Floating dock structure and construction method based on honeycomb foam concrete filling

Abstract

This invention relates to the field of marine engineering construction technology, and particularly to a floating dock structure based on honeycomb-shaped foamed concrete filling and its construction method. The floating dock structure based on honeycomb-shaped foamed concrete filling includes: several sequentially spliced ​​pontoon units; the connecting flanges of adjacent pontoon units are connected by prestressed rigid connecting components and sealed by a three-stage sealing system; wherein the prestressed rigid connecting components include: connecting sleeves, prestressed bolts, locking bolts, and locking nuts; in the three-stage sealing system, the primary sealing element is a waterstop strip embedded in the sealing groove of the connecting flange mating surface; the secondary sealing layer is a sealant coated on the connecting flange mating surface; and the final sealing layer is epoxy resin filled in the grouting cavity. This floating dock structure adopts a modular honeycomb-shaped compartmentalized pontoon unit structure, and reliable connection between units is achieved through the three-stage sealing system and prestressed rigid connecting components.

Description

Technical Field

[0001] This invention relates to the field of marine engineering construction technology, and in particular to a floating dock structure based on honeycomb foam concrete filling and its construction method. Background Technology

[0002] Currently, floating dock structures mainly include combinations of steel pontoons and steel frame panels, concrete pontoons or large pontoons, modular floating platforms, and a small number of honeycomb-shaped floating body designs borrowed from other fields.

[0003] Steel pontoon structures have mature technology and high load-bearing capacity, but they are susceptible to seawater corrosion, have high maintenance costs, and limited service life. Concrete pontoons have good durability, but they are heavy, difficult to transport and install, have high requirements for construction equipment and site conditions, and lack flexibility.

[0004] Modular floating platforms (such as those with internal foam or pontoon filling) improve structural lightweighting and wave resistance to some extent, but the connection nodes between modules are often weak points. Under long-term wave loads or the impact of ship berthing, stress concentration can easily occur at these nodes, reducing overall reliability. In addition, the internal filling materials are mostly non-load-bearing, making it difficult to effectively participate in the overall stress distribution and contributing little to bearing concentrated loads, mooring forces, and structural stiffness.

[0005] While some honeycomb-shaped floating body designs (such as photovoltaic platform applications) offer advantages in modularity and lightweighting, these designs are not optimized for the specific operating conditions of floating docks, making it difficult to meet the requirements of floating docks under special conditions such as concentrated loads, mooring forces, impacts, and wave energy dissipation. Insufficient local stiffness and limited structural stability make it difficult to guarantee long-term reliability in seawater corrosion environments. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of existing floating docks in balancing lightweight and structural stability, and to provide a floating dock structure based on honeycomb foam concrete filling and its construction method.

[0007] In a first aspect, the present invention provides a floating dock structure based on honeycomb-shaped foamed concrete filling, comprising:

[0008] A number of sequentially spliced ​​pontoon units are provided with a top-open connecting well inside the docking end of each pontoon unit, and a connecting flange is provided on the docking end face of each pontoon unit. The connecting flanges of two adjacent pontoon units are connected by a prestressed rigid connecting component and sealed by a three-level sealing system. The prestressed rigid connection component includes: Connecting sleeves are pre-embedded in the end concrete of two adjacent pontoon units; A prestressed screw is located between two adjacent connecting flanges, and its two ends are respectively connected to the adjacent connecting sleeves; A locking screw is connected to one end of the connecting sleeve facing away from the prestressed screw and extends through the wall of the float unit into the internal space of the connecting well; A locking nut is disposed inside the connecting well and screwed onto the end of the locking screw; The three-stage sealing system includes: a primary seal, a secondary seal, and a final seal; the primary seal is a waterstop strip embedded in the sealing groove of the connecting flange mating surface; the secondary seal is a sealant applied to the mating surface of the connecting flange; and the final seal is epoxy resin filled in the grouting cavity, which is formed by the primary seal surrounding adjacent connecting flanges.

[0009] The floating dock structure based on honeycomb foam concrete filling provided by this invention features lightweight pontoon units. For example, a honeycomb concrete skeleton combined with polymer foam filling achieves lightweighting of the pontoon units. Adjacent pontoon units are tightly "locked" together using a combination of prestressed screws, locking screws, and locking nuts. The introduction of prestress transforms the connection from loose contact to overall stress distribution, resulting in more uniform stress and effectively resisting fatigue failure caused by long-term wave loads. The design of the locking screws extending through the wall into the connection well not only facilitates installation and locking within the well but also provides a stable anchoring force, ensuring the connection does not fail under the impact of ship berthing.

[0010] A three-stage sealing system ensures reliable connections between adjacent pontoon units. Seawater erosion is the primary enemy of the floating dock. The initial seal, formed by the waterstop, provides physical barrier and initial water blocking. The sealant applied to the mating surfaces of the connecting flanges fills the gaps, preventing water seepage and forming a secondary seal. Finally, epoxy resin is pressurized and injected into the grouting cavity formed between the connecting flanges. After curing, it effectively isolates the internal threads and metal connectors from seawater erosion, ensuring reliable connections between adjacent pontoon units.

[0011] Preferably, the docking end faces of adjacent pontoon units are further provided with mutually cooperating guide and positioning structures; the guide and positioning structures include: a conical guide pin disposed on one of the pontoon units and a guide sleeve disposed on the other pontoon unit; the conical guide pin has a conical guide surface that gradually tapers toward the adjacent pontoon unit; the guide sleeve has a conical receiving cavity inside that cooperates with the conical guide pin.

[0012] The tapered guide pin has self-correcting capability. When docking the pontoons, even if there is an initial deviation between the two pontoons, as long as the tip of the guide pin enters the guide sleeve, the tapered surface will automatically guide the two pontoon units to the design center line as the pontoons move closer together. This greatly reduces the accuracy requirements of operators and lifting / traction equipment and improves work efficiency.

[0013] Preferably, the guide angle α of the tapered guide pin satisfies:

[0014] Wherein, 5°≤α≤7°, D1 is the diameter of the large end of the tapered guide pin; D2 is the diameter of the small end of the tapered guide pin; and H is the guide height of the tapered guide pin.

[0015] Through multiple field tests, the optimal guide angle α was selected to satisfy: 5°≤α≤7°, which can ensure that the guide positioning structure can reliably and automatically dock in the actual marine environment, while avoiding structural interference and wear failure.

[0016] In a second aspect, the present invention provides a construction method for a floating dock structure based on honeycomb foam concrete filling, used for constructing the aforementioned floating dock structure based on honeycomb foam concrete filling, comprising the following steps: S1. The template system for constructing the pontoon unit, with pre-embedded connecting sleeves and guide sleeves; S2. Pour foamed concrete into the formwork system constructed in S1 to form the outer shell of the floating box unit; S3. Fill the shell of the floating box unit formed by S2 construction with foam, install the docking flange, and install a tapered guide pin on any docking end face of two adjacent floating box units to be docked. S4. Tow the floating box unit to the construction area; S5. Install primary seals in the sealing grooves of the connecting flanges of two adjacent floating box units to be docked, and apply secondary sealing layers to the mating end faces of the connecting flanges. Move the adjacent floating box unit to be docked and insert the conical guide pin into the corresponding guide sleeve to achieve the initial positioning of the adjacent floating box unit; Install the prestressed bolts to connect the connecting sleeves of two adjacent pontoon units, and pass the locking bolts through the connecting well to connect with the connecting sleeves; tighten the locking nuts inside the connecting well to apply axial prestress F to the connecting flange. p F p Calculate and apply according to the following formula:

[0017] Among them, f ck A represents the standard value of concrete compressive strength. cη1 is the pressure-bearing area of ​​a single-sided connecting flange; η1 is the connection efficiency coefficient, taken as 0.85; n is the number of single-sided connection points; K s For safety, we take a factor of 1.8; The final sealing layer material is injected into the grouting cavity formed by the primary seal to complete the connection between adjacent pontoon units.

[0018] The construction method for a floating dock structure based on honeycomb foam concrete filling provided by this invention achieves structural weight reduction while maintaining excellent bending and shear resistance through the synergistic effect of honeycomb compartment structure (foam concrete shell) and lightweight foam filling, thus improving overall stability. The floating box unit adopts modular prefabrication and dry construction technology, which reduces offshore operation time, shortens the overall construction cycle, significantly reduces construction risks and costs, and reduces the interference of offshore operations on the marine ecology. By applying axial prestress F to the connecting flange p To limit the complexity of the connection, a connection efficiency coefficient η1 is introduced, with η1 preferably set to 0.85, fully considering the non-uniform pressure on the connection flange surface and installation errors. A safety factor K is also introduced. s And K is preferred s =1.8, which can improve the safety margin under marine dynamic environment (wave height, vibration, etc.). This prestressed F p The application of this method is more suitable for complex marine load conditions, and can significantly improve the sealing performance, fatigue resistance and overall safety of prestressed rigid connection components.

[0019] By pre-embedding guide sleeves at predetermined locations and installing conical guide pins, the guide pins and sleeves can be initially positioned by moving the pontoon, greatly reducing the time spent on repeated alignment on the water and improving construction efficiency.

[0020] Preferably, S1 includes the following steps: S11. Level and harden the foundation of the prefabrication yard, and set up concrete pouring and curing areas; S12. Polish the inner surface of the template of the floating box unit to a roughness Ra≤3.2μm; S13. Perform template positioning. Template installation accuracy control requirements: plane position deviation ±2mm, verticality deviation ≤1 / 1000, cross-sectional dimension deviation +1 / -2mm. S14. Pre-embed connecting sleeves and guide sleeves, with a positional accuracy of ±1mm for the connecting sleeves and guide sleeves.

[0021] By leveling and hardening the foundation, a stable mechanical support base is provided for the precise prefabrication of the pontoon unit, ensuring a stable construction environment and facilitating subsequent assembly operations. Strict control over the surface roughness of the template can significantly improve the smoothness of the molded concrete surface and reduce demolding defects; Precise positioning of the template can effectively ensure the interchangeability and assembly accuracy of structural components, providing a reliable foundation for subsequent modular connection; The positional accuracy of the connecting sleeve and guide sleeve is strictly controlled within ±1mm, ensuring the coaxiality of the connection interface and the reliability of assembly from the source, reducing on-site adjustment workload, and improving assembly efficiency and the sealing stability of the overall structure.

[0022] Preferably, S2 includes the following steps: Foamed concrete was poured in layers within the formwork system of S1 construction, with the pouring speed controlled at ≤1m / h. The water-cement ratio of the foamed concrete was 0.32~0.35, the foam addition amount was 18%~22%, and the compressive strength grade of the foamed concrete was LC30. The formula for controlling the vibration time t of the poured foamed concrete is as follows:

[0023] Where V is the volume of the foamed concrete; ρ c Where is the density of the foamed concrete; P is the vibration power; η2 is the efficiency coefficient, taken as 0.8; λ is the workability coefficient, taken as 1.0~1.2; After pouring, cover with a curing membrane to maintain concrete humidity ≥95%, forming the outer shell of the floating box unit.

[0024] By using layered pouring and strictly limiting the pouring speed, the breakage of air bubbles in the bottom layer of foamed concrete due to its own weight can be effectively avoided, ensuring the uniformity of density distribution. By using a low water-cement ratio and a specific amount of foam added, the compressive strength of the concrete reaches the LC30 level while ensuring lightweighting, breaking through the limitation of traditional filler materials being non-load-bearing, and enabling it to serve as a load-bearing shell. Through a scientific vibration time control formula, the precise matching of energy input and material properties is achieved, ensuring the density of the concrete while preventing foam delamination or breakage caused by over-vibration. Finally, high humidity curing effectively avoids shrinkage cracks in the foamed concrete, improving the overall impermeability of the shell and laying a solid material foundation for the long-term service of the floating box unit in marine environments.

[0025] Preferably, S3 includes the following steps: S31. After the strength of the foamed concrete poured in S2 reaches ≥15MPa, polyurethane foam gradient density filling is carried out, and its density distribution satisfies:

[0026] Where ρ0 = 200 kg / m 3 k=0.5kg / m 3 ~0.8kg / m 3x is the vertical distance from the foam filling point to the neutral axis of the pontoon unit section; The polyurethane foam filling pressure should be controlled at 0.15 MPa to 0.25 MPa. S32. Install connecting flanges on the docking end faces of the pontoon units. The flatness of the connecting flanges shall be ≤0.5mm, the width tolerance of the sealing groove of the connecting flanges shall be +0.1 / -0mm, and the depth tolerance shall meet ±0.05mm. Install tapered guide pins on any docking end face of two adjacent pontoon units to be docked.

[0027] By introducing a gradient density filling scheme for polyurethane foam, a gradient distribution of lightweight interior and relatively dense exterior can be achieved, effectively reducing the overall weight of the pontoon unit by approximately 15-20% and improving buoyancy utilization. The outer high-density foam has higher compressive strength and water intrusion resistance, significantly enhancing impact resistance and impermeability. The gradient density structure optimizes the stress state of the pontoon, making its stress distribution more uniform under wave loads and reducing interface stress concentration. It can also act as a thermal buffer under temperature changes, improving long-term service stability. Setting a controlled filling pressure ensures that the foam material fully fills all corners of the hull while avoiding excessive pressure that could lead to structural deformation or local cracking, thus balancing construction controllability and molding integrity.

[0028] By imposing high precision requirements on the flatness of the connecting flange and the tolerance of the sealing groove, the potential for leakage is eliminated from the mechanical fit level, ensuring that the three-stage sealing system can achieve uniform compression compensation under prestress, and constructing a stable connection system that is reinforced by internal non-uniform materials and external precision physical barrier.

[0029] Preferably, S4 includes the following steps: The towing is achieved using the buoyancy of the pontoon units themselves, with the pontoon units having a draft T. d control:

[0030] Where m is the mass of the pontoon unit; ρ w A is the density of seawater; w C is the surface area of ​​the waterline; t The towing coefficient is set to 1.1 to 1.3. The GPS-RTK positioning system was used to position the floating box unit. The horizontal positioning accuracy was ±1cm+1ppm, and the vertical positioning accuracy was ±2cm+1ppm. The towing speed of the pontoon unit is controlled at 4 to 6 knots, and the pontoon unit is towed to the construction water area.

[0031] By introducing a towing coefficient C t And C is preferred tThe draft ranges from 1.1 to 1.3, effectively offsetting the effects of wave-added mass and hydrodynamic drag during towing. Controlling the draft within a reasonable range avoids pitch resonance caused by the interaction between the pontoon bottom and wave crests, while ensuring the pontoon's pitch stability and maneuverability, reducing towing energy consumption and structural fatigue.

[0032] Using a GPS-RTK positioning system to achieve centimeter-level positioning accuracy can reduce the amount of manual correction at sea, avoid flange misalignment and prestressed off-center loading. The RTK differential technology can dynamically correct GPS errors in real time, ensuring that the deviation between the pontoon deployment position and the design coordinates is less than the allowable range, thereby improving overall assembly efficiency and safety.

[0033] Strictly limiting the towing speed to 4 to 6 knots can significantly reduce the swaying and additional drag caused by wave excitation of the float, and prevent micro-cracks from occurring at the structural connection parts due to repeated impacts. Actual sea state verification shows that within this speed range, the additional dynamic load of the foam concrete honeycomb float can be controlled within 30% of the static load, effectively improving the transportation safety factor.

[0034] Preferably, the shear bearing capacity V of the connection node between two adjacent floating box units after S5 connection is completed. u and bending stiffness K θ Satisfy the following formula:

[0035] Among them, A bearing A represents the concrete bearing area. s,v f is the total shear cross-sectional area of ​​the prestressed bolt; y The yield strength of the prestressed screw;

[0036] Among them, E C E represents the elastic modulus of concrete. S I represents the elastic modulus of steel. C I is the moment of inertia of the concrete section; S L is the moment of inertia of the steel section; γ is the stiffness reduction factor, taken as 0.75; c This is the calculated length of the connecting node.

[0037] By establishing a quantitative mechanical performance evaluation system, a scientific basis and guarantee are provided for the structural safety and service performance of floating dock connection nodes. This is achieved through the shear bearing capacity formula V... u The constraints take into account both the bearing capacity contribution of concrete and the shear resistance of prestressed bolts, ensuring that the nodes have sufficient safety reserves to prevent shear failure when subjected to extreme lateral impacts from ocean waves or pressure from ships berthing. Bending stiffness formula K θBy introducing a stiffness reduction factor γ and preferably γ=0.75, the actual stress state of the node under alternating wave bending moment can be accurately simulated, ensuring that the connection point has sufficient stiffness to maintain the flatness of the wharf plane and appropriate flexibility to absorb dynamic load energy.

[0038] By measuring the shear bearing capacity V of the connection node u and bending stiffness K θ By imposing limits, local cracking and leakage caused by sudden changes in stiffness or insufficient bearing capacity can be effectively avoided, ensuring the structural continuity and long-term reliability of the floating dock under complex dynamic environments.

[0039] Preferably, in step S5, before injecting the final sealing layer material into the grouting cavity, a sealing test of the grouting cavity is performed: Air tightness test: Inflate to 0.2MPa, hold pressure for 30 minutes, pressure drop ≤5%; Water tightness test: Inject water pressure to 0.3MPa, hold pressure for 1 hour, no leakage.

[0040] By conducting a sealing test on the grouting cavity, the integrity of the primary seal and the uniformity of the interface stress distribution can be detected, simulating the actual seawater static pressure conditions, ensuring no leakage under operating conditions, and avoiding potential water seepage risks later.

[0041] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention provides a floating dock structure based on honeycomb-shaped foamed concrete filling. Adjacent floating box units are tightly "locked" together through a combination of prestressed bolts, locking bolts, and locking nuts. The introduction of prestress transforms the loose contact at the connection point into a unified stress distribution, resulting in more uniform stress and effectively resisting fatigue failure caused by long-term wave loads. The design of the locking bolts extending through the wall into the connection well not only facilitates construction and installation (locking operations can be completed within the well) but also provides a stable anchoring force, ensuring that the connection does not fail under the impact of ship berthing. 2. This invention provides a floating dock structure based on honeycomb-shaped foamed concrete filling, which ensures the reliability of the connection between adjacent pontoon units through a three-stage sealing system. Seawater erosion is the number one enemy of the floating dock. The primary seal formed by the waterstop achieves physical barrier and initially blocks water; the sealant applied to the mating surfaces of the connecting flanges fills the gaps and prevents water seepage, forming a secondary seal; finally, epoxy resin is pressurized and injected into the grouting cavity formed between the connecting flanges. After curing, it effectively isolates the internal threads and metal connectors from seawater erosion, ensuring the reliability of the connection between adjacent pontoon units. 3. This invention provides a construction method for a floating dock structure based on honeycomb-shaped foamed concrete filling. Through the synergistic effect of the honeycomb-shaped compartment structure (foamed concrete shell) and lightweight foam filling, the structural weight is reduced while maintaining excellent bending and shear resistance, and the overall stability is improved. The floating box unit adopts modular prefabrication and dry construction technology, which reduces the time spent at sea, shortens the overall construction cycle, significantly reduces construction risks and costs, and reduces the interference of offshore operations on the marine ecology. 4. This invention provides a construction method for a floating dock structure based on honeycomb foam concrete filling, by applying axial prestress F to the connecting flange. p To limit the complexity of the connection, a connection efficiency coefficient η1 is introduced, with η1 preferably set to 0.85, fully considering the non-uniform pressure on the connection flange surface and installation errors. A safety factor K is also introduced. s And K is preferred s =1.8, which can improve the safety margin under marine dynamic environment (wave height, vibration, etc.). This prestressed F p The application of this method is more suitable for complex marine load conditions, and can significantly improve the sealing performance, fatigue resistance, and overall safety of prestressed rigid connection components. By pre-embedding guide sleeves at predetermined positions and cooperating with installed conical guide pins, the guide pins and sleeves can be initially positioned by moving the pontoon, which greatly reduces the time spent on repeated alignment on the water and improves construction efficiency. Attached Figure Description

[0042] Figure 1 A schematic diagram of a floating dock structure based on honeycomb foam concrete filling; Figure 2 for Figure 1 Enlarged diagram of section A in the middle; Figure 3 A partial schematic diagram of the guiding and positioning structure.

[0043] Marked in the image: 1-Connecting flange, 21-Connecting sleeve, 22-Prestressed screw, 23-Locking screw, 24-Locking nut, 31-Primary seal, 32-Ultimate seal, 41-Conical guide pin, 42-Guide sleeve, 100-Float unit, 101-Connecting well. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0045] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of the present invention is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the present invention or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on the present invention.

[0046] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but that it can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0047] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0048] Furthermore, in the description of the embodiments of the present invention, "several", "more than", and "a number of" represent at least two. The number can be any number, such as 2, 3, 4, 5, 6, 7, 8, or 9, and can even exceed nine.

[0049] Furthermore, in the description of the technical solution of this invention, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "provided with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0050] Example 1 like Figures 1-3 As shown, this embodiment provides a floating dock structure based on honeycomb foamed concrete filling, specifically including: A number of sequentially spliced ​​floating box units 100, in this embodiment, the floating box unit 100 can adopt a honeycomb hexagonal foam concrete skeleton combined with a polymer foam filling structure, which can achieve a lightweight floating box unit 100.

[0051] like Figure 1 As shown, the docking end of the float unit 100 is provided with a top-opening connecting well 101, and the docking end face of the float unit 100 is provided with a connecting flange 1. The connecting flanges 1 of two adjacent float units 100 are connected by a prestressed rigid connecting component and sealed by a three-level sealing system. The prestressed rigid connection components include: connecting sleeves 21, which are pre-embedded in the end concrete of two adjacent floating box units 100; and prestressed screws 22, which are located between two adjacent connecting flanges 1. Specifically, the prestressed screws 22 can be M30 high-strength double-threaded rods with a yield strength ≥800MPa, and both ends are connected to the adjacent connecting sleeves 21 (e.g., ...). Figure 2 The right end of the prestressed screw 22 is connected to the left end of the connecting sleeve 21; the locking screw 23 is connected to the end of the connecting sleeve 21 facing away from the prestressed screw 22 (e.g., Figure 2 The locking screw 23 is connected to the right end of the connecting sleeve 21 and extends through the wall of the float unit 100 into the internal space of the connecting well 101. The locking nut 24 is located inside the connecting well 101 and screwed onto the end of the locking screw 23. A pad is provided between the locking nut 24 and the inner wall of the connecting well 101 to distribute the compressive stress. In use, by tightening the locking nut 24 inside the connecting well 101, the tension is transmitted to the prestressed screw 22 through the locking screw 23 and the connecting sleeve 21, thereby applying axial prestress between the mating end faces of two adjacent float units 100, so that the connecting flange 1 is rigidly fastened and the three-stage sealing system is compressed.

[0052] The three-level sealing system includes: a primary seal 31, a secondary seal layer and a final seal layer 32; the primary seal 31 is a waterstop strip embedded in the sealing groove of the mating surface of the connecting flange 1, specifically a water-swellable neoprene rubber waterstop strip with a cross-sectional size of 30mm×20mm, an expansion rate ≥250%, and a compression set ≤15%.

[0053] The secondary sealing layer is a sealant applied to the mating surface of the connecting flange 1, specifically a polyurethane sealant with a tensile strength ≥3.0MPa and an elongation at break ≥400%.

[0054] The final sealing layer 32 is epoxy resin filled in the grouting cavity. Its fluidity is 150±20 mm and its water pressure resistance is ≥0.8 MPa. The grouting cavity is formed by the primary sealing element 31 enclosing the adjacent connecting flanges 1.

[0055] Furthermore, the mating end faces of adjacent pontoon units 100 are also provided with mutually cooperating guide and positioning structures; the guide and positioning structures include: a tapered guide pin 41 disposed on one of the pontoon units 100 and a guide sleeve 42 disposed on the other pontoon unit 100. Specifically, the guide and positioning structures can be disposed on the outer periphery of the connecting flange 1, and at least two guide and positioning structures are symmetrically disposed on each mating end face. Figure 3 As shown, the tapered guide pin 41 has a tapered guide surface that gradually tapers towards the adjacent float unit 100; the guide sleeve 42 has a tapered receiving cavity that mates with the tapered guide pin 41. In use, the adjacent float unit 100 is moved so that the small end of the tapered guide pin 41 cuts into the corresponding guide sleeve 42; the coaxial alignment of the two units is achieved by utilizing the sliding fit between the tapered guide surface and the tapered receiving cavity.

[0056] The tapered guide pin 41 has self-correcting capability. When docking the pontoons, even if there is a deviation in the initial position of the two pontoons, as long as the tip of the guide pin enters the guide sleeve 42, the tapered surface will automatically guide the two pontoon units 100 to the design center line as the pontoons move closer. This greatly reduces the accuracy requirements of operators and lifting / traction equipment and improves work efficiency.

[0057] Furthermore, such as Figure 3 As shown, the guide angle α of the tapered guide pin 41 satisfies:

[0058] Wherein, 5°≤α≤7°, D1 is the diameter of the large end of the tapered guide pin 41; D2 is the diameter of the small end of the tapered guide pin 41; and H is the guide height of the tapered guide pin 41. Through multiple field tests, the optimal guide angle α satisfies: 5°≤α≤7°, which ensures that the guide positioning structure can reliably and automatically dock in the actual marine environment, while avoiding structural interference and wear failure.

[0059] The floating dock structure based on honeycomb foam concrete filling provided in this embodiment uses a combination of prestressed screws 22, locking screws 23, and locking nuts 24 to tightly "lock" adjacent pontoon units 100. The introduction of prestress transforms the connection from loose contact to overall stress distribution, resulting in more uniform stress and effectively resisting fatigue failure caused by long-term wave loads. The design of the locking screws 23 extending through the wall into the connection well 101 not only facilitates construction and installation (locking operations can be completed inside the well) but also provides a stable anchoring force, ensuring that the connection does not fail under the impact of ship berthing.

[0060] A three-stage sealing system ensures the reliability of the connection between adjacent pontoon units 100. Seawater erosion is the primary enemy of the floating dock. The primary seal formed by the waterstop provides physical barrier and initial water blocking. The sealant applied to the mating surfaces of the connecting flanges 1 fills the gaps and prevents water seepage, forming a secondary seal. Finally, epoxy resin is pressurized and injected into the grouting cavity formed between the connecting flanges 1. After curing, it effectively isolates the internal threads and metal connectors from seawater erosion, ensuring the reliability of the connection between adjacent pontoon units 100.

[0061] Example 2 This embodiment provides a construction method for a floating dock structure based on honeycomb foamed concrete filling, used for constructing the floating dock structure based on honeycomb foamed concrete filling provided in Embodiment 1, including the following steps: S1. A template system for constructing the floating box unit 100 is used to pre-embed connecting sleeves 21 and guide sleeves 42.

[0062] Specifically, S1 includes the following steps: S11. Level and harden the foundation of the prefabrication yard on land, and set up concrete pouring and curing areas. By leveling and hardening the foundation, a stable mechanical support foundation is provided for the precise prefabrication of the floating box unit 100, ensuring a stable construction environment and facilitating subsequent assembly operations.

[0063] S12. Install the combined steel formwork system for the floating box unit 100, and polish the inner surface of the formwork of the floating box unit 100 to a roughness Ra≤3.2μm. Strict control of the surface roughness of the formwork can significantly improve the smoothness of the molded concrete surface and reduce demolding defects.

[0064] S13. A total station is used for template positioning. The template installation accuracy control requirements are: plane position deviation ±2mm, verticality deviation ≤1 / 1000, and cross-sectional dimension deviation +1 / -2mm. Precise template positioning can effectively ensure the interchangeability and assembly accuracy of structural components, providing a reliable foundation for subsequent modular connection.

[0065] S14. Pre-embed connecting sleeve 21 and guide sleeve 42, with a positional accuracy of ±1mm. Strictly controlling the positional accuracy of connecting sleeve 21 and guide sleeve 42 within ±1mm ensures the coaxiality of the connection interface and assembly reliability from the source, reduces on-site adjustment workload, and improves assembly efficiency and the sealing stability of the overall structure.

[0066] S2. Pour foamed concrete into the formwork system constructed in S1 to form the outer shell of the floating box unit 100.

[0067] Specifically, S2 includes the following steps: Foamed concrete was poured in layers within the formwork system of S1 construction, with the pouring speed controlled to ≤1m / h. The water-cement ratio of the foamed concrete was 0.32~0.35, the foam content was 18%~22%, and the compressive strength grade of the foamed concrete was LC30. By pouring in layers and strictly limiting the pouring speed, the breakage of air bubbles in the bottom layer of the foamed concrete due to its own weight can be effectively avoided, ensuring the uniformity of density distribution. By using a low water-cement ratio and a specific amount of foam, the compressive strength of the concrete reaches the LC30 grade while ensuring lightweight construction. This overcomes the limitation of traditional infill materials being non-load-bearing, enabling it to serve as a load-bearing shell.

[0068] The formula for controlling the vibration time t of the poured foamed concrete is as follows:

[0069] Where V is the volume of the foamed concrete; ρ c Where ρ is the density of the foamed concrete; P is the vibration power; η2 is the efficiency coefficient, taken as 0.8; λ is the workability coefficient, taken as 1.0~1.2; after pouring, a curing film is covered to maintain the concrete humidity ≥95%, forming the outer shell of the floating box unit 100. Through a scientific vibration time control formula, the precise matching of energy input and material properties is achieved, ensuring the density of the concrete while preventing foam delamination or cracking caused by over-vibration; finally, high humidity curing effectively avoids shrinkage cracks in the foamed concrete, improves the overall impermeability of the outer shell, and lays a solid material foundation for the long-term service of the floating box unit 100 in the marine environment.

[0070] S3. Fill the shell of the floating box unit 100 formed by construction in S2 with foam, install the docking flange 1, and install the tapered guide pin 41 on any docking end face of two adjacent floating box units 100 to be docked.

[0071] Specifically, S3 includes the following steps: S31. After the strength of the foamed concrete poured in S2 reaches ≥15MPa, a gradient density filling of foam (polyurethane foam) is carried out, and its density distribution satisfies:

[0072] Where ρ0 = 200 kg / m 3 k=0.5kg / m 3 ~0.8kg / m 3 x is the vertical distance from the foam filling point to the neutral axis of the 100 section of the floating box unit; the polyurethane foam filling pressure is controlled to be 0.15MPa~0.25MPa.

[0073] After the foam filling is completed, a sealing process is carried out to ensure the airtightness and buoyancy stability of the compartment and prevent water seepage and bubble leakage during long-term service.

[0074] By introducing a gradient density filling scheme for polyurethane foam, a gradient distribution of lightweight interior and relatively dense exterior can be achieved, effectively reducing the overall weight of the pontoon unit 100 by approximately 15-20% and improving buoyancy utilization. The outer high-density foam has higher compressive strength and water intrusion resistance, significantly enhancing impact resistance and impermeability. The gradient density structure optimizes the stress state of the pontoon, making its stress distribution more uniform under wave loads and reducing interface stress concentration. It can also act as a thermal buffer under temperature changes, improving long-term service stability. Setting a controlled filling pressure ensures that the foam material fully fills all corners of the hull while avoiding excessive pressure that could lead to structural deformation or local cracking, thus balancing construction controllability and molding integrity.

[0075] S32. A connecting flange 1 is installed on the mating end face of the pontoon unit 100. The surface of the connecting flange 1 can be precision machined using a CNC milling machine to control the flatness to ≤0.5mm, ensuring that adjacent pontoon flange faces can form a uniform contact surface during mating, reducing local gaps, and ensuring uniform stress on the sealing material. The sealing groove width tolerance of the connecting flange 1 is +0.1 / -0mm, and the depth tolerance meets ±0.05mm, ensuring uniform compression of the sealing strip, thereby improving the durability and impermeability of the sealing system under repeated wave loads. An anti-corrosion coating with a thickness ≥500μm can also be applied to the surface of the connecting flange 1. This can significantly enhance its corrosion resistance life in marine high salt spray, humid heat, and ultraviolet radiation environments, extending its service life by more than 30%, while also ensuring compatibility with the secondary sealing layer sealing material and preventing interface peeling. A tapered guide pin 41 is installed on either mating end face of two adjacent pontoon units 100 to be mated.

[0076] By imposing high precision requirements on the flatness of the connecting flange 1 and the tolerance of the sealing groove, the potential for leakage is eliminated from the mechanical fit level, ensuring that the three-stage sealing system can achieve uniform compression compensation under prestress, and constructing a stable connection system that is reinforced by internal non-uniform materials and external precision physical barrier.

[0077] S4. Tow the pontoon unit 100 to the construction area.

[0078] Specifically, S4 includes the following steps: Towing is achieved using the buoyancy of the float unit 100 itself, with a draft T of the float unit 100. d control:

[0079] Where m is the mass of the float unit 100; ρ w A is the density of seawater;w C is the surface area of ​​the waterline; t Let C be the towing coefficient, ranging from 1.1 to 1.3. This is achieved by introducing the towing coefficient C. t And C is preferred t The draft ranges from 1.1 to 1.3, effectively offsetting the effects of wave-added mass and hydrodynamic drag during towing. Controlling the draft within a reasonable range avoids pitch resonance caused by the interaction between the pontoon bottom and wave crests, while ensuring the pontoon's pitch stability and maneuverability, reducing towing energy consumption and structural fatigue.

[0080] The GPS-RTK positioning system was used to position the pontoon unit 100, achieving a horizontal positioning accuracy of ±1cm + 1ppm and a vertical positioning accuracy of ±2cm + 1ppm. This centimeter-level positioning accuracy reduces the need for manual corrections at sea, avoids flange misalignment and prestressed uneven loading, and utilizes RTK differential technology to dynamically correct GPS errors in real time, ensuring that the pontoon deployment position deviates from the design coordinates within the allowable range, thus improving overall assembly efficiency and safety.

[0081] The towing speed of the pontoon unit 100 is controlled at 4 to 6 knots to tow it to the construction area. Strictly limiting the towing speed to 4 to 6 knots can significantly reduce the swaying and additional drag caused by wave excitation of the pontoon, and prevent micro-cracks from occurring at the structural connection parts due to repeated impacts. Actual sea state verification shows that within this speed range, the additional dynamic load of the foam concrete honeycomb pontoon can be controlled within 30% of the static load, effectively improving the transportation safety factor.

[0082] S5. A primary seal 31 is installed in the sealing groove of the connecting flange 1 of two adjacent floating box units 100 to be docked, and a secondary sealing layer is applied to the docking end face of the connecting flange 1.

[0083] The adjacent floating pontoon unit 100 to be docked is moved using a hydraulic synchronous docking system, with the docking speed controlled at 5-10 cm / min. Within this speed range, sufficient operational stability is ensured while preventing uneven deformation of the rubber sealing strip due to instantaneous compression of the sealing surface, thus ensuring a smooth and reliable flange docking. The tapered guide pin 41 is inserted into the corresponding guide sleeve 42 to achieve initial positioning of the adjacent floating pontoon unit 100. Laser ranging monitoring can be used during the insertion of the tapered guide pin 41, with a deviation alarm value of ±2 mm, ensuring the coaxiality of the docking holes, improving the accuracy of repeated assembly of the guiding system, and effectively reducing the risks of underwater manual intervention and submersible operations.

[0084] Install the prestressed screw 22 to connect the connecting sleeves 21 of two adjacent float units 100, and pass the locking screw 23 through the connecting well 101 to connect it to the connecting sleeve 21. Tighten the locking nut 24 inside the connecting well 101 to apply axial prestress F to the connecting flange 1. p F p Calculate and apply according to the following formula:

[0085] Among them, f ck A represents the standard value of concrete compressive strength. c η1 is the pressure-bearing area of ​​a single-sided connecting flange 1; η1 is the connection efficiency coefficient, taken as 0.85; n is the number of single-sided connection points; K s For safety, we set it to 1.8.

[0086] Specifically, the prestressed bolts 22 are tensioned using a hydraulic synchronization system. The tensioning sequence is: first the center, then the perimeter, to ensure that the tension force is evenly distributed from the inside out, avoiding localized stress concentration and flange warping. Tensioning is performed in three stages: 50% → 80% → 100%, gradually releasing residual stress at the interface, stabilizing the compression ratio of the sealing strip, improving the stress uniformity and long-term sealing performance of the connection system. The hydraulic synchronization system ensures consistent force distribution on each bolt, preventing uneven bolt loading.

[0087] The tension control accuracy of the prestressed bolts 22 is ±2%, ensuring minimal difference in tension between each bolt. This achieves uniform stress distribution across the flange interface, preventing uneven compression of the sealing strip or fatigue damage to the contact surface caused by preload deviation. This level of accuracy significantly extends the fatigue life of the connection joint and improves the overall structural stability.

[0088] After docking, a sealing test is performed on the grouting cavity: air tightness test: inflation pressure to 0.2MPa, pressure held for 30 minutes, pressure drop ≤5%; water tightness test: water injection pressure to 0.3MPa, pressure held for 1 hour, no leakage. By performing a sealing test on the grouting cavity, the integrity of the primary seal 31 and the uniformity of interface stress distribution can be detected, simulating actual seawater static pressure conditions, ensuring no leakage under operating conditions, and avoiding potential water seepage risks later.

[0089] The final sealing layer 32 material is injected into the grouting cavity formed by the primary seal 31, completing the connection between adjacent pontoon units 100. The shear bearing capacity V of the connection node between the two adjacent pontoon units 100 after connection is completed. u and bending stiffness K θ Satisfy the following formula:

[0090] Among them, A bearingThe concrete bearing area (can be calculated based on the actual contact area of ​​connecting flange 1); A s,v f is the total shear section area of ​​prestressed bolt 22; y The yield strength of the prestressed screw 22;

[0091] Among them, E C E represents the elastic modulus of concrete. S I represents the elastic modulus of steel. C I is the moment of inertia of the concrete section; S L is the moment of inertia of the steel section; γ is the stiffness reduction factor, taken as 0.75; c This is the calculated length of the connecting node.

[0092] By establishing a quantitative mechanical performance evaluation system, a scientific basis and guarantee are provided for the structural safety and service performance of floating dock connection nodes. This is achieved through the shear bearing capacity formula V... u The constraints take into account both the bearing capacity contribution of concrete and the shear resistance of prestressed bolts 22, ensuring that the joint has sufficient safety reserve to prevent shear failure when subjected to extreme lateral impacts from sea waves or pressure from ships berthing.

[0093] Bending stiffness formula K θ By introducing a stiffness reduction factor γ and preferably γ=0.75, the actual stress state of the node under alternating wave bending moment can be accurately simulated, ensuring that the connection point has sufficient stiffness to maintain the flatness of the wharf plane and appropriate flexibility to absorb dynamic load energy.

[0094] By limiting the shear bearing capacity Vu and bending stiffness Kθ of the connection nodes, local cracking and leakage caused by sudden changes in stiffness or insufficient bearing capacity are effectively avoided, ensuring the structural continuity and long-term reliability of the floating dock in complex dynamic environments.

[0095] Furthermore, quality inspection can be performed on the connection nodes between two adjacent floating box units 100 after the S5 connection is completed: Torque check: Perform a torque check on the lock nut 24. The torque value T must meet the following requirements: , Among them, K t The torque coefficient is set to 0.20; D is the diameter of the locking screw 23. Overall flatness inspection: Use a laser level to measure the surface of the pontoon unit 100, and control the flatness deviation to be ≤L / 500, where L is the length of the pontoon unit 100; Load test: Gradually load the load to 1.2 times the design load, measure the structural deformation, and the deflection value ≤ L / 400.

[0096] Furthermore, the entire construction process of the floating dock structure based on honeycomb foamed concrete filling provided in this embodiment can also incorporate ecological protection measures. For example, antifouling curtains can be installed during construction to control the spread of suspended matter to ≤50m. Low-noise construction equipment (such as low-speed, high-torque mixing systems for foamed concrete, screw or plunger grouting pumps, and bubble curtain systems) is used during construction to keep underwater noise below 160dB. Construction is conducted at sea to avoid the marine life breeding season, and seabed ecological restoration is carried out after construction is completed.

[0097] The construction method for the floating dock structure based on honeycomb foam concrete filling provided in this embodiment achieves structural weight reduction through the synergistic effect of honeycomb compartment structure (foam concrete shell) and lightweight foam filling, while maintaining excellent bending and shear resistance and improving overall stability. The floating box unit 100 adopts modular prefabrication and dry construction technology, which reduces the time spent at sea, shortens the overall construction cycle, significantly reduces construction risks and costs, and reduces the interference of offshore operations on the marine ecology. By applying axial prestress F to connecting flange 1 p To limit the process, a connection efficiency coefficient η1 is introduced, with η1=0.85 being preferred, fully considering the non-uniform pressure on the connecting flange face and installation errors. A safety factor K is also introduced. s And K is preferred s =1.8, which can improve the safety margin under marine dynamic environment (wave height, vibration, etc.). This prestressed F p The application of this method is more suitable for complex marine load conditions, and can significantly improve the sealing performance, fatigue resistance and overall safety of prestressed rigid connection components.

[0098] By pre-embedding a guide sleeve 42 at a predetermined position and installing a conical guide pin 41, the guide pin and the sleeve can be "preliminarily positioned" by moving the pontoon, which greatly reduces the time spent on repeated alignment on the water and improves construction efficiency.

[0099] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A floating dock structure based on honeycomb-shaped foamed concrete filling, characterized in that, include: A number of sequentially spliced ​​floating box units (100) are provided with a top-opening connecting well (101) inside the docking end of the floating box unit (100), and a connecting flange (1) is provided on the docking end face of the floating box unit (100). The connecting flanges (1) of two adjacent floating box units (100) are connected by a prestressed rigid connecting component and sealed by a three-level sealing system. The prestressed rigid connection component includes: Connecting sleeves (21) are pre-embedded in the end concrete of two adjacent floating box units (100); A prestressed screw (22) is located between two adjacent connecting flanges (1), and its two ends are respectively connected to the adjacent connecting sleeves (21); A locking screw (23) is connected to one end of the connecting sleeve (21) facing away from the prestressed screw (22) and extends through the wall of the float unit (100) into the internal space of the connecting well (101); A locking nut (24) is disposed in the connecting well (101) and screwed onto the end of the locking screw (23); The three-stage sealing system includes: a primary seal (31), a secondary seal layer, and a final seal layer (32); the primary seal (31) is a waterstop strip embedded in the sealing groove of the mating surface of the connecting flange (1); the secondary seal layer is a sealant applied to the mating surface of the connecting flange (1); the final seal layer (32) is epoxy resin filled in the grouting cavity, which is formed by the primary seal (31) enclosing the adjacent connecting flanges (1).

2. The floating dock structure based on honeycomb foamed concrete filling according to claim 1, characterized in that, The docking end faces of adjacent float units (100) are also provided with mutually cooperating guide positioning structures; the guide positioning structures include: a conical guide pin (41) provided on one of the float units (100) and a guide sleeve (42) provided on the other float unit (100); the conical guide pin (41) has a conical guide surface that gradually tapers toward the adjacent float unit (100); the guide sleeve (42) has a conical receiving cavity inside that cooperates with the conical guide pin (41).

3. A floating dock structure based on honeycomb foamed concrete filling according to claim 2, characterized in that, The guide angle α of the tapered guide pin (41) satisfies: Wherein, 5°≤α≤7°, D1 is the large end diameter of the tapered guide pin (41); D2 is the small end diameter of the tapered guide pin (41); and H is the guide height of the tapered guide pin (41).

4. A construction method for a floating dock structure based on honeycomb-shaped foamed concrete filling, characterized in that, The construction of a floating dock structure based on honeycomb foamed concrete filling as described in any of claims 2-3 includes the following steps: S1. A template system for constructing the floating box unit (100), with pre-embedded connecting sleeves (21) and guide sleeves (42). S2. Pour foamed concrete into the formwork system constructed in S1 to form the outer shell of the floating box unit (100); S3. Fill the shell of the floating box unit (100) formed by S2 construction with foam, install the docking flange (1), and install the tapered guide pin (41) on any docking end face of two adjacent floating box units (100) to be docked. S4. Tow the pontoon unit (100) to the construction area; S5. A primary seal (31) is installed in the sealing groove of the connecting flange (1) of two adjacent floating box units (100) to be docked, and a secondary seal is applied to the docking end face of the connecting flange (1). Move the adjacent floating box unit (100) to be docked and insert the conical guide pin (41) into the corresponding guide sleeve (42) to achieve the initial positioning of the adjacent floating box unit (100); Install the prestressed screw (22) to connect the connecting sleeve (21) of the two adjacent float units (100), and connect the locking screw (23) through the connecting well (101) to the connecting sleeve (21); tighten the locking nut (24) inside the connecting well (101) to apply axial prestress F to the connecting flange (1). p F p Calculate and apply according to the following formula: Among them, f ck A represents the standard value of concrete compressive strength. c For a single-sided connecting flange (1), the bearing area is η1, which is the connection efficiency coefficient, taken as 0.85; n is the number of single-sided connection points; K s For safety, we take a factor of 1.8; The final sealing layer (32) material is injected into the grouting cavity formed by the primary seal (31) to complete the connection of adjacent floating box units (100).

5. The construction method for a floating dock structure based on honeycomb foam concrete filling according to claim 4, characterized in that, S1 includes the following steps: S11. Level and harden the foundation of the prefabrication yard, and set up concrete pouring and curing areas; S12. Polish the inner surface of the template of the floating box unit (100) to a roughness Ra≤3.2μm; S13. Perform template positioning. Template installation accuracy control requirements: plane position deviation ±2mm, verticality deviation ≤1 / 1000, cross-sectional dimension deviation +1 / -2mm. S14. Pre-embed connecting sleeve (21) and guide sleeve (42), with the position accuracy of connecting sleeve (21) and guide sleeve (42) being ±1mm.

6. The construction method for a floating dock structure based on honeycomb foam concrete filling according to claim 4, characterized in that, S2 includes the following steps: Foamed concrete was poured in layers within the formwork system of S1 construction, with the pouring speed controlled at ≤1m / h. The water-cement ratio of the foamed concrete was 0.32~0.35, the foam addition amount was 18%~22%, and the compressive strength grade of the foamed concrete was LC30. The formula for controlling the vibration time t of the poured foamed concrete is as follows: Where V is the volume of the foamed concrete; ρ c Where is the density of the foamed concrete; P is the vibration power; η2 is the efficiency coefficient, taken as 0.8; λ is the workability coefficient, taken as 1.0~1.2; After pouring, cover with a curing film to maintain concrete humidity ≥95% to form the outer shell of the floating box unit (100).

7. The construction method for a floating dock structure based on honeycomb foamed concrete filling according to claim 4, characterized in that, S3 includes the following steps: S31. After the strength of the foamed concrete poured in S2 reaches ≥15MPa, polyurethane foam gradient density filling is carried out, and its density distribution satisfies: Where ρ0 = 200 kg / m 3 k=0.5kg / m 3 ~0.8kg / m 3 x is the vertical distance from the foam filling point to the neutral axis of the cross section of the pontoon unit (100); The polyurethane foam filling pressure should be controlled at 0.15 MPa to 0.25 MPa. S32. Install a connecting flange (1) on the docking end face of the pontoon unit (100). The flatness of the connecting flange (1) is ≤0.5mm, the width tolerance of the sealing groove of the connecting flange (1) is +0.1 / -0mm, and the depth tolerance is ±0.05mm. Install a tapered guide pin (41) on any docking end face of two adjacent pontoon units (100) to be docked.

8. A construction method for a floating dock structure based on honeycomb foamed concrete filling according to claim 4, characterized in that, S4 includes the following steps: The towing is carried out using the buoyancy of the float unit (100), and the draft T of the float unit (100) is... d control: Where m is the mass of the pontoon unit (100); ρ w A is the density of seawater; w C is the surface area of ​​the waterline; t The towing coefficient is set to 1.1 to 1.

3. The floating box unit (100) was positioned using a GPS-RTK positioning system. The horizontal positioning accuracy was ±1cm+1ppm, and the vertical positioning accuracy was ±2cm+1ppm. The towing speed of the pontoon unit (100) is controlled at 4 to 6 knots, and the pontoon unit (100) is towed to the construction water area.

9. A construction method for a floating dock structure based on honeycomb foamed concrete filling according to claim 4, characterized in that, The shear bearing capacity V of the connection node between two adjacent floating box units (100) after S5 connection is completed. u and bending stiffness K θ Satisfy the following formula: Among them, A bearing A represents the concrete bearing area; s,v f is the total shear section area of ​​the prestressed bolt (22); y The yield strength of the prestressed screw (22) is given by the following value: Among them, E C E represents the elastic modulus of concrete. S I represents the elastic modulus of steel. C I is the moment of inertia of the concrete section; S L is the moment of inertia of the steel section; γ is the stiffness reduction factor, taken as 0.75; c This is the calculated length of the connecting node.

10. A construction method for a floating dock structure based on honeycomb-shaped foamed concrete filling according to claim 4, characterized in that, In S5, before injecting the final sealing layer (32) material into the grouting cavity, a sealing test of the grouting cavity is performed: Air tightness test: Inflate to 0.2MPa, hold pressure for 30 minutes, pressure drop ≤5%; Water tightness test: Inject water pressure to 0.3MPa, hold pressure for 1 hour, no leakage.

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