermal stress. According to the formula... s th，j = E × α tube ×Δ T Calculate its reference thermal stress s th，j ; Candidate straight pipe sections based on 3D BIM model j The geometric characteristics of the connection structures at both ends are used to clarify the specific connection forms at both ends of each candidate straight pipe section. For example, some candidate straight pipe sections have flange connections at both ends, some have a flange connection at one end and a welded connection to the manifold at the other end, and some candidate straight pipe sections may be connected to elbows or tees. The connection structures exhibit geometric abrupt changes. The simpler the connection structure and the less obvious the geometric abrupt change, the smaller the stress concentration factor; conversely, the more complex the connection structure, the larger the stress concentration factor. This ensures that the determination of the stress concentration factor closely reflects the actual connection conditions, and that the value is reasonable and reliable, thus determining its corresponding stress concentration factor. K t，j According to the formula s eq，j = K t，j × s th，j Calculate the candidate straight pipe section j Equivalent value of local thermal stress at the corresponding disconnection location s eq，j The larger the reference thermal stress and the larger the stress concentration factor, the larger the local thermal stress equivalent value. This value directly reflects the actual thermal stress that the candidate straight pipe section will subsequently bear at the disconnection location. Compare the equivalent values ​​of local thermal stress at the corresponding disconnection locations of all candidate straight pipe sections. s eq，j ,choose s eq，jThe candidate straight pipe segment with the smallest numerical value is selected, and its midpoint is taken as the final disconnection point. This point is evaluated as the optimal disconnection point from the perspective of thermal stress, which can minimize the thermal stress load of the subsequent butt weld. After determining the optimal straight pipe segment, its midpoint is taken as the final disconnection point. If the optimal straight pipe segment is a straight pipe segment with flanges at both ends, its center point is the disconnection point. If the optimal straight pipe segment is a straight pipe segment connected to the manifold, its center point must be located within a reasonable range from the outside of the weld connecting the manifold and the furnace tube. Then, the furnace tube system is logically disconnected in the BIM model, the modules are divided with the plane formed by the disconnection point as the boundary, and a virtual butt pipe segment is set at the furnace tube break at the cut surface. Subsequently, the dimensions of the divided sub-modules are checked until all sub-modules meet the transportation restriction requirements.

[0024] In the above technical solution, a clear standard for selecting the optimal disconnection position is established. By scientifically calculating the reference thermal stress and local thermal stress equivalent values ​​of each candidate straight pipe section, the position with the minimum thermal stress is selected as the disconnection position. This can reduce the thermal stress load at the butt weld from the source, effectively improve the stress state of the weld in the future high-temperature operation of the pyrolysis furnace, avoid problems such as weld cracking and damage caused by excessive thermal stress, reduce fatigue and cracking risks, thereby extending the service life of the pyrolysis furnace equipment and improving the connection quality and long-term safety and stability of the pyrolysis furnace.

[0025] Considering the deformation caused by the module's own weight during hoisting, the endpoints of the virtual docking section will shift and deflect due to its own weight, leading to excessive deviations during subsequent on-site docking. In another technical solution, after obtaining the BIM model of the module to be transported, a hoisting deformation pre-correction is first performed. This calculates the deformation of the module to be transported due to its own weight during hoisting, and then adjusts the virtual docking section in the BIM model to compensate for this deformation, resulting in a pre-corrected virtual docking section model. Assembly interface drawings are then generated. The hoisting deformation pre-correction involves the following steps: In the 3D BIM model, the module to be transported is simplified into a structural mechanics model composed of beam elements and shell elements based on its actual structure. This model is used to calculate the self-weight load and deformation, ensuring that the simplified structural mechanics model can accurately reflect the actual stress situation of the module to be transported. Linear components such as steel beams and furnace tubes in the module are simplified into beam elements, and planar components such as wall panels and bottom plates in the module are simplified into shell elements. The connection method between beam elements and shell elements is completely consistent with the structural connection method of the actual module. This avoids oversimplification that may lead to deviations in subsequent deformation analysis results, and also avoids excessive complexity that may increase the amount of calculation. Based on the material density of the module r Gravitational acceleration gThe volume of each unit is calculated, the self-weight of each unit is calculated, and its self-weight load distribution is calculated to reflect the weight distribution of each part of the module, and to identify which parts are prone to deformation due to their large self-weight, so as to provide load basis for subsequent accurate analysis of hoisting deformation. In the finite element analysis software, the lifting point positions pre-defined in the BIM model are precisely marked. Constraints are applied based on these positions to simulate the actual lifting process. The constraints are set to allow force only in the direction of the lifting ropes, restricting displacement and rotation of the lifting points in other directions to ensure consistency between the constraints and the actual stress state of the lifting points during lifting. Finite element static analysis is used to solve the deformation of the entire module under its own weight, including the overall displacement and deflection of the module and the deformation details of local structures. Deformation parameters of the virtual docking pipe end node on the module are obtained, specifically including the displacement of the node on the three-dimensional coordinate axes and the small rotation angles of the node's cross-section around the three coordinate axes, thus obtaining the virtual docking pipe end point. P Three-dimensional displacement vector under gravity D ( D x , D y , D z ) and the deflection angle vector Θ about the coordinate axis i x , i y , i z ); In the 3D BIM model, locate the virtual pipe section and its endpoints that need correction, ensuring they completely correspond to the virtual pipe sections from which deformation parameters were extracted in the finite element analysis, avoiding pipe section confusion. Then, connect the virtual pipe sections and their endpoints... P According to the displacement vector D A three-dimensional geometric transformation is performed using a vector equal in magnitude and opposite in direction to the deflection angle vector Θ. The transformation follows the core principle of equal magnitude and opposite direction, that is, the virtual docking section is translated along a vector with the displacement direction opposite to that obtained from the finite element analysis but equal in magnitude, and simultaneously rotated by an angle opposite to that obtained from the analysis but equal in magnitude. This accurately compensates for the displacement and deflection of the virtual docking section caused by its own weight. The transformation process utilizes the three-dimensional geometric adjustment function of the BIM software to precisely control the translation distance and rotation angle, ensuring that the adjustment amount completely matches the deformation parameters obtained from the finite element analysis, without any adjustment deviation. A pre-corrected virtual docking section model is generated, which can accurately simulate the actual position of the virtual docking section in the hoisting state of the module and eliminate the deviation caused by self-weight deformation.

[0026] The virtual connecting pipe section is a non-physical identifier element in the BIM model. It does not exist in the physical world. The pre-correction of hoisting deformation targets the spatial position of the physical furnace tube interface identified by the virtual connecting pipe section in the hoisting state. By pre-correcting the virtual connecting pipe section in the model, it is essentially adjusting the annotation of the theoretical coordinates of the interface on the assembly interface drawing to match its actual position during hoisting, thereby achieving the effect of precise alignment by constructing according to the drawing.

[0027] In the above technical solution, the modified virtual docking pipe section model can accurately reflect the actual position under the hoisting state, realize the precise pre-correction of hoisting deformation, and compensate in advance for the displacement and deflection of the virtual docking pipe section caused by its own weight during the hoisting process of the module to be transported. It effectively avoids on-site docking deviation caused by hoisting deformation, and is especially suitable for large modules with thin structure and easy deformation.

[0028] In another technical solution, after generating the pre-corrected virtual docking section model, the following steps are performed: In 3D BIM software, a finite element static analysis of the module to be transported, including the pre-corrected virtual docking section model, is performed again to verify whether the residual displacement of the endpoint of the pre-corrected virtual docking section under self-weight load is less than a preset tolerance threshold. If not, the correction amount is adjusted and the above pre-correction steps are iterated until the requirements are met. Specifically, the structural mechanics model composed of beam elements and shell elements is used, and the same self-weight load distribution and lifting point constraint conditions are applied to accurately simulate the actual stress state of the module during the lifting process and the deformation of the endpoint of the pre-corrected virtual docking section. The residual displacement of the endpoint of the pre-corrected virtual docking section under self-weight load is automatically solved. This residual displacement is the small displacement that still exists at the endpoint of the virtual docking section after pre-correction. The value of this residual displacement is compared with the preset tolerance threshold. The values ​​are directly compared. If the residual displacement is less than the tolerance threshold, the pre-correction effect is deemed acceptable, and the pre-corrected virtual docking section model has fully compensated for hoisting deformation and can meet the on-site docking accuracy requirements. It can then proceed directly to the subsequent drawing generation step. If the residual displacement is greater than or equal to the tolerance threshold, the pre-correction effect is deemed unacceptable, and it needs to proceed to the subsequent iterative correction step to further optimize the correction effect. The adjustment method can adopt the deviation compensation method commonly used in existing projects, increasing or adjusting the three-dimensional geometric transformation of the virtual docking section and its endpoints. The adjusted correction amount must accurately match the deviation of the residual displacement to ensure that the adjustment is targeted and can effectively reduce the residual displacement. After the adjustment is completed, a new pre-corrected virtual docking section model is regenerated, and finite element static analysis and residual displacement verification are performed again until a verification analysis shows that the residual displacement of the endpoints of the pre-corrected virtual docking section is less than the preset tolerance threshold. At this point, the iteration terminates.

[0029] In the above technical solution, through verification and iterative correction, it is ensured that the pre-corrected virtual docking pipe section model meets the preset docking accuracy requirements, avoiding large deviations in subsequent on-site docking due to incomplete correction, thus improving construction quality and progress. The iterative correction method can flexibly adapt to modules of different weights and structures to be transported, especially large modules with thin structures and easy deformation. It can accurately adjust the correction amount according to the actual residual displacement deviation, ensuring the stability and reliability of the correction effect.

[0030] Considering the difference between the cold and hot operating conditions of the pyrolysis furnace during room temperature installation and high temperature operation, the pipeline will generate significant stress due to thermal expansion during operation at the weld joint, which can easily lead to damage to the weld joint, flange leakage, or equipment damage. In another technical solution, the following steps are performed when generating the assembly interface drawings: From the 3D BIM model, the mating surfaces of two virtual pipe sections are accurately located. Starting from the mating surfaces of the virtual pipe sections, measurements are taken along the axial direction of the virtual pipe sections and the connected furnace tubes, tracing outwards to both sides until the nearest fixed constraint point or known displacement constraint point is found. Easily identifiable fixed constraint points such as large valves, equipment connections, and anchor points are prioritized. The distances along the pipe axis to the nearest fixed constraint points on both sides correspond to the distances from one side of the mating surface to the nearest constraint point, and from the other side to the nearest constraint point, respectively, and are denoted as [reference needed]. L 1 and L 2; Obtain the linear expansion coefficient of the pipe material α pipe Pipeline design operating temperature T design,pipe and installation ambient temperature T install The process involves extracting material information from the virtual connecting pipe section and the connected furnace tubes, thereby obtaining the linear expansion coefficient of the pipe material. α pipe Pipeline design operating temperature T design,pipe The installation ambient temperature should be consistent with the overall design operating temperature of the pyrolysis furnace. T install Taking into account the climate conditions and seasonal characteristics of the installation site, and referring to historical climate data and temperature forecasts for the same period, a reasonable intermediate value is selected as the basis for calculation to ensure that the temperature parameters are consistent with the actual construction and operation conditions. Theoretical value of cold tightening gap G c Coefficient of linear expansion of pipe material α pipe Temperature difference ( T design,pipe - T install ), distance on both sides ( L 1 andL 2) Both are correlated; the larger the coefficient of linear expansion, the better. α pipe Temperature difference ( T design,pipe - T install The larger the distance between the two sides () L 1 and L 2) The longer the length, the greater the theoretical value of the required cold-tightening gap. G c The larger the gap, specifically, when the two pipe sections heat up from the installation temperature to the operating temperature, each will generate thermal expansion, and both will expand towards the mating surface. The total change in the gap at the mating surface is the algebraic sum of the expansion amounts of the two sections. The theoretical value of the cold-tightening gap is equal to this total thermal expansion amount, used to compensate for this expansion to avoid stress on the butt weld. According to the formula... G c = α pipe ×( L 1+ L 2)×( T design,pipe - T install ), calculate the ambient temperature at the installation location. T install Below, to ensure the pipeline's designed operating temperature T design,pipe The theoretical value of the cold-tightening gap that needs to be reserved at the butt weld when the stress at the butt joint is minimal. G c ; After completing the annotation of routine information such as virtual docking section identification, theoretical spatial coordinates, and docking tolerances, the theoretical value of the cold tightening gap will be... G c As an assembly guidance parameter, it is marked on the assembly interface drawing at the position corresponding to the butt weld.

[0031] In the above technical solution, when generating assembly interface drawings, the differences in hot and cold working conditions between room temperature installation and high temperature operation of the pyrolysis furnace are fully considered. By scientifically calculating and reserving a reasonable cold tightening gap, the stress generated by the thermal expansion of the pipeline during the high temperature operation of the pyrolysis furnace is effectively released. This avoids problems such as cracking and damage of the butt weld due to excessive thermal stress, as well as flange leakage and equipment damage, from the source, thereby extending the service life of the pyrolysis furnace equipment and improving the reliability of equipment operation.

[0032] During normal operation of the pyrolysis furnace, the columns will rise from the installation temperature to the design temperature, resulting in thermal expansion along their vertical height. Without compensation space, this can cause the columns to deform due to constraint, or excessive stress on the anchor bolts, thereby damaging the furnace steel structure and affecting the overall stability and safety of the furnace. In another technical solution, when generating manufacturing drawings, the following steps are performed for the columns of the furnace steel structure frame: Obtaining the coefficient of linear expansion of steel structure materials α steel Steel structure design temperature T design,steel Installation ambient temperature T install and the geometric length of the column H， This involves extracting material information from the steel structure columns of the furnace body, and then obtaining the coefficient of linear expansion of the steel structure material. α steel Steel structure design temperature T design,steel The installation temperature should be matched to the overall design operating temperature of the pyrolysis furnace; the overall design parameters of the pyrolysis furnace can be directly used. T install Taking into account the climate conditions and seasonal characteristics of the installation site, and referring to historical climate data and predicted temperatures for the same period, a reasonable median value is selected as the basis for calculation to ensure that it closely matches the actual installation conditions and the geometric length of the column. H The distance is obtained by measuring the straight-line distance from the bottom surface of the base plate to the top connection end of the column; Thermal expansion Δ in the height direction H Coefficient of linear expansion of steel structure materials α steel Temperature difference ( T design,steel - T install and the geometric length of the column H They are all closely related, the coefficient of linear expansion α steel The larger the temperature difference ( T design,steel - T install The larger the column geometry is, the better. H The longer the length, the greater the thermal expansion Δ in the height direction. H The larger it is, according to the formula Δ H = α steel × H ×( T design,steel - T install ), calculate the thermal expansion Δ in the height direction of the column between the installation temperature and the operating temperature. H ; When drawing the manufacturing drawings for the furnace body steel structure columns, the design of the anchor bolt holes on the column base plate was optimized. The traditional circular anchor bolt holes were abandoned and replaced with elongated, length-compensating holes extending along the column's height. These anchor bolt holes on the column base plate are designed as length-compensating holes along the height direction to effectively compensate for the vertical thermal expansion of the column during high-temperature operation, providing sufficient space for the column's free expansion. The minimum length of the length-compensating hole... L min satisfy L min = H ×0.001+Δ H This ensures that the column can expand freely upwards during high-temperature operation without being constrained by insufficient compensation hole length, thereby preventing column deformation or excessive stress on the anchor bolts.

[0033] In the above technical solution, the thermal expansion of the steel structure column of the furnace body is calculated according to its height direction, and a reasonable length compensation hole is designed accordingly. This effectively solves the problem that traditional circular anchor bolt holes cannot compensate for thermal expansion, and provides sufficient space for the thermal expansion of the column during high-temperature operation. This avoids the problem of the column being deformed due to thermal expansion constraint or the anchor bolts being damaged due to excessive force, thus ensuring the overall stability and safety of the furnace body steel structure.

[0034] In another technical solution, when aligning and connecting modules at the installation site according to the assembly interface drawings, the following steps are performed: Set up a total station at a suitable location at the installation site. After debugging, use the total station to measure the spatial coordinates of the actual reference points on the in-place module and the module to be installed, corresponding to the virtual docking pipe section mark. During the measurement process, each reference point is measured multiple times, and the average value of the multiple measurement results is taken. Retrieve the theoretical coordinate values ​​of all actual reference points in the assembly interface drawings. These theoretical coordinate values ​​are consistent with the reference point coordinates in the BIM model. Compare the measured actual coordinates with the corresponding theoretical coordinates marked in the assembly interface drawings to calculate the three-dimensional position deviation and attitude angle deviation. For any actual reference point, its three-dimensional position deviation can be calculated by the difference between the actual coordinates and the theoretical coordinates of the corresponding coordinate axes, using the following formula: Δ X = X 实 - X 理 Δ Y = Y 实 - Y 理 Δ Z= Z 实 - Z 理 Where, Δ X、ΔY、ΔZ The reference point is located at X , Y , Z Three-dimensional positional deviation on the three spatial coordinate axes X 实 , Y 实 , Z 实 These are the actual coordinates of the reference point. X 理 , Y 理 , Z 理 These are the theoretical coordinates of the reference point, clarifying the module's positional deviation in the horizontal and vertical directions; The attitude angle deviation reflects the tilt of the module to be installed relative to the already positioned module. It needs to be calculated comprehensively by combining the three-dimensional position deviations of multiple reference points. The formula is: in, i X , i Y , i Z For each module to be installed X , Y , Z The attitude angle deviation (tilt angle) of the three coordinate axes, Δ Z 1. Δ Z 2 represents two different reference points at... Z Position deviation in the axial direction, Δ Y 1. Δ Y 2 represents two different reference points at... Y Positional deviation in the axial direction L X For two reference points at X Theoretical distance along the axial direction, L Y For two reference points at Y Theoretical distance along the axial direction; Based on the deviation calculation results, the hoisting equipment adjustment command is generated to instruct the hoisting equipment to make fine adjustments to the position of the module to be installed until its actual position meets the docking tolerance requirements specified in the assembly interface drawing, that is, the three-dimensional position deviation and attitude angle deviation are both within the allowable range.

[0035] In the above technical solution, the coordinates of the reference point are accurately measured by a total station, and the position deviation and attitude angle deviation are quantitatively calculated by formula. Based on the deviation, clear adjustment instructions are generated, which realizes the precise position and attitude fine-tuning of the module to be installed. This forms a control system of measurement-comparison-calculation-adjustment-re-measurement, which effectively controls the docking accuracy, avoids rework caused by inaccurate positioning, and greatly improves installation efficiency and quality.

[0036] In another technical solution, after calculating the positional deviation and attitude angle deviation, the deviation values ​​are first compared and analyzed with historical installation deviation statistics of this type of module pre-stored in the database. The focus is on deviation patterns (core characteristics such as Y-axis deviation only, tilt angle within a specific range, and combinations of various deviations). If the current deviation pattern matches a historical common deviation pattern, an optimized adjustment strategy for that pattern is automatically invoked to generate adjustment instructions for the hoisting equipment. The hoisting equipment is then operated to fine-tune the pose of the module to be installed. For example, for a deviation pattern of Y-axis deviation accompanied by a slight tilt around the X-axis, the horizontal position of the hoisting equipment is first adjusted to eliminate the Y-axis deviation, and then the height of the secondary hook of the hoisting equipment is fine-tuned to correct the tilt angle around the X-axis. Specifically, the current deviation vector... D and historical deviation vector H Standardization is performed to obtain the standardized vector. D 'and H ', of which i The standardization formula for each component is: , In the formula, T install This serves as a baseline threshold for the component, such as the upper limit of the allowable tolerance for this type of module installation, or the standard deviation of the component in historical data. Calculate the similarity between standardized vectors S : , in, S This represents the similarity between the current deviation pattern and historical common deviation patterns, with a value ranging from 0 to 1. S The closer the value is to 1, the more closely the two bias patterns match. n The number of deviation features, including three-dimensional position deviations. X , Y , Z Deviations in three directions and attitude angle deviations X , Y , Z The tilt angle of the shaft, with a total of 6 core deviation features. n The possible value is 6. D i 'The first in the current deviation mode iThe standardized value of each deviation feature is obtained by converting the actual value of the current deviation feature into a standardized value between 0 and 1, thus avoiding the influence of differences in the magnitude of the values ​​of different deviation features on the similarity calculation results. H i 'The first in the historical common deviation pattern i The standardized values ​​of the corresponding deviation features, and D i The standardized conversion standard is consistent with that of ', if the denominator Then directly order S = 1, preset similarity threshold (e.g., 0.8), when S When S ≥ 0.8, the current deviation pattern is determined to match the historical common deviation pattern. When S < 0.8, the two are determined to be inconsistent. This threshold can be adjusted according to the actual construction accuracy requirements of the project and the accumulation of historical data, through existing data calibration methods, to adapt to the needs of different working conditions.

[0037] In the above technical solution, a correspondence between deviation patterns and optimization adjustments is established by utilizing historical installation deviation data. Similarity calculation is introduced to achieve accurate identification of deviation patterns. When common deviation patterns occur, optimization adjustment instructions that have been verified in practice can be quickly invoked, avoiding the traditional process of repeated attempts to adjust. This significantly improves the adjustment efficiency of hoisting equipment, shortens on-site installation time, and can typically reduce the number of adjustment iterations by 30%-60%, further improving construction collaboration efficiency.

[0038] The dense tube bundles in the convection section module consist of a large number of closely arranged furnace tubes. These tubes have small diameters, are closely spaced, and require precise relative positioning. During long-distance transportation and hoisting, they are prone to relative displacement, vibration, deformation, or collisions with each other and friction damage to the supporting structure, compromising the geometric integrity of the tube bundles. This can prevent the module from smoothly connecting with adjacent modules upon arrival at the site. In another technical solution, when the pyrolysis furnace is divided into multiple preliminary modules in the 3D BIM model, the following steps are performed for the convection section module containing the dense tube bundles: In the 3D BIM model, a group of furnace tubes that need to maintain relative positions within the convection section module and their shared support structure are defined as a tube bundle unit. In specific division, the arrangement pattern, spacing and process requirements of the furnace tubes are considered. A row or a tube panel of furnace tubes that are closely spaced and need to maintain relative position as a whole, together with the support structure that fixes these furnace tubes, are defined as a tube bundle unit. The relative positions of the furnace tubes in each tube bundle unit are fixed. The division between units does not affect the subsequent installation and process operation of the furnace tubes. Multiple tube bundle units together constitute the dense tube bundle part of the convection section module. For the tube bundle unit, a detachable transport reinforcement frame is designed in the 3D BIM model. This frame includes transverse support beams and longitudinal connecting rods that adapt to the outer contour of the tube bundle unit. It connects to pre-reserved attachment points on the support structure or furnace tube via connectors. The frame shape must precisely fit the outer contour of the tube bundle unit, completely enclosing and supporting it without obstructing key connection points. The frame structure must possess sufficient rigidity and load-bearing capacity to constrain the relative displacement of the tube bundle unit. Conventional, commonly used materials with detachable structural designs are preferred. Based on the outer contour dimensions of the tube bundle unit, a spatial truss structure welded from transverse channel steel and longitudinal round or angle steel is designed. The transverse support beams are evenly distributed along the transverse direction of the tube bundle unit, with spacing determined reasonably based on the tube bundle density and furnace tube diameter to ensure comprehensive support and prevent transverse deformation. The longitudinal connecting rods are arranged along the longitudinal direction of the tube bundle unit, firmly connecting the transverse support beams to form a complete spatial frame structure. The frame must undergo strength verification to ensure it can withstand the maximum load during transportation. in s The actual bending stress of the transverse support beams of the transport reinforcement frame, M max The maximum bending moment borne by the transverse support beam is mainly formed by the superposition of the self-weight of the tube bundle unit and the impact load generated by transportation bumps. It can be obtained by combining existing load calculation methods with the weight parameters in the BIM model. W z The section modulus of the transverse support beam is related to the type and specifications of the channel steel, and can be determined by consulting the parameters of the selected channel steel. s The allowable stress of the frame material is denoted as ; the channel steel, round steel or angle steel selected are all conventional steel materials, and their allowable stress can be obtained from the material specification manual. When the calculated actual bending stress s Less than or equal to allowable stress s If the strength meets the requirements, it means that the frame strength meets the requirements. If it exceeds the allowable stress, adjust the frame material specifications (such as using a larger type of channel steel) or optimize the structure (such as reducing the spacing of the transverse support beams), and recalculate and verify until the strength requirements are met. Furthermore, during the design phase, the strength of the transport reinforcement frame must be checked, including calculating its bending stress under static hoisting loads. s In addition, dynamic impact loads during transportation must also be considered. The specific verification method is as follows: determine a dynamic impact coefficient K based on the transportation route and vehicle characteristics. d (Usually taken as 1.5-3.0), then the check stress is... s check = K d × sAt the same time, fatigue strength assessments need to be conducted on the key connection nodes of the frame to ensure that they do not fail under repeated impact loads. The overall stability of the frame also needs to be checked to prevent it from becoming unstable under lateral forces. All check results must meet the stress requirements of the selected materials.

[0039] In the BIM model, the connection method between the frame and the tube bundle unit is designed. Combined with the original support structure of the tube bundle unit, the reserved connection points on the support structure are preferred for connection. The reserved connection points refer to the special connection structures for installing the reinforcement frame, which are set in advance on the support structure or furnace tube according to the transportation and reinforcement requirements during the module design stage. For example, welded ear plates, threaded bases or clamp mounting surfaces. The design of the connection points should ensure that they have sufficient strength to withstand the load during transportation, and their setting position and method should not affect the structural integrity and thermal expansion of the furnace tube under normal operating conditions. If the reserved connection points are insufficient or the positions are not suitable, specially welded accessory points are designed on the furnace tube. When generating the manufacturing drawings for this convection section module, the transport reinforcement frame is treated as an independent component. Its machining drawings, assembly drawings, and detailed connection drawings with the tube bundle unit are all included in the manufacturing drawings. The machining drawings clearly specify the dimensions, material specifications, processing technology (such as cutting, welding, rust removal, and painting requirements), and precision requirements of each component, such as the transverse support beams and longitudinal connecting rods. The assembly drawings clearly specify the assembly sequence, connection method, assembly precision, and precautions of each component, and indicate the installation position and connection nodes of each component. The connection details clearly specify the specifications, models, connection positions, and tightening torques of the connectors, as well as the detailed steps for connecting the frame and the tube bundle unit. This ensures that the factory can accurately complete the machining and assembly of each component of the frame according to the drawings, as well as the connection between the frame and the tube bundle unit. After the main body of the convection section module and the transport reinforcement frame are completed at the manufacturing site, the transport reinforcement frame is installed onto the tube bundle unit and tightened. At the installation site, the transport and reinforcement frame will be removed after the convection section module is hoisted into place and connected to the adjacent module.

[0040] In the above technical solution, a suitable detachable transport and reinforcement frame was designed. By rationally dividing the tube bundle units, optimizing the frame structure, strictly verifying strength, and firmly connecting them, the tube bundle units were effectively fixed, and the relative displacement and vibration of the tube bundles during long-distance transportation and hoisting were constrained. This prevented damage caused by furnace tube deformation, mutual collision, or friction with the supporting structure, ensuring the geometric integrity and structural safety of the dense tube bundles. This allowed them to be smoothly connected with adjacent modules after arriving on site, avoiding rework due to tube bundle damage and ensuring the quality of core process components and construction progress.

[0041] In another technical solution, after generating drawings based on the model data of all modules to be transported, the following steps are performed: a unique identification code is generated for each module to be transported. After the code is assigned, the identification code is associated with the corresponding module to be transported one by one. The code, the corresponding manufacturing drawing and assembly interface drawing number, key dimensions, weight, and center of gravity position information are associated and written into the QR code or RFID tag information corresponding to the module. The QR code or RFID tag is attached to a prominent position of the corresponding module to be transported. For each module to be transported, its unique identification code is used as the primary key. In the project information management system, the code is associated with the corresponding manufacturing drawing number and assembly interface drawing number. This ensures that the two types of drawings for the module can be quickly retrieved through the identification code. At the same time, key information of the module, including key dimensions, weight, and center of gravity position, is accurately extracted from the 3D BIM model. This information is the core reference parameter during the module's transportation, hoisting, and installation. The accuracy of the information is strictly verified during the extraction process to ensure that the extracted information is consistent with the actual situation of the module and has no deviation from the data in the BIM model. After extraction, the unique identification code, the two types of drawing numbers, key dimensions, weight, and center of gravity position information are integrated to form a unique information package for each module to be transported. The information package is formatted in a standardized and clear manner to ensure accurate information association. Each unique information package for each module to be transported is written into a corresponding QR code or RFID tag. During the transportation of the modules, transportation personnel can quickly read the identification code, module weight, key dimensions, and other information in the tag using a barcode scanner or RFID reader. Based on this, they can select appropriate transportation vehicles, plan reasonable transportation routes, verify module identity, and avoid transportation errors. At the installation site, installers can scan the QR code with their mobile phones or read the tag with a handheld RFID reader to immediately access all relevant technical data and information of the module on their mobile devices, including manufacturing drawings, assembly interface drawings, center of gravity position information, etc. There is no need to carry a lot of paper drawings and information lists. They can quickly obtain the core parameters required for hoisting and docking, providing accurate reference for hoisting point adjustment and module alignment and docking.

[0042] In the above technical solution, a unique identification code and associated information tag are set for each module to be transported, which effectively solves the problems of information confusion, easy confusion of modules, and inconvenience in querying drawings and key parameters in the existing multi-module construction. It adapts to the information query needs of the entire process of module transportation, hoisting and installation, and eliminates the need to carry a large number of paper drawings and information lists, thereby reducing information management costs and manual labor intensity.

[0043] The number of devices and processing scale described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the invention will be readily apparent to those skilled in the art.

[0044] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. Other modifications can be easily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details shown and described herein.

Claims

1. A BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces, characterized in that, Includes the following steps: A three-dimensional BIM model of the pyrolysis furnace is established, and the components in the model are labeled with their respective process functional sections. The process functional sections include one or more of the radiant section, convection section, and quench boiler system of the pyrolysis furnace. The labeled process functional sections are used as basic units to divide the pyrolysis furnace into multiple preliminary modules in the three-dimensional BIM model. Obtain transportation restriction parameters including maximum allowable length, maximum allowable width, and minimum passage height; generate the minimum outer cuboid of each preliminary module in the 3D BIM model; and determine whether its dimensions exceed any transportation restriction parameter. Preliminary modules whose dimensions do not exceed the limits are directly defined as modules to be transported. For preliminary modules whose dimensions exceed the limits, the furnace tube system is identified inside them. On the furnace tube system of the initial module that exceeds the size limit, a disconnection position is selected from the straight pipe sections that meet the conditions according to the pre-set rules; the pre-set rules are: the midpoint of the straight pipe section between the two flanges is selected first, and if there is no such position, the straight pipe section located 150 mm to 300 mm outside the weld connecting the manifold and the furnace tube is selected. The furnace tube system is disconnected at the disconnection point in the 3D BIM model. Using the disconnection point as the dividing surface, the initial module is divided into two or more sub-modules in the 3D BIM model. Virtual connecting pipe sections with a length of 200 mm to 500 mm are generated for the ends of the two disconnected furnace tubes at the dividing surface. These virtual connecting pipe sections serve as the only spatial positioning reference for identifying subsequent manufacturing drawings and assembly interface drawings in the BIM model and do not participate in the prefabrication and transportation of the physical module. Generate the minimum outer cuboid for each submodule and re-evaluate the transportation constraint parameters. Repeat the process of size judgment, furnace tube system disconnection and segmentation until all submodules meet the transportation constraint parameters. Define these submodules as modules to be transported. Based on the center of gravity and structure of the modules to be transported, preset the lifting point positions in the 3D BIM model. Based on the model data of all modules to be transported, manufacturing drawings and assembly interface drawings including virtual docking section identifiers are generated. The theoretical coordinates of the virtual docking sections marked in the assembly interface drawings are determined based on their final spatial location in the BIM model. At the installation site, based on the markings on the assembly interface drawings, high-precision measuring equipment is used to measure the reference points on the physical modules corresponding to the markings on the virtual docking pipe sections. The measured coordinates are then compared with the theoretical coordinates marked on the drawings. The corresponding modules to be transported are then aligned and connected using the virtual docking pipe sections.

2. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, When selecting the disconnection location, if multiple straight pipe sections meet the criteria, perform the following steps: The linear expansion coefficient of furnace tube material was obtained based on a 3D BIM model. α tube Elastic modulus E and the design operating temperature of the pyrolysis furnace piping T design,pipe With installation ambient temperature T install The difference Δ T , where Δ T = T design,pipe - T install For each candidate straight pipe section j According to the formula σ th，j = E × α tube ×Δ T Calculate its reference thermal stress σ th，j ; Candidate straight pipe sections based on 3D BIM model j Determine the corresponding stress concentration factor based on the geometric characteristics of the two-end connection structure. K t，j According to the formula σ eq，j = K t，j × σ th，j Calculate the candidate straight pipe section j Equivalent value of local thermal stress at the corresponding disconnection location σ eq，j ; Compare the equivalent values ​​of local thermal stress at the corresponding disconnection locations of all candidate straight pipe sections. σ eq，j ,choose σ eq，j The candidate straight pipe segment with the smallest numerical value is selected, and its midpoint is used as the final disconnection point.

3. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, After obtaining the BIM model of the module to be transported, first perform pre-correction of hoisting deformation to obtain a pre-corrected virtual docking section model, then generate assembly interface drawings, and perform the following steps for pre-correction of hoisting deformation: In the 3D BIM model, the module to be transported is simplified into a structural mechanics model composed of beam elements and shell elements based on its actual structure. Based on the material density of the module ρ Gravitational acceleration g Given the volume of each unit, calculate its self-weight load distribution; Based on the preset lifting point positions, constraints are applied, and the virtual docking section endpoints are obtained through finite element static analysis. P Three-dimensional displacement vector under gravity D ( D x , D y , D z ) and the deflection angle vector Θ about the coordinate axis θ x , θ y , θ z ); In the 3D BIM model, the virtual docking section and its endpoints will be included. P According to the displacement vector D A three-dimensional geometric transformation is performed on a quantity that is equal in magnitude and opposite in direction to the deflection angle vector Θ to generate a pre-corrected virtual docking section model.

4. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 3, characterized in that, After generating the pre-corrected virtual docking section model, perform the following steps: In the 3D BIM software, the finite element static analysis of the module to be transported, including the pre-corrected virtual docking section model, is performed again to verify whether the residual displacement of the endpoint of the pre-corrected virtual docking section is less than the preset tolerance threshold under its own weight load. If not, the correction amount is adjusted and the above pre-correction steps are iterated until the requirements are met.

5. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, When generating assembly interface drawings, perform the following steps: From the 3D BIM model, extract the distances along the pipe axis from the docking surface of the virtual pipe section to the nearest fixed constraint points or known displacement constraint points on both sides, denoted as . L 1 and L 2; Obtain the linear expansion coefficient of the pipe material α pipe Pipeline design operating temperature T design,pipe and installation ambient temperature T install According to the formula G c = α pipe ×( L 1+ L 2)×( T design,pipe - T install ), calculate the ambient temperature at the installation location. T install Below, to ensure the designed operating temperature of the pipeline. T design,pipe The theoretical value of the cold-tightening gap that needs to be reserved at the butt weld when the stress at the butt joint is minimal. G c ; The theoretical value of cold tightness G c As an assembly guidance parameter, it is marked on the assembly interface drawing at the position corresponding to the butt weld.

6. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, When generating manufacturing drawings, the following steps are performed for the columns of the furnace body steel structure frame: Obtaining the coefficient of linear expansion of steel structure materials α steel Steel structure design temperature T design,steel Installation ambient temperature T install and the geometric length of the column H ; According to the formula Δ H = α steel × H ×( T design,steel - T install ), calculate the thermal expansion Δ in the height direction of the column between the installation temperature and the operating temperature. H ; The manufacturing drawings specify that the anchor bolt holes on the base plate of the column should be made as length compensation holes along the height direction, and the minimum length of the length compensation hole is specified. L min satisfy L min = H ×0.001+Δ H .

7. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, When aligning and connecting modules at the installation site according to the assembly interface drawings, perform the following steps: Use a total station to measure the spatial coordinates of the actual reference points on the in-place module and the module to be installed, corresponding to the virtual docking pipe section markings. The measured actual coordinates are compared with the corresponding theoretical coordinates marked in the assembly interface drawings to calculate the three-dimensional position deviation and attitude angle deviation. Based on the deviation calculation results, the hoisting equipment adjustment command is generated, which directs the hoisting equipment to make fine adjustments to the position of the module to be installed until its actual position meets the docking tolerance requirements specified in the assembly interface drawing.

8. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 7, characterized in that, After calculating the position deviation and attitude angle deviation, the deviation value is first compared with the historical installation deviation statistics of this type of module in the pre-stored database. If the current deviation mode matches the historical common deviation mode, the optimized adjustment strategy for this mode is automatically called to generate the hoisting equipment adjustment command.

9. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, When dividing the pyrolysis furnace into multiple preliminary modules in the 3D BIM model, for the convection section module containing dense tube bundles, the following steps are performed: In the 3D BIM model, a group of furnace tubes that need to maintain relative positions within the convection section module and their shared support structure are defined as a tube bundle unit. For the tube bundle unit, a detachable transport reinforcement frame is designed in the 3D BIM model, including transverse support beams and longitudinal connecting rods that are adapted to the outline of the tube bundle unit, and connected to the reserved accessory points on the support structure or furnace tube through connectors; When generating the manufacturing drawings for this convection section module, the transport reinforcement frame is included as an independent component, and its machining drawings, assembly drawings, and connection details with the tube bundle unit are also included in the manufacturing drawings. After the main body of the convection section module and the transport reinforcement frame are completed at the manufacturing site, the transport reinforcement frame is installed onto the tube bundle unit and tightened. At the installation site, the transport and reinforcement frame will be removed after the convection section module is hoisted into place and connected to the adjacent module.

10. The BIM-based modular disassembly, transportation, and collaborative installation method for pyrolysis furnaces according to claim 1, characterized in that, After generating drawings based on the model data of all modules to be transported, perform the following steps: generate a unique identification code for each module to be transported, and associate the code, the corresponding manufacturing drawing and assembly interface drawing number, key dimensions, weight, and center of gravity location information with it, and write it into the QR code or RFID tag information corresponding to the module. The QR code or RFID tag entity is attached to a prominent position of the corresponding module to be transported.

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