Shore container crane (referred to as quay bridge or suspension bridge) is a professional equipment specially used in container terminals to load and unload container ships, and is generally installed on the shore of port terminals.
The new quay bridge is independently developed by SAINTWAH INC., has completely independent intellectual property rights, subverts the traditional quay bridge operation mode, and adopts the double-girder four-track structure and double trolley cross-crossing operation mode for the first time at home and abroad, realizing that two trolleys can operate on ships at the same time, and the single-machine efficiency is increased by more than 50% compared with the traditional quay bridge, effectively solving the technical bottleneck encountered in the efficiency improvement of traditional quay bridges in recent decades.
Introduction to the device
Shore container crane (referred to as quay bridge)
The large-scale container transport vessels, especially the development of post-Panamax ship types, put forward newer and higher requirements for shore container cranes: first, improve the technical parameters of the crane, the crane speed parameters are high-speed, and the outer extension and lifting height are increased; The rated lifting capacity under the spreader is increased; The second is to develop and design a high-efficiency shore container loading and unloading system to meet the requirements of crane productivity for the large-scale of ships.
In fact, several foreign companies also attach great importance to the control technology of shore container cranes, and some have also applied for patent literature, such as Mitsubishi Heavy Industries Co., Ltd.'s patent for "container position detection method and device in loading and unloading cranes, and container landing and stacking control method" (patent number: EP1333003 A1; Application date: 2000.10.27). By processing the image data of the object container obtained from a camera device such as a CCD mounted on a spreader, the relative position of the object container and the suspended container can be detected with high accuracy and accuracy.
PATENT OF SIEMENS AG (DE), GERMAN SIEMENS COMPANY (PATENT NUMBER: DE10107048; Application date: 20010213). It involves a method of loading and unloading container cranes, which is also suitable for container ships. A PC with a monitor is used in the crane cab, operated via a touch screen, and the crane can automatically achieve the expected target according to the pre-set value.
ISHIKAWAJIMA HARIMA HEAVY IND'S PATENT FOR "CONTAINER CRANE" (PATENT NUMBER: JP62157189; Application Date: December 27, 1985). The crane includes container delivery device, measuring device, can measure the horizontal and vertical position of the container on the ship and control device, calculate the movement route of the container transport device according to the measured container position data, and control the movement of the container transportation device.
HITACHI LTD (JP) CO., LTD. HITACHI LTD. "CONTAINER CRANE" PATENT (PATENT NUMBER JP10-324493; Application Date: May 23, 1997). Of the three trolleys moving along the beam and boom, the central trolley includes a platform for loading containers. The height of the platform is the height when the minimum height that the load trolley can move when the container is lifted to form a reference height, which can shorten the handling time of the container crane.
Foreign container cranes have basically moved towards standardization, automation and serialization. There are dozens of shore-side container cranes currently in service, produced by companies such as Nelcon, Mitsubishi, Kone, Noell, Morris, Reggiane-Paceco, Sumitimo HI, Mitsul-Paceco and Mitsubishi, with Nelcon producing the most.
As for the selection of shore container crane trolley and girder structural types, there have always been different practices, and American companies usually adopt semi-traction trolleys and double box girder types; European companies prefer trolleys and single-box girder types; Asian companies mostly use tractor trolleys and plate single girder types. However, 83.2% of the shore container cranes delivered in 1999 had an outer extension greater than 44m. With the continuous large-scale of shore container cranes, shore container cranes of load trolley and single box girder type reflect their advantages. Foreign companies such as Kocks, Kone and Noell have produced more shore container cranes using the single box girder type of the load trolley. In recent years, the cranes ordered by APL los Angeles and PSA Singa-pore Port, the two users with the largest number of cranes in bulk at one time, are of the single-box girder type of the trolley, and the manufacturers are Noell and Mitsubishi respectively. There are many ports in China that use imported or domestic manufacturers to carry small trolleys single box girder type shore container cranes. Dalian Port has ordered ZPMC's two spreaders with a rated weight of 50.88T and an external extension distance of 55m for shore container cranes, using semi-traction trolley single-box girder type.
Some people in Japan have analyzed the current situation of container cranes in Japanese ports in magazine (200L, 39(9) 36~42), believing that in addition to the extension is an important parameter of container cranes, the lifting height of the upper part of the rail surface is not only determined by the size of the container ship and the number of stacks on the deck, but also involves the draft state of the ship, the tidal height, and the dock elevation from the sea level and other basic port conditions. In Japan, the lifting height of the upper part of the rail surface is concentrated in the range of 24~25.9m and 32~33.9m, which is comparable to the data of the world's port statistics. The speed of trolleys in Japan and other ports around the world is in the range of 150~179m/min. However, in the subdivision of various ship types, the speed of medium-sized Panamax boat-type trolleys is 120~149m/min and 150~179m/min, which is different from 150m/min in world ports. The standard post-Panamax ship in Japan and the world's highest use of 180~209m/min, in general, the speed of the Japanese trolley is slightly higher than the same index of the usual container crane equipment in the world's ports.
In April 1997, Shenzhen Chiwan Shengbaowang Engineering Co., Ltd. (CSE Company) undertook the manufacturing, processing, assembly, commissioning and loading of six 65t shore container cranes steel structure, the employer is MINA RAYSUTSAlALAH Port in Oman, and the owner is Ishikawajima Harima Heavy Industries Co., Ltd. (IHI Company). The crane was designed by IHI for the first time, manufactured by CSE and supervised by ABS in the United States, and the shore container crane has the largest lifting capacity, complex structure and high degree of automation. The main performance parameters are as follows: the weight of the whole machine is 1178t, the overall dimension is L×W×H=136m×27m×110 m (after the amplitude), the maximum lifting capacity: 65t, the lifting speed: 53m/min, the span: 30.8m, the front girder luffing speed: 6min/time, the trolley walking speed: 210 m/min, the large car walking speed: 60 m/min, the total capacity: 1238kW, the power supply: ACllkV/50Hz.
The main performance parameters of the 50.5t-55m shore container crane of Shanghai Port Machinery Co., Ltd. are: rated lifting capacity under spreader 50.t, maximum outer extension distance 55m, track gauge 30m, rear extension distance 18m, lifting height on rail 38m, lifting height under rail 20m, lifting speed 60m/m5n when fully loaded 50.5t, 150m/min when empty spreader, trolley running speed 240m/min, cart walking speed 45m/min. IS020', 40', 45' and double 20' containers can be operated. The electronic control system of the whole machine is a full-frequency conversion AC speed regulation drive system. In the design process, the sea and land side door frame and trapezoidal frame adopt box-shaped section structure, the rear tie rod and door frame brace adopt spiral welded steel pipe, the front and rear girder adopt double trapezoidal box beam structure, and the front tie rod adopts I-beam structure, the upper part of the door frame is connected by horizontal braces, between the door frame and the rear girder is connected by horizontal diagonal braces, and the inside of the door frame is connected by V-shaped bruts. The main steel structure material adopts low-alloy structural steel, which meets the fatigue strength requirements of the working load of the whole machine and the structural strength requirements under the storm state (55m/s wind speed).
Dalian Heavy Industry Lifting Group Co., Ltd. introduced the advanced technology of Paceco of the United States to jointly design and manufacture shore container cranes for port container terminal ship loading, unloading and handling. Main features: the whole machine is a sealed box running beam structure, and the cart runs with four corners. The trolley runs with rope traction and is equipped with rope automatic tensioning and balancing device. The main hoisting mechanism adopts dual motor and double brake drive device. The spreader adopts hydraulic retractable type, and has an anti-swing device and deflection system. The electronic control system is advanced, using high-voltage power supply and tributary motor drive.
Peng Chuansheng, Institute of Water Transport Science of the Ministry of Communications, believes that with the continuous large-scale of shore container cranes, the advantages of single-box girder structure self-propelled trolley shore container cranes are greater. Higher spreader lifting and trolley running speed and acceleration, larger spreader lifting capacity provides conditions for obtaining high operating efficiency, and efficient operation depends on the operation link. The rapid development of container terminal management informatization makes the remote crane management system one of the necessary components of the terminal production management system, in addition to realizing the remote management of equipment, fault diagnosis and other functions, the system can also provide the necessary data for terminal production management in real time. Therefore, equipping the remote crane management system with the necessary equipment and software, etc., should become a regular requirement of users for crane manufacturers.
Trends in the development of post-Panamanian quay bridges
Shore container crane (referred to as quay bridge) is the main equipment for loading and unloading containers between container ships and the front edge of the terminal. Individual terminals also use the large span and large rear extension of the quay bridge to directly carry out yard operations. The loading and unloading capacity and speed of the quay bridge directly determine the productivity of terminal operations, so the quay bridge is the main equipment for container loading and unloading in the port. With the vigorous development of container shipping ships and technological progress, the quay bridge is constantly being updated, and the scientific and technological content is getting higher and higher, and it is developing towards large-scale, high-speed, automation and intelligence, as well as high reliability, long life, low energy consumption and environmental protection.
One. High parameters and large-scale
1) The rated lifting capacity is multiplied. The rated lifting capacity under the spreader has gradually increased from 30.5t to 61t, and the maximum has reached 65t.
2) The outer extension is getting bigger and bigger. With the continuous large-scale of container ships, the width of the ship has increased from 13 rows of the 3rd generation Panamanian container ship to 14~17 rows of post-Panama ships, and even 20 rows of ships will come out in the next century as planned, and 22 rows of ships are also being designed. The envisaged 24-row Malacca ship (defined by its draft, not its width) would appear in the early part of the next century. The width of container ships has increased from 26~28m when carrying 600~1000 boxes to 45m carrying 6000~8000 boxes, almost doubling. The outer extension of the quay bridge has also gradually increased from 32 m to 65 m now, and will increase to 70 m in the future to meet the needs of the so-called Malacca boats in the 24 rows*
3) Lifting height on the rail. The on-track lifting height of the Panama quay bridge is usually below 27m, and the post-Panama quay bridge is between 27m~36m, and now it is required to reach 40m. Shanghai Zhenhua Port Machinery Company (ZPMC) supplied the SaIaIa Port of Oman with five quay bridges with a lifting height of 40 m on the rails. Shanghai Port Machinery Co., Ltd. and Dalian Heavy Industry Lifting Group Co., Ltd. provided Tianjin Port Pacific Terminal Co., Ltd. with 23 sets of quay bridge rails with a lifting height of 43m. Although the lifting height of the quay bridge tendered by Maersk for the Egyptian pier and the United States' Long Beach, Tacoma and New York is 40m, it is necessary to consider the possibility of increasing it to 47.5m. The significant increase in the lifting height will lead to a series of new problems in terms of strength, stiffness and fatigue of the metal structure of the quay bridge, especially the deterioration of the driver's line of sight and the significant increase in the bearing capacity of the pier due to the increase in its own weight. Therefore, 47.5m is an unimaginable lifting height, especially since the quay bridge is installed at the front of the pier, and special consideration must be given to resisting wind loads.
4) The dead weight is getting bigger and bigger. The self-weight of the quay bridge has increased from 600~800t of the conventional Panamax type to 1200~2000t of the post-Panamax type.
Two. High speed
1) The lifting speed has increased from 50/l20m/min of Panamax quay to 90/200 m/min now, and the power of the motor has been as large as 690 kW×2, if the AC motor is selected, it is the largest specification of the current reuse frequency conversion motor, which is forcing the motor supplier to develop a larger capacity motor.
2) The speed of the trolley has increased from 120m/min of the conventional Panamax type to 300m/min now, and is developing towards a speed of 350m/min. It will bring a series of new problems such as how to adapt the power cable of the towing trolley box to high speeds.
3) Double box spreader operation. According to statistics, more than 60% of a shipload of containers is 20' boxes. The application of the new spreader for double-box operation enables the loading and unloading of two 20' containers at the same time, and the efficiency is increased by more than 25% on average.
4) Double trolley double box spreader operation. In addition to the use of a double-box spreader on a quay bridge, the double-trolley system, which has been silent for nearly a decade, has also been put back on the agenda in the Port of Hamburg, Germany. It is a double trolley system based on modern high technology. The system uses two trolleys in the front and rear. The previous trolley is operated by a driver and undertakes container handling between the ship and the transfer platform; The rear trolley has no driver, and the container is fully automatic to move between the transfer platform and the AGV system (automatic hauler frame), and the transfer platform is located on the lower cross beam on the sea side closest to the ship on the shore bridge. Therefore, the efficiency is greatly improved, and theoretically it can reach 55 to 60 cycles, equivalent to 80~100TEU/h.
Kalma STS NOELL KONE IHI* Shanghai Port Shanghai Zhenhua
Rated lifting capacity under spreader t 65 65 65 65 65 65
Reach m 56 48 61 63 65 70.5
Rear extension m 25 25 / 16 18 23
Gauge m 30 22 / 30 35 30.48
Lifting height on the rail m 38 34 / 40 38 40
Lifting height under rail m 22 19 / 16.2 20 18.3
Lifting speed of empty spreader m 180 180 150 180 150 180
Full load lifting speed m/min 90 60 75 90 60 90
The trolley runs at a speed of m/min 240 190 180 240 240 240
The cart runs at a speed of m/min 45 45 45 / 45 45
2. TECHNICALPARAMETERS
Product name
STS
Ship to Shore Container GantryCrane
Capacity 41t
UNDERSPREADER Span 18m
STSShiptoShoreContainer GantryCrane CapacityunderSpreader:41t Span:18m Outreach:45m Backreach:20m Liftingheight:28m+12m Controlway:Cabinroomcontrol Liftingheight Aboverail 28m Belowrail 12m Outreach 45m Backreach 20m Basedistance 35.5m Runwaylength / Tiltingofspreader +5degree Trimmingofspreader +3degree Ambienttemperature‐20~+40 Protectiongrade IP54 Insulationclass F Workingclass ISOA7 Controltype Cabincontrol Speed Mainhoist 0~45m/min SpeedcontrolbyVFD Trolleytraveling 0~90m/min Gantrytraveling 0~150m/min Boomhoist Lessthan5min Motor Mainhoist 2*250kW,990/1450rpm Heavyduty,frequencyinverter controlmotor Trolleytraveling 90kW,1450rpm Gantrytraveling 24*5.5kW,1450rpm Boomhoist 110kW,1450rpm Emergency 22kW,1000rpm
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