Ship berthing component

Abstract

The utility model discloses a berthing component which comprises a bottom die, a first end socket template, a second end socket template, a first side template and a second side template, and the lower end of the first end socket template, the lower end of the second end socket template, the lower end of the first side template and the lower end of the second side template are all connected with the bottom die. One end of the first end socket template is connected with the end opening of the second side template, the other end of the first end socket template is connected with the end opening of the first side template, and the two ends of the inner side of the second end socket template are connected with the end opening of the first side template and the end opening of the second side template respectively. And the structural stress is clear. Ship impact force is completely borne by a berthing component, a front vertical panel of the caisson bears hydrostatic pressure caused by wave force, storage bin pressure and inner and outer water level difference, the ship impact force is always a control load under the condition that waves are not large, and therefore reinforcing bars of an outer vertical panel of the caisson can be reduced without considering the ship impact force.

Description

Technical Field

[0001] The utility model relates to the technical field of ship-berthing members, and particularly relates to a ship-berthing member. Background Art

[0002] The structural forms of wharves mainly include gravity wharves, high-piled wharves, sheet-pile wharves, slope wharves, floating wharves, etc. Among them, the gravity wharf maintains stability by its own weight, has a simple structure, is durable, and requires little maintenance;

[0003] The components of a conventional gravity wharf that bear the impact force and extrusion force of ships are mainly the breast wall. In recent years, the structure of gravity wharves has also been continuously innovating and progressing, from the structural form of caissons to the adjustment of the force-bearing structure of the wharf;

[0004] The technical research on large ship-berthing members of gravity wharves is an adjustment to the components of conventional gravity wharves that bear the impact force and squeezing force of ships, and also a new design concept introduced, an attempt for the structural form of the wharf. In a macroscopic sense, the structural form of the wharf can only adapt to different sea area environments and construction requirements through continuous innovation;

[0005] The design of ship-berthing members needs to consider multiple factors such as the impact force of ships, the bearing capacity of the wharf, and structural stability. It also needs to consider the influence of different ship types, sizes, and berthing methods, as well as the effects of natural environmental factors such as waves and water currents. These factors are interrelated, making the design of ship-berthing members applied to gravity wharves relatively complex. At the same time, the ship-berthing members of gravity wharves need to be installed underwater, and the installation engineering conditions are relatively harsh. Due to the large size and heavy weight of the ship-berthing members, steps such as hoisting, positioning, and fixing during the installation process need to be precisely controlled to ensure the accuracy and stability of the members. Content of the Utility Model

[0006] The purpose of the utility model is to provide a ship-berthing member, which solves the problem that the ship-berthing members of gravity wharves in the prior art need to be installed underwater, and the installation engineering conditions are relatively harsh.

[0007] To achieve the above purpose, the utility model adopts the following technical scheme. A ship-berthing member includes a bottom mold, a first head template, a second head template, a first side template, and a second side template. The bottoms of the first head template, the second head template, the first side template, and the second side template are all connected to the bottom mold. The ports of the first head template and the second side template are connected to each other, and the other end of the first head template is also connected to the port of the first side template;

[0008] The inner ends of both sides of the second head template are respectively connected to the ports of the first side template and the second side template, and a groove hole is provided at one outer end of the bottom mold.

[0009] As a further description of the above technical solution: A number of groups of steel bars are arranged inside the bottom formwork, and the steel bars penetrate through the first side formwork and the second side formwork.

[0010] As a further description of the above technical solution: Hoop fasteners are arranged at both ends of the steel bars.

[0011] As a further description of the above technical solution: A ship-berthing member body is correspondingly arranged inside the bottom formwork.

[0012] As a further description of the above technical solution: The joints of the steel bars with the first side formwork and the second side formwork are sealed with foam glue.

[0013] The utility model has the following beneficial effects:

[0014] 1. Compared with the prior art, this ship-berthing member is applied to the gravity quay structure, making its structural force clear. All the ship impact forces are borne by the ship-berthing member. The front vertical panel of the caisson is subjected to wave forces, bin pressures, and hydrostatic pressures caused by the internal and external water level differences. And the ship impact force is often the control load under the condition of small waves. Therefore, the reinforcement of the outer vertical panel of the caisson can be reduced after not considering the ship impact force.

[0015] The additional aspects and advantages of the utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the utility model. Description of the Drawings

[0016] The following further illustrates the utility model in conjunction with the drawings and embodiments;

[0017] Figure 1 It is a schematic structural diagram of the ship-berthing member of the utility model.

[0018] Figure 2 It is a schematic structural diagram of the overall mold of the utility model.

[0019] Figure 3 It is a schematic structural diagram of the side mold assembly of the utility model.

[0020] Figure 4 It is a schematic structural diagram of the head formwork of the utility model.

[0021] Legend Explanation:

[0022] 1. Ship-berthing member body; 2. Hoop fastener; 3. First head formwork; 4. First side formwork; 5. Second head formwork; 6. Groove hole; 7. Steel bar; 8. Second side formwork; 9. Bottom formwork. Detailed Embodiments

[0023] This section will describe in detail the specific embodiments of the utility model. The preferred embodiments of the utility model are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the text part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the utility model, but it cannot be understood as a limitation on the protection scope of the utility model.

[0024] Reference Figures 1-4 The utility model provides an embodiment of a berthing member, comprising a bottom mold 9, a first head template 3, a second head template 5, a first side template 4 and a second side template 8, the lower ends of the first head template 3, the second head template 5, the first side template 4 and the second side template 8 are all connected to the bottom mold 9, the first head template 3 is connected to the port of the second side template 8, and the other end of the first head template 3 is also connected to the port of the first side template 4, and the bottom mold 9, the first head template 3, the second head template 5, the first side template 4 and the second side template 8 can form a mold of the entire berthing member, thereby realizing the processing and forming operation of the berthing member, and the berthing member template is processed and manufactured according to specifications and sizes;

[0025] The inner ends of the second head template 5 are connected to the ports of the first side template 4 and the second side template 8 respectively, and a groove hole 6 is provided at one end of the outer side of the bottom template 9. A plurality of steel bars 7 are provided inside the bottom template 9, and the steel bars 7 are arranged through the first side template 4 and the second side template 8. Tightening hoops 2 are provided at both ends of the steel bars 7. The inside of the bottom template 9 is correspondingly provided with a berthing component body 1. The connection between the steel bars 7 and the first side template 4 and the second side template 8 is sealed with foam glue. After the steel bars are tied, the template is installed and the concrete pad is added, concrete pouring is carried out:

[0026] Step 1: First, check the correctness of the template position and the stability of the reinforcement before pouring concrete, and clean the wood chips, muddy water in the template and the mortar and oil stains on the embedded parts;

[0027] Step 2: Concrete pouring is carried out by excavator, and the inserted vibrator is used to compact the concrete. The concrete must not collide with the formwork during the pouring process;

[0028] Step 3: During the pouring process, when concrete falls from a high place, its free height shall not exceed 2m to avoid segregation of concrete; strictly control the layer thickness, and the pouring layer thickness shall not be greater than 50cm.

[0029] Step 4: Assign 2 vibrating workers during pouring; use a high-frequency inserted vibrator with a flexible shaft of Φ50㎜ and a length of 5m - 6m. The distance between vibration points is ≤30cm, and the vibration time is 20 - 30 seconds. When vibrating, the inserted vibrator should be vertically inserted into the concrete by no less than 5cm, insert quickly and pull out slowly, and move up and down until the surface of the concrete shows cement slurry and the concrete no longer sinks. The concrete shall not be over-vibrated, nor shall it be missed. Vibration shall be carried out strictly according to the responsibility area, in an orderly manner from the outside to the inside. The vibrator is strictly prohibited from colliding with the formwork and embedded iron parts. Finally, assign 1 screeding worker to be responsible for the top layer slurry collection treatment;

[0030] Step 6: To avoid excessive floating slurry when pouring to the top surface, the top layer of concrete shall be vibrated and screeded twice. When there is water seepage, it shall be removed to reduce loose top, so as to improve the density of the top layer of concrete;

[0031] Step 7: When pouring concrete, there shall be a special person on-site to conduct unified coordination and command, arrange formwork workers to be on duty, and closely pay attention to the changes in the support of the formwork and the deformation and displacement of the formwork. If any problems are found, they shall be dealt with in a timely manner;

[0032] Step 8: After pouring is completed, the concrete residues at the construction site shall be cleaned up in a timely manner.

[0033] Working principle: The formwork of the ship-berthing member is processed and manufactured according to specifications and dimensions. The formwork is made of combined steel formwork. For the side formwork with exposed steel bars, wooden formwork is used for closing to facilitate formwork disassembly and assembly. The bottom formwork 9 uses steel formwork, and there are two groove holes 6 left for the steel wire ropes to pass through for hoisting and transportation. The steel bars 7 are cut and processed and positioned on the bottom formwork 9 of the ship-berthing member. All the steel bars 7 are cut to the required length according to the requirements. The steel bars 7 are tied directly on the bottom formwork 9 of the structure. The gaps between the steel bars 9 and the formwork are sealed perfectly with foam glue. Due to site restrictions, the N1 steel bars are connected by the method of reserved subsequent sleeve connection. After the threading work of the N1 steel bars is completed in the steel bar processing shed, the threaded part is tightened with a plastic sleeve for protection and then transported to the prefabrication area. The overall tying sequence is to first form the stressed corner bars and stirrups, then evenly arrange the upper and lower main bars, and finally evenly arrange the waist bars. When tying, the protective layer pads are placed according to the specification requirements. The strength and size of the pads should meet the design requirements. The number of pads is not less than 4 per meter and they are tied firmly. The wire heads of the tied pads shall not extend into the protective layer. The intersection points of the steel bars are tied alternately at intervals and the stressed steel bars do not shift in position. After the steel bars 7 are tied and the formwork is installed, finally, the concrete is poured and formed. To ensure the overall strength of the concrete of the member, it is necessary to strengthen the maintenance work after the concrete is poured. After the formwork is removed, geotextiles are covered around and maintenance is carried out. The maintenance time shall not be less than 14 days.

[0034] The embodiments of the present utility model have been described in detail above in conjunction with the accompanying drawings. However, the present utility model is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present utility model within the scope of knowledge possessed by those of ordinary skill in the art.

Claims

1. A berthing member, comprising a bottom mold (9), a first end mold (3), a second end mold (5), a first side mold (4) and a second side mold (8), characterized in that: The lower ends of the first end plate (3), the second end plate (5), the first side plate (4) and the second side plate (8) are all connected to the bottom plate (9); the first end plate (3) is connected to the port of the second side plate (8); and the other end of the first end plate (3) is also connected to the port of the first side plate (4); The inner ends of the second head template (5) are respectively connected to the ports of the first side template (4) and the second side template (8), and a groove hole (6) is provided at the outer end of the bottom template (9).

2. A mooring structure according to claim 1, characterized in that: A plurality of sets of steel bars (7) are arranged inside the bottom formwork (9), and the steel bars (7) are arranged to penetrate the first side formwork (4) and the second side formwork (8).

3. A mooring structure according to claim 2, characterized in that: Tight hoops (2) are provided at both ends of the steel bar (7).

4. The mooring structure according to claim 1, characterized in that: A mooring component body (1) is correspondingly arranged inside the bottom mold (9).

5. The mooring structure according to claim 2, characterized in that: The connection between the steel bar (7) and the first side formwork (4) and the second side formwork (8) is sealed with foam glue.

Images