Transverse high-speed quay crane

Abstract

The present invention relates to the technical field of port terminal container handling equipment, and particularly relates to a through-type high-speed quay crane, comprising: two parallel girders; a first track; a second track; a first trolley, including a first vehicle frame, a first wheel frame and first wheels rotatably arranged on the first wheel frame, at least one set of first shock-absorbing devices being provided between each first wheel frame and the first vehicle frame, the axis of the first shock-absorbing device extending in the vertical direction; a second trolley, including a second vehicle frame, a second wheel frame and second wheels rotatably arranged on the second wheel frame, the second vehicle frame including two symmetrically arranged boom arms and a main frame body connected to the lower ends of the two boom arms, the first vehicle frame being located between the two boom arms, the main frame body being located below the first vehicle frame, and at least one set of second shock-absorbing devices being provided between each second wheel frame and the second vehicle frame.

Description

Technical Field

[0001] The present invention relates to the technical field of container handling equipment at port terminals, and particularly relates to a through-type high-speed quay crane. Background Art

[0002] Port terminals are the connection points of water and land transportation. As the hub of two transportation forms, port terminals directly complete the loading and unloading of container ships and realize the water-land transfer of containers. The working efficiency of port terminals determines the loading and unloading efficiency of container ships and affects the docking time of container ships. Therefore, high efficiency has always been an important development direction for port terminals. At present, in order to save costs during transportation, container ships are developing towards larger sizes, and 3E-class container ships with a container capacity of 24,000 TEU have been put into use, which poses higher requirements for the working efficiency of port terminals.

[0003] Most of the container loading and unloading work at port terminals is completed by quay cranes. A quay crane is a large-scale loading and unloading equipment that directly operates on ships. The loading and unloading efficiency of quay cranes directly affects the working efficiency of port terminals. Traditional quay cranes use a quay crane trolley that travels on the quay crane girder and a quay crane trolley spreader below the quay crane trolley to lift and transfer containers, with low working efficiency. A through-type quay crane is a new type of high-efficiency quay crane that is provided with upper and lower trolleys. The upper trolley can travel through the frame of the lower trolley, and the two trolleys do not affect each other, which can greatly improve the container loading and unloading efficiency. The through-type quay crane is the main development direction of future quay cranes.

[0004] In order to improve the loading and unloading efficiency of quay cranes, it can be considered to increase the speed of a single trolley to improve the efficiency of a single trolley. However, due to the manufacturing and installation accuracy of quay crane tracks and hoisting trolley wheels, there will be some vibrations during the operation of the trolley. After increasing the speed, the high speed will amplify the amplitude of the vibrations, thus affecting the operation efficiency and the service life of the quay crane and the trolley, and seriously, it will also pose potential safety hazards. Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the defect of the low speed of the trolley in the prior art, so as to provide a through-type high-speed quay crane that can increase the speed of the trolley and reduce the amplitude of vibrations.

[0006] To solve the above technical problems, a traversing high-speed quay crane provided by the present invention includes: two parallel girders; a first track disposed on two opposite side surfaces of the two girders; a second track disposed on two opposite side surfaces of the two girders; a first trolley including a first vehicle frame, a first wheel frame and a first wheel rotatably disposed on the first wheel frame, the first wheel being disposed on the first track and capable of traveling along the first track, at least one set of first shock-absorbing devices being provided between each first wheel frame and the first vehicle frame, the axis of the first shock-absorbing device extending in the vertical direction, and the two ends thereof being respectively hinged to the first vehicle frame and the first wheel frame, and the axes at the two hinge points being respectively parallel to the axis of the first wheel; a second trolley including a second vehicle frame, a second wheel frame and a second wheel rotatably disposed on the second wheel frame, the second wheel being disposed on the second track and capable of traveling along the second track, the second vehicle frame including two symmetrically disposed boom arms and a main frame body connected to the lower ends of the two boom arms, the first vehicle frame being located between the two boom arms, the main frame body being located below the first vehicle frame, at least one set of second shock-absorbing devices being provided between each second wheel frame and the second vehicle frame, the axis of the second shock-absorbing device extending in the vertical direction, and the two ends thereof being respectively hinged to the second vehicle frame and the second wheel frame, and the axes at the two hinge points being respectively parallel to the axis of the second wheel.

[0007] Optionally, the first shock-absorbing device includes a first spring shock-absorbing device, and the two ends of the first spring shock-absorbing device are respectively hinged to the first wheel frame and the first vehicle frame through a first hinge point, and the axis of the first hinge point is located directly above the axis of the first wheel.

[0008] Optionally, the first shock-absorbing device further includes a first oil-gas damping shock-absorbing device, and the two ends of the first oil-gas damping shock-absorbing device are respectively hinged to the first wheel frame and the first vehicle frame through a second hinge point, and the axis of the first oil-gas damping shock-absorbing device is parallel to the axis of the first spring shock-absorbing device.

[0009] Optionally, each first wheel frame and the first vehicle frame are hinged through at least two third hinge points, the axis of the third hinge point is parallel to the axis of the first wheel, and the third hinge point is located on one side of the first wheel.

[0010] Optionally, each first wheel frame and the first vehicle frame are hinged through four of the third hinge points, and the four third hinge points are arranged in two rows and two columns.

[0011] Optionally, the second shock absorber includes a second spring shock absorber. Both ends of the second spring shock absorber are respectively hinged to the second wheel carrier and the second vehicle frame through a fourth hinge point, and the axis of the fourth hinge point is located directly above the axis of the second wheel.

[0012] Optionally, the second shock absorber further includes a second oil-gas damping shock absorber. Both ends of the second oil-gas damping shock absorber are respectively hinged to the second wheel carrier and the second vehicle frame through a fifth hinge point, and the axis of the second oil-gas damping shock absorber is parallel to the axis of the second spring shock absorber.

[0013] Optionally, each of the second wheel carriers is hinged to the second vehicle frame through at least two sixth hinge points. The axis of the sixth hinge point is parallel to the axis of the second wheel, and the sixth hinge point is located on one side of the second wheel.

[0014] Optionally, each of the second wheel carriers is hinged to the second vehicle frame through four of the sixth hinge points, and the four sixth hinge points are arranged in two rows and two columns.

[0015] The technical solution of the present invention has the following advantages:

[0016] 1. The cross-through high-speed quay crane provided by the present invention, when working, the first vehicle frame is connected to the container through a spreader, and the main frame of the second vehicle frame is connected to the container through a spreader. Since the first vehicle frame is located between the two jibs of the second vehicle frame, and the main frame of the second vehicle frame is located below the first vehicle frame, when the first trolley travels along the first track and the second trolley travels along the second track, the first trolley can pass through and run inside the second trolley, and the two trolleys do not affect each other and can carry the container and walk respectively, greatly improving the loading and unloading efficiency of the container. By providing at least one set of first shock-absorbing devices between the first wheel frame and the first vehicle frame, and the two ends of the first shock-absorbing device are respectively hinged to the first vehicle frame and the first wheel frame, and the axes at the two hinge points are respectively parallel to the axis of the first wheel. When the first trolley travels along the first track and a vibration occurs at the first wheel, the vibration is transmitted to the first shock-absorbing device, and the first shock-absorbing device absorbs the kinetic energy of the vibration, greatly reducing the amplitude of the vibration. Since the upper and lower ends of the first shock-absorbing device are respectively hinged to the first wheel frame and the first vehicle frame, and the axis at the hinge point is perpendicular to the axis of the first shock-absorbing device, restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the first vehicle frame and the first wheel. When a crosswind blows, the first vehicle frame will not swing greatly. Therefore, the first trolley can still run at high speed in the case of a crosswind, improving the loading and unloading efficiency of the container; by providing at least one set of second shock-absorbing devices between the second wheel frame and the second vehicle frame, and the two ends of the second shock-absorbing device are respectively hinged to the second vehicle frame and the second wheel frame, and the axes at the two hinge points are respectively parallel to the axis of the second wheel. When the second trolley travels along the second track and a vibration occurs at the second wheel, the vibration is transmitted to the second shock-absorbing device, and the second shock-absorbing device absorbs the kinetic energy of the vibration, greatly reducing the amplitude of the vibration. Since the upper and lower ends of the second shock-absorbing device are respectively hinged to the second wheel frame and the second vehicle frame, and the axis at the hinge point is perpendicular to the axis of the second shock-absorbing device, restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the second vehicle frame and the second wheel. When a crosswind blows, the second vehicle frame will not swing greatly. Therefore, the second trolley can still run at high speed in the case of a crosswind, improving the loading and unloading efficiency of the container. Brief Description of the Drawings

[0017] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is the front view of the cross-through high-speed quay crane provided in Embodiment 1 of the present invention;

[0019] Figure 2 For Figure 1 An enlarged view of A in ;

[0020] Figure 3 A side view of the traversing high-speed quay crane provided in Embodiment 1 of the present invention;

[0021] Figure 4 For Figure 3 An enlarged view of B in ;

[0022] Figure 5 For Figure 4 An enlarged view of C in ;

[0023] Figure 6 The front view of the first trolley;

[0024] Figure 7 For Figure 6 An enlarged view of D in ;

[0025] Figure 8 A partial schematic view of the front view of the second trolley;

[0026] Figure 9 For Figure 8 An enlarged view of E in .

[0027] Explanation of reference numerals:

[0028] 1, Girder; 2, First track; 3, Second track; 4, First trolley; 401, First frame; 402, First wheel carrier; 403, First wheel; 5, First shock absorber; 501, First spring shock absorber; 502, First oil-gas damping shock absorber; 6, Second trolley; 601, Second frame; 6011, Boom; 6012, Main frame body; 602, Second wheel carrier; 603, Second wheel; 7, First hinge point; 8, Second hinge point; 9, Third hinge point; 10, Second shock absorber; 1001, Second spring shock absorber; 1002, Second oil-gas damping shock absorber; 11, Fourth hinge point; 12, Fifth hinge point; 13, Sixth hinge point; 14, First connecting plate; 15, Second connecting plate. Detailed implementation manners

[0029] Hereinafter, the technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0030] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0031] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0032] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0033] Embodiment 1

[0034] The through-type quay crane is a new type of high-efficiency quay crane, which is provided with two trolleys, an upper trolley and a lower trolley. The upper trolley can run through the frame of the lower trolley, and the two trolleys do not affect each other, which can greatly improve the loading and unloading efficiency of containers. The through-type quay crane is the main development direction of future quay cranes.

[0035] In order to improve the loading and unloading efficiency of the quay crane, it can be considered to increase the speed of a single trolley, so as to improve the efficiency of a single trolley. However, due to the manufacturing and installation accuracy of the quay crane track and the lifting trolley wheels, there will be some vibrations during the operation of the trolley. After increasing the speed, the high speed will amplify the amplitude of the vibration, thus affecting the operation efficiency and the service life of the quay crane and the trolley, and in serious cases, it will also bring potential safety hazards.

[0036] Therefore, this embodiment provides a through-type high-speed quay crane, which can not only increase the speed of the trolley but also reduce the vibration amplitude, so as to improve the operation efficiency of the trolley.

[0037] In one embodiment, as Figures 1 to 9 shown, the through-type high-speed quay crane includes a girder 1, a first track 2, a second track 3, a first trolley 4, and a second trolley 6.

[0038] Among them, there are two girders 1 arranged in parallel; the first track 2 is arranged on two opposite side surfaces of the two girders 1; the second track 3 is arranged on two opposite side surfaces of the two girders 1; the first trolley 4 includes a first vehicle frame 401, a first wheel frame 402 and a first wheel 403 rotatably arranged on the first wheel frame 402. The first wheel 403 is arranged on the first track 2 and can travel along the first track 2. At least one set of first shock-absorbing devices 5 is arranged between each first wheel frame 402 and the first vehicle frame 401. The axis of the first shock-absorbing device 5 extends in the vertical direction, and its two ends are respectively hinged to the first vehicle frame 401 and the first wheel frame 402, and the axes at the two hinge points are respectively parallel to the axis of the first wheel 403; the second trolley 6 includes a second vehicle frame 601, a second wheel frame 602 and a second wheel 603 rotatably arranged on the second wheel frame 602. The second wheel 603 is arranged on the second track 3 and can travel along the second track 3. The second vehicle frame 601 includes two symmetrically arranged boom frames 6011 and a main frame body 6012 connected to the lower ends of the two boom frames 6011. The first vehicle frame 401 is located between the two boom frames 6011, and the main frame body 6012 is located below the first vehicle frame 401. At least one set of second shock-absorbing devices 10 is arranged between each second wheel frame 602 and the second vehicle frame 601. The axis of the first shock-absorbing device 5 extends in the vertical direction, and its two ends are respectively hinged to the second vehicle frame 601 and the second wheel frame 602, and the axes at the two hinge points are respectively parallel to the axis of the second wheel 603.

[0039] The cross-through type high-speed quay crane provided by this embodiment, when working, the first vehicle frame 401 is connected to the container through a spreader, and the main frame body 6012 of the second vehicle frame 601 is connected to the container through a spreader. Since the first vehicle frame 401 is located between the two boom frames 6011 of the second vehicle frame 601, and the main frame body 6012 of the second vehicle frame 601 is located below the first vehicle frame 401, when the first trolley 4 travels along the first track 2 and the second trolley 6 travels along the second track 3, the first trolley 4 can pass through and run inside the second trolley 6, and the two trolleys do not affect each other and can respectively carry the container and walk, greatly improving the loading and unloading efficiency of the container. By providing at least one set of first shock-absorbing devices 5 between the first wheel frame 402 and the first vehicle frame 401, and the two ends of the first shock-absorbing device 5 are respectively hinged to the first vehicle frame 401 and the first wheel frame 402, and the axes at the two hinge points are respectively parallel to the axis of the first wheel 403. When the first trolley 4 travels along the first track 2, when vibration occurs at the first wheel 403, the vibration is transmitted to the first shock-absorbing device 5, and the first shock-absorbing device 5 absorbs the kinetic energy of the vibration, greatly reducing the amplitude of the vibration. Since the upper and lower ends of the first shock-absorbing device 5 are respectively hinged to the first wheel frame 402 and the first vehicle frame 401, and the axis at the hinge point is perpendicular to the axis of the first shock-absorbing device 5, restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the first vehicle frame 401 and the first wheel 403. When a cross wind blows, the first vehicle frame 401 will not swing greatly. Therefore, the first trolley 4 can still run at high speed in the case of a cross wind, improving the loading and unloading efficiency of the container; by providing at least one set of second shock-absorbing devices 10 between the second wheel frame 602 and the second vehicle frame 601, and the two ends of the second shock-absorbing device 10 are respectively hinged to the second vehicle frame 601 and the second wheel frame 602, and the axes at the two hinge points are respectively parallel to the axis of the second wheel 603. When the second trolley 6 travels along the second track 3, when vibration occurs at the second wheel 603, the vibration is transmitted to the second shock-absorbing device 10, and the second shock-absorbing device 10 absorbs the kinetic energy of the vibration, greatly reducing the amplitude of the vibration. Since the upper and lower ends of the second shock-absorbing device 10 are respectively hinged to the second wheel frame 602 and the second vehicle frame 601, and the axis at the hinge point is perpendicular to the axis of the second shock-absorbing device 10, restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the second vehicle frame 601 and the second wheel 603. When a cross wind blows, the second vehicle frame 601 will not swing greatly. Therefore, the second trolley 6 can still run at high speed in the case of a cross wind, improving the loading and unloading efficiency of the container.

[0040] Specifically, the two ends of the second shock-absorbing device 10 are respectively hinged to the boom frame 6011 and the second wheel frame 602.

[0041] Based on the above embodiments, in a preferred embodiment, the first shock-absorbing device 5 includes a first spring shock-absorbing device 501. Both ends of the first spring shock-absorbing device 501 are respectively hinged to the first wheel carrier 402 and the first vehicle frame 401 through a first hinge point 7, and the axis of the first hinge point 7 is located directly above the axis of the first wheel 403. In this embodiment, since the axis of the first hinge point 7 is located directly above the axis of the first wheel 403, when the first wheel 403 receives vibrations in the vertical direction, the vibrations in the vertical direction will be transmitted upward to the first shock-absorbing device 5, and the first shock-absorbing device 5 absorbs the kinetic energy of the vibrations, greatly reducing the amplitude of the vibrations and achieving a better shock-absorbing effect. Of course, in other alternative embodiments, the axis of the first hinge point 7 is not located directly above the axis of the first wheel 403, for example, it deviates from directly above by a certain distance.

[0042] Based on the above embodiments, in a preferred embodiment, the first shock-absorbing device 5 further includes a first oil-gas damping shock-absorbing device 502. Both ends of the first oil-gas damping shock-absorbing device 502 are respectively hinged to the first wheel carrier 402 and the first vehicle frame 401 through a second hinge point 8, and the axis of the first oil-gas damping shock-absorbing device 502 is parallel to the axis of the first spring shock-absorbing device 501. In this embodiment, the first spring shock-absorbing device 501 and the first oil-gas damping shock-absorbing device 502 act independently and jointly to absorb the energy of the vibrations, greatly reducing the amplitude of the vibrations. When the first wheel 403 receives vibrations, the amplitude of the vibrations transmitted to the first vehicle frame 401 is greatly reduced, so it will not affect the running efficiency of the trolley. At the same time, by setting the first oil-gas damping shock-absorbing device 502 and hinging the upper and lower ends to the first vehicle frame 401 and the first wheel carrier 402 respectively, the number of hinge points increases. Restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the first vehicle frame 401 and the first wheel 403. When a crosswind blows, the first vehicle frame 401 will not swing greatly. Therefore, the first trolley 4 can still run at high speed in the presence of a crosswind, improving the loading and unloading efficiency of the container.

[0043] As Figure 6 shown, the axis of the first oil-gas damping shock-absorbing device 502 is parallel to the axis of the first spring shock-absorbing device 501, the first oil-gas damping shock-absorbing device 502 and the first spring shock-absorbing device 501 are arranged side by side at intervals, and the second hinge point 8 deviates from directly above the axis of the first wheel 403.

[0044] On the basis of the above embodiments, in a preferred embodiment, each first wheel carrier 402 is hinged to the first vehicle frame 401 through at least two third hinge points 9. The axis of the third hinge point 9 is parallel to the axis of the first wheel 403, and the third hinge point 9 is located on one side of the first wheel 403. In this embodiment, since each first wheel carrier 402 is hinged to the first vehicle frame 401 through at least two third hinge points 9, and the third hinge point 9 is located on one side of the first wheel 403, when the first wheel 403 is subjected to vibrations in the horizontal direction, the vibrations in the horizontal direction are relatively small compared to the vibrations in the vertical direction. When the vibrations in the horizontal direction are transmitted to the third hinge point 9, part of the vibrations are converted into small swings of the first wheel carrier 402 around the axis of the third hinge point 9, consuming part of the vibration energy. When the vibrations in the horizontal direction are transmitted to the first hinge point 7 and the second hinge point 8, part of the vibrations are converted into small swings of the first wheel carrier 402 around the first hinge point 7 and the second hinge point 8, consuming part of the vibration energy. The vibrations in the horizontal direction transmitted to the first vehicle frame 401 are also greatly reduced. Therefore, the third hinge point 9, the first hinge point 7, and the second hinge point 8 cooperate together to reduce the vibrations of the first trolley 4.

[0045] It should be noted that although each first wheel carrier 402 is hinged to the first vehicle frame 401 through at least two third hinge points 9, since the first wheel carrier 402 and the first vehicle frame 401 are not made of completely rigid materials and they are not completely rigidly connected, small swings of the first wheel carrier 402 can be achieved.

[0046] On the basis of the above embodiments, in a preferred embodiment, each first wheel carrier 402 is hinged to the first vehicle frame 401 through four third hinge points 9, and the four third hinge points 9 are arranged in two rows and two columns. As Figure 6 shown, the two rows of third hinge points 9 are arranged at intervals in the horizontal direction, and the two columns of third hinge points 9 are arranged at intervals in the vertical direction.

[0047] Specifically, in one embodiment, as Figure 7 shown, each first wheel carrier 402 is connected to the first vehicle frame 401 through two first connecting plates 14. Both ends of each first connecting plate 14 are hinged to the first wheel carrier 402 and the first vehicle frame 401 through a third hinge point 9 respectively. In an alternative embodiment, each first wheel carrier 402 is directly connected to the vehicle frame through four third hinge points 9.

[0048] Based on the above-described embodiments, in a preferred embodiment, the second shock-absorbing device 10 includes a second spring shock-absorbing device 1001. Both ends of the second spring shock-absorbing device 1001 are respectively hinged to the second wheel carrier 602 and the second vehicle frame 601 through the fourth hinge point 11. The axis of the fourth hinge point 11 is located directly above the axis of the second wheel 603. In this embodiment, since the axis of the fourth hinge point 11 is located directly above the axis of the second wheel 603, when the second wheel 603 receives vibrations in the vertical direction, the vibrations in the vertical direction will be transmitted upward to the second shock-absorbing device 10. The second shock-absorbing device 10 absorbs the kinetic energy of the vibrations, greatly reducing the amplitude of the vibrations and achieving a better shock-absorbing effect. Of course, in other alternative embodiments, the axis of the fourth hinge point 11 is not located directly above the axis of the second wheel 603, for example, it deviates from directly above by a certain distance.

[0049] Based on the above-described embodiments, in a preferred embodiment, the second shock-absorbing device 10 further includes a second oil-gas damping shock-absorbing device 1002. Both ends of the second oil-gas damping shock-absorbing device 1002 are respectively hinged to the second wheel carrier 602 and the second vehicle frame 601 through the fifth hinge point 12. The axis of the second oil-gas damping shock-absorbing device 1002 is parallel to the axis of the second spring shock-absorbing device 1001. In this embodiment, the second spring shock-absorbing device 1001 and the second oil-gas damping shock-absorbing device 1002 act independently and jointly to absorb the energy of the vibrations, greatly reducing the amplitude of the vibrations. When the second wheel 603 receives vibrations, the amplitude of the vibrations transmitted to the second vehicle frame 601 is greatly reduced, so it will not affect the running efficiency of the trolley. At the same time, by providing the second oil-gas damping shock-absorbing device 1002 and hinging its upper and lower ends to the second vehicle frame 601 and the second wheel carrier 602 respectively, the number of hinge points increases. Restricted by each hinge point, the swing amplitude at each hinge point is very small, and there will be no large swing between the second vehicle frame 601 and the second wheel 603. When a crosswind blows, the second vehicle frame 601 will not swing significantly. Therefore, the second trolley 6 can still run at high speed in the presence of a crosswind, improving the loading and unloading efficiency of the container.

[0050] As Figure 9 shown, the axis of the second oil-gas damping shock-absorbing device 1002 is parallel to the axis of the second spring shock-absorbing device 1001. The second oil-gas damping shock-absorbing device 1002 and the second spring shock-absorbing device 1001 are arranged side by side at intervals. The second hinge point 8 deviates from directly above the axis of the second wheel 603.

[0051] On the basis of the above - mentioned embodiments, in a preferred embodiment, each second wheel carrier 602 is hinged to the second vehicle frame 601 through at least two sixth hinge points 13. The axis of the sixth hinge point 13 is parallel to the axis of the second wheel 603, and the sixth hinge point 13 is located on one side of the second wheel 603. In this embodiment, since each second wheel carrier 602 is hinged to the second vehicle frame 601 through at least two sixth hinge points 13, and the sixth hinge point 13 is located on one side of the second wheel 603, when the second wheel 603 is subjected to vibrations in the horizontal direction, the vibrations in the horizontal direction are relatively small compared to those in the vertical direction. When the vibrations in the horizontal direction are transmitted to the sixth hinge point 13, part of the vibrations are converted into small swings of the second wheel carrier 602 around the axis of the sixth hinge point 13, consuming part of the vibration energy. When the vibrations in the horizontal direction are transmitted to the fourth hinge point 11 and the fifth hinge point 12, part of the vibrations are converted into small swings of the second wheel carrier 602 around the fourth hinge point 11 and the fifth hinge point 12, consuming part of the vibration energy. The vibrations in the horizontal direction transmitted to the second vehicle frame 601 are also greatly weakened. Therefore, the sixth hinge point 13, the fourth hinge point 11, and the fifth hinge point 12 cooperate together to reduce the vibrations of the second trolley 6.

[0052] It should be noted that although each second wheel carrier 602 is hinged to the second vehicle frame 601 through at least two sixth hinge points 13, since the second wheel carrier 602 and the second vehicle frame 601 are not made of completely rigid materials and they are not completely rigidly connected, small swings of the second wheel carrier 602 can be realized.

[0053] On the basis of the above - mentioned embodiments, in a preferred embodiment, each second wheel carrier 602 is hinged to the second vehicle frame 601 through four sixth hinge points 13, and the four sixth hinge points 13 are arranged in two rows and two columns. Combining Figure 8 and Figure 9 , each second wheel carrier 602 is specifically hinged to the boom 6011 through four sixth hinge points 13. The four sixth hinge points 13 are arranged in two rows in the horizontal direction and two columns in the vertical direction, and there is a relatively large distance between the two rows.

[0054] Specifically, in one embodiment, as Figure 9 shown, each second wheel carrier 602 is connected to the boom 6011 of the second vehicle frame 601 through two second connecting plates 15. Both ends of each second connecting plate 15 are respectively hinged to the second wheel carrier 602 and the boom 6011 through a sixth hinge point 13. In other alternative embodiments, each second wheel carrier 602 is directly hinged to the boom 6011 through four sixth hinge points 13.

[0055] Obviously, the above embodiments are merely examples given for clear illustration and are not limitations on the implementation manners. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to exhaustively list all implementation manners here. And the obvious changes or modifications derived therefrom still fall within the protection scope of the present invention.

Claims

1. A through-type high-speed quay crane, characterized in that, Comprising: Two girders (1) arranged in parallel; A first track (2) provided on two opposite side surfaces of the two girders (1); A second track (3) provided on two opposite side surfaces of the two girders (1); A first trolley (4) including a first vehicle frame (401), a first wheel frame (402), and a first wheel (403) rotatably provided on the first wheel frame (402). The first wheel (403) is provided on the first track (2) and can travel along the first track (2). At least one set of first shock-absorbing devices (5) is provided between each first wheel frame (402) and the first vehicle frame (401). The axis of the first shock-absorbing device (5) extends in the vertical direction, and its two ends are respectively hinged to the first vehicle frame (401) and the first wheel frame (402), and the axes at the two hinge points are respectively parallel to the axis of the first wheel (403); Each first wheel frame (402) is hinged to the first vehicle frame (401) through at least two third hinge points (9). The axis of the third hinge point (9) is parallel to the axis of the first wheel (403), and the third hinge point (9) is located on one side of the first wheel (403); Each first wheel frame (402) is hinged to the first vehicle frame (401) through four of the third hinge points (9), and the four third hinge points (9) are arranged in two rows and two columns; A second trolley (6) including a second vehicle frame (601), a second wheel frame (602), and a second wheel (603) rotatably provided on the second wheel frame (602). The second wheel (603) is provided on the second track (3) and can travel along the second track (3). The second vehicle frame (601) includes two symmetrically arranged boom arms (6011) and a main frame body (6012) connected to the lower ends of the two boom arms (6011). The first vehicle frame (401) is located between the two boom arms (6011), and the main frame body (6012) is located below the first vehicle frame (401). At least one set of second shock-absorbing devices (10) is provided between each second wheel frame (602) and the second vehicle frame (601). The axis of the second shock-absorbing device (10) extends in the vertical direction, and its two ends are respectively hinged to the second vehicle frame (601) and the second wheel frame (602), and the axes at the two hinge points are respectively parallel to the axis of the second wheel (603).

2. The cross-type high-speed quay crane according to claim 1, wherein The first shock-absorbing device (5) includes a first spring shock-absorbing device (501). The two ends of the first spring shock-absorbing device (501) are respectively hinged to the first wheel frame (402) and the first vehicle frame (401) through a first hinge point (7). The axis of the first hinge point (7) is located directly above the axis of the first wheel (403).

3. The straddle-type high-speed quay crane according to claim 2, wherein, The first shock absorber (5) further includes a first oil-gas damping shock absorber (502). Both ends of the first oil-gas damping shock absorber (502) are respectively hinged to the first wheel carrier (402) and the first vehicle frame (401) through a second hinge point (8), and the axis of the first oil-gas damping shock absorber (502) is parallel to the axis of the first spring shock absorber (501).

4. The through-type high-speed quay crane according to any one of claims 1 to 3, characterized in that, The second shock absorber (10) includes a second spring shock absorber (1001). Both ends of the second spring shock absorber (1001) are respectively hinged to the second wheel carrier (602) and the second vehicle frame (601) through a fourth hinge point (11), and the axis of the fourth hinge point (11) is located directly above the axis of the second wheel (603).

5. The cross-type high-speed quay crane according to claim 4, characterized in that, The second shock absorber (10) further includes a second oil-gas damping shock absorber (1002). Both ends of the second oil-gas damping shock absorber (1002) are respectively hinged to the second wheel carrier (602) and the second vehicle frame (601) through a fifth hinge point (12), and the axis of the second oil-gas damping shock absorber (1002) is parallel to the axis of the second spring shock absorber (1001).

6. The cross-type high-speed shore bridge according to claim 4, wherein Each of the second wheel carriers (602) is hinged to the second vehicle frame (601) through at least two sixth hinge points (13). The axis of the sixth hinge point (13) is parallel to the axis of the second wheel (603), and the sixth hinge point (13) is located on one side of the second wheel (603).

7. The cross-type high-speed quay crane according to claim 6, wherein, Each of the second wheel carriers (602) is hinged to the second vehicle frame (601) through four of the sixth hinge points (13), and the four sixth hinge points (13) are arranged in two rows and two columns.

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