Method for balancing and docking of ship sections during lifting and joining

Abstract

The application discloses a ship section hoisting and closing balancing butt joint method, comprising the following steps: obtaining structure size data of a ship section to be hoisted, and performing allowance cutting and alignment mark setting on the ship section according to the structure size data; determining the barycenter position of the ship section, and designing the layout position of a lifting lug based on the barycenter position; determining the installation height parameter of a hoisting device; based on the barycenter position, the lifting lug layout position and the installation height parameter, the length of each sling is calculated and determined, so that the ship section can be kept in a horizontal balanced state in the hoisting process and butted to a preset closing position. The problems of non-horizontal ship section, long butt joint time and large safety risk in the ship section hoisting and closing process are solved.

Description

Technical Field

[0001] This invention relates to the field of ship hoisting technology, and in particular to a method for hoisting, assembling, and balancing ship sections. Background Technology

[0002] In shipbuilding, the segmented hoisting and assembly process commonly suffers from unevenness in the segments, leading to a series of problems such as prolonged assembly and docking time, frequent and excessive use of tools, and low installation efficiency. Ship segmented structures typically exhibit irregular shapes, complex and diverse alignments, significant differences in size and height, and a lack of uniformity. Furthermore, existing hoisting equipment has significant limitations, relying heavily on single-hook hoisting methods, which are ill-suited to the diverse shapes of segments. In addition, high-altitude cutting operations for segments are time-consuming and pose significant safety risks. Overall, the timeliness of segmented assembly is difficult to guarantee, safety protection measures face severe challenges, and construction progress and operational safety are seriously affected. Therefore, existing technologies urgently need improvement to address these issues. Summary of the Invention

[0003] To address the shortcomings of the existing technologies, this invention provides a method for balanced docking and assembling of ship sections during hoisting and assembly, thereby solving the problems of unevenness of sections, long docking time, and high safety risks during the hoisting and assembly process.

[0004] This invention is achieved using the following technical solution: A method for hoisting, assembling, and balancing ship sections includes the following steps: Obtain the structural dimension data of the ship section to be lifted, and perform margin cutting and alignment mark setting on the ship section according to the structural dimension data; Determine the center of gravity position of the ship section, and design the layout position of the lifting lugs based on the center of gravity position; Determine the installation height parameters of the hoisting equipment; Based on the center of gravity position, the layout position of the lifting lugs, and the installation height parameters, the length of each sling is calculated and determined so that the ship section maintains a horizontal balance during the lifting process and is connected to the preset closing position.

[0005] Furthermore, the acquisition of structural dimension data of ship sections specifically includes: re-measuring the assembly and alignment dimensions of the sections according to the theoretical dimensions on the drawings using a total station, so that the accuracy is within a controllable range.

[0006] Furthermore, after confirming that the segments have reached the theoretical frame dimensions through retesting, the remaining amount of the segments is cut off in advance, and the segment alignment marks are drawn using measuring instruments as a precision control benchmark.

[0007] Furthermore, the center of gravity position serves as the base point for balancing and adjusting the segmented hoisting. The number and layout of the lifting lugs are designed based on the center of gravity position to ensure that the segmented forces are balanced during the hoisting process.

[0008] Furthermore, the ship section can be any one of the bow section, midship section, stern section, or superstructure section, and the arrangement of the lifting lugs for different sections is designed according to the corresponding center of gravity position.

[0009] Furthermore, the installation height parameters of the hoisting equipment include the hook height and the hoisting clearance height, and the hoisting height can be analyzed based on the positioning elevation required for segmented docking.

[0010] Furthermore, the lengths of each sling are analyzed and calculated using graphical methods or right-angle trigonometric functions.

[0011] Furthermore, during the hoisting process, the spatial attitude of the ship sections is monitored in real time and compared with the preset equilibrium attitude. When the attitude deviation exceeds the set threshold, the controller sends a command to the electric sling adjustment device to automatically fine-tune the effective length of each sling until the ship section returns to a horizontal equilibrium state.

[0012] Furthermore, multiple attitude sensors are deployed on the ship sections to collect spatial attitude data of the ship sections in real time.

[0013] Furthermore, the attitude sensor is a tilt sensor or an inertial measurement unit, and the spatial attitude data includes pitch angle, roll angle, and yaw angle.

[0014] Compared with the prior art, the beneficial effects of the present invention include at least the following: This embodiment ensures the geometric accuracy of the segments from the outset through precise pre-measurement and cutting, resulting in high assembly accuracy before hoisting. This reduces the need for high-altitude operations and on-site corrections, guaranteeing geometric precision from the source. Furthermore, by using the center of gravity as the baseline for hoisting balance adjustment and designing the placement of the lifting lugs accordingly, it ensures balanced force and stable posture of the segments during hoisting, effectively preventing segment misalignment. Moreover, through scientific calculation methods, the length of the slings can be accurately determined before hoisting, ensuring that the segments achieve horizontal balance from the initial stage of hoisting. This significantly improves hoisting efficiency and safety, effectively solving problems such as segment misalignment, long docking times, and high safety risks during ship segment hoisting and assembly, and significantly enhancing the efficiency, accuracy, and safety of hoisting and assembly. Attached Figure Description

[0015] Figure 1 This is a flowchart of the ship section hoisting, joining, and balancing docking method according to an embodiment of the present invention; Figure 2This is a perspective view of the bow section of an embodiment of the present invention; Figure 3 This is a perspective view of the midship section in an embodiment of the present invention; Figure 4 This is a perspective view of the stern section of an embodiment of the present invention; Figure 5 This is a schematic diagram of the cutting segmentation allowance in an embodiment of the present invention; Figure 6 This is a schematic diagram illustrating the re-measurement of the assembly and alignment dimensions of the segmented fabrication according to the theoretical dimensions shown in the drawings in an embodiment of the present invention; Figure 7 This is one of the schematic diagrams of marking segment alignment lines on ship sections according to an embodiment of the present invention; Figure 8 This is the second schematic diagram of marking the alignment lines on the ship sections according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the center of gravity position of a ship section according to an embodiment of the present invention; Detailed Implementation Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided to make the invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore repeated descriptions of them will be omitted.

[0016] The terms used to express position and direction in this invention are illustrated with the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of this invention.

[0017] refer to Figures 1-9 This invention provides a method for hoisting, assembling, and balancing ship sections, comprising the following steps: Obtain the structural dimension data of the ship section to be lifted, and perform margin cutting and alignment mark setting on the ship section according to the structural dimension data; Determine the center of gravity position of the ship section, and based on the center of gravity position, design the layout position of the lifting lugs and determine the installation height parameters of the lifting equipment; Based on the center of gravity position, the layout position of the lifting lugs, and the installation height parameters, the length of each sling is calculated and determined so that the ship section maintains a horizontal balance during the lifting process and is connected to the preset closing position.

[0018] In this embodiment, firstly, before hoisting the ship section, its structural dimensions need to be obtained. For example, the overall length, width, height, and key interface dimensions of the section can be accurately measured manually using a laser rangefinder and a large measuring tape, and all measurement data should be recorded. Simultaneously, the design drawings of the ship section should be consulted to obtain its theoretical dimensions and the reserved assembly allowance. Based on this data, the allowance of the ship section is cut. For example, a 20mm allowance is reserved at the assembly edge of the ship section; this is done manually by marking lines and then cutting with a plasma cutter to ensure that the cut dimensions basically match the theoretical dimensions. Subsequently, clear alignment marking lines are drawn on the mating surfaces of the sections using ink or paint as a reference for subsequent assembly.

[0019] Next, the center of gravity of the midship section is determined. Due to the complexity of the section structure, its center of gravity cannot be simply determined by its geometric center. For example, the precise coordinates of the center of gravity of the section can be calculated by placing the section on multiple load cells and using the sensor readings. Based on this center of gravity location, the layout of the lifting lugs is designed. For example, if the center of gravity is biased to one side, six lifting lugs are placed near the center of gravity and at the four corners of the section. The spacing of the lifting lugs closest to the center of gravity is adjusted appropriately to ensure that the section is subjected to uniform force during lifting.

[0020] Next, the installation height parameters of the hoisting equipment are determined. Assuming a gantry crane is used on site, with a maximum hook lifting height of 50 meters, the hook installation height is determined to be 30 meters based on the segment dimensions and the final closing height requirements, ensuring sufficient clearance between the segments and surrounding obstacles during hoisting.

[0021] Finally, based on the determined center of gravity position, lifting lug layout, and installation height parameters of the lifting equipment, the length of each sling is calculated and determined. For example, using 3D modeling software, the geometric relationships of the segment, lifting lugs, hooks, and slings are simulated. By inputting the center of gravity coordinates, lifting lug coordinates, and hook height, the software automatically calculates the theoretical length of the sling connecting each lifting lug. These calculation results are used to guide the preset length adjustment of the slings. During actual lifting, the six slings are precisely adjusted according to these calculated lengths to ensure that the segment remains horizontally balanced when lifted. In this way, the ship segment is smoothly lifted to the preset joining position and precisely docked with the hull structure.

[0022] Using the above method, the ship sections remained level throughout the hoisting process, avoiding the repeated adjustments and docking difficulties caused by non-level sections in traditional methods, and significantly improving the efficiency and safety of the assembly.

[0023] Compared to traditional methods that rely on experience or rough measurements for segmented hoisting, this embodiment ensures the geometric accuracy of the segments from the source through precise pre-measurement and cutting. This results in high assembly accuracy of the segments before hoisting, reducing the need for high-altitude operations and on-site corrections, and guaranteeing the geometric accuracy of the segments from the source.

[0024] Furthermore, this embodiment uses the center of gravity as the baseline for hoisting balance adjustment and designs the layout of the lifting lugs accordingly. In traditional methods, if the lifting lug layout is unreasonable, the segments are prone to tilting or twisting during hoisting, requiring a significant amount of time for attitude adjustment, and may even lead to uneven stress and deformation of the segments. This embodiment ensures balanced stress and stable attitude of the segments during hoisting by calculating the center of gravity and optimizing the lifting lug layout, thus effectively avoiding the problem of segments not being level. Moreover, this embodiment accurately calculates the length of each sling by determining the installation height parameters of the hoisting equipment and combining the center of gravity position and lifting lug layout. In traditional methods, errors in sling length may cause the segments to tilt significantly at the moment of hoisting, increasing operational difficulty and posing safety risks. This embodiment, through scientific calculation methods, allows the sling length to be accurately determined before hoisting, ensuring that the segments achieve a horizontal balance in the early stages of hoisting, greatly improving hoisting efficiency and safety.

[0025] In summary, this embodiment, through its interconnected and collaborative approach—from controlling the dimensional accuracy of the segments, determining the center of gravity, optimizing the layout of the lifting lugs, to accurately calculating the length of the slings—effectively solves the technical problems of non-horizontal segments, long docking times, and high safety risks during the hoisting and assembly of ship segments, significantly improving the efficiency, accuracy, and safety of the hoisting and assembly process.

[0026] As a preferred embodiment, obtaining the structural dimension data of the ship sections specifically includes: re-measuring the assembly and alignment dimensions of the sections according to the theoretical dimensions on the drawings using a total station, so that the accuracy is within a controllable range.

[0027] In this embodiment, after the segment manufacturing is completed, a total station is used to accurately measure the key alignment dimensions of the segments. These measured data are then compared with the theoretical dimensions specified on the design drawings. Through this comparison and re-measurement mechanism, any deviations exceeding the preset tolerance range can be identified in a timely manner. This precise data acquisition method provides a reliable basis for subsequent allowance cutting, avoiding cutting errors caused by inaccurate original data, preventing over-cutting or under-cutting, and reducing rework and material waste. At the same time, the precise dimensional data also ensures the accuracy of the alignment mark setting, enabling the segments to be more accurately aligned with the preset positions during hoisting and assembly, significantly improving assembly accuracy and efficiency, and laying a solid foundation for achieving horizontal balance and smooth docking of the ship segments during the hoisting process.

[0028] As a preferred implementation, after retesting and confirming that the segments have reached the theoretical frame size, the remaining amount of the segments is cut off in advance, and the segment alignment marks are drawn with measuring instruments as a precision control benchmark.

[0029] In this embodiment, after re-measuring the alignment dimensions of the segmented fabrication and assembly using a total station and confirming that they meet the theoretical framework dimensions, it indicates that the overall geometric dimensions of the segment have met the design requirements. Based on this, the remaining allowance of the segment is precisely cut in advance, ensuring that the assembly edges of the segment reach the final theoretical dimensions before hoisting, avoiding errors and inefficiencies that may arise from on-site cutting. Simultaneously, clear alignment markings are drawn on the segment using high-precision measuring instruments. These markings, directly derived from the theoretical dimensions in the design drawings, provide an intuitive and reliable physical reference for subsequent hoisting and assembly. These markings serve as precision control benchmarks, enabling on-site operators to accurately determine the relative position and orientation of the segment in real time during hoisting and to make fine adjustments accordingly. This combination of pre-prepared physical preparation and precise measurement verification ensures that the segment possesses a high-precision geometric shape and clear alignment reference before hoisting and assembly, greatly improving the accuracy and efficiency of the assembly and reducing the complexity of on-site adjustments.

[0030] As a specific implementation method, after re-measuring the alignment dimensions of the ship sections using a total station and confirming that key dimensions (such as length, width, height, and angles at the interfaces) are within allowable tolerances and meet the theoretical framework dimensions, subsequent preparatory work can begin immediately. For example, the welding allowance reserved at the edge of the section can be precisely cut using a CNC plasma cutter or laser cutter to remove the allowance to the final dimensions required by the design. After cutting, a laser line projector or high-precision coordinate measuring machine can be used to accurately project or mark the pre-set alignment centerline, positioning points, or baselines from the design drawings onto the alignment surface of the section. These marking lines can be drawn using a wear-resistant scribing pen or inkjet printer to ensure they are clearly visible and not easily worn during hoisting, thus providing clear visual guidance for subsequent hoisting alignment.

[0031] In a preferred embodiment, the center of gravity position is used as the base point for sectional hoisting balance adjustment, and the number and layout of the lifting lugs are designed according to the center of gravity position to ensure that the sectional forces are balanced during the hoisting process.

[0032] In this embodiment, by establishing the center of gravity as the core reference point for segmented lifting balance adjustment, all lifting forces acting on the segments throughout the lifting operation can be precisely coordinated and managed with this center of gravity as the reference point. Based on this, the number and layout of the lifting lugs are carefully designed to ensure that the resultant force of the lifting forces passes precisely through the center of gravity of the segment, thereby achieving force balance in the segment during lifting. This design concept ensures that the segments do not exhibit unnecessary tilting or rotational tendencies during lifting, avoiding localized stress concentration and effectively preventing deformation or damage to the segmented structure during lifting. In this way, the stability and safety of the lifting process are significantly improved, creating favorable conditions for subsequent precise docking.

[0033] As a preferred embodiment, the ship section is any one of the bow section, midship section, stern section, or superstructure section, and the arrangement of the lifting lugs of different sections is designed according to the corresponding center of gravity position.

[0034] In this embodiment, in the aforementioned method for balancing and connecting ship sections during hoisting and assembly, to further improve the balance and safety of the hoisting, it is recognized that ship sections are not single homogeneous structures, but rather include various types such as bow sections, midship sections, stern sections, or superstructure sections, each with significantly different structural characteristics and weight distribution. Therefore, the solution in this application no longer adopts a uniform lifting lug design strategy, but instead calculates the corresponding center of gravity position for different regions of the ship sections. Based on the center of gravity positions of these specific sections, a customized lifting lug arrangement scheme is designed, including the number, position, and spacing of the lifting lugs. For example, for the superstructure section with a high center of gravity, the arrangement of the lifting lugs may focus more on providing lateral stability; while for the bow section with a forward center of gravity, the arrangement of the lifting lugs may be more inclined to counteract the forward tilting moment. This strategy of customizing the arrangement of lifting lugs based on the segment type and its corresponding center of gravity allows for more accurate calculation of the length of each sling to reflect the actual stress conditions. This ensures that, during the lifting process, regardless of the type of ship segment, horizontal balance can be maintained more effectively, and the segments can be precisely aligned to the preset joining position. In this way, the proposed solution better adapts to the diversity of ship segments, ensures balanced stress on each segment during lifting, and significantly improves the precision and reliability of the lifting operation.

[0035] In a preferred embodiment, the installation height parameters of the hoisting equipment include the hook height and the hoisting clearance height, and the hoisting height is analyzed based on the positioning elevation required for segmented docking.

[0036] In this embodiment, the installation height parameter of the lifting equipment refers to the key height dimensions used to guide the setting of lifting equipment (such as cranes, gantry cranes, etc.) during lifting operations. These parameters directly affect the spatial feasibility and accuracy of the lifting operation. This parameter may include the initial height of the hook, the extension height of the lifting boom, and the height of the lifting equipment base from the ground. It can also be the height of the highest or lowest point of the lifting equipment relative to a reference plane during operation. The hook height refers to the vertical distance between the highest point or a specific working point that the hook of the lifting equipment (e.g., a crane) can reach during lifting operations and a reference plane. This height can be calculated by measuring the extension angle and length of the crane boom and combining it with the crane's own structural parameters, or by real-time monitoring using a height sensor installed on the hook. The lifting clearance height refers to the minimum vertical distance between the top of the object being lifted (ship section) and the bottom of any overhead obstacle (such as a factory roof or other structural components) along the lifting path to ensure no collisions during lifting. The clearance height can be determined by spatial modeling of the lifting area using 3D scanning or a laser rangefinder to identify potential obstacles and calculate the minimum clearance. Alternatively, it can be determined manually in conjunction with design drawings to identify key obstacles on the lifting path, typically based on the ship's general assembly drawings and assembly requirements. This elevation can be determined based on baselines (e.g., baselines, deck lines) and the relative positions of sections given in the ship's general assembly drawings. It can also be determined by setting elevation benchmarks on the slipway or dry dock and measuring them using a level or laser rangefinder. Liftable height analysis refers to the process of assessing the feasibility of the lifting operation and how to adjust equipment parameters to meet the height requirements based on the performance parameters of the lifting equipment, the spatial constraints of the lifting area, and the required placement elevation of the sections. This analysis can be achieved by establishing a 3D simulation model of the lifting operation to simulate the lifting process, checking for interference or insufficient height, or by calculating the margin between the theoretical maximum lifting height of the lifting equipment and the required placement elevation of the sections, considering factors such as sling length and lifting equipment height.

[0037] This embodiment defines the installation height parameters of the lifting equipment as the hook height and the lifting clearance height, and introduces a step of analyzing the liftable height based on the required positioning elevation for segment docking. This makes the vertical space planning of the lifting operation more precise and accurate. When determining the installation height parameters of the lifting equipment, not only the maximum height the hook can reach is considered, but also the clearance limitations on the lifting path are fully taken into account, ensuring that the ship segments will not collide with any obstacles during the entire lifting process. Simultaneously, by comprehensively analyzing these parameters with the positioning elevation required for the final docking of the segments, it is possible to accurately assess whether the lifting equipment has the ability to lift the segments to the target height and to pre-identify potential issues of insufficient or excessive height. This detailed height analysis provides a more reliable vertical benchmark for subsequent calculations of the length of each sling, ensuring that the ship segments can be accurately and safely docked to the preset joining position while maintaining horizontal balance.

[0038] In a preferred embodiment, the length of each sling is analyzed and calculated using a graphical method or a right-angle trigonometric function method.

[0039] In this embodiment, the lengths of each sling are analyzed and calculated using either a graphical method or a right-angle trigonometric function method, which significantly improves the accuracy and reliability of sling length determination. This allows the ship sections to maintain a more stable horizontal balance during the lifting process, reducing the need for attitude adjustments due to inaccurate sling lengths, thereby improving lifting efficiency and docking accuracy. Furthermore, accurate sling length calculations also help optimize the lifting plan, reduce the risks of lifting operations, and ensure the safe and smooth docking of ship sections.

[0040] As a preferred implementation, the spatial attitude of the ship sections is detected in real time during the hoisting process and compared with the preset equilibrium attitude. When the attitude deviation exceeds the set threshold, the controller sends a command to the electric sling adjustment device to automatically fine-tune the effective length of each sling until the ship sections are restored to a horizontal equilibrium state.

[0041] In this embodiment, during the actual hoisting of ship sections, the system continuously monitors the spatial attitude of the ship sections in real time. This real-time attitude data is then sent to the controller for precise comparison with the pre-set ideal equilibrium attitude. Once the attitude of the ship section deviates from the preset equilibrium state and the deviation exceeds a preset allowable threshold, the controller responds immediately. Based on the magnitude and direction of the deviation, the controller intelligently calculates the necessary adjustments to each sling and issues precise commands to the corresponding electric sling adjustment devices. Upon receiving the commands, the electric sling adjustment devices automatically and precisely fine-tune the effective length of the slings they are connected to. Through this dynamic, closed-loop feedback control process, the attitude of the ship section can be continuously corrected until it returns to the preset horizontal equilibrium state. This process ensures that the ship section maintains high-precision balance and stability throughout the entire hoisting and docking process, effectively compensating for the shortcomings of relying solely on initial calculations and significantly improving the accuracy and safety of the hoisting operation.

[0042] For example, during the hoisting of ship sections, multiple attitude sensors can be deployed at the four corners or key locations of the sections to collect real-time spatial attitude data such as pitch and roll angles. These sensors transmit data wirelessly or via wired connection to a central controller, which can be an industrial-grade PLC or an industrial control computer equipped with dedicated control software. The controller internally presets the ideal horizontal attitude of the ship section (e.g., both pitch and roll angles are 0 degrees) and sets an allowable attitude deviation threshold, such as 0.05 degrees. When the controller receives real-time attitude data, it immediately compares it with the preset attitude. If any deviation exceeds 0.05 degrees, the controller calculates the required adjustment of the length of each sling based on the direction and magnitude of the deviation using a built-in control algorithm (such as a PID algorithm). Subsequently, the controller sends control signals to the electric hoists or winches connected to each sling, driving their motors to perform precise retraction and extension operations, thereby fine-tuning the effective length of each sling. For example, if a segment tilts forward, the controller will instruct the front sling to tighten slightly and the rear sling to loosen slightly until the segment returns to level. The entire adjustment process is continuous and automatic, ensuring that the segment remains within the set balance range throughout the hoisting process.

[0043] As a preferred implementation, multiple attitude sensors are deployed on the ship sections to collect the spatial attitude data of the ship sections in real time.

[0044] In this embodiment, a distributed attitude monitoring network is constructed by strategically deploying multiple attitude sensors on the ship sections. These sensors work together to synchronously acquire local attitude information of the ship sections from different positions and angles. By real-time acquisition, fusion, and processing of this multi-source data, high-precision spatial attitude data of the entire ship section can be obtained. This multi-sensor deployment not only improves the comprehensiveness and accuracy of attitude data acquisition and effectively avoids the impact of single sensor failures or local measurement errors on overall attitude judgment, but also provides a reliable data foundation for subsequent attitude deviation calculations and electric sling adjustments. This ensures that the ship sections can be accurately monitored and controlled during the hoisting process to maintain their horizontal balance and facilitate successful docking.

[0045] In a preferred embodiment, the attitude sensor is a tilt sensor or an inertial measurement unit, and the spatial attitude data includes pitch angle, roll angle, and yaw angle.

[0046] In this embodiment, multiple attitude sensors are deployed on the ship sections. These sensors can specifically be tilt sensors or inertial measurement units (IMUs). When tilt sensors are used, they can accurately measure the tilt angles of the ship sections in the pitch and roll directions. When IMUs are used, their integrated gyroscopes, accelerometers, and magnetometers provide more comprehensive information on angular velocity, linear acceleration, and geomagnetic field. By fusing this data through internal algorithms or external processors, the pitch, roll, and yaw angles of the ship sections can be calculated in real time. This precise and comprehensive spatial attitude data, including pitch, roll, and yaw angles, is collected in real time and transmitted to the controller. The controller accurately compares this real-time attitude data with a preset horizontal equilibrium attitude. Once a deviation of any attitude angle (pitch, roll, or yaw angle) is detected to exceed a set threshold, the controller can accurately determine the specific tilt direction and degree of the ship section in three-dimensional space based on this detailed attitude information. Based on this precise determination, the controller can issue fine-tuning commands to the electric sling adjustment device to automatically adjust the effective length of each sling. For example, if an excessive pitch angle is detected, the controller will instruct the corresponding slings to extend or retract to adjust the longitudinal balance of the segment; if the roll angle is excessive, the lateral slings will be adjusted. This precise feedback control based on comprehensive three-dimensional attitude data enables the ship segments to quickly and accurately restore and maintain horizontal balance during the hoisting process, thereby ensuring that they can be smoothly and accurately docked to the preset joining position.

[0047] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the invention without departing from the principles and spirit of the invention, and all such changes should fall within the protection scope of the claims of the present invention.

Claims

1. A method for the balanced docking and assembling of ship sections during hoisting, characterized in that, Includes the following steps: Obtain the structural dimension data of the ship section to be lifted, and perform margin cutting and alignment mark setting on the ship section according to the structural dimension data; Determine the center of gravity position of the ship section, and design the layout position of the lifting lugs based on the center of gravity position; Determine the installation height parameters of the hoisting equipment; Based on the center of gravity position, the layout position of the lifting lugs, and the installation height parameters, the length of each sling is calculated and determined so that the ship section maintains a horizontal balance during the lifting process and is connected to the preset closing position.

2. The method for hoisting, assembling, and balancing ship sections according to claim 1, characterized in that, The acquisition of structural dimension data of ship sections specifically includes: re-measuring the assembly and alignment dimensions of the sections according to the theoretical dimensions on the drawings using a total station, so that the accuracy is within a controllable range.

3. The method for hoisting, assembling, and balancing ship sections according to claim 2, characterized in that, After confirming that the segments have reached the theoretical frame dimensions through retesting, the remaining allowance for each segment is cut off in advance, and the alignment marks for each segment are drawn using measuring instruments as a precision control benchmark.

4. The method for hoisting, assembling, and balancing ship sections according to claim 1, characterized in that, The center of gravity position serves as the base point for balancing and adjusting the segmented hoisting. The number and layout of the lifting lugs are designed based on the center of gravity position to ensure that the segmented forces are balanced during the hoisting process.

5. The method for hoisting, assembling, and balancing ship sections according to claim 4, characterized in that, The ship section can be any one of the bow section, midship section, stern section, or superstructure section, and the arrangement of the lifting lugs for different sections is designed according to the corresponding center of gravity position.

6. The method for hoisting, assembling, and balancing ship sections according to claim 1, characterized in that, The installation height parameters of the hoisting equipment include the hook height and the hoisting clearance height. The hoisting height is analyzed based on the required positioning elevation for segmented docking.

7. The method for hoisting, assembling, and balancing ship sections according to claim 1, characterized in that, The lengths of each sling are analyzed and calculated using either graphical methods or right-angle trigonometric functions.

8. The method for hoisting, assembling, and balancing ship sections according to claim 1, characterized in that, During the hoisting process, the spatial attitude of the ship sections is monitored in real time and compared with the preset balance attitude. When the attitude deviation exceeds the set threshold, the controller sends a command to the electric sling adjustment device to automatically fine-tune the effective length of each sling until the ship section is restored to a horizontal balance state.

9. The method for hoisting, assembling, and balancing ship sections according to claim 8, characterized in that, Multiple attitude sensors are deployed on the ship sections to collect spatial attitude data of the ship sections in real time.

10. The method for hoisting, assembling, and balancing ship sections according to claim 9, characterized in that, The attitude sensor is a tilt sensor or an inertial measurement unit, and the spatial attitude data includes pitch angle, roll angle, and yaw angle.

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