A double-hold structure of a pontoon

Abstract

The utility model relates to a kind of pontoon double hoop positioning structure, comprising: first pontoon and second pontoon;Wharf is arranged along original revetment, first pontoon and second pontoon are docked in wharf, first pontoon and second pontoon are each provided with a positioning point towards the two ends of wharf side, each positioning point is provided with two open pile grabbers, open pile grabber is provided with positioning pile inside, positioning pile is linked with first pontoon and second pontoon by open pile grabber, and positioning pile is inserted into water bottom.The utility model has the beneficial effects that: pontoon positioning point is optimized from traditional 4 points to 2 points double hoop, reduce the number of positioning point, reduce construction alignment difficulty, improve floating degree of freedom, pontoon is up and down floating with water level, not easy to be limited;Double hoop is arranged in the two sides of pontoon, disperses horizontal impact force, prevents single pile stress concentration, uneven stress condition, simultaneously disperses ship berthing load, reduces structural damage risk, reduces maintenance cost, improves wharf operation safety and passenger boarding and disembarking comfort.

Description

Technical Field

[0001] This utility model relates to the field of port engineering, and in particular to a double-clamp positioning structure for barges. Background Technology

[0002] The wharf structure adopts a pontoon floating wharf type, with the pontoon fixed by positioning piles. Existing pontoons generally use a single hoop with multiple positioning points. During construction, this method makes it difficult to align the outer surfaces of the pile foundations, resulting in uneven stress on the pile foundations and further restricting the pontoon's vertical movement. Optimizing the hoop and improving the pontoon's degrees of freedom and impact resistance are key technical requirements for ensuring the safe and efficient operation of the wharf.

[0003] Currently, pontoons are generally secured using single-hoop multi-point positioning piles. This single-hoop multi-point fixing method limits the contact area between the pile foundation and the pontoon. Since it is difficult to ensure that the outer surfaces of the pile foundations are on the same plane during multi-point single-pile construction, it is easy to cause uneven stress on the positioning piles. Furthermore, when the pontoon floats with the water level, it is easily restricted and prone to tilting, posing a safety hazard.

[0004] Analogous to single-hoop multi-point positioning, single-hoop multi-pile connections lead to the following problems: 1. High alignment accuracy requirements: The Wulinmen Wharf water bus berths use a pontoon structure. If four-point steel pipe piles are used, four pile positions need to be precisely arranged on the pontoon, making construction difficult. 2. Restricted degrees of freedom: Single-hoop multi-point connections restrict the pontoon's movement up and down with the water level. When the pontoon moves with the water level, it is easily restricted and prone to tilting, posing a safety hazard. Therefore, there is an urgent need for a pontoon clamp positioning structure to solve the problems of restricted movement and tilting of the pontoon. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a double-clamp positioning structure for barges.

[0006] This double-clamp positioning structure for pontoons includes: a first pontoon and a second pontoon; the wharf is arranged along the original revetment, and the first and second pontoons are moored at the wharf. Each end of the first and second pontoons facing the wharf has a positioning point, and each positioning point is equipped with two open-end pile clamps. The positioning piles are connected to the first and second pontoons through the open-end pile clamps and extend into the water.

[0007] Preferably, the first and second pontoons are moored alongside the dock.

[0008] Preferably, the bow and stern lines of the first and second pontoons are on the same straight line, and the plane formed by the axes of all the positioning piles is parallel to the bow and stern lines of the first and second pontoons.

[0009] Preferably, a steel bridge connects the first and second pontoons; both the first and second pontoons are connected to the dock via approach bridges.

[0010] As a preferred option, the positioning pile is a cast-in-place steel pipe pile.

[0011] The beneficial effects of this utility model are:

[0012] 1) The positioning points of the pontoon in this utility model are optimized from the traditional 4 points to 2 points with double clamps, which reduces the number of positioning points, reduces the difficulty of construction alignment, and improves the floating freedom. The pontoon floats up and down with the water level and is not easily restricted.

[0013] 2) The double clamps of this utility model are arranged on both sides of the pontoon to disperse the horizontal impact force, prevent the single pile from being concentrated and unevenly stressed, and at the same time disperse the berthing load of the ship, reduce the risk of structural damage, reduce maintenance costs, and improve the safety of the dock operation and the comfort of passengers getting on and off the ship. Attached Figure Description

[0014] Figure 1 This is a plan view of the double-clamp structure;

[0015] Figure 2 yes Figure 1 Plan layout of the first pontoon in the middle;

[0016] Figure 3 yes Figure 1 Plan layout of the second pontoon in the middle;

[0017] Figure 4 This is an elevation view of the double-hoop structure;

[0018] Figure 5 yes Figure 4 Elevation of the first pontoon in the middle;

[0019] Figure 6 yes Figure 4 Elevation view of the second barge in the image.

[0020] Explanation of reference numerals in the attached drawings: 1. Lighting lamp; 2. First pontoon; 3. Tire fender; 4. Mooring bollard; 5. Positioning pile; 6. Steel bridge; 7. Water inlet; 8. Shore power pile; 9. Original revetment; 10. Second pontoon; 11. Sewage inlet; 12. Boarding gate; 13. Sewage collection tank; 14. Railing; 15. Mud surface. Detailed Implementation

[0021] The present invention will be further described below with reference to embodiments. The description of the embodiments below is only for the purpose of helping to understand the present invention. It should be noted that, for those skilled in the art, several modifications can be made to the present invention without departing from the principle of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

[0022] As one embodiment, a double-clamp positioning structure for a pontoon is proposed, such as... Figure 1-6As shown, it includes: a first pontoon 2 and a second pontoon 10; the wharf is arranged along the shore, following the original revetment 9; the first pontoon 2 and the second pontoon 10 are moored at the wharf, and each end of the first pontoon 2 and the second pontoon 10 facing the wharf has a positioning point, and each positioning point has two open-end pile clamps, with positioning piles 5 inside the open-end pile clamps. The positioning piles 5 are connected to the first pontoon 2 and the second pontoon 10 through the open-end pile clamps, and the positioning piles 5 extend into the water; the positioning points of the first pontoon 2 and the second pontoon 10 have been optimized from the traditional 4 points to a 2-point double-clamp form, reducing the number of positioning points and ensuring that the positioning piles 5 are on the same plane. The force is more evenly distributed, effectively solving the problems of vertical restriction and tilting of the first pontoon 2 and the second pontoon 10, improving the applicability of the first pontoon 2 and the second pontoon 10 in inland river wharves, facilitating passenger boarding and disembarking, reducing construction alignment difficulty, and increasing floating freedom. The first pontoon 2 and the second pontoon 10 float up and down with the water level and are less restricted. The two open pile clamps form a double clamp structure, which is arranged on both sides of the first pontoon 2 and the second pontoon 10 to disperse horizontal impact force, prevent single pile stress concentration and uneven stress, and disperse the berthing load of ships, reducing the risk of structural damage, lowering maintenance costs, and improving the operational safety of the wharf and the comfort of passengers boarding and disembarking.

[0023] like Figure 4-6 As shown, the first pontoon 2 and the second pontoon 10 are abutted against the bank of the original revetment 9; the original revetment 9 is L-shaped, and the first pontoon 2 and the second pontoon 10 are abutted against the same side of the original revetment 9; the bow and stern lines of the first pontoon 2 and the second pontoon 10 are on the same straight line, and the plane formed by the axes of all the positioning piles 5 is parallel to the bow and stern lines of the first pontoon 2 and the second pontoon 10; the positioning piles 5 are steel pipe cast-in-place piles with a diameter of 820mm; the depth of the mud surface 15 at the bottom of the water is 0.38m-1.58m, and the positioning piles 5 extend into and penetrate the mud surface 15 at the bottom of the water, with a depth of 41m at the bottom of the positioning piles 5, thus the positioning piles 5 are securely fixed.

[0024] like Figure 1-3As shown, the wharf adopts a shoreline layout. A first pontoon 2 and a second pontoon 10, each 45m x 4.3m, are positioned at the wharf's front edge for passenger pick-up and drop-off. The 45m side faces the wharf. A steel bridge 6 connects the first pontoon 2 and the second pontoon 10. The wharf has transition piers and a rear road, with both the first pontoon 2 and the second pontoon 10 connected to the transition piers and the rear road via approach bridges. Positioning piles 5 connect the first pontoon 2 and the second pontoon 10, and tire fenders 3 are mounted on the other side of the hull. The tire fender 3 is used to prevent the vessel from directly contacting the hull of the first pontoon 2 and the second pontoon 10, and plays a role in buffering and protection. The top surface of the hull on the side with the tire fender 3 is equipped with a mooring bollard 4, a water inlet 7, a shore power bollard 8 and a boarding gate 12. The top surface of the hull of the first pontoon 2 and the second pontoon 10 is equipped with railings 14 and lighting 1 to make it safer for personnel to walk. The top surface of the hull of the second pontoon 10 is equipped with a sewage inlet 11 and a sewage collection tank 13.

[0025] The wharf's front edge basically follows the original wharf and the existing riverbank protection. The three sections of shoreline—yacht berthing area, water bus berth, and cruise ship berth—form an "L"-shaped layout. The project involves constructing one new yacht berthing area and renovating two water bus berths from west to east. After renovation, these berths can accommodate two 25m-class vessels or one 45m-class vessel. Two new 30m-class cruise ship berths and one new 25m-class water bus berth will also be constructed. The total usable shoreline is 450m, with 335m of wharf operation shoreline.

[0026] After the dock renovation, the pontoon, with its double-clamp structure, achieves precise two-point positioning, enhancing its vertical floating freedom and impact resistance. The renovated pontoon offers ample space, optimizing passenger boarding and disembarking routes, improving traffic efficiency and comfort, while also solving positioning challenges in complex shoreline layouts, significantly enhancing its applicability in various dock scenarios.

Claims

1. A double-clamp positioning structure for a pontoon, characterized in that, include: First and second pontoons; The wharf is arranged along the original revetment. The first and second pontoons are moored at the wharf. There is a positioning point at each end of the first and second pontoons facing the wharf. Each positioning point is equipped with two open-end pile clamps. The positioning piles are connected to the first and second pontoons through the open-end pile clamps and extend into the water.

2. The double-clamp positioning structure for a pontoon as described in claim 1, characterized in that, The first and second pontoons were moored to the side of the dock.

3. The barge double-clamp positioning structure according to claim 1, characterized in that, The bow and stern lines of the first and second pontoons are on the same straight line, and the plane formed by the axes of all the positioning piles is parallel to the bow and stern lines of the first and second pontoons.

4. The double-clamp positioning structure for a pontoon according to claim 1, characterized in that, A steel bridge connects the first and second pontoons; both the first and second pontoons are connected to the dock via approach bridges.

5. The barge double-clamp positioning structure according to claim 1, characterized in that, The positioning piles are steel pipe cast-in-place piles.

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